Multi-vehicle cooperative coverage guidance method and device for multi-source observation scene

Abstract

The application provides a multi-aircraft cooperative coverage guidance method and device for a multi-source observation scene, relates to the field of aircraft control, and comprises the following steps: acquiring tracking approach stage guidance parameters, normalizing zero control terminal deviation jump ranges and target acceleration ranges to obtain a two-dimensional to-be-covered area; performing sub-area division on the two-dimensional to-be-covered area based on an extended reachable set allowing actuator saturation, so that each aircraft corresponds to a fixed coverage sub-area; calculating zero control terminal deviation pre-configuration values and bias terms required for covering each sub-area; and configuring the zero control terminal deviation pre-configuration values before target object identification, and taking the bias terms as fixed guidance parameters after identification. The application realizes multi-aircraft joint coverage through offline pre-planning, does not need online optimization, and improves tracking efficiency and engineering applicability under the influence of an observable source.

Description

Technical Field

[0001] This application relates to the field of aircraft control, specifically to a multi-aircraft cooperative coverage guidance method and device for multi-source observation scenarios. Background Technology

[0002] In multi-source observation and cooperative approach control scenarios, the target object may overlap with one or more accompanying observable sources in sensor observations, accompanied by rapid changes in motion state. Before the aircraft completes target object identification, it can typically only track the equivalent observation center formed by the actual target object and accompanying observable sources. Once the actual target object is identified, the tracked object will change, causing a sudden change in the zero-control terminal deviation. Existing cooperative guidance methods based on reachability sets attempt to alleviate the guidance pressure after identification by covering the possible states of the actual target object, but often only consider the single uncertainty brought about by the acceleration of the target object. In addition, some existing methods rely on online updates or rolling optimization solutions of the target object's probability density, which has high requirements for the quality of guidance information and computational power. In guidance scenarios with limited information or insufficient parameter switching capabilities during the tracking and approach phase, it is difficult to guarantee effective coverage and tracking of the actual target object. Summary of the Invention

[0003] The purpose of this application is to provide a multi-vehicle collaborative coverage guidance method and device for multi-source observation scenarios, so as to realize multi-vehicle joint coverage guidance without online real-time optimization.

[0004] Firstly, a multi-vehicle cooperative coverage guidance method for multi-source observation scenarios is provided, which may include: Based on the acquired tracking and approach phase guidance parameters, the range of zero control terminal deviation jump and the target acceleration range are normalized to obtain a two-dimensional area to be covered. Based on the extended reachable set, the two-dimensional area to be covered is divided into overlapping sub-regions, so that each of the multiple aircraft corresponds to a fixed two-dimensional coverage sub-region. The extended reachable set is a reachable set that allows the actuators to saturate. For any two-dimensional coverage sub-region in the two-dimensional coverage area, calculate the pre-configured value of the zero control terminal deviation and the offset term required to cover the two-dimensional coverage sub-region; Before target object identification, the zero control terminal deviation of each aircraft relative to the equivalent observation center is configured to the corresponding zero control terminal deviation pre-configuration value. After target object identification, the corresponding bias term is used as a fixed guidance parameter to guide the actual target object.

[0005] In one possible implementation, the two-dimensional region to be covered is divided into overlapping sub-regions based on an extended reachable set, including: The extended reachable set is the target parameter region that can still make the terminal deviation zero after the aircraft acceleration reaches saturation. In the zero-control terminal deviation jump dimension and target acceleration dimension, the two-dimensional area to be covered is divided according to the coverage length of the extended reachable set, and repeated coverage segments are set between adjacent sub-intervals, so that any combination of target parameters in the two-dimensional area to be covered is covered by at least one aircraft.

[0006] In one possible implementation, the two-dimensional area to be covered is divided according to the coverage length of the extended reachable set in both the zero-control terminal deviation jump dimension and the target acceleration dimension, and repeating coverage segments are set between adjacent sub-intervals, including: In the zero-control terminal deviation jump dimension, the number of zero-control terminal deviation jump sub-intervals is determined based on the relationship between the coverage length of the extended reachable set in the zero-control terminal deviation jump dimension and the total length of the normalized zero-control terminal deviation jump range. The length of the repeated coverage segment of the jump sub-interval is calculated based on the number of zero-control terminal deviation jump sub-intervals and the total length. In the target acceleration dimension, the number of target acceleration sub-intervals is determined based on the relationship between the coverage length of the extended reachable set in the target acceleration dimension and the total length of the normalized target acceleration range, and the length of the repeated coverage segment of the acceleration sub-interval is calculated based on the number of target acceleration sub-intervals and the total length. Based on the number of zero-control terminal deviation jump sub-intervals, the length of the repeated coverage segment of the jump sub-intervals, the number of target acceleration sub-intervals, and the length of the repeated coverage segment of the acceleration sub-intervals, multiple overlapping two-dimensional coverage sub-regions are generated.

[0007] In one possible implementation, the zero-control terminal deviation pre-configuration value and the bias term are used to reconstruct the reachability set of the aircraft, wherein: The pre-configured value of the zero control terminal deviation is used to adjust the zero control terminal deviation of the aircraft relative to the equivalent observation center before the target object is identified, so that the initial zero control terminal deviation of the actual target object relative to the aircraft after the target object is identified falls into the zero control terminal deviation coverage range of at least one aircraft. The bias term is used to change the acceleration requirement in the aircraft guidance command, so that the reachable set of each aircraft is translated in a predetermined direction in a two-dimensional plane composed of the zero control terminal deviation jump parameter and the target acceleration parameter.

[0008] In one possible implementation, for any two-dimensional coverage sub-region within the two-dimensional area to be covered, the pre-configured value of the zero-control terminal deviation and the offset term required to cover the two-dimensional coverage sub-region are calculated, including: Based on the lower bound of the target acceleration sub-interval and the boundary of the extended reachable set in the target acceleration dimension, calculate the bias term required to cover the target acceleration sub-interval; Based on the boundary of the reachable set after introducing the bias term in the dimension of zero control terminal deviation, and the boundary of the zero control terminal deviation jump sub-interval, calculate the zero control terminal deviation pre-configuration value required to cover the zero control terminal deviation jump sub-interval.

[0009] In one possible implementation, the method further includes: The moment when the target object is identified is taken as the initial moment; Before target object identification, the aircraft tracks the apparent target formed by the actual target object and the accompanying observable source as the equivalent observation center; After the target object is identified, the aircraft tracks the actual target object.

[0010] In one possible implementation, the range of zero-control terminal deviation jumps and the target acceleration range are normalized based on the acquired tracking approach phase guidance parameters to obtain a two-dimensional area to be covered, including: The acquired tracking and approach phase guidance parameters include the aircraft's maximum available acceleration, effective guidance ratio, remaining flight time, the aircraft's line-of-sight angle at the initial moment, and the track inclination angles of the aircraft and the target object at the initial moment. Based on the maximum available acceleration of the aircraft and the remaining flight time, the range of the zero control terminal deviation jump at the moment of target object identification is normalized to obtain the normalized range of the zero control terminal deviation jump. Using the maximum available acceleration of the aircraft as a benchmark, the target acceleration range during the tracking and approach phase is normalized to obtain the normalized range of the target acceleration. The two-dimensional area to be covered is constructed based on the normalized range of the zero-control terminal deviation jump and the normalized range of the target acceleration.

[0011] In one possible implementation, the range of zero-control terminal deviation jumps at the target object identification moment is normalized based on the maximum available acceleration of the aircraft and the remaining flight time, and the range of target acceleration during the tracking and approach phase is normalized based on the maximum available acceleration of the aircraft, including: When the maximum available acceleration of the multiple aircraft is not completely consistent, the minimum value among the maximum available accelerations of each aircraft is used as the unified maximum available acceleration of the aircraft, and the range of deviation jumps of the zero control terminal and the range of target acceleration are normalized.

[0012] Secondly, a multi-vehicle cooperative coverage guidance device for multi-source observation scenarios is provided, the device comprising: processor; Memory, used to store computer programs; The processor is configured to execute a computer program stored in the memory to implement the multi-vehicle cooperative coverage guidance method for multi-source observation scenarios as described in any one of the first aspects.

[0013] Thirdly, a computer-readable storage medium is provided, characterized in that a computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, it implements the multi-vehicle cooperative coverage guidance method for multi-source observation scenarios as described in any one of the first aspects.

[0014] The technical solution provided in this application constructs a two-dimensional coverage area containing the zero-control terminal deviation jump and the target acceleration, and uses an extended reachable set that allows actuator saturation to divide this area into overlapping sub-regions. Combined with offline pre-configured zero-control terminal deviation pre-configured values ​​and fixed bias terms, the following beneficial effects are achieved: First, by leveraging the synergistic effect of the pre-configured value of the zero-control terminal deviation and the bias term, the reachable set of the aircraft is translated and reconstructed in the dimensions of the zero-control terminal deviation jump and the target acceleration, respectively. This enables the joint reachable set of multiple aircraft to accurately cover the two-dimensional uncertain region composed of the influence of the accompanying observable source and the target acceleration, effectively solving the problem that a single parameter adjustment cannot simultaneously cope with dual uncertainties and improving the tracking probability of the actual target object.

[0015] Secondly, by using the extended reachable set to partition overlapping sub-regions, the potential of aircraft to achieve zero terminal deviation under actuator saturation conditions is fully explored. Compared with the original reachable set based solely on unsaturation constraints, the effective coverage of a single aircraft is significantly expanded, thereby maximizing the joint coverage efficiency of the cluster for a given number of aircraft, or reducing the number of aircraft required for the same coverage needs.

[0016] Finally, all guidance parameters are calculated offline before or at the beginning of the tracking approach phase. After the target object is identified, only fixed bias terms need to be executed without online reselection or probability density updates and rolling optimizations. This reduces the algorithm's dependence on real-time computing power and high-precision target models, and enhances the system's robustness and engineering applicability in complex environments such as limited information, communication delays, or insufficient parameter switching capabilities. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This application provides a schematic diagram of the guidance geometry of a target object with an accompanying observable source and a single aircraft, as shown in the embodiments of this application. Figure 2 A schematic diagram illustrating the relationship between the original reachable set and the extended reachable set under the true proportional guidance law, provided for embodiments of this application. Figure 3 This is a schematic diagram of the division of overlapping regions in a two-dimensional coverage area provided in an embodiment of this application; Figure 4 This application provides a diagram showing the distribution of aircraft terminal deviations when using the collaborative guidance method in an embodiment of this application. Figure 5 The comparative example provided in this application shows the distribution of the aircraft terminal deviation when only the zero control terminal deviation is preset. Figure 6 The distribution diagram of the aircraft terminal deviation during open-loop bias proportional guidance provided in the comparative example of this application; Figure 7 The diagram shows the distribution of the aircraft terminal deviation during closed-loop bias proportional guidance in the comparative example provided in this application. Detailed Implementation

[0019] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0020] In multi-source observation and cooperative approach control scenarios, the target object may overlap with one or more accompanying observable sources in sensor observations, accompanied by rapid changes in motion state. Before the aircraft completes target object identification, it can typically only track the equivalent observation center formed by the actual target object and accompanying observable sources. Once the actual target object is identified, the tracked object will change, causing a sudden change in the zero-control terminal deviation. Existing cooperative guidance methods based on reachability sets attempt to alleviate the guidance pressure after identification by covering the possible states of the actual target object, but often only consider the single uncertainty brought about by the change in the target's motion state. In addition, some existing methods rely on online updates or rolling optimization solutions of the target probability density, which have high requirements for the quality of guidance information and computational power. In guidance scenarios during the tracking and approach phase where information is limited or parameter switching capabilities are insufficient, it is difficult to guarantee effective coverage and tracking of the actual target object.

[0021] Therefore, this application provides a multi-vehicle collaborative coverage guidance method for multi-source observation scenarios, which realizes multi-vehicle joint coverage guidance without the need for online real-time optimization.

[0022] The preferred embodiments of this application are described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit this application. Furthermore, the embodiments and features in the embodiments of this application can be combined with each other without conflict.

[0023] like Figure 1 As shown, this embodiment provides a multi-vehicle cooperative coverage guidance method for multi-source observation scenarios. This method solves the tracking problem caused by the uncertainty of the target state under the influence of observable sources by combining offline pre-planning with online fixed execution. Specifically, the method includes the following steps.

[0024] Step S110: Based on the acquired tracking approach phase guidance parameters, normalize the zero control terminal deviation jump range and the target acceleration range to obtain a two-dimensional area to be covered.

[0025] First, obtain the maximum available acceleration of the aircraft. Effective guidance ratio Remaining flight time The aircraft's line-of-sight angle at the initial moment The trajectory inclination angle of the aircraft at the initial moment That is, the initial track inclination angle and the target object's track inclination angle at the initial moment. Estimate the guidance parameters for the tracking approach phase, such as the angle between the velocity and the reference line. Secondly, estimate the range of the zero-control terminal deviation jump at the moment of target recognition. Tracking the target acceleration range during the approach phase Next, the tracking approach phase guidance parameters are normalized to obtain the normalized range of the zero-control terminal deviation jump. Normalized range of target acceleration , The lateral acceleration of the target object. The lower and upper bounds of the range for target acceleration normalization; together they constitute the two-dimensional area to be covered.

[0026] It should be noted that, in this application, "tracking" mainly refers to the observation and following process of a sensor or observation system on an equivalent or actual target object; "tracing" mainly refers to the mission process in which an aircraft approaches a target object based on guidance and control commands and meets the terminal relative position deviation constraints.

[0027] The tracking and approach phase in this application refers to the stage in the later part of mission execution where the aircraft generates guidance and control commands based on observation information of the target object or equivalent target object, the aircraft's current motion state, and preset guidance parameters, so as to ensure that the terminal relative position deviation between the aircraft and the target object meets preset constraints. This phase may include the equivalent target object tracking process before target object identification, and the actual target object tracking process after target object identification.

[0028] Step S120: Based on the extended reachable set, the two-dimensional area to be covered is divided into overlapping sub-regions, so that each of the multiple aircraft corresponds to a fixed two-dimensional coverage sub-region.

[0029] The extended reachable set is the reachable set that allows for saturation of the execution mechanism.

[0030] Specifically, traditional reachability set design only considers the tracking capability of the aircraft under unsaturated actuator conditions, which leads to low coverage efficiency when facing strong acceleration or large deviations. The extended reachability set adopted in this application refers to the target parameter region where the terminal deviation can still be zero even after the aircraft's acceleration reaches saturation. For example... Figure 2 As shown, the extended reachable set geometrically encompasses the original reachable set, significantly expanding the effective tracking boundary of a single aircraft. Based on this, the two-dimensional area to be covered is divided into overlapping sub-regions, meaning that there is an intersection between the sub-regions covered by adjacent aircraft. It should be understood that although this embodiment emphasizes partitioning based on the extended reachable set, in other implementations, partitioning based on the original reachable set or other forms of reachable sets can also be chosen according to mission requirements, as long as joint coverage of the uncertain area by multiple aircraft can be achieved.

[0031] Step S130: For any two-dimensional coverage sub-region in the two-dimensional coverage area, calculate the pre-configured value of the zero control terminal deviation and the offset term required to cover the two-dimensional coverage sub-region.

[0032] Specifically, to ensure that the aircraft's actual tracking capability accurately matches the assigned sub-region, two control parameters are needed to adjust the position of the reachable set in a two-dimensional plane. The pre-configured zero-control terminal (NCD) deviation value is primarily used to translate the center of the reachable set along the NCD deviation dimension, aligning it with the sub-region's range on the vertical axis. The offset term alters the acceleration requirements in the aircraft's guidance commands, causing each aircraft's reachable set to translate in a predetermined direction within the two-dimensional plane composed of the NCD deviation jump parameter and the target acceleration parameter. The calculation of these two parameters is typically performed offline before or at the beginning of the tracking approach phase, avoiding the computational burden and dependence on communication links associated with online real-time solutions.

[0033] Step S140: Before target object identification, the zero control terminal deviation of each aircraft relative to the equivalent observation center is configured to the corresponding zero control terminal deviation pre-configuration value, and after target object identification, the corresponding offset term is used as a fixed guidance parameter to guide the actual target object.

[0034] Specifically, before target object identification, since it is impossible to distinguish between the actual target object and the accompanying observable source, the aircraft can only track the equivalent observation center (i.e., the apparent target) formed by the two together.

[0035] At this point, by actively configuring the pre-configured value of the zero-control terminal deviation, the relative state of the aircraft with respect to this equivalent observation center is effectively pre-adjusted. Specifically, before target object identification, the zero-control terminal deviation for controlling the aircraft to track the equivalent observation center is:

[0036] In the formula: This is the deviation of the zero control terminal. The pre-configured value for the normalized zero control terminal deviation. This is the maximum usable acceleration of the aircraft. For flight time, this formula maps the pre-configured values ​​in the normalized parameter space back to the physical space, so that once the actual target object is identified, its true initial zero control terminal deviation can naturally fall within the preset coverage range of the aircraft.

[0037] After target object identification, the aircraft switches its tracking target to the actual target object. At this point, instead of reselecting or updating the bias terms online, it directly uses the pre-assigned fixed bias terms for guidance. Since the bias terms are pre-assigned fixed values, there is no need to reselect after target object identification. In the online phase, only the assigned parameters are executed, without online updates of the target probability density or rolling optimization, further reducing the system's dependence on real-time computing power and communication links. This strategy eliminates the reliance on high-precision real-time target probability density models and online rolling optimization, greatly improving the system's robustness and engineering practicality under harsh conditions such as limited information, communication delays, or insufficient computing power.

[0038] It should be noted that the target with accompanying observable sources in this application may include an actual target object and one or more accompanying observable sources; when there are multiple accompanying observable sources, the equivalent observation center is formed by the actual target object and multiple accompanying observable sources, and its motion state is the weighted comprehensive result of the actual target object and the states of each accompanying observable source.

[0039] To support the implementation of the aforementioned cooperative guidance method, a guidance law model is also involved. Under the true proportional guidance law, the aircraft's acceleration command... It is usually expressed as:

[0040] in, For an effective guidance ratio, This is the deviation of the zero control terminal. The remaining flight time. To ensure that the acceleration does not exceed the aircraft's maximum usable acceleration, the target parameters must satisfy the following constraints, i.e., the original reachable set:

[0041] The above formula expresses the set of target parameters (i.e., the original reachable set) for a single aircraft under true proportional guidance law, in order to ensure that the acceleration does not exceed the maximum available acceleration. For an effective guidance ratio, This is the normalized value of the zero-control terminal deviation. The normalized value of the target acceleration. These are geometric constants related to the initial line-of-sight angle and the initial trajectory inclination angle of the target object. These are geometric constants related to the initial line-of-sight angle and the initial trajectory inclination angle of the aircraft.

[0042] In other words, the above equation defines the tracking capability boundary of the aircraft under unsaturated actuator conditions, i.e., the original reachable set. When an offset term is introduced to reconstruct the reachable set, the guidance law becomes... ,in The bias term for the zero-control terminal deviation is introduced by superimposing a constant acceleration component to change the acceleration requirement of the aircraft.

[0043] The specific implementation logic of overlapping sub-region division based on extended reachable sets is further described in detail. As one implementation method, based on extended reachable sets, the two-dimensional area to be covered is divided into overlapping sub-regions, including: the extended reachable set being the target parameter region where the terminal deviation can still be zero even after the aircraft acceleration reaches saturation; the two-dimensional area to be covered is divided according to the coverage length of the extended reachable set in both the zero-control terminal deviation jump dimension and the target acceleration dimension, and overlapping coverage segments are set between adjacent sub-regions, ensuring that any combination of target parameters within the two-dimensional area to be covered is covered by at least one aircraft.

[0044] Specifically, such as Figure 2 As shown, the traditional primitive reachability set only considers the tracking capability of the aircraft under unsaturated actuator conditions. However, in actual tracking and approach phase guidance, even if the aircraft's acceleration command reaches saturation, as long as the target state is within a specific geometric range, the aircraft can still continuously correct errors through maximum acceleration and ultimately achieve zero miss. This application proposes a parameter region that allows for partial actuator saturation but still guarantees successful tracking, and defines this parameter region as the extended reachability set.

[0045] Specifically, the set of target parameters for the extended reachable set can be represented as:

[0046] Geometrically, the extended reachable set projects a larger area onto the zero-control terminal deviation dimension than the original reachable set, exhibiting an outward expansion. It is precisely by utilizing this outward expansion characteristic that this application can achieve seamless coverage of a large, uncertain area with a minimum number of aircraft by designing a reasonable overlap amount, while ensuring coverage continuity. If the partitioning is based solely on a conservative original reachable set, it may result in coverage gaps with the same number of aircraft, or require a significant increase in the number of aircraft to achieve complete coverage, leading to extremely low cost-effectiveness.

[0047] To achieve the aforementioned seamless coverage, a refined grid division of the two-dimensional area to be covered is required. As one implementation method, the two-dimensional area to be covered is divided according to the coverage length of the extended reachable set in both the zero-control terminal deviation jump dimension and the target acceleration dimension, and repeating coverage segments are set between adjacent sub-intervals, including the following steps.

[0048] First, the division is performed along the zero-control terminal deviation jump dimension. Specifically, based on the relationship between the coverage length of the extended reachability set along the zero-control terminal deviation jump dimension and the total length of the normalized zero-control terminal deviation jump range, the number of zero-control terminal deviation jump sub-intervals is determined, and the length of the repeated coverage segment of the jump sub-interval is calculated based on the number of zero-control terminal deviation jump sub-intervals and the total length. Along the zero-control terminal deviation dimension, the coverage length of the original reachability set is typically... The physical essence of this process is to determine whether the total range to be covered exceeds the width of the unsaturated region of a single extended reachable set, thereby deciding whether to use the hypotenuse property of the saturated region for multi-range splicing.

[0049] For example, the number of zero-control terminal deviation jump sub-intervals can be determined by the following logic:

[0050] In the formula, The number of jump sub-intervals for zero control terminal deviation; The total length of the normalized zero-control terminal deviation jump range, where, and These are the lower and upper bounds of the range, respectively. For effective guidance ratio; Positive integer indices that satisfy the inequality conditions. When the total length... Less than or equal to the width of the unsaturated region When the total length exceeds the width of the unsaturated region, only one sub-interval is needed for complete coverage; when the total length exceeds the width of the unsaturated region, the expansion capability of the saturated region needs to be utilized, and the effective coverage length increases with each additional sub-interval. The minimum number of subintervals required can be obtained by solving the above inequality. .

[0051] After determining the number of subintervals Then, to ensure that there are no gaps between adjacent sub-intervals without wasting too much coverage resources, it is necessary to calculate the length of the repeated coverage segment in the skip sub-interval. :

[0052] In the formula, The length of the repeated covered segment in the jump sub-interval; It represents The theoretical maximum total coverage length of each sub-interval without considering overlap; the numerator is the sum of the theoretical total length and the actual required total length. Redundancy between them; distribute this redundancy evenly to The overlap length at the boundaries of adjacent intervals is calculated. This method ensures that, without redundancy, all sub-intervals, when joined end-to-end, will provide a tight cover. scope.

[0053] Furthermore, the first Zero control terminal deviation jump sub-interval It can be represented as:

[0054] In the formula, For the first The range of values ​​for the jump sub-interval of the deviation of each zero control terminal; When overlap is not considered, the first The theoretical starting point of each interval; subtract This is to introduce overlap, shifting the actual starting point forward; the span of the interval is determined by the width of the unsaturated region. Decide.

[0055] Secondly, a similar partitioning is performed along the target acceleration dimension. Specifically, based on the relationship between the coverage length of the extended reachable set along the target acceleration dimension and the total length of the normalized target acceleration range, the number of target acceleration sub-intervals is determined. Then, based on the number of target acceleration sub-intervals and the total length, the length of the repeated coverage segment of the acceleration sub-intervals is calculated. Along the target acceleration dimension, regardless of whether saturation is allowed, the coverage length of the reachable set is typically [missing information]. .

[0056] For example, the number of target acceleration sub-intervals It can be determined by the following formula:

[0057] In the formula, The number of target acceleration sub-intervals; The total length of the normalized target acceleration range, where and These are the lower and upper bounds of the range, respectively.

[0058] Correspondingly, the length of the repeated coverage segment of the acceleration sub-interval The calculation process is as follows:

[0059] In the formula, The length of the repeated coverage segment of the acceleration sub-interval; the numerator represents The theoretical total coverage width of each sub-interval versus the actual required width The difference; denominator This represents the number of overlapping segments.

[0060] Furthermore, the first Target acceleration sub-interval It can be represented as:

[0061] In the formula, For the first The range of values ​​for each target acceleration sub-interval; and These correspond to the lower and upper bounds of the interval, respectively.

[0062] Finally, based on the number of zero-control terminal deviation jump sub-intervals, the length of the repeated coverage segment of the jump sub-intervals, the number of target acceleration sub-intervals, and the length of the repeated coverage segment of the acceleration sub-intervals, multiple overlapping two-dimensional coverage sub-regions are generated.

[0063] Specifically, the sub-intervals obtained from the above two dimensions are combined to form each zero-control terminal deviation jump sub-interval. With each target acceleration sub-interval Each combination corresponds to a two-dimensional parallelogram covering sub-region. .like Figure 3 As shown, these two-dimensional sub-regions are arranged in a grid pattern on the plane, and there are pre-defined overlap zones between adjacent grids in both the horizontal and vertical directions. This structural design mathematically guarantees that any point within the two-dimensional coverage area (i.e., any possible combination of zero-control terminal deviation jump and target acceleration) will necessarily fall within the extended reachable set of at least one aircraft, thereby completely eliminating untrackable areas caused by parameter discretization or boundary effects, and providing complete geometric assurance for subsequent cooperative guidance.

[0064] This paper further details the mechanism and specific calculation basis for reconstructing the reachable set using guidance parameters. As one implementation method, a pre-configured zero-control terminal deviation value and an offset term are used to reconstruct the reachable set of the aircraft. Specifically, the tracking capability of the aircraft during the tracking and approach phase manifests as a specific geometric region in the parameter space. However, relying solely on the traditional true proportional guidance law is insufficient to address the dual uncertainties arising from the jumps in zero-control terminal deviation caused by observable sources and the acceleration of the target object itself. This application introduces two control parameters, a pre-configured zero-control terminal deviation value and an offset term, to achieve active reconstruction and translation of the reachable set in a two-dimensional plane. The pre-configured zero-control terminal deviation value is used to adjust the zero-control terminal deviation of the aircraft relative to the equivalent observation center before target object identification, ensuring that the initial zero-control terminal deviation of the actual target object relative to the aircraft falls within the coverage area of ​​at least one zero-control terminal deviation corresponding to the aircraft after target object identification. The physical essence of this process is to pre-offset the center position of the reachable set in the dimension of the zero-control terminal deviation, thereby compensating for the state jump caused by the tracking object switching from the equivalent observation center to the actual target object. The bias term is used to modify the acceleration requirements in the aircraft's guidance commands, causing the reachable set of each aircraft to translate in a predetermined direction within a two-dimensional plane composed of the zero-control terminal deviation jump parameter and the target acceleration parameter. By superimposing a constant acceleration component into the true proportional guidance law, the bias term not only changes the coverage of the reachable set in the target acceleration dimension but also utilizes the coupling characteristics between the two dimensions to achieve oblique movement of the reachable set within the two-dimensional plane. This allows multiple aircraft to precisely stitch their respective reachable sets into the required joint coverage domain through offline pre-planning, effectively solving the problem that single parameter adjustments cannot accommodate dual uncertainties.

[0065] To achieve the aforementioned reconstruction effect, these two parameters need to be precisely calculated. As one implementation method, for any two-dimensional coverage sub-region within the two-dimensional area to be covered, the pre-configured value and offset term of the zero-control terminal deviation required to cover this sub-region are calculated. This includes: calculating the offset term required to cover the target acceleration sub-interval based on the lower bound of the target acceleration sub-interval and the boundary of the extended reachable set in the target acceleration dimension; and calculating the pre-configured value of the zero-control terminal deviation required to cover the zero-control terminal deviation jump sub-interval based on the boundary of the reachable set after introducing the offset term in the zero-control terminal deviation dimension and the boundary of the zero-control terminal deviation jump sub-interval. This calculation process follows the boundary alignment principle, that is, through mathematical derivation, the boundary of the reconstructed reachable set exactly wraps around the boundary of the sub-region allocated to the aircraft.

[0066] Specifically, firstly, a bias term is introduced into the true proportionality guide law, and the expression of the true proportionality guide law becomes:

[0067] In the formula, For aircraft acceleration commands; For effective guidance ratio; Remaining flight time; This refers to the deviation of the zero control terminal. The bias term for the zero-control terminal deviation is usually in the form of: ,in, These are the bias term coefficients to be designed. This is to ensure that the aircraft's acceleration does not exceed the maximum usable acceleration. The target parameter set after introducing the bias term (i.e., the reconstructed reachable set) must satisfy the following constraints:

[0068] In the formula, This is the normalized value of the zero-control terminal deviation. The normalized value of the target acceleration; Let be the maximum usable acceleration of the aircraft. From this system of inequalities, it can be seen that the coefficient of the bias term... The introduction of this directly led to the reachability set in Dimensions and The boundaries in the dimensions are simultaneously translated. (directional translation), and the translation amount is related to the offset term coefficient. The relationship is linear.

[0069] Secondly, regarding the zero-control terminal deviation pre-configuration strategy, let's assume that the zero-control terminal deviation of the equivalent observation center relative to the aircraft is when no pre-configuration is performed. Under the pre-configured strategy, the deviation of the equivalent observation center from the zero control terminal of the aircraft is:

[0070] In the formula, The zero-control terminal deviation of the equivalent observation center relative to the aircraft under the pre-configuration strategy for zero-control terminal deviation; This is the initial null control terminal deviation of the equivalent observation center relative to the aircraft when no pre-configuration is performed (usually assumed to be 0). This is a pre-configured adjustment amount designed based on coverage area requirements. The two-dimensional coverable area range formed by the normalized initial zero control terminal deviation and the normalized target acceleration is:

[0071] In the formula, Normalized offset caused by pre-configuration of zero control terminal deviation. ,and There are definite conversion relationships; This is the normalized value of the initial zero control terminal deviation of the target object relative to the aircraft when the pre-configured strategy is not used; ; This represents the initial zero-control terminal deviation of the target object relative to the aircraft when no pre-configuration strategy is used; as can be seen from this set of inequalities, the pre-configuration of the zero-control terminal deviation mainly makes the reachable set along the dimension of the initial zero-control terminal deviation ( The dimension of the target acceleration has been translated, while the dimension of the target acceleration has been shifted. The coverage of the dimension is not affected.

[0072] Based on the above mechanism, the specific parameter calculation steps are as follows. First, calculate the bias term required to cover the specific target acceleration sub-interval. To ensure that the lower boundary of the reconstructed reachable set is exactly aligned with the first... Lower bound of each target acceleration subinterval It must meet the following requirements:

[0073] Therefore, we can solve for the first... The bias term coefficients corresponding to each acceleration subinterval for:

[0074] In the formula, For the first The coefficients of the bias terms corresponding to each sub-interval; For the first The lower bound of the target acceleration sub-interval that needs to be covered; This is the maximum usable acceleration of the aircraft; This is the effective guidance ratio. The formula establishes a direct mapping relationship between the bias term and the position of the target acceleration sub-interval.

[0075] The second step is to calculate the pre-configured values ​​required to cover the specific zero-control terminal deviation jump sub-interval. The obtained values ​​will be... Substituting into the aforementioned reachability set constraint inequality regarding The expression yields the actual achievable range of the aircraft in the dimension of zero-control terminal deviation after introducing the bias term:

[0076] In the formula: For the first The lower bound of each acceleration sub-interval, This represents the normalized initial zero-control terminal deviation of the actual target object relative to the aircraft. For an effective guidance ratio, Index the sub-interval of the target acceleration.

[0077] The above formula can be written as:

[0078] In the formula, subscript This indicates that the zero-control terminal deviation is the actual deviation of the target object relative to the zero-control terminal of the aircraft. This represents the initial value. and Introducing bias term coefficients respectively The lower and upper bounds of the reachable set in the dimension of zero control terminal deviation.

[0079] To ensure that the deviation jump sub-interval at the i-th zero control terminal is ensured To ensure that the actual target object can be tracked under any transition conditions within the range, the reconstructed reachable set must completely cover the initial value of the zero-control terminal deviation when identifying the actual target object, i.e., satisfy the boundary conditions:

[0080] In the formula, For the first The zero-control terminal deviation jump sub-interval and the first Pre-configured values ​​(normalized form) of zero control terminal deviation corresponding to each target acceleration sub-interval. and Introducing bias terms respectively The lower and upper bounds of the reachable set in the dimension of zero control terminal deviation; and The first The lower and upper bounds of the jump sub-intervals of the zero-control terminal deviation are determined. The solution to this system of inequalities is the required pre-configuration value:

[0081] By performing the above two calculations, each aircraft (corresponding to each two-dimensional sub-region) can be determined. The only set of guidance parameters required This boundary condition-based calculation method ensures that, given the number of aircraft and the ability to expand the reach set, seamless coverage of the entire two-dimensional area to be covered can be achieved in the most compact way, and all parameters can be solved offline, avoiding the computational burden of online real-time optimization.

[0082] The physical premises of the method execution, the specific composition of the normalized reference parameters, and the robust processing logic under heterogeneous aircraft clusters are further described in detail. As one implementation method, the method also includes: using the target object identification time as the initial time; before target object identification, the aircraft tracks the apparent target formed by the actual target object and accompanying observable sources as the equivalent observation center; after target object identification, the aircraft tracks the actual target object. Specifically, the physical reason for choosing the target object identification time as the initial time is that this time is the critical point where the aircraft's guidance state undergoes a sudden change. Before this, limited by sensor resolution and the influence of accompanying observable sources, the aircraft cannot distinguish between the actual target object and the accompanying observable sources, and can only track the energy center or geometric center formed by both, i.e., the equivalent observation center. This equivalent observation center is a virtual apparent target, whose position and motion state are a weighted sum of the states of the actual target object and one or more accompanying observable sources. Once identification is completed, the tracked object instantly switches from the equivalent observation center to the actual target object, causing a step jump in the zero-control terminal deviation. Therefore, constructing a two-dimensional area to be covered starting from this moment can most directly characterize the remaining correction capability boundary of the aircraft when facing the greatest uncertainty shock. It should be understood that although this embodiment uses the target object identification moment as the benchmark, in some systems with predictive capabilities, the expected identification moment or the start moment of a preset switching window can also be used as the equivalent initial moment, as long as the moment can cover the main uncertainty interval of the state transition.

[0083] To accurately construct the two-dimensional coverage area, precise tracking and approach phase guidance parameters are needed as a normalization benchmark. As one implementation method, the acquired tracking and approach phase guidance parameters include the aircraft's maximum available acceleration. Effective guidance ratio (N), flight time The aircraft's line-of-sight angle at the initial moment The trajectory inclination of the aircraft at the initial moment The trajectory inclination angle of the target object at the initial moment These parameters collectively determine the dynamic constraints and geometric relationships of the aircraft during the tracking and approach phase.

[0084] Specifically, the calculation of the normalized value of the zero-control terminal deviation depends on the following parameter relationship:

[0085] The above formula is used to normalize the initial value of the zero-control terminal deviation in order to construct the reachability set and the two-dimensional coverage area. Where: The initial value of the zero control terminal deviation is normalized. This is the initial value of the zero control terminal deviation.

[0086] In practical cooperative guidance scenarios, multiple aircraft participating in the tracking may have differences in model, payload configuration, or remaining energy, resulting in varying acceleration capabilities. To address this, as one implementation method, the range of zero-control terminal deviation jumps at the target object identification moment is normalized based on the aircraft's maximum available acceleration and remaining flight time. Furthermore, the target acceleration range during the tracking approach phase is normalized based on the aircraft's maximum available acceleration. This includes: when the maximum available accelerations of multiple aircraft are not completely consistent, the minimum value among the maximum available accelerations of all aircraft is used as the unified maximum available acceleration, and the range of zero-control terminal deviation jumps and target acceleration ranges are conservatively normalized. Specifically, the core objective of cooperative coverage guidance is to ensure that any combination of target states within the entire two-dimensional coverage area is effectively tracked by at least one aircraft. If each aircraft's actual maximum available acceleration is normalized separately, then for aircraft with weak acceleration capabilities, the actual physical range corresponding to the coverage sub-region allocated to them in the normalized coordinate system will exceed their true tracking capability, making that sub-region a de facto coverage gap. By uniformly using the minimum available acceleration capability in the cluster as the normalization denominator, it is equivalent to aligning the capability benchmarks of all aircraft to the lowest level. The sub-regions divided under this conservative benchmark are more than sufficient for aircraft with high acceleration capabilities, and just right for aircraft with low acceleration capabilities. Although this approach theoretically sacrifices some potential coverage redundancy for high-availability acceleration aircraft, it completely eliminates coverage gaps caused by individual capability differences at the system level, ensuring the robustness and reliability of the cooperative guidance scheme in a heterogeneous cluster environment. For example, in a formation of two aircraft, if one has a maximum available acceleration of 20g (g is only used as a unit of acceleration or an example unit before dimensionless standardization, and is not specified as the actual performance of a specific platform), and the other has 15g, then the design should be normalized to 15g to ensure that the 15g aircraft can also reliably cover its assigned area, while the 20g aircraft can provide additional safety margin.

[0087] To further verify the effectiveness and superiority of the multi-aircraft cooperative coverage guidance method for multi-source observation scenarios proposed in this application, a typical four-aircraft cooperative tracking simulation scenario was constructed, and the method of this application was compared and analyzed with various existing technologies. It should be understood that the following simulation parameters are merely illustrative and do not constitute a limitation on the scope of protection of this application. In practical applications, the corresponding parameters can be adjusted according to the specific aircraft performance indicators and mission environment.

[0088] In this simulation scenario (the following simulation parameters are merely exemplary or equivalent parameters for verifying the validity of this application and do not correspond to any specific type of aircraft, specific mission scenario, or actual engineering system parameters), the number of aircraft participating in cooperative tracking is set to 4. Assuming the target object identification time is zero, the estimated zero-control terminal deviation jump range and the target acceleration range together constitute the two-dimensional area to be covered. The zero-control terminal deviation jump range is... The target acceleration range is set to According to the method of the aforementioned embodiment, firstly, the zero-control terminal deviation jump range and target acceleration range are normalized based on the guidance parameters during the tracking and approach phase to establish a two-dimensional coverage area; then, the area is divided into overlapping sub-regions based on the extended reachability set to determine the fixed two-dimensional coverage sub-region corresponding to each aircraft; subsequently, the pre-configured value of the zero-control terminal deviation and the offset term required to cover each sub-region are calculated. The zero-control terminal deviation jump range is selected as... The target acceleration range is During the tracking simulation, the maximum usable acceleration of each aircraft is... The effective guidance ratio is The initial position and velocity of the target are respectively , The initial positions of each aircraft are The pre-configured values ​​of the zero control terminal deviation and the offset terms of each aircraft are generated. The initial velocity of each aircraft can be further calculated based on the pre-configured values ​​of the zero control terminal deviation. The guidance parameters and initial states of each aircraft are shown in Table 1.

[0089] Table 1. Aircraft guidance parameters and initial state when using this application.

[0090] To verify that the actual effective coverage area can encompass the target parameter estimation range, the lateral relative distance of the terminal under the linearization assumption is used as the terminal deviation. When its absolute value is less than a preset threshold, the corresponding target parameter is considered to be within the effective coverage area of ​​the aircraft. Combined with... Figure 4 As shown, under the condition of limited aircraft information, this application makes full use of the extended reachable set of the aircraft, and the reachable sets of the four aircraft can be combined to form the required overall coverage area. like Figure 4The figure shows the distribution of terminal deviations of four aircraft when the method of this application is applied. The horizontal axis represents the target acceleration, the vertical axis represents the change in zero-control terminal deviation, and the color intensity represents the magnitude of the terminal deviation. It can be clearly observed from the figure that the extended reachable sets of the four aircraft are tightly stitched and overlapped on the two-dimensional parameter plane, forming a continuous and complete joint coverage domain. Within this coverage domain, regardless of the combination of the actual target object's zero-control terminal deviation jump value and acceleration value, its corresponding state point always falls within the effective tracking range of at least one aircraft (i.e., the region where the absolute value of the terminal deviation is less than a preset threshold). This fully demonstrates that this application successfully solves the coverage problem caused by the dual uncertainties accompanying the observable source through a dual-parameter reconstruction and overlapping partitioning strategy, and can guarantee tracking performance without online real-time optimization under information-limited conditions.

[0091] To highlight the inventive contribution of this application, reverse verification is performed below using three comparative examples. The three comparative examples are: a method that only presets the zero-control terminal deviation without introducing an offset term, an open-loop offset proportional guidance method, and a closed-loop offset proportional guidance method. In the open-loop offset proportional guidance method, the initial value of the offset term is determined before guidance and remains unchanged. In the closed-loop offset proportional guidance strategy, the ratio of the current zero-control terminal deviation to the initial zero-control terminal deviation of each aircraft is used as the guidance effect evaluation index. The aircraft with the best current guidance effect is selected online in real time as a reference, causing the offset terms of other aircraft to approach the offset term of that aircraft. The guidance parameters and initial states of each aircraft are shown in Table 2. The guidance parameters and initial states of the aircraft in each comparative example are as follows: In the comparative examples where only the zero control terminal deviation is pre-configured, the pre-configured values ​​of the zero control terminal deviation for aircraft I1 to I4 are 0.75, 0.25, -0.25, and -0.75, respectively, and the bias term coefficient is 0 for all of them; in the comparative examples with open-loop or closed-loop bias proportional guidance, the pre-configured values ​​of the zero control terminal deviation for aircraft I1 to I4 are all 0, and the bias term coefficient or its initial value is 12.25, -12.25, 12.25, and -12.25, respectively. The initial position of the aircraft in each comparative example is (0,0) m, and the initial velocities are (2000, -73.5), (2000, -24.5), (2000, 24.5), and (2000, 73.5) m / s, respectively.

[0092] Table 2. Aircraft guidance parameters and initial state under pre-configured zero control terminal deviation and offset ratio guidance strategies.

[0093] The first comparative model employs a strategy of only presetting the zero-control terminal deviation, i.e., the bias term coefficients of all aircraft. All values ​​are set to 0, attempting to cover the target state only by adjusting the pre-configured value of the zero-control terminal deviation. For example... Figure 5 As shown, under this strategy, the reachable set of each aircraft can only be translated along the vertical axis (the dimension of zero-control terminal deviation), while the coverage width along the horizontal axis (the dimension of target acceleration) remains unchanged and is relatively narrow. Simulation results show that although the four aircraft are connected longitudinally, in the horizontal dimension, when the target acceleration is greater than 2.5g or less than -2.5g, none of the aircraft can be effectively tracked. This is because the acceleration coverage capability of a single aircraft is limited, and simply relying on longitudinal translation cannot compensate for the insufficient horizontal coverage capability, resulting in the strong acceleration region becoming an absolutely untrackable region.

[0094] The second comparative study employs an open-loop bias proportional guidance strategy. This strategy determines the initial value of the bias term before guidance and then leaves it unchanged, but it does not perform targeted pre-configuration of the zero-control terminal deviation (i.e., the pre-configuration value is 0). For example... Figure 6 As shown, the introduction of the bias term does indeed cause the reachable set to translate within the two-dimensional plane. However, because the bias term simultaneously couples the boundary changes of both the zero-control terminal deviation and the target acceleration, the trajectory of the reachable set is restricted to a straight line with a specific slope. As can be seen from the figure, although aircraft I1 and I3, and I2 and I4 respectively form two sets of coverage bands, these coverage bands are distributed in an inclined strip shape, failing to fully encompass the rectangular two-dimensional area to be covered. A large number of target state combinations located outside the bands remain untrackable.

[0095] The third comparative study employs a closed-loop bias proportional guidance strategy. This strategy attempts to dynamically optimize coverage by selecting the aircraft with the best current guidance performance online in real time as a reference, causing the bias terms of other aircraft to converge towards it. However, as... Figure 7 As shown, even with the introduction of a closed-loop feedback mechanism, the reconfiguration of the reachable set of each aircraft is still constrained by the inherent coupling translation characteristics of the bias term. Although the overall tracking performance is improved compared to the open-loop strategy, its actual effective coverage area is still difficult to adapt to extreme conditions where large-scale zero-control terminal deviation jumps and target accelerations coexist. More importantly, the closed-loop strategy highly relies on real-time communication and online computation. In practical application environments with limited communication quality or computing power, its reliability is far lower than the offline pre-planning scheme of this application.

[0096] The comparative analysis above shows that existing single-parameter adjustment or online optimization strategies cannot simultaneously meet the dual requirements of two-dimensional full coverage and low online computational dependence. Only the technical solution proposed in this application, through the control of the pre-configured value of the zero-control terminal deviation and the bias term, grants the reachable set the degree of freedom to translate independently in the two-dimensional plane; and combined with the overlapping partitioning of the extended reachable set, it maximizes the potential tracking capability of the aircraft under actuator saturation conditions. This rigorous logical chain ensures the optimization of joint coverage effectiveness for a given number of aircraft, substantially solving the key technical bottleneck in the cooperative guidance of target objects with accompanying observable sources.

[0097] In another embodiment provided in this application, a computer-readable storage medium is also provided, which stores instructions that, when executed on a computer, cause the computer to perform a multi-vehicle cooperative coverage guidance method for multi-source observation scenarios as described in any of the above embodiments.

[0098] In another embodiment provided in this application, a computer program product containing instructions is also provided, which, when run on a computer, causes the computer to execute any of the above embodiments of a multi-vehicle cooperative coverage guidance method for multi-source observation scenarios.

[0099] Those skilled in the art will understand that the embodiments in this application can be provided as methods, systems, or computer program products. Therefore, the embodiments in this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the embodiments in this application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0100] This application describes embodiments of methods, apparatus (systems), and computer program products according to embodiments of this application with reference to flowchart illustrations and / or block diagrams. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0101] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0102] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0103] Unless otherwise defined, the technical or scientific terms used in this application shall have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar terms used in this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected," "coupled," or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0104] Although preferred embodiments have been described in this application, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the embodiments in this application are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments in this application.

[0105] Obviously, those skilled in the art can make various modifications and variations to the embodiments of this application without departing from the spirit and scope of the embodiments of this application. Therefore, if these modifications and variations to the embodiments of this application fall within the scope of the embodiments of this application and their equivalents, then these modifications and variations are also intended to be included in the embodiments of this application.

Claims

1. A multi-vehicle cooperative coverage guidance method for multi-source observation scenarios, characterized in that, The method includes: Based on the acquired tracking and approach phase guidance parameters, the range of zero control terminal deviation jump and the target acceleration range are normalized to obtain a two-dimensional area to be covered. Based on the extended reachable set, the two-dimensional area to be covered is divided into overlapping sub-regions, so that each of the multiple aircraft corresponds to a fixed two-dimensional coverage sub-region. The extended reachable set is a reachable set that allows the actuators to saturate. For any two-dimensional coverage sub-region in the two-dimensional coverage area, calculate the pre-configured value of the zero control terminal deviation and the offset term required to cover the two-dimensional coverage sub-region; Before target object identification, the zero control terminal deviation of each aircraft relative to the equivalent observation center is configured to the corresponding zero control terminal deviation pre-configuration value. After target object identification, the corresponding bias term is used as a fixed guidance parameter to guide the actual target object.

2. The method as described in claim 1, characterized in that, Based on the extended reachability set, the two-dimensional region to be covered is divided into overlapping sub-regions, including: The extended reachable set is the target parameter region that can still make the terminal deviation zero after the aircraft acceleration reaches saturation. In the zero-control terminal deviation jump dimension and target acceleration dimension, the two-dimensional area to be covered is divided according to the coverage length of the extended reachable set, and repeated coverage segments are set between adjacent sub-intervals, so that any combination of target parameters in the two-dimensional area to be covered is covered by at least one aircraft.

3. The method as described in claim 2, characterized in that, In the dimensions of zero-control terminal deviation jump and target acceleration, the two-dimensional area to be covered is divided according to the coverage length of the extended reachable set, and repeated coverage segments are set between adjacent sub-intervals, including: In the zero-control terminal deviation jump dimension, the number of zero-control terminal deviation jump sub-intervals is determined based on the relationship between the coverage length of the extended reachable set in the zero-control terminal deviation jump dimension and the total length of the normalized zero-control terminal deviation jump range. The length of the repeated coverage segment of the jump sub-interval is calculated based on the number of zero-control terminal deviation jump sub-intervals and the total length. In the target acceleration dimension, the number of target acceleration sub-intervals is determined based on the relationship between the coverage length of the extended reachable set in the target acceleration dimension and the total length of the normalized target acceleration range, and the length of the repeated coverage segment of the acceleration sub-interval is calculated based on the number of target acceleration sub-intervals and the total length. Based on the number of zero-control terminal deviation jump sub-intervals, the length of the repeated coverage segment of the jump sub-intervals, the number of target acceleration sub-intervals, and the length of the repeated coverage segment of the acceleration sub-intervals, multiple overlapping two-dimensional coverage sub-regions are generated.

4. The method as described in claim 1, characterized in that, The zero-control terminal deviation pre-configuration value and the bias term are used to reconstruct the reachability set of the aircraft, wherein: The pre-configured value of the zero control terminal deviation is used to adjust the zero control terminal deviation of the aircraft relative to the equivalent observation center before the target object is identified, so that the initial zero control terminal deviation of the actual target object relative to the aircraft after the target object is identified falls into the zero control terminal deviation coverage range of at least one aircraft. The bias term is used to change the acceleration requirement in the aircraft guidance command, so that the reachable set of each aircraft is translated in a predetermined direction in a two-dimensional plane composed of the zero control terminal deviation jump parameter and the target acceleration parameter.

5. The method as described in claim 4, characterized in that, For any two-dimensional coverage sub-region within the two-dimensional coverage area, calculate the pre-configured value and offset term of the zero-control terminal deviation required to cover the two-dimensional coverage sub-region, including: Based on the lower bound of the target acceleration sub-interval and the boundary of the extended reachable set in the target acceleration dimension, calculate the bias term required to cover the target acceleration sub-interval; Based on the boundary of the reachable set after introducing the bias term in the dimension of zero control terminal deviation, and the boundary of the zero control terminal deviation jump sub-interval, calculate the zero control terminal deviation pre-configuration value required to cover the zero control terminal deviation jump sub-interval.

6. The method as described in claim 1, characterized in that, The method further includes: The moment when the target object is identified is taken as the initial moment; Before target object identification, the aircraft tracks the apparent target formed by the actual target object and the accompanying observable source as the equivalent observation center; After the target object is identified, the aircraft tracks the actual target object.

7. The method as described in claim 6, characterized in that, Based on the acquired tracking and approach phase guidance parameters, the range of zero-control terminal deviation jumps and the target acceleration range are normalized to obtain a two-dimensional coverage area, including: The acquired tracking and approach phase guidance parameters include the aircraft's maximum available acceleration, effective guidance ratio, remaining flight time, the aircraft's line-of-sight angle at the initial moment, and the track inclination angles of the aircraft and the target object at the initial moment. Based on the maximum available acceleration of the aircraft and the remaining flight time, the range of the zero control terminal deviation jump at the moment of target object identification is normalized to obtain the normalized range of the zero control terminal deviation jump. Using the maximum available acceleration of the aircraft as a benchmark, the target acceleration range during the tracking and approach phase is normalized to obtain the normalized range of the target acceleration. The two-dimensional area to be covered is constructed based on the normalized range of the zero-control terminal deviation jump and the normalized range of the target acceleration.

8. The method according to claim 7, characterized in that, Using the maximum available acceleration of the aircraft and the remaining flight time as a benchmark, the range of the zero-control terminal deviation at the moment of target object identification is normalized; and using the maximum available acceleration of the aircraft as a benchmark, the range of the target acceleration during the tracking and approach phase is normalized, including: When the maximum available acceleration of the multiple aircraft is not completely consistent, the minimum value among the maximum available accelerations of each aircraft is used as the unified maximum available acceleration of the aircraft, and the range of deviation jumps of the zero control terminal and the range of target acceleration are normalized.

9. A multi-vehicle cooperative coverage guidance device for multi-source observation scenarios, characterized in that, include: processor; Memory, used to store computer programs; The processor is configured to execute a computer program stored in the memory to implement the multi-vehicle cooperative coverage guidance method for multi-source observation scenarios as described in any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the multi-vehicle cooperative coverage guidance method for multi-source observation scenarios as described in any one of claims 1 to 8.

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