CN111506101B - Aircraft cooperative guidance control method and system based on communication network topological structure - Google Patents

Aircraft cooperative guidance control method and system based on communication network topological structure Download PDF

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CN111506101B
CN111506101B CN201911004818.XA CN201911004818A CN111506101B CN 111506101 B CN111506101 B CN 111506101B CN 201911004818 A CN201911004818 A CN 201911004818A CN 111506101 B CN111506101 B CN 111506101B
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CN111506101A (en
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王春彦
丁祥军
王佳楠
史葳翔
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Beijing Institute of Technology BIT
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    • G05D1/10—Simultaneous control of position or course in three dimensions
    • G05D1/101—Simultaneous control of position or course in three dimensions specially adapted for aircraft
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Abstract

The invention discloses an aircraft cooperative guidance control method and system based on a communication network topological structure, wherein each aircraft receives residual time estimated values of a certain number of other aircraft around, and then calculates the own pitching direction acceleration instruction and yawing direction acceleration instruction according to the own residual time estimated values, and meanwhile, the aircraft also sends the own residual time estimated values to the surrounding so as to facilitate the other aircraft around to carry out guidance control; in this process, even if a part of the aircraft is unexpectedly unable to continue flying toward the target, the plurality of aircraft as a whole can fly toward the target and eventually meet/contact the target at the same time.

Description

Aircraft cooperative guidance control method and system based on communication network topological structure
Technical Field
The invention relates to a cooperative guidance control method for multiple aircrafts, in particular to an aircraft cooperative guidance control method and system based on a communication network topological structure.
Background
In various applications of aircraft, sometimes a plurality of aircraft are required to fly towards the same target and meet/contact with the target at the same time, and the initial position, the initial speed and the traveling direction of the aircraft may all be different, and the above functions are realized by mutual information interaction.
In the practical application process, the information received by each aircraft is likely to be interfered, that is, the aircraft may not receive the expected information, and the distances between the aircrafts are different, so that the communication difficulty between two aircrafts far away is high, and the communication stability is poor.
In addition, during the process that part of the aircrafts fly to the target, the aircrafts may fail to fly according to a preset track due to faults, and may be knocked down or accidentally crashed, so that the interactive information received by other aircrafts around the aircrafts is reduced or suddenly changed, and the guidance control of other aircrafts around the aircrafts is disturbed.
For the reasons, the inventor of the present invention has made an intensive study on the existing cooperative control methods for multiple aircrafts, and is expected to design a cooperative guidance control method and system for aircrafts based on a communication network topology, which can solve the above problems.
Disclosure of Invention
In order to overcome the problems, the inventor of the invention makes a keen study and designs an aircraft cooperative guidance control method and system based on a communication network topology structure, wherein each aircraft receives estimated values of residual time of a certain number of other surrounding aircraft, then calculates an acceleration command of a pitching direction and an acceleration command of a yawing direction according to the estimated values of the residual time of the aircraft, and simultaneously sends the estimated values of the residual time of the aircraft to the surrounding so as to facilitate guidance control of the other surrounding aircraft; in this process, even if some aircraft are unexpectedly unable to continue flying to the target or the signals are temporarily shielded/interfered, resulting in that some aircraft cannot receive the estimated remaining time transmitted by other aircraft within a period of time, the whole plurality of aircraft can still fly to the target and finally meet/contact the target at the same time, thereby completing the invention.
Specifically, the invention aims to provide an aircraft cooperative guidance control method based on a communication network topological structure, wherein in the method, an aircraft acquires a residual time estimated value of the aircraft in real time and transmits the residual time estimated value to the adjacent aircraft;
the aircraft calculates a pitching direction acceleration instruction and a yawing direction acceleration instruction according to the received residual time estimated value transmitted by the adjacent aircraft, so that the flight trajectory of the aircraft and the time of meeting the target can be controlled, and a plurality of aircraft can be ensured to meet the target at the same time.
The invention also provides an aircraft cooperative guidance control system based on the communication network topological structure, which comprises a plurality of cooperatively guided aircraft, wherein each aircraft is provided with a seeker, a sensor and signal transmission receiving equipment;
the seeker comprises an infrared seeker, a laser seeker and an image seeker, and can capture a target so as to acquire position and speed information of the target;
the sensors comprise satellite signal receiving equipment, a geomagnetic sensor and a gyroscope, and can be used for acquiring position and speed information of the aircraft in real time or the position and speed information of the aircraft, so that the aircraft can acquire the estimated value of the remaining time of the aircraft in real time;
the signal transmitting, receiving device comprises a radar, by means of which the estimated time remaining can be transmitted/shared between the aircraft.
The invention has the advantages that:
(1) according to the aircraft cooperative guidance control method and system based on the communication network topology structure, provided by the invention, the aircrafts can be guided and controlled independently, and cooperative guidance can be realized and simultaneously met with a target only by sharing the residual time estimated value;
(2) according to the aircraft cooperative guidance control method and system based on the communication network topology structure, which are provided by the invention, emergency situations such as sudden failure or disappearance of partial aircrafts can be dealt with, and the communication topology network formed by a plurality of aircrafts can be adjusted and changed in real time;
(3) according to the aircraft cooperative guidance control method and system based on the communication network topology structure, the received estimated values of the remaining time are sequenced and compared, part of data which are possibly wrong are deleted, and the remaining data are used for resolving, so that the influence caused by a fault aircraft can be eliminated, and the reasonable and stable guidance control of the aircraft can be ensured.
Drawings
Fig. 1 shows a communication topology diagram between 5 aircrafts during cooperative operation in an experimental example of the present invention, where arrows indicate the directions of transmission of remaining time estimation value information;
FIG. 2 shows a trajectory diagram of 5 aircraft and targets in Experimental example 1 of the present invention;
FIG. 3 shows Euler angles θ on 5 aircraft in Experimental example 1 of the present inventionmiA change trajectory diagram of (2);
FIG. 4 shows estimated remaining time values for 5 aircrafts in Experimental example 1 of the present invention
Figure BDA0002241752740000031
A change trajectory diagram of (2);
FIG. 5 shows estimated values of remaining time on 5 aircrafts in Experimental example 2 of the present invention
Figure BDA0002241752740000032
A change trajectory diagram of (2);
fig. 6 shows a trajectory diagram of 5 aircraft and targets in experimental example 2 of the present invention.
Detailed Description
The invention is explained in more detail below with reference to the figures and examples. The features and advantages of the present invention will become more apparent from the description.
The word "exemplary" is used exclusively herein to mean "serving as an example, embodiment, or illustration. Any embodiment described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments. While the various aspects of the embodiments are presented in drawings, the drawings are not necessarily drawn to scale unless specifically indicated.
In some specific application environments, there are situations where multiple aircrafts fly to the same target at the same time and it is desirable that multiple aircrafts can meet/collide with the target at the same time, in fact, the target can be maneuvered in real time, the starting points of multiple aircrafts may be different, and the flight trajectories and speeds of the respective aircrafts may also be different, so that multiple aircrafts are almost impossible to meet/collide with the target at the same time without a special regulation control method.
On the aircraft, signal transmitting and receiving devices for transmitting information to each other, such as an onboard data link system and the like, can be arranged, and the signal transmitting and receiving devices can enable the aircraft to transmit/share some information to each other, so that the information base is provided for the cooperative control of a plurality of aircraft and the meeting/collision with the target. Preferably, the information communicated/shared between the aircraft to each other includes an estimate of the remaining time.
According to the aircraft cooperative guidance control method based on the communication network topology provided by the invention,
each aircraft acquires a residual time estimation value of the aircraft in real time and transmits the residual time estimation value to the neighbors of the aircraft;
and each aircraft calculates a guidance instruction according to the received estimated value of the remaining time from the adjacent transmission.
Preferably, the guidance instructions include a pitch direction acceleration instruction and a yaw direction acceleration instruction. Further preferably, the estimated remaining time from the neighbor transfer is required in resolving the yaw direction acceleration command.
The estimated remaining time is an estimated time taken for the aircraft to contact/collide with the target from the current time if the aircraft continues to fly at the current speed.
The aircraft is provided with guide heads, such as an infrared guide head, a laser guide head, an image guide head and the like, and can capture a target, so that the position and speed information of the target can be obtained; still be provided with multiple sensor on the aircraft, like satellite signal reception equipment, geomagnetic sensor, gyroscope etc. can be real-time or aircraft self position and speed information to the aircraft can learn its own in real time the estimated value of remaining time.
The aircraft can send the estimated value of the remaining time of the aircraft to the outside through signal transmission and receiving equipment, and can also receive the estimated value of the remaining time transmitted by a part of aircraft.
If the ith aircraft can receive a residual time estimation value sent by the jth aircraft, the jth aircraft is an inner neighbor of the ith aircraft;
and if the jth aircraft can receive the estimated value of the residual time sent by the ith aircraft, the jth aircraft is the outer neighborhood of the ith aircraft. Each aircraft has at least one interior neighbor that is also an exterior neighbor of at least one other aircraft.
The number of the inner neighbors and the number of the outer neighbors of each aircraft can be changed, the information such as the distance between the aircrafts and the difficulty degree of information transmission is determined, after the aircrafts receive at least one estimated value of the remaining time sent by the inner neighbors, corresponding guidance control can be carried out, and if multiple groups of estimated values of the remaining time can be received, the control precision is higher; preferably, the number of neighbors and outsides of each aircraft in the cluster of aircraft is less than the total number of aircraft in the cluster of aircraft, and more preferably, the number of neighbors and outsides of each aircraft is between 34% and 67% of the total number of aircraft.
The aircrafts are respectively and independently controlled in guidance mode, each aircraft can independently calculate the control command of the aircraft, and the control commands comprise a pitching direction acceleration command and a yawing direction acceleration command.
In a preferred embodiment, the aircraft obtains the pitch direction acceleration command in real time by the following formula (I),
Figure BDA0002241752740000061
the lower subscript i of the letters in this application denotes the ith aircraft;
wherein, azm(t) represents a pitching acceleration command of the aircraft, and a may be usedzmIs shown as azmi(t) represents a pitch direction acceleration command of the ith aircraft,
A1indicating the navigation ratio of the pitch channel, A1A specific value of > 1, determined by the situation at the time of use, preferably a value of 3,
Figure BDA0002241752740000062
representing the phase between the aircraft and the targetFor the rate of change of distance, can also be used
Figure BDA0002241752740000063
It is shown that,
Figure BDA0002241752740000064
the change rate of the relative distance between the ith aircraft and the target is represented and is calculated in real time through parameter information obtained by the aircraft in real time,
Figure BDA0002241752740000065
representing line-of-sight angular velocity in a reference inertial frame, may also be used
Figure BDA0002241752740000066
It is shown that,
Figure BDA0002241752740000067
the visual angular speed of the ith aircraft in the reference inertial coordinate system is represented, and is calculated in real time through parameter information obtained by the aircraft in real time,
azt(t) represents the component of the acceleration vector of the target along the z-axis of the target body coordinate system, the acceleration of the target being measurable in real time by a seeker on the aircraft,
θt(t) represents the Euler angle in the pitch direction from the sight-line coordinate system to the body coordinate system of the target, and θ may be usedtIs represented by thetati(t) the euler angle of the ith aircraft in the pitching direction from the sight line coordinate system to the target body coordinate system is measured in real time, and the measurement method existing in the field can be selected for measurement, which is not particularly limited in the application;
θm(t) represents the Euler angle in the pitch direction from the sight-line coordinate system to the body coordinate system, and θ may be usedmIs represented by thetami(t) representing the Euler angle of the ith aircraft in the pitching direction from the sight line coordinate system to the body coordinate system, and measuring the value of the Euler angle in real time by a sensor such as a gyroscope and the like;
preferably, the first and second electrodes are formed of a metal,
Figure BDA0002241752740000068
and
Figure BDA0002241752740000069
the formula is calculated as follows:
Figure BDA00022417527400000610
Figure BDA0002241752740000071
wherein psitThe Euler angle in yaw direction, which represents the body coordinate system from the line of sight coordinate system to the target, may also be expressed byt(t) denotes, #ti(t) the yaw direction euler angle of the ith aircraft from the sight line coordinate system to the target body coordinate system is measured in real time, and the measurement method in the prior art can be selected for measurement, which is not particularly limited in the application;
the euler angles in the pitch direction from the sight-line coordinate system to the target body coordinate system and the euler angles in the yaw direction from the sight-line coordinate system to the target body coordinate system can be measured by the methods described in Ha I J, Hur J S, Ko M S, et al.performance analysis of PNG 1aWS for random influencing targets [ J ]. IEEE transformations on aerospaces and Electronic Systems, 1990, 26 (5): 713-721.
ψmIndicating the Euler angle in the yaw direction from the line-of-sight coordinate system to the body coordinate system, and phi may also be usedm(t) denotes, #mi(t) representing the Euler angle of the ith aircraft in the yaw direction from the sight line coordinate system to the body coordinate system, and measuring the value of the Euler angle in real time by a sensor such as a gyroscope and the like;
Vtthe speed of the target is shown and is measured by the seeker in real time,
Vmindicating the speed of the aircraft, by transmissions on the aircraftThe real-time measurement of the sensor is obtained,
r represents the relative distance between the aircraft and the target, and may also be represented by r (t), ri(t) represents the relative distance between the ith aircraft and the target, which can be detected in real time by radar ranging or the like.
In a preferred embodiment, the aircraft obtains the yaw direction acceleration command in real time by the following equation (two),
aymi(t)＝ahi(t)+aci(t) (two)
Wherein, aymi(t) represents a yaw direction acceleration command for the ith aircraft,
ahi(t) indicates the ground level guidance control command for the ith aircraft,
aciand (t) represents an upper layer coordination control command of the ith aircraft.
And guiding the aircraft to approach the target through the bottom layer guiding control instruction, and controlling the flight time of the aircraft through the upper layer coordinating control instruction.
In a preferred embodiment, the bottom layer steering control command is obtained by the following formula (three),
Figure BDA0002241752740000081
wherein N issRepresenting a fixed navigation ratio, preferably of 3,
Vmithe speed of the ith aircraft is indicated,
Figure BDA0002241752740000082
representing yaw-direction line-of-sight angular velocity in a reference inertial frame, and may also be used
Figure BDA0002241752740000083
It is shown that,
Figure BDA0002241752740000084
denotes the ithYaw-direction line-of-sight angular velocity, psi, of an individual aircraft in a reference inertial frameLi(t) is the yaw direction sightline declination angle for the ith aircraft;
Figure BDA0002241752740000085
the parameter information is obtained by real-time calculation through the real-time acquisition of the aircraft;
Figure BDA0002241752740000086
is psiLDerivative of, ψLRepresenting the yaw direction line-of-sight angle in the inertial frame of reference,
θL(t) represents the elevation direction line-of-sight angle in the reference inertial frame, and may also be represented by θLIs represented by thetaLi(t) a pitch direction line-of-sight angle of the ith aircraft in the reference inertial frame, which is calculated from the position information of the target and the aircraft,
ayL(t) represents the projected component of the target acceleration vector along the y-axis of the line-of-sight coordinate system, and may be represented by ayLIs shown as ayLi(t) represents a projection component of the target acceleration vector obtained by the ith aircraft along the y-axis of the line-of-sight coordinate system.
Preferably, the first and second electrodes are formed of a metal,
Figure BDA0002241752740000087
the formula is calculated as follows:
Figure BDA0002241752740000088
in a preferred embodiment, the upper layer coordination control command is obtained by the following formula (iv),
Figure BDA0002241752740000091
Figure BDA0002241752740000092
indicating the ith aircraft itselfAn estimate of the remaining time of the vehicle,
Kirepresents the control gain factor of the ith aircraft, and further, KiRepresenting a positive control gain factor for the ith aircraft.
Figure BDA0002241752740000093
An average value representing the valid remaining time estimation value transmitted by the adjacent aircraft received by the ith aircraft;
wherein l represents the number of valid estimated remaining time values received by the ith aircraft;
Ri(tk) A set of valid estimates of remaining time representative of the reception by the ith aircraft;
d represents the set Ri(tk) Any value of (a).
In a preferred embodiment, the estimated time remaining for the ith aircraft is the estimated time remaining for itself
Figure BDA0002241752740000094
By the following formula (five) to solve,
Figure BDA0002241752740000095
ri(t) represents the relative distance between the ith aircraft and the target, which is measured in real time.
In the process that the aircrafts fly towards the target, the aircrafts are inevitably interfered by the external environment, the flight states of the aircrafts are correspondingly adjusted, part of the aircrafts possibly cannot fly according to expected tracks due to various faults and can be knocked down, and the aircrafts cannot judge the states of other aircrafts.
In addition, in order to prevent the control system lines when part of the aircrafts can not transmit or receive the estimated value of the remaining time temporarily under the conditions of signal interference and the like, in the application, the received estimated value of the remaining time transmitted by the adjacent aircrafts is temporarily stored in each aircraft, and if a new estimated value of the remaining time transmitted by the same adjacent aircraft is received, the new estimated value of the remaining time is stored in a covering manner;
when the aircraft resolves an upper-layer coordination control instruction, calling the stored remaining time estimated value in real time as a received remaining time estimated value; namely, whether the aircraft receives a new estimated value of the remaining time or not, the aircraft can call the temporarily stored estimated value of the remaining time in real time.
In a preferred embodiment, after receiving the estimated remaining time transmitted by the adjacent aircraft, the ith aircraft sorts the received estimated remaining time according to the size,
when the number of the received estimated remaining time values which is larger than the estimated remaining time value of the ith aircraft is less than F, the ith aircraft removes all the received estimated remaining time values which are larger than the estimated remaining time value of the ith aircraft, and the remaining received estimated remaining time values are effective estimated remaining time values;
and when the number of the received estimated remaining time values which is larger than the estimated remaining time value of the ith aircraft is larger than or equal to F, removing the largest first F of the received estimated remaining time values by the ith aircraft, wherein the remaining received estimated remaining time values are effective estimated remaining time values.
In a preferred embodiment, the F represents an upper bound of the number of faulty aircraft, whose value is estimated according to the reliability of the communication network, the fault rate of the aircraft and the robustness of the cooperative guidance law we want to implement; the aircraft is filled in the aircraft before launching, and preferably the value of the aircraft is a positive integer, and more preferably the positive integer is less than the number of neighbors in any one aircraft.
The inertial reference coordinate system, the sight line coordinate system, the body coordinate system and the body coordinate system of the target described in the present application are all coordinate systems known in the art, and the coordinate systems can be converted with each other; the origin A of the inertial coordinate system of the reference inertial coordinate system Axyz is positioned at an emission point of the aircraft, the pointing direction of the Ax axis can be arbitrary and usually points to a target, the Az axis is perpendicular to the Ax axis, is positioned in a vertical plane and is positive in pointing direction; the Ay axis is perpendicular to the Ax and Az axes and constitutes a right hand coordinate system.
Line of sight coordinate system OxLyLzLIs located on the centroid of the aircraft, and the connecting line of the centroids of the aircraft and the target is OxLAn axis, the direction pointing to the target is positive; oz is a gas phaseLAxis perpendicular to OxLA shaft located to contain OxLThe direction is positive in the vertical plane of the shaft; oyLShaft and OxLAxis and OzLThe axes are perpendicular and constitute a right-hand coordinate system.
The origin O of the coordinate system of the aircraft body is located on the centroid of the aircraft, OxmThe axis is coincident with the longitudinal axis of the machine body, and the pointing head is positive; oz is a gas phasemAxis perpendicular to OxmThe shaft is positioned in the longitudinal symmetrical plane of the aircraft, and the pointing direction is positive; oymShaft and OxmAxis and OzmThe axes are perpendicular and constitute a right-hand coordinate system.
Body coordinate system O' x of targettytztDefinition of and body coordinate system OxmymzmThe definition of (a) is similar.
The invention also provides an aircraft cooperative guidance control system based on the communication network topological structure, which comprises a plurality of cooperatively guided aircraft, wherein each aircraft is provided with a seeker, a sensor and signal transmission receiving equipment;
the seeker comprises an infrared seeker, a laser seeker, an image seeker and the like, and can capture a target so as to acquire position and speed information of the target;
the sensors comprise satellite signal receiving equipment, a geomagnetic sensor, a gyroscope and the like, and can acquire the position and speed information of the aircraft in real time, so that the aircraft can acquire the estimated value of the remaining time of the aircraft in real time;
the signal transmitting and receiving device comprises an onboard data chain system and the like, and can enable the aircrafts to transmit/share the estimated value of the remaining time with each other, so that the device can provide an information basis for the cooperative control of a plurality of aircrafts and the meeting/collision with the target.
Preferably, in each of the aircraft, the pitch-direction acceleration command is calculated by the following equation (one), and the yaw-direction acceleration command is calculated by the following equation (two);
Figure BDA0002241752740000121
aymi(t)＝ahi(t)+aci(t) (two)
Wherein, azmi(t) represents a pitch direction acceleration command of the ith aircraft,
aymi(t) represents a yaw direction acceleration command of the ith aircraft.
A1The navigation ratio of the pitch channel is represented,
Figure BDA0002241752740000122
representing the relative velocity between the ith aircraft and the target,
Figure BDA0002241752740000123
representing the line-of-sight angular velocity of the ith aircraft in the inertial frame of reference,
azt(t) represents the component of the acceleration vector of the target along the z-axis of the target body coordinate system,
θti(t) represents the pitch Euler angle of the ith aircraft from the line-of-sight coordinate system to the body coordinate system of the target,
θmi(t) represents the Euler angle of the i-th aircraft in the pitch direction from the line-of-sight coordinate system to the airframe coordinate system,
ahi(t) denotes the ith flightThe bottom layer of the traveling device guides the control command,
aci(t) represents an upper level coordination control command for the ith aircraft;
the bottom layer guiding control instruction is obtained by the following formula (three):
Figure BDA0002241752740000124
wherein N issRepresenting a fixed navigation ratio, preferably of 3,
Vmithe speed of the ith aircraft is indicated,
Figure BDA0002241752740000125
representing the line of sight angular velocity, ψ, of the ith aircraft in a reference inertial frameLi(t) is the line of sight declination for the ith aircraft;
θLi(t) represents the line of sight angle of the ith aircraft in the inertial frame of reference,
ayLi(t) represents a projection component of the target acceleration vector obtained by the ith aircraft along the y-axis of the line-of-sight coordinate system.
The upper layer coordination control instruction is obtained through the following formula (IV):
Figure BDA0002241752740000131
Figure BDA0002241752740000132
representing an estimate of the time remaining for the ith aircraft itself,
Figure BDA0002241752740000133
an average value representing the valid remaining time estimation value transmitted by the adjacent aircraft received by the ith aircraft;
the i-th aircraft's own remaining timeInter-estimation value
Figure BDA0002241752740000134
By the following formula (five) to solve,
Figure BDA0002241752740000135
ri(t) represents the relative distance between the ith aircraft and the target.
The aircraft cooperative guidance control method and system based on the communication network topology structure can control all aircraft which normally work to fly to the target and meet/contact with the target at the same time.
Examples of the experiments
Carrying out numerical simulation on a scene of cooperatively tracking a maneuvering target by 5 aircrafts, wherein M is respectively used for the 5 aircrafts1、M2、M3、M4And M5The method comprises the steps that the aircraft cooperative guidance control method based on the communication network topological structure provided by the application is adopted for guidance control in each aircraft, the pitching direction acceleration instruction is solved through the following formula (I), and the yawing direction acceleration instruction is solved through the following formula (II);
Figure BDA0002241752740000141
aymi(t)＝ahi(t)+aci(t) (two)
In the process of guidance resolving, physical quantities needing real-time measurement are given through real-time simulation of a computer; the communication topology between aircraft is shown in FIG. 1, where M1Is internally adjacent to M2、M3、M5，M2Is internally adjacent to M1、M3、M4，M3Is internally adjacent to M2、M4、M5，M4Is internally adjacent to M2、M3、M5，M5Is internally adjacent to M1、M3、M4。
The initial conditions of the aircraft are shown in table one below,
watch 1
Aircraft with a flight control device M1 M2 M3 M4 M5
r(m) 12500 12000 11000 12500 12000
Vm(m/s) 330 290 260 350 320
θL(deg) -40 -55 -45 -50 -60
ψL(deg) 240 220 -240 210 -220
θm(deg) 30 -27 30 28 29
ψm(deg) 20 -30 -20 -30 0
In the resolving process, the parameters of the cooperative guidance law are selected as follows: a. the1＝10，Ns＝3，F＝1，K1＝K2＝K3＝K4＝K50.01. maximum values for yaw and pitch acceleration commands for each aircraft are set to 100m/s2. The initial position of the target is located at the origin of the inertial reference frame.
In the simulation process, the speed of the target is set to be constant at 70m/s, and the yaw and pitch acceleration commands of the target are set to be ayt＝10sin(t/4)m/s2And azt＝5sin(t/4)m/s2。
In Experimental example 1
Assuming that no aircraft is intercepted or fails, 5 aircraft can work normally, and simulation results are as follows:
(1) trajectories of 5 aircraft and targets, as shown in fig. 2;
(2) euler angle theta on 5 aircraftmiAs shown in fig. 3;
(3) estimated time remaining on 5 aircraft
Figure BDA0002241752740000151
As shown in fig. 4.
As can be seen from FIG. 2, the Euler angles θ of the respective aircraftmiDecreases rapidly and remains within a small range around 0. Thus, the trajectories of the individual aircraft can be approximated as falling within their respective yaw planes.
As can be seen from fig. 3, the estimated remaining time for each aircraft eventually reaches the zero position at the same time, i.e. at the same time as the target is met/contacted. As can be seen from fig. 4, the trajectories of the respective aircrafts are different and the target is also moving, but eventually the respective aircrafts meet/contact the target. Time T for each aircraft to eventually meet/contact the targetiAnd an estimate of the remaining time at the initial time
Figure BDA0002241752740000152
See table two.
Watch two
Figure BDA0002241752740000153
According to the second table, the estimated value of the remaining time of each aircraft at the initial moment
Figure BDA0002241752740000154
Has a maximum spread of 6.85s, and finally reaches the target time TiThe maximum spread of (a) is 0.1 s. From the above results, it can be seen that each aircraft finally achieves the requirement of reaching the target at the same time, thereby verifying the communication-based network provided in the present applicationAnd (3) effectiveness of the aircraft cooperative guidance control method of the network topology structure.
In Experimental example 2
Suppose the 4 th aircraft, M4Intercepted in the 2 nd second, and the other conditions are the same as the experimental example 1, the numerical simulation is carried out, and the simulation results are as follows:
(1) estimated time remaining on 5 aircraft
Figure BDA0002241752740000161
As shown in fig. 5.
(2) Trajectories of 5 aircraft and targets, as shown in fig. 6.
As can be seen from fig. 5 and 6, in the case that the 4 th aircraft is intercepted, the estimated remaining time values of the remaining aircraft can still be consistent, and the purpose of meeting/contacting the target at the same time is achieved, thereby further verifying the effectiveness of the aircraft cooperative guidance control method based on the communication network topology provided in the present application.
The present invention has been described above in connection with preferred embodiments, but these embodiments are merely exemplary and merely illustrative. On the basis of the above, the invention can be subjected to various substitutions and modifications, and the substitutions and the modifications are all within the protection scope of the invention.

Claims (7)

1. An aircraft cooperative guidance control method based on a communication network topological structure is characterized in that,
each aircraft acquires a residual time estimation value of the aircraft in real time and transmits the residual time estimation value to the adjacent aircraft;
each aircraft calculates a guidance instruction according to the received estimated value of the remaining time transmitted by the adjacent aircraft;
the aircraft obtains an acceleration instruction in a pitching direction in real time through the following formula (I);
Figure FDA0002968477910000011
wherein, azmi(t) represents a pitch direction acceleration command of the ith aircraft,
A1the navigation ratio of the pitch channel is represented,
Figure FDA0002968477910000012
representing the relative velocity between the ith aircraft and the target,
Figure FDA0002968477910000013
representing the line-of-sight angular velocity of the ith aircraft in the inertial frame of reference,
azt(t) represents the component of the acceleration vector of the target along the z-axis of the target body coordinate system,
θti(t) represents the pitch Euler angle of the ith aircraft from the line-of-sight coordinate system to the body coordinate system of the target,
θmi(t) represents the Euler angle of the i-th aircraft in the pitch direction from the line-of-sight coordinate system to the airframe coordinate system,
θtrepresenting the euler angle in the pitch direction from the line of sight coordinate system to the body coordinate system of the target,
θmrepresenting the euler angle of the pitch direction of the flight from the line of sight coordinate system to the airframe coordinate system,
if the ith aircraft can receive a residual time estimation value sent by the jth aircraft, the jth aircraft is an inner neighbor of the ith aircraft; and if the jth aircraft can receive the estimated value of the residual time sent by the ith aircraft, the jth aircraft is the outer neighborhood of the ith aircraft.
2. The aircraft cooperative guidance control method based on the communication network topology according to claim 1,
the aircraft obtains an acceleration instruction in a pitching direction in real time through the following formula (II);
aymi(t)＝ahi(t)+aci(t) (two)
Wherein, aymi(t) represents a yaw direction acceleration command for the ith aircraft,
ahi(t) represents a lower layer steering control command,
aci(t) represents an upper layer coordination control instruction,
the bottom layer guiding control instruction is obtained by the following formula (three):
Figure FDA0002968477910000021
wherein N issA fixed navigation ratio is represented by the ratio of the navigation,
ψmi(t) represents the Euler angle of the yaw direction of the ith aircraft from the line-of-sight coordinate system to the body coordinate system,
Vmithe speed of the ith aircraft is indicated,
Figure FDA0002968477910000025
representing the line-of-sight angular velocity of the ith aircraft in the inertial frame of reference,
θLi(t) represents the line of sight angle of the ith aircraft in the inertial frame of reference,
ayLi(t) represents a projection component of the target acceleration vector obtained by the ith aircraft along the y-axis of the line-of-sight coordinate system,
the upper layer coordination control instruction is obtained through the following formula (IV):
Figure FDA0002968477910000022
Figure FDA0002968477910000023
an estimate of the time remaining for the ith aircraft itself,
Kirepresenting the control gain factor for the ith aircraft,
Figure FDA0002968477910000024
an average value representing the valid remaining time estimation value transmitted by the adjacent aircraft received by the ith aircraft;
wherein l represents the number of valid estimated remaining time values received by the ith aircraft;
Ri(tk) A set of valid estimates of remaining time representative of the reception by the ith aircraft;
d represents the set Ri(tk) Any value of (a).
3. The aircraft cooperative guidance control method based on the communication network topology according to claim 2,
estimated time remaining for the ith aircraft
Figure FDA0002968477910000031
Obtained by the following formula (V),
Figure FDA0002968477910000032
ri(t) represents the relative distance between the ith aircraft and the target.
4. The aircraft cooperative guidance control method based on the communication network topology according to claim 2,
the aircraft stores the estimated value of the remaining time transmitted from the adjacent transmission received by the aircraft in real time and carries out covering storage after receiving a new estimated value of the remaining time transmitted from the same adjacent transmission,
and when the aircraft resolves the upper-layer coordination control instruction, calling the stored estimated value of the remaining time in real time as the received estimated value of the remaining time.
5. The aircraft cooperative guidance control method based on the communication network topology according to claim 4,
after receiving the estimated residual time values transmitted by the neighbors, the ith aircraft sorts the received estimated residual time values according to the size,
when the number of the received estimated remaining time values which is larger than the estimated remaining time value of the ith aircraft is less than F, the ith aircraft removes all the received estimated remaining time values which are larger than the estimated remaining time value of the ith aircraft, and the remaining received estimated remaining time values are effective estimated remaining time values;
and when the number of the received estimated remaining time values which is larger than the estimated remaining time value of the ith aircraft is larger than or equal to F, removing the largest first F of the received estimated remaining time values by the ith aircraft, wherein the remaining received estimated remaining time values are effective estimated remaining time values.
6. The aircraft cooperative guidance control method based on the communication network topology according to claim 5,
the F represents an upper bound on the number of failed aircraft.
7. An aircraft cooperative guidance control system based on a communication network topology structure is characterized in that,
the system comprises a plurality of aircrafts which are guided in a coordinated mode, wherein each aircraft is provided with a seeker, a sensor and a signal transmission receiving device;
the seeker comprises an infrared seeker, a laser seeker and an image seeker, and can capture a target so as to acquire position and speed information of the target;
the sensor comprises satellite signal receiving equipment, a geomagnetic sensor and a gyroscope, and can acquire the position and speed information of the aircraft in real time, so that the aircraft can acquire the estimated value of the remaining time of the aircraft in real time;
the signal transmission and reception device comprises a radar, and the estimated remaining time can be transmitted/shared among aircrafts through the signal transmission and reception device;
the aircraft obtains a pitching direction acceleration instruction in real time through the following formula (I);
Figure FDA0002968477910000041
wherein, azmi(t) represents a pitch direction acceleration command of the ith aircraft,
A1the navigation ratio of the pitch channel is represented,
Figure FDA0002968477910000042
representing the relative velocity between the ith aircraft and the target,
Figure FDA0002968477910000043
representing the line-of-sight angular velocity of the ith aircraft in the inertial frame of reference,
azt(t) represents the component of the acceleration vector of the target along the z-axis of the target body coordinate system,
θti(t) represents the pitch Euler angle of the ith aircraft from the line-of-sight coordinate system to the body coordinate system of the target,
θmi(t) represents the Euler angle of the i-th aircraft in the pitch direction from the line-of-sight coordinate system to the airframe coordinate system,
θtrepresenting the euler angle in the pitch direction from the line of sight coordinate system to the body coordinate system of the target,
θmrepresenting the euler angle of the pitch direction of the flight from the line of sight coordinate system to the airframe coordinate system.
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