Intercepting high-speed large-maneuvering unmanned aerial vehicle and control method thereof

Abstract

The application discloses an intercepting type high-speed large-maneuvering unmanned aerial vehicle and a control method thereof, and relates to the technical field of unmanned aerial vehicles.The application comprises the following steps: S1, acquiring state parameters of a to-be-intercepted unmanned aerial vehicle, including position, speed, attitude and angular velocity; S2, taking the position and speed as inputs of outer loop trajectory prediction control, performing rolling optimization under preset constraint conditions based on a model prediction control algorithm, and generating equivalent acceleration control instructions; S3, according to the equivalent acceleration control instructions, mapping desired attitude and total thrust instructions through the translational dynamics relationship of the unmanned aerial vehicle; and S4, based on the comparison between the desired attitude and the current attitude, calculating attitude error and angular rate error, and combining disturbance torque estimation values, calculating attitude control torque references through disturbance compensation attitude control law.The beneficial effects are as follows: the total thrust and the attitude control torque are reasonably distributed to each actuator, the cooperative control of multiple power units and tail rudder surfaces is realized, and the control efficiency and stability of the system under high-speed large maneuvering are improved.

Description

Technical Field

[0001] This invention relates to the field of unmanned aerial vehicle (UAV) technology, and in particular to an interception-type high-speed, highly maneuverable UAV and its control method. Background Technology

[0002] With the gradual implementation of low-altitude airspace opening policies and the rapid popularization of consumer and industrial drone technologies, various small, low-cost drones are increasingly being used in civilian and commercial scenarios. At the same time, problems such as unauthorized drone flights, illegal flights, and malicious interference are becoming increasingly prominent, posing serious threats to security at important locations, airspace order maintenance, and the safety of critical infrastructure. Traditional air defense methods (such as missiles and anti-aircraft artillery) have limitations when dealing with small, slow-moving targets, including high costs, significant collateral damage, and insufficient response speed, making it difficult to meet the current needs for refined and low-cost low-altitude security. Therefore, developing active interception technologies based on drones has become an important development direction in the field of low-altitude security.

[0003] Existing interceptor drones mainly suffer from the following technical bottlenecks: Most interceptor drones adopt conventional fixed-wing or multi-rotor configurations. When flying at high speeds (such as Mach 0.3 and above), they have high aerodynamic drag and poor structural stability, making it difficult to achieve rapid positioning and precise interception. At the same time, under high maneuver overload conditions (such as 5g and above), traditional control architectures are prone to attitude instability and reduced trajectory tracking accuracy, making them unable to meet the requirements of rapid response and precise control for high-speed interception missions.

[0004] During high-speed, high-maneuver flight, UAVs face complex aerodynamic disturbances, wind field interference, and model uncertainties. Traditional PID or sliding mode control methods are insufficient to suppress disturbances and struggle to maintain attitude stability and trajectory tracking accuracy under strong disturbances. In addition, existing control architectures often use a single control frequency, which cannot separate the time scales of trajectory planning and attitude tracking, resulting in lag in control response and limited maneuverability.

[0005] Existing interception drones mostly use collision-based or net-based interception methods, which can easily cause irreversible damage to the target and themselves. Furthermore, the recovery process after the mission is terminated lacks effective control strategies, which can easily lead to drone crashes or secondary damage, making it difficult to meet the requirements for reuse and safe recovery.

[0006] Most interceptor drones lack deep integration of their power, perception, and control systems. Their redundant power layout and control surface coordination are poor. In fault scenarios such as the failure of a single power unit, they are prone to mission interruption or even loss of control. The reliability and fault tolerance of the system need to be improved. Summary of the Invention

[0007] Purpose of the invention: The purpose of this invention is to solve the technical problems in the prior art and provide an interception-type high-speed, highly maneuverable unmanned aerial vehicle and its control method.

[0008] Technical solution: In the first aspect, this application proposes a control method for an interceptor-type high-speed, highly maneuverable unmanned aerial vehicle, including: S1. Obtain the state parameters of the drone to be intercepted, including its position, velocity, attitude, and angular velocity; S2. Using the position and velocity as inputs to the outer loop trajectory prediction control, and based on the model predictive control algorithm, perform rolling optimization under preset constraints to generate equivalent acceleration control commands. S3. Based on the equivalent acceleration control command, the desired attitude and total thrust command are obtained by mapping the translational dynamics relationship of the UAV. S4. Based on the comparison between the desired attitude and the current attitude, calculate the attitude error and angular rate error, and combine the disturbance torque estimate with the disturbance compensation attitude control law to calculate the attitude control torque reference. S5. Based on the preset power unit layout and control surface aerodynamic torque model, the total thrust command and attitude control torque reference input are allocated to generate thrust commands for each power unit and deflection angle commands for each control surface, and sent to the corresponding actuators.

[0009] Preferably, the position and velocity are used as inputs to the outer loop trajectory predictive control. Based on the model predictive control algorithm, rolling optimization is performed under preset constraints to generate an equivalent acceleration control command, including: Read the current state and the reference trajectory in the prediction time domain ; Construct a prediction model based on the outer loop state-space model: ； And set acceleration constraints Speed ​​constraints and rate of change of control quantity Constraints, including those related to constraints, include: ; ; ; An optimization function is constructed with the objective of minimizing trajectory tracking error and control input cost, and solved under the given constraints to obtain the optimal control input sequence. ; Extract the first step control input from the optimal control input sequence. As the equivalent acceleration control command for the current cycle Output; in, Let be the position vector of the UAV's centroid. Let V be the velocity vector of the UAV in the ground coordinate system. and These represent the system states at the current time and the next sampling time, respectively. and These are the system state matrices. With input matrix During the sampling period The following can be represented , It is a third-order identity matrix. This indicates the maximum achievable acceleration of the drone within the limits of its structure and power capabilities. Indicates the maximum permissible flight speed of the drone. This indicates the change in control input within adjacent control cycles. Used to limit the rate of change of control commands in order to avoid overloading the actuator or causing system oscillation.

[0010] The preferred optimization function is as follows: ; in, For the predicted time The system state vector, which is composed of position and velocity components; and For the corresponding Time and The reference state trajectory at any given moment is used to describe the desired flight path or interception trajectory. and This is a weight matrix, used to adjust the importance of the state tracking error within the prediction interval and at the terminal time, respectively. Weight matrix This is used to adjust the impact of the control input amplitude on the optimization target, in order to achieve a balance between tracking accuracy and control smoothness. for Acceleration at any moment.

[0011] Preferably, based on the equivalent acceleration control command, the desired attitude and total thrust command are mapped through the translational dynamics of the UAV, including: The formula for calculating the total thrust command is as follows: ; in, This is an equivalent acceleration control command. For the quality of drones, It is the acceleration due to gravity; By aligning or approximately aligning the forward axis of the UAV body with the direction of the combined thrust under the desired attitude, the desired attitude is determined based on the direction of the equivalent acceleration. .

[0012] Preferably, based on the comparison between the desired attitude and the current attitude, the attitude error and angular rate error are calculated, and combined with the disturbance torque estimate, the attitude control torque reference is calculated through the disturbance compensation attitude control law, including: Step A1: Based on the desired pose With current posture Calculate attitude error The formulas include the following: ; The vector part of the attitude error quaternion is taken as the attitude error. The desired angular velocity is generated by combining the attitude kinematics relationship. Then, based on the desired angular velocity With current angular velocity Calculate angular rate error ; Step A2: Estimate the equivalent disturbance torque in real time using the disturbance observer, based on angular velocity feedback and reference control torque. ; Step A3: The attitude error and angular rate error As a feedback term, the disturbance torque As a feedforward compensation term, it is substituted into the preset attitude control law to calculate the attitude control torque reference. .

[0013] Preferably, the equivalent disturbance torque is estimated in real time using a disturbance observer based on angular velocity feedback and reference control torque. ,include: ; The attitude error and angular rate error As a feedback term, the disturbance torque As a feedforward compensation term, it is substituted into the preset attitude control law to calculate the attitude control torque reference. ,include: ; in, This is an estimate of the angular velocity of the UAV. This is an estimate of the disturbance torque. I represents the actual angular velocity collected by the inertial measurement unit; I is the rotational inertia matrix of the UAV. The reference control torque generated for the attitude inner loop. The observer gain matrix is ​​used to adjust the convergence speed of angular velocity estimation error and disturbance torque estimation. Its parameters can be designed or tuned according to the dynamic characteristics of the system. For the desired angular velocity command, The desired rate of change of angular velocity, This is the angular velocity error feedback gain matrix.

[0014] Preferably, the total thrust command and attitude control torque reference input are allocated to generate thrust commands for each power unit and deflection angle commands for each control surface based on a preset power unit layout and control surface aerodynamic torque model, and then sent to the corresponding actuators, including: Thrust commands for each power unit The mapping calculation formula is as follows:

[0015] in For attitude control torque The desired control torque for roll, pitch, and yaw components, i.e. , For total thrust command, 、 、 These represent the desired control torques for roll, pitch, and yaw generated by the aerodynamic control structure in the middle of the fuselage or the tail, respectively. Through the thrust commands of each power unit The mapping calculation formula yields the thrust command for each ducted power unit. ; The aerodynamic torque generated by the tail control surface and the control surface deflection angle can be approximated using a linearized equivalent model, and their relationship can be expressed as: ； ； ； in, The equivalent aerodynamic moment vector generated by the tail control surfaces is used to provide attitude stabilization and maneuver control capabilities for the UAV. This is a deflection angle command. , Let be the deflection angle of the i-th tail control surface. The dynamic pressure during flight. The reference area for a single control surface or an equivalent control surface. The equivalent force arm of the aerodynamic force application point of the control surface relative to the center of mass of the UAV. The aerodynamic moment coefficient matrix of the control surface. Let V be the air density, and V be the flight speed of the drone relative to the airflow.

[0016] Preferably, it also includes a safe termination and recycling step: The health monitoring module monitors key risk statuses in real time, including one or more of the following: communication link status, energy reserve, attitude angle, angular velocity, flight envelope, and geofencing. When any risk status exceeds the preset threshold and continues for more than the set time, the safety termination condition is determined and the task status is switched to recycling mode. In recovery mode, thrust reduction and attitude stabilization control are implemented to bring the UAV into a preset safety envelope; Once the speed and altitude conditions are met, the parachute release mechanism is triggered, enabling the drone to be recovered.

[0017] Secondly, this application discloses an interception-type high-speed, highly maneuverable unmanned aerial vehicle, comprising: The fuselage adopts an axisymmetric cylindrical configuration; The power system includes multiple power units, which are equally spaced and installed in the middle of the fuselage about the central axis of the fuselage as the axis of symmetry, and are used to provide propulsion and attitude control torque. The control surface structure, located at the tail of the fuselage, is used to generate aerodynamic torque under high-speed flight conditions to assist in attitude control. A flight control system configured to perform the control method as described in any of the above embodiments.

[0018] Preferably, the power unit is a ducted power unit or a propeller power unit, and the power unit generates attitude control torque through differential thrust or motor anti-torque effect. Beneficial effects

[0019] This application uses an outer-to-inner-loop command mapping to accurately convert equivalent acceleration commands into total thrust references and desired attitudes, ensuring that the forward axis of the UAV is aligned with the direction of the combined thrust, thus providing a foundation for efficient interception. The hybrid control allocation module, based on the ducted dynamic / torque model and the control surface aerodynamic torque model, rationally distributes the total thrust and attitude control torque to each actuator, achieving coordinated control of multiple power units and tail control surfaces, and improving the system's control efficiency and stability under high-speed, high-maneuverability conditions.

[0020] This application monitors the critical states of sensors, actuators, power sources, and communications in real time, enabling rapid triggering of protection strategies in the event of anomalies. These strategies include limiting command output, degrading operation, or safe recovery. In particular, the safe termination and recovery process, by gradually stabilizing the flight state and triggering parachute recovery, effectively reduces the risk of loss of control during malfunctions or mission termination, enhancing the system's survivability and mission continuity in complex mission environments.

[0021] An optimization objective function incorporating state tracking error and control cost is constructed in the prediction time domain, and physical constraints such as acceleration, velocity, and control rate of change are explicitly introduced during the control command generation stage. Compared with conventional PID control, this method can proactively consider the future state evolution of the system, avoiding saturation or instability caused by control commands exceeding the actuator's capabilities, thereby improving the tracking accuracy of the interception trajectory and the overall control reliability.

[0022] A quantitative mapping relationship was established from equivalent acceleration commands to desired attitude and total thrust, ensuring that the forward axis of the UAV is aligned with the direction of the composite thrust. This mapping naturally transforms the motion control objective of the outer loop into an executable attitude tracking task of the inner loop, ensuring the physical consistency and feasibility of command transmission between different levels in the hierarchical control architecture.

[0023] This method treats aerodynamic uncertainties, gust disturbances, and structural coupling effects, which are difficult to model precisely, as equivalent disturbance moments for online estimation, and incorporates these estimates as feedforward compensation terms into the control law. This approach enables the attitude inner loop to actively compensate for external disturbances before they affect the system, effectively suppressing attitude oscillations and overshoot during high-speed flight. It also solves the problems of delayed disturbance response and insufficient robustness in traditional feedback control. Attached Figure Description

[0024] Figure 1 A schematic diagram of the method flow framework for this invention is provided; Figure 2 This invention provides a three-dimensional schematic diagram of an interceptor-type unmanned aerial vehicle (UAV). Figure 3 This invention provides a schematic diagram of one side of an interceptor-type unmanned aerial vehicle; Figure 4 This invention provides a three-dimensional schematic diagram of an interceptor-type unmanned aerial vehicle from another perspective; Figure 5 This invention provides a schematic diagram illustrating the effect of replacing the duct with a fan blade. Detailed Implementation

[0025] To make the technical solution of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. Example 1

[0026] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions in the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without inventive effort are within the scope of protection of this invention. Unless otherwise defined, the technical or scientific terms used herein should have the ordinary meaning understood by those skilled in the art. The terms "including" and similar expressions used herein mean that the element or object preceding the term covers the element or object listed after the term and its equivalents, but do not exclude other elements or objects.

[0027] This invention is applicable to unmanned aerial vehicle (UAV) applications requiring high-speed flight and large-attitude maneuvers in complex aerodynamic environments, including but not limited to tasks such as trajectory tracking of moving targets, escort approach, and physical interception. The control method and system architecture described are also applicable to UAV systems requiring safe termination and recovery operations upon mission completion or in abnormal situations.

[0028] In practical applications, depending on different mission requirements, appropriate guidance, sensing, and capture payloads can be selected or replaced without changing the main control architecture of the UAV, in order to adapt to different target types, flight environments, and mission constraints.

[0029] In response to the problems existing in the current technology, such as Figure 1 As shown, a control method for a high-speed, highly maneuverable interceptor UAV is proposed, including: S1. The current flight status information of the UAV is obtained through the inertial measurement unit, satellite navigation device and related sensors, and after state estimation processing, the state parameters of the UAV to be intercepted are obtained, including position, velocity, attitude and angular velocity, which are used to characterize the motion and attitude state of the UAV in the current control cycle. Establish Earth-Fixed Coordinate System With body coordinate system Among them, the body coordinate system of The axis points in front of the drone's nose. The axis points to the right side of the fuselage. The axis points downwards from the fuselage; Earth-fixed coordinate system Used to describe the motion state of a drone relative to the ground.

[0030] To model and control the motion and attitude of the UAV, the system state can be selected as position. ,speed Position, attitude, and angular velocity. Among these, position... Indicates the UAV's center of mass in the Earth-fixed coordinate system The position vector below, whereby the position can be obtained by a satellite navigation device, an inertial navigation device, or a navigation system combining both; velocity. Indicates the UAV in the Earth-fixed coordinate system The velocity vector is obtained from an inertial measurement unit, an airspeed sensor, and a navigation calculation module.

[0031] UAV attitude is used to describe the body coordinate system. Relative to Earth-fixed coordinate system The spatial orientation relationship, the attitude can be expressed as a quaternion. The attitude information can be represented in Euler angle form, and can be measured by the gyroscope and accelerometer in the inertial measurement unit, and obtained through attitude calculation or navigation fusion algorithm.

[0032] drone angular velocity This represents the rotational angular velocity of the UAV around its three axes in the body coordinate system, where Corresponding to the circumference The angular velocity component of the shaft, which can be directly measured by the angular velocity sensor in the inertial measurement unit.

[0033] By defining the states and using the corresponding sensor acquisition methods, the position, velocity, and attitude of the UAV can be perceived in real time, providing basic state inputs for subsequent dynamic modeling and attitude control.

[0034] S2. Using the position and velocity as inputs to the outer loop trajectory prediction control, and based on the model predictive control algorithm, perform rolling optimization under preset constraints to generate equivalent acceleration control commands. Using the position and velocity as inputs to the outer loop trajectory predictive control, and based on a model predictive control algorithm, rolling optimization is performed under preset constraints to generate equivalent acceleration control commands, including: To achieve position and velocity trajectory tracking control of UAVs in interception missions, an outer-loop state-space model based on position-velocity states is constructed and discretized for compatibility with digital control and predictive control algorithms. The outer-loop control uses the position and velocity of the UAV's center of mass as the primary state variables, selecting equivalent acceleration commands as control inputs. Using the UAV's position and velocity information as state variables, the outer-loop control generates intermediate control commands such as equivalent acceleration under constraints, characterizing the desired UAV motion in space. The outer-loop control does not limit the specific control execution form; its role is to uniformly generate motion-layer control objectives that meet mission and constraint requirements. These objectives are specifically implemented by thrust, control surfaces, or a combination thereof, and completed by the attitude execution layer and hybrid control allocation module.

[0035] The system state vector can be defined as: reading the current state and the reference trajectory in the prediction time domain The reference trajectory or reference motion state can be a flight trajectory pre-set before the mission begins, or it can be generated or dynamically updated in real time during flight according to mission requirements, environmental information, or upper-level planning results. Its form can include a sequence of changes in state quantities such as position and velocity over time.

[0036] In the discrete-time domain, a prediction model based on the outer-loop state-space model is constructed, and the state update relationship of the outer-loop system is as follows: ； And set acceleration constraints Speed ​​constraints and rate of change of control quantity The constraints, including those related to control inputs, must simultaneously satisfy the following physical and engineering constraints: ； ； ； An optimization function is constructed with the objective of minimizing trajectory tracking error and control input cost, and solved under the given constraints to obtain the optimal control input sequence. ; The solution process refers to obtaining the optimal control input sequence by solving the corresponding optimization problem under the established prediction model, objective function, and constraints. This solution process itself can be implemented using existing model predictive control numerical optimization methods, such as numerical solutions for quadratic programming or nonlinear programming, and is not an innovation of this application.

[0037] Extract the first step control input from the optimal control input sequence. As the equivalent acceleration control command for the current cycle Output; used in the next control level to generate the desired attitude command and total thrust command for the inner loop of the attitude control, thus forming a closed-loop rolling optimization control process; in, Let be the position vector of the UAV's centroid. Let V be the velocity vector of the UAV in the ground coordinate system. and These represent the system states at the current time and the next sampling time, respectively. and These are the system state matrices. With input matrix During the sampling period The following can be represented , It is a third-order identity matrix. This indicates the maximum achievable acceleration of the drone within the limits of its structure and power capabilities. Indicates the maximum permissible flight speed of the drone. This indicates the change in control input within adjacent control cycles. Used to limit the rate of change of control commands to avoid overloading the actuators or causing system oscillations. As a disturbance term, it is compensated based on wind field estimation results, disturbance observation results, or empirical models, or treated uniformly as a robust term in predictive control to improve the stability and tracking accuracy of outer-loop position and velocity control in complex flight environments. Matrix A describes the natural evolution of position and velocity states without control input, while matrix B describes the influence of equivalent acceleration input on position and velocity states.

[0038] Based on the outer-loop state-space model, model predictive control is employed to perform trajectory tracking and constraint control of the UAV's position and velocity. Within a rolling time domain with a prediction step size of N, the control input sequence in the prediction time domain is as follows: ; in, Indicates the current control moment. The prediction step size is used to determine the time range for model predictions; control inputs. The physical meaning of is the equivalent acceleration control quantity, which is used to characterize the acceleration effect that the UAV is expected to produce in the outer loop control layer.

[0039] The optimized function is as follows: ; in, For the predicted time The system state vector, which is composed of position and velocity components; and For the corresponding Time and The reference state trajectory at any given time is used to describe the desired flight path or interception trajectory. It is a reference motion effect used in the optimization objective function to compare with the predicted state to form the trajectory tracking error. and This is a weight matrix, used to adjust the importance of the state tracking error within the prediction interval and at the terminal time, respectively. Weight matrix This is used to adjust the impact of the control input amplitude on the optimization target, in order to achieve a balance between tracking accuracy and control smoothness. for Acceleration at any moment.

[0040] S3. Based on the equivalent acceleration control command, the desired attitude and total thrust command are obtained by mapping the translational dynamics relationship of the UAV. Based on the equivalent acceleration control command, the desired attitude and total thrust command are mapped through the translational dynamics of the UAV, including: The formula for calculating the total thrust command is as follows: ; in, This is the equivalent acceleration control command, where m is the mass of the UAV. It is the acceleration due to gravity; By aligning or approximately aligning the forward axis of the UAV body with the direction of the combined thrust under the desired attitude, the desired attitude is determined based on the direction of the equivalent acceleration. .

[0041] The thrust direction is determined based on the geometric relationship between the desired thrust direction and the inertial coordinate system. Its physical meaning is: by adjusting the UAV's attitude, the thrust direction of the aircraft system is aligned with... The directions are consistent or maintain a predetermined included angle relationship. In specific implementation, the... It can be calculated through direction vector normalization, attitude calculation, or equivalent attitude representation, such as mapping the desired thrust direction to the corresponding attitude quaternion or Euler angle form. The above mapping methods can be flexibly selected according to the specific unmanned vehicle configuration and control requirements, and are not limited to a fixed formula.

[0042] S4. Based on the comparison between the desired attitude and the current attitude, calculate the attitude error and angular rate error, and combine the disturbance torque estimate with the disturbance compensation attitude control law to calculate the attitude control torque reference. Step A1: Based on the comparison between the desired attitude and the current attitude, calculate the attitude error and angular rate error, and combine the disturbance torque estimate with the disturbance compensation attitude control law to calculate the attitude control torque reference, including: According to the desired posture With current posture Calculate attitude error The formulas include the following: ; The vector part of the attitude error quaternion is taken as the attitude error. The desired angular velocity is generated by combining the attitude kinematics relationship. Then, based on the desired angular velocity With current angular velocity Calculate angular rate error Reference angular velocity It can be calculated from the attitude error between the attitude reference and the current attitude. Specifically, it can be calculated based on the reference attitude. The current pose obtained from state estimation The attitude error is calculated based on the relative relationship between the two values, and then converted into a reference angular velocity through a preset proportional mapping relationship. It is used as the target input for attitude inner loop angular velocity tracking.

[0043] Step A2: Estimate the equivalent disturbance torque in real time using the disturbance observer, based on angular velocity feedback and reference control torque. To improve the robustness of UAVs to external disturbances and model uncertainties under high-speed, high-maneuver flight conditions, the disturbance torque acting on the UAV is considered as a slowly changing extended state, and an attitude control method based on disturbance observation and compensation is constructed on the basis of the rotational dynamics model. The disturbance torque... τd This model is used to characterize external disturbances and system uncertainties that are not modeled or are difficult to model accurately, including changes in aerodynamic parameters, additional torques caused by gusts, structural coupling effects, and actuator errors. By incorporating these disturbance torques into the state extension model, they can be estimated and compensated online during the control process.

[0044] A disturbance observer is constructed to estimate the angular velocity and disturbance torque of the UAV. Taking the extended state observer (ESO) form as an example, the equivalent disturbance torque is estimated in real time based on angular velocity feedback and reference control torque through the disturbance observer. ,include: ; Step A3: The attitude error and angular rate error As a feedback term, the disturbance torque As a feedforward compensation term, it is substituted into the preset attitude control law to calculate the attitude control torque reference. .

[0045] The attitude error and angular rate error As a feedback term, the disturbance torque As a feedforward compensation term, it is substituted into the preset attitude control law to calculate the attitude control torque reference. ,include: ; in, This is an estimate of the angular velocity of the UAV. This is an estimate of the disturbance moment. The estimation is based on the deviation relationship between the UAV attitude rotation dynamics model and the angular velocity feedback information. Specifically, unmodeled factors such as aerodynamic uncertainties, structural coupling effects, and external disturbances are equivalent to disturbance torque terms acting in rotation dynamics, and these disturbance torques are introduced into the system model as unknown inputs or extended states.

[0046] Based on the angular velocity feedback information output by the state estimation module and the known control input, an online estimation of the equivalent disturbance torque is performed by constructing a disturbance observer, thereby obtaining the estimated value of the disturbance torque. This is used for subsequent attitude control compensation. The above-mentioned disturbance observation method is a common existing technology in the field of control, and this application does not limit its specific implementation algorithm.

[0047] I represents the actual angular velocity collected by the inertial measurement unit; I is the rotational inertia matrix of the UAV. The reference control torque generated for the attitude inner loop. The observer gain matrix is ​​used to adjust the convergence speed of angular velocity estimation error and disturbance torque estimation. Its parameters can be designed or tuned according to the dynamic characteristics of the system. For the desired angular velocity command, The desired rate of change of angular velocity, This is the angular velocity error feedback gain matrix.

[0048] The reference control torque The thrust commands are converted into those of each ducted power unit via the mixing and distribution module. and tail control surface deflection commands Furthermore, when the actuator reaches its saturation limit, an anti-saturation control strategy is adopted to ensure the stability and safety of attitude control under high-speed, high-maneuver flight conditions.

[0049] S5. Based on the preset power unit layout and control surface aerodynamic torque model, the total thrust command and attitude control torque reference input are allocated to generate thrust commands for each power unit and deflection angle commands for each control surface, and sent to the corresponding actuators.

[0050] Based on a preset power unit layout and control surface aerodynamic moment model, the total thrust command and attitude control torque reference input are allocated to generate thrust commands for each power unit and deflection angle commands for each control surface, and then sent to the corresponding actuators, including: Thrust commands for each power unit The mapping calculation formula is as follows:

[0051] in For attitude control torque The desired control torque for roll, pitch, and yaw components, i.e. , For total thrust command, 、 、 These represent the desired control torques for roll, pitch, and yaw generated by the aerodynamic control structure in the middle of the fuselage or the tail, respectively. For example, the rolling torque generated by the reverse torque of the motor: ; To define the rotation coefficient, This is the proportionality coefficient between thrust and counter-torque; Through the thrust commands of each power unit The mapping calculation formula yields the thrust command for each ducted power unit. ; The aerodynamic torque generated by the tail control surface and the control surface deflection angle can be approximated using a linearized equivalent model, and their relationship can be expressed as: Under high-speed flight conditions, due to the large dynamic pressure and the fact that the control surface deflection angle is usually within a small range, the aerodynamic torque generated by the tail control surface and the control surface deflection angle can be approximated by a linearized equivalent model, and their relationship can be expressed as: ； The aerodynamic torque gain matrix of the control surface It can be represented as: ; The dynamic pressure The relationship with flight speed V can be expressed as: ; in, The equivalent aerodynamic moment vector generated by the tail control surfaces is used to provide attitude stabilization and maneuver control capabilities for the UAV. This is a deflection angle command. , Let be the deflection angle of the i-th tail control surface.

[0052] The dynamic pressure during flight. The reference area for a single control surface or an equivalent control surface. The equivalent force arm of the aerodynamic force application point of the control surface relative to the center of mass of the UAV. The aerodynamic moment coefficient matrix of the control surface. Let V be the air density and V be the UAV's flight speed relative to the airflow. Using the aforementioned equivalent model of the tail control surface aerodynamic torque, a quantitative description of the attitude control torque generated by the tail control surface deflection is achieved. This torque, together with the control torque generated by the ducted differential thrust, constitutes the UAV's attitude control input, thereby obtaining stable and adjustable attitude control capabilities under high-speed, high-maneuver flight conditions.

[0053] The mapping process pertains to actuator allocation or mixed control allocation. Based on the UAV's structural layout, the installation positions of the ducted power unit and control surfaces, and their lever arm relationships, it establishes a relationship model between the actuator inputs and the resultant forces and moments generated by the UAV. On this basis, the total thrust reference... and control torque reference Decompose and map the thrust commands into each ducted power unit. And the corresponding control surface deflection angle commands δ1~δ4 (when the number of ducts is 4).

[0054] The aforementioned method for allocating actuators is a mature technology in the field of UAV control, and this application does not limit its specific algorithm form.

[0055] To describe the attitude changes of a UAV during flight, a quaternion-based kinematic model of the UAV's attitude is established. The attitude is represented by a quaternion q, which characterizes the spatial attitude relationship between the body coordinate system and the ground-fixed coordinate system. The quaternion q includes one scalar component and three vector components to avoid attitude description failure caused by Euler angle representation approaching singular positions during high-maneuver flight.

[0056] Based on the aforementioned attitude representation method, the attitude kinematics relationship of the UAV can be expressed as:

[0057] in, Let be the derivative of the attitude quaternion with respect to time. is the angular velocity vector of the UAV in the body coordinate system, corresponding to the angular velocity components of the roll, pitch and yaw axes, respectively.

[0058] For the angular velocity vector The constructed quaternion multiplication matrix is ​​expressed as follows: .

[0059] It also includes safe termination and recycling steps: The health monitoring module monitors key risk statuses in real time, including one or more of the following: communication link status, energy reserve, attitude angle, angular velocity, flight envelope, and geofencing. The health monitoring module monitors the key operational status of the UAV in real time. The monitored objects include at least the communication link status, energy reserve, attitude and angular rate status, flight envelope constraints, geofencing conditions, sensor self-test results, and actuator saturation status.

[0060] The various risk statuses can be identified using the following criteria: Link anomaly: Continuous detection of communication interruption, loss of control commands, or link quality below a preset threshold; Low energy: The battery voltage, remaining energy, or power margin is below the safe threshold for maintaining return or continuing the mission; Abnormal attitude: The attitude angle or angular rate exceeds the preset safety range and cannot be recovered by normal control within a limited time. Flight envelope out of bounds: speed, altitude, or acceleration exceeds the design limits; Geofencing triggered: Entering or about to enter a no-fly zone; Sensor malfunction: Critical sensors fail to perform self-tests, generate abnormal data, or have unavailable information; Actuator malfunction: The power unit or control surface is experiencing continuous saturation, failure, or abnormal response.

[0061] When any risk state is detected to persist for multiple consecutive control cycles, or when a single risk state reaches a preset severity threshold, the health monitoring module determines that a safe termination condition has been entered. The duration threshold and severity threshold are preset based on the UAV's structural strength, power capability, and flight envelope.

[0062] When any risk status exceeds the preset threshold and continues for more than the set time, the safety termination condition is determined and the task status is switched to recycling mode. In recovery mode, thrust reduction and attitude stabilization control are implemented to bring the UAV into a preset safety envelope; Among them: thrust reduction: refers to gradually reducing the output of the power system so that the combined thrust of the UAV is no longer used to perform maneuvers or accelerate flight, but only to suppress attitude divergence and excessive descent; Attitude stabilization control: refers to limiting the attitude angle and angular rate of the UAV within a preset safe range through attitude inner loop control, avoiding tumbling, spinning or high angular rate states.

[0063] Once the attitude angle, angular rate, and flight speed of the UAV all enter the predetermined safe range and remain stable for a period of time, it is determined that the stable control conditions before parachute deployment are met.

[0064] Once the speed and altitude conditions are met, the parachute release mechanism is triggered, enabling the drone to be recovered.

[0065] Once the speed and altitude envelope conditions required for parachute deployment are met, the parachute release mechanism is triggered, causing the parachute to be released and deployed from the drone body.

[0066] The velocity and altitude envelope is used to ensure that the parachute does not suffer structural damage or fail to recover due to excessive velocity or insufficient altitude during deployment.

[0067] After the parachute successfully deploys, the control system limits the power and control surface outputs to avoid adverse effects on the parachute system; at the same time, it records the current position, flight status, and event log information to assist in subsequent positioning and recovery operations.

[0068] Combination such as Figure 2-5 This application also proposes an interception-type high-speed, highly maneuverable unmanned aerial vehicle, comprising: The fuselage 1 adopts an axisymmetric cylindrical configuration, in which sensors for detecting information such as position and speed are installed; The power system 2 includes multiple power units, which are equally spaced and installed in the middle of the fuselage with the fuselage central axis as the axis of symmetry along the circumference of the fuselage, and are used to provide propulsion and attitude control torque. Control surface structure 3, located at the tail of the fuselage, is used to generate aerodynamic torque under high-speed flight conditions to assist in attitude control; Flight control system 4, which is configured to execute the control method described in the above embodiments.

[0069] The power unit is a ducted power unit or a propeller power unit, and the power unit generates attitude control torque through differential thrust or motor anti-torque effect.

[0070] It also includes a guide device 6 and a capture device 7 located on the top of the fuselage; The guiding device 6 includes a visual sensing unit 8, and the capturing device 7 includes a capturing projection unit 5.

[0071] It also includes the tail control surface 9 and the parachute compartment 10 located at the bottom of the fuselage 1.

[0072] The UAV of this invention adopts an axisymmetric cylindrical fuselage 1 configuration, which is divided into a nose section, a mid-fuselage section, and a tail section along the axial direction of the fuselage 1. The nose section is used to install the guidance unit and the capture device 7, the mid-fuselage section is used to arrange the power unit, and the tail section is used to arrange the control surface structure 3 and the recovery device.

[0073] Multiple power units are evenly distributed around the central axis of fuselage 1, forming a thrust redundancy layout and supporting differential thrust control. This improves the UAV's attitude control and system reliability during high-speed, high-maneuver flight. The tail section of fuselage 1 features a streamlined design to reduce wake separation and vortex effects, thereby enhancing flight stability.

[0074] The front-end guidance and acquisition device 7 is located at the front of the fuselage 1 and is used to guide, align, and physically acquire the target under high-speed approach and high-maneuver flight conditions. The guidance unit adopts an arc-shaped structure and is coaxially arranged with the fuselage 1 axis. It integrates a target sensing component to acquire the target's relative position, speed, and orientation information, thereby providing guidance and control reference for the acquisition process.

[0075] The capture device 7 is located in the outer area of ​​the guide unit and is arranged in a ring around the guide unit. The ring arrangement makes the projection direction of the capture device 7 basically consistent with the observation line of the guide unit, thereby reducing the impact of relative attitude error and lateral deviation on the capture success rate under high-speed approach conditions. It is suitable for high-speed, high-maneuver interception conditions.

[0076] The capture device 7 includes multiple capture and projection units distributed circumferentially along the guide section and connected to the energy release unit. The energy release unit provides instantaneous driving energy to the capture and projection units when the capture triggering conditions are met, enabling the capture and projection units to rapidly deploy or launch towards the target direction, thus adapting to the capture requirements under high-speed relative motion conditions.

[0077] The capture and projection unit includes a counterweight and a flexible winding component connected to it. Upon contact with or passing over the target, the flexible winding component wraps around, hooks, or impedes the target, thereby limiting its relative motion capability. The number and arrangement of the capture and projection units, as well as the structure of the flexible winding component, can be configured according to the type of target being intercepted and the requirements of the interception mission.

[0078] The triggering of the acquisition device 7 is determined by the flight control system 4 based on the target's relative position, relative speed, and the UAV's attitude state, achieving coordination between the acquisition action and the flight control state. This avoids false triggering or acquisition failure caused by high-speed approach or rapid attitude changes. Through the combination of the above structural arrangement and triggering method, the acquisition device 7 can operate stably under high-speed, high-maneuver flight conditions, which is different from the application scenarios of conventional low-speed or static acquisition devices 7.

[0079] The power system 2 is located in the middle of the fuselage 1 and includes multiple power units to provide forward thrust for the UAV. The power units include ducted power units; in one embodiment, the power units can be replaced with propeller-type power units to adapt to different mission speed requirements and cost constraints. In addition to providing thrust, each power unit also includes an integrated deflectable aerodynamic control structure. In one embodiment, the aerodynamic control structure is a deflectable control surface integrated on the outside of the power unit, used to provide additional attitude control torque during high-speed flight, thereby enhancing mid-course aerodynamic control capabilities.

[0080] The tail of the fuselage 1 is equipped with an independent control surface structure 3. The control surface generates a stable aerodynamic torque under high speed and high dynamic pressure conditions, which is used to assist in attitude adjustment and stability control.

[0081] The control surfaces integrated in the power system 2 in the middle of the fuselage 1 work together with the independent control surfaces at the tail of the fuselage 1, and cooperate with the differential thrust control to form the attitude control system of the UAV, so as to improve the attitude control bandwidth, suppress control coupling oscillation, and reduce the risk of saturation of a single control channel.

[0082] The above description is merely a specific implementation of the embodiments of the present invention, but the protection scope of the embodiments of the present invention is not limited thereto. Any changes or substitutions within the technical scope disclosed in the embodiments of the present invention should be covered within the protection scope of the embodiments of the present invention. Therefore, the protection scope of the embodiments of the present invention should be determined by the protection scope of the claims.

Claims

1. A control method for a high-speed, highly maneuverable interceptor unmanned aerial vehicle (UAV), used to obtain the motion parameters of the high-speed, highly maneuverable interceptor UAV based on the motion state of the UAV to be intercepted, characterized in that, include: S1. Obtain the state parameters of the drone to be intercepted, including its position, velocity, attitude, and angular velocity; S2. Using the position and velocity as inputs to the outer loop trajectory prediction control, and based on the model predictive control algorithm, perform rolling optimization under preset constraints to generate equivalent acceleration control commands. S3. Based on the equivalent acceleration control command, the desired attitude and total thrust command are obtained by mapping the translational dynamics relationship of the UAV. S4. Based on the comparison between the desired attitude and the current attitude, calculate the attitude error and angular rate error, and combine the disturbance torque estimate with the disturbance compensation attitude control law to calculate the attitude control torque reference. S5. Based on the preset power unit layout and control surface aerodynamic torque model, the total thrust command and attitude control torque reference input are allocated to generate thrust commands for each power unit and deflection angle commands for each control surface, and sent to the corresponding actuators.

2. The control method for a high-speed, highly maneuverable interceptor UAV according to claim 1, characterized in that, Using the position and velocity as inputs to the outer loop trajectory predictive control, and based on a model predictive control algorithm, rolling optimization is performed under preset constraints to generate equivalent acceleration control commands, including: Read the current state and the reference trajectory in the prediction time domain ; Construct a prediction model based on the outer-loop state-space model: ； And set acceleration constraints Speed ​​constraints and rate of change of control quantity Constraints, including those related to constraints, include: ； ； ； An optimization function is constructed with the objective of minimizing trajectory tracking error and control input cost, and solved under the given constraints to obtain the optimal control input sequence. ; Extract the first step control input from the optimal control input sequence. As the equivalent acceleration control command for the current cycle Output; in, Let be the position vector of the UAV's centroid. Let V be the velocity vector of the UAV in the ground coordinate system. and These represent the system states at the current time and the next sampling time, respectively. and These are the system state matrices. With input matrix During the sampling period The following can be represented , It is a third-order identity matrix. This indicates the maximum achievable acceleration of the drone within the limits of its structure and power capabilities. Indicates the maximum permissible flight speed of the drone. This indicates the change in control input within adjacent control cycles. Used to limit the rate of change of control commands to avoid overloading the actuators or causing system oscillations. For the disturbance term, Predict the control input in the time domain at the current moment.

3. The control method for an interceptor-type high-speed, highly maneuverable unmanned aerial vehicle according to claim 2, characterized in that, The optimized function is as follows: ； in, For the predicted time The system state vector, which is composed of position and velocity components; and For the corresponding Time and The reference state trajectory at any given moment is used to describe the desired flight path or interception trajectory. and This is a weight matrix, used to adjust the importance of the state tracking error within the prediction interval and at the terminal time, respectively. Weight matrix This is used to adjust the impact of the control input amplitude on the optimization target, in order to achieve a balance between tracking accuracy and control smoothness. for Acceleration at any moment.

4. The control method for an interceptor-type high-speed, highly maneuverable unmanned aerial vehicle according to claim 1, characterized in that, Based on the equivalent acceleration control command, the desired attitude and total thrust command are mapped through the translational dynamics of the UAV, including: The formula for calculating the total thrust command is as follows: ； in, This is an equivalent acceleration control command. For the quality of drones, It is the acceleration due to gravity; By aligning or approximately aligning the forward axis of the UAV body with the direction of the combined thrust under the desired attitude, the desired attitude is determined based on the direction of the equivalent acceleration. .

5. The control method for a high-speed, highly maneuverable interceptor UAV according to claim 1, characterized in that, Based on the comparison between the desired attitude and the current attitude, the attitude error and angular rate error are calculated. Combined with the disturbance torque estimate, the attitude control torque reference is calculated using the disturbance compensation attitude control law, including: Step A1: Based on the desired pose With current posture Calculate attitude error The formulas include the following: ； The vector part of the attitude error quaternion is taken as the attitude error. The desired angular velocity is generated by combining the attitude kinematics relationship. Then, based on the desired angular velocity With current angular velocity Calculate angular rate error ; Step A2: Estimate the equivalent disturbance torque in real time using the disturbance observer, based on angular velocity feedback and reference control torque. ; Step A3: The attitude error and angular rate error As a feedback term, the disturbance torque As a feedforward compensation term, it is substituted into the preset attitude control law to calculate the attitude control torque reference. .

6. The control method for an interceptor-type high-speed, highly maneuverable unmanned aerial vehicle according to claim 5, characterized in that, The equivalent disturbance torque is estimated in real time using a disturbance observer based on angular velocity feedback and reference control torque. ,include: ； The attitude error and angular rate error As a feedback term, the disturbance torque As a feedforward compensation term, it is substituted into the preset attitude control law to calculate the attitude control torque reference. ,include: ； in, This is an estimate of the angular velocity of the UAV. This is an estimate of the disturbance torque. I represents the actual angular velocity collected by the inertial measurement unit; I is the rotational inertia matrix of the UAV. The reference control torque generated for the attitude inner loop. This is the observer gain matrix, used to adjust the convergence speed of angular velocity estimation error and disturbance torque estimation. Its parameters can be designed or tuned according to the system dynamic characteristics. For the desired angular velocity command, The desired rate of change of angular velocity, This is the angular velocity error feedback gain matrix.

7. The control method for an interceptor-type high-speed, highly maneuverable unmanned aerial vehicle according to claim 1, characterized in that, Based on a preset power unit layout and control surface aerodynamic moment model, the total thrust command and attitude control torque reference input are allocated to generate thrust commands for each power unit and deflection angle commands for each control surface, and then sent to the corresponding actuators, including: Thrust commands for each power unit in a four-ducted turbine The mapping calculation formula is as follows: in, For attitude control torque The desired control torque for roll, pitch, and yaw components, i.e. , For total thrust command, , , These represent the desired control torques for roll, pitch, and yaw generated by the aerodynamic control structure in the middle of the fuselage or the tail, respectively. The thrust command is divided into four ducts; Through the thrust commands of each power unit The mapping calculation formula yields the thrust command for each ducted power unit. ; The aerodynamic torque generated by the tail control surface and the control surface deflection angle can be approximated using a linearized equivalent model, and their relationship can be expressed as: ； ； ； in, The equivalent aerodynamic moment vector generated by the tail control surfaces is used to provide attitude stabilization and maneuver control capabilities for the UAV. This is a deflection angle command. , Let be the deflection angle of the i-th tail control surface. The dynamic pressure during flight. The reference area for a single control surface or an equivalent control surface. The equivalent force arm of the aerodynamic force application point of the control surface relative to the center of mass of the UAV. The aerodynamic moment coefficient matrix of the control surface. Let V be the air density, and V be the flight speed of the drone relative to the airflow.

8. The control method for an interceptor-type high-speed maneuvering unmanned aerial vehicle according to claim 1, characterized in that, It also includes safe termination and recycling steps: The health monitoring module monitors key risk statuses in real time, including one or more of the following: communication link status, energy reserve, attitude angle, angular velocity, flight envelope, and geofencing. When any risk status exceeds the preset threshold and continues for more than the set time, the safety termination condition is determined and the task status is switched to recycling mode. In recovery mode, thrust reduction and attitude stabilization control are implemented to bring the UAV into a preset safety envelope; Once the speed and altitude conditions are met, the parachute release mechanism is triggered, enabling the drone to be recovered.

9. An interception-type high-speed, highly maneuverable unmanned aerial vehicle, characterized in that: include: The fuselage adopts an axisymmetric cylindrical configuration; The power system includes multiple power units, which are equally spaced and installed in the middle of the fuselage about the central axis of the fuselage as the axis of symmetry, and are used to provide propulsion and attitude control torque. The control surface structure, located at the tail of the fuselage, is used to generate aerodynamic torque under high-speed flight conditions to assist in attitude control. A flight control system configured to perform the control method according to any one of claims 1 to 8.

10. The UAV according to claim 9, characterized in that, The power unit is a ducted power unit or a propeller power unit, and the power unit generates attitude control torque through differential thrust or motor anti-torque effect.

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