CN117891271B - Three-dimensional collaborative guidance method for high-speed aircraft in consideration of time and angle constraints - Google Patents
Three-dimensional collaborative guidance method for high-speed aircraft in consideration of time and angle constraints Download PDFInfo
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Abstract
The invention provides a three-dimensional collaborative guidance method of a high-speed aircraft taking time and angle constraints into consideration, which relates to the field of collaborative guidance of the aircraft, and comprises the following steps: determining terminal constraint conditions of each aircraft according to the state information of the aircraft; the state information comprises the space position, the speed, the trajectory dip angle, the trajectory deflection angle, the position and the speed of a target at the initial moment of the aircraft; the terminal constraint conditions comprise attack time constraint and attack angle constraint; determining a pitching guidance instruction of the aircraft according to the attack time constraint in a pitching channel based on a three-dimensional relative motion model of the aircraft-target; determining yaw guidance instructions of the aircraft according to the attack angle constraint in a yaw channel based on a three-dimensional relative motion model of the aircraft-target; and controlling each aircraft to move according to the pitching guidance command and the yawing guidance command. The invention can realize multidirectional striking in a horizontal plane in a three-dimensional space and improve the guidance precision.
Description
Technical Field
The invention relates to the field of cooperative guidance of aircrafts, in particular to a three-dimensional cooperative guidance method of a high-speed aircraft in consideration of time and angle constraints.
Background
In modern sea warfare, combat ships are equipped with a number of self-defense systems, such as the near-defense weapon system (Close-in Weapon Systems, CIWS), to defend against counterwarship weapons, and an effective way to defeat the short-range defense system of modern warships is to conduct a simultaneous fire attack with multiple combat weapons. Most ship defense systems adopt a one-to-one interception strategy, so that the 'many-to-one' cooperative attack can effectively break through the defense system. In addition to the minimum off-target distance during the boot process, terminal constraints such as attack angle and time are also important. The target is hit at a specific attack angle, so that the damage effect of the attack can be increased. In the battle of a ship, a transverse attack is required to achieve maximum damage. In a collaborative combat mission, a plurality of aircrafts need to attack not only in a certain direction, but also in a constraint of attack time. Thus, attack angle and time constraints can greatly improve the survivability and combat level of high-speed aircraft for advanced defense systems. At present, a plurality of collaborative guidance methods for independently researching attack angles or attack time are provided, and meanwhile, the collaborative guidance methods for restraining the attack angles and the attack time are relatively less. For collaborative guidance considering both time and angle constraints, its research is also mostly spread out in a two-dimensional plane. The actual combat is carried out in a three-dimensional space, so that the research of the three-dimensional collaborative guidance method of the high-speed aircraft, which simultaneously considers time and angle constraints, has important value and significance.
Disclosure of Invention
The invention aims to provide a three-dimensional collaborative guidance method for a high-speed aircraft, which takes time and angle constraints into consideration, and can realize multidirectional striking in a horizontal plane in a three-dimensional space and improve guidance precision.
In order to achieve the above object, the present invention provides the following solutions:
A method of three-dimensional collaborative guidance for a high-speed aircraft taking into account time and angle constraints, comprising:
Determining terminal constraint conditions of each aircraft according to the state information of the aircraft; the state information comprises the space position, the speed, the trajectory dip angle, the trajectory deflection angle, the position and the speed of a target at the initial moment of the aircraft; the terminal constraint conditions comprise attack time constraint and attack angle constraint;
Determining a pitching guidance instruction of the aircraft according to the attack time constraint in a pitching channel based on a three-dimensional relative motion model of the aircraft-target;
Determining yaw guidance instructions of the aircraft according to the attack angle constraint in a yaw channel based on a three-dimensional relative motion model of the aircraft-target;
And controlling each aircraft to move according to the pitching guidance command and the yawing guidance command.
Optionally, the three-dimensional relative motion model of the aircraft-target specifically includes:
Establishing a sight line coordinate system OX lYlZl by taking the mass center of the aircraft as a circle center O, taking the pointing object of the aircraft as the positive direction of an X l axis, taking an axis perpendicular to an OX l axis as a Y l axis and taking an axis perpendicular to an X lOYl plane as a Z l axis;
Introducing an inertial reference frame in the line-of-sight frame Elastomer coordinate System/>Determining a sight inclination angle, a sight deflection angle, a speed vector of the aircraft, and a high-low angle and an azimuth angle of the sight coordinate system;
And taking the aircraft and the target as particles, wherein the speed of the aircraft is constant, the target is static, the pitching channel and the yawing channel are decoupled, and a three-dimensional relative motion model of the aircraft-target is constructed according to the sight inclination angle, the sight deflection angle, the speed vector of the aircraft, the altitude angle and the azimuth angle of the sight coordinate system.
Optionally, the three-dimensional relative motion model of the aircraft-target is:
；
wherein, Is the relative distance of the aircraft from the target; /(I)A first derivative that is the relative distance of the aircraft from the target; v is the speed of the aircraft; /(I)A pitch guidance command for the aircraft; /(I)A yaw guidance command; /(I)-Said line of sight inclination; /(I)The line of sight offset angle is the line of sight offset angle; /(I)Is the first derivative of the line of sight tilt; /(I)Is the first derivative of the line of sight offset; /(I)The high angle and the low angle are the speed vector of the aircraft and the sight line coordinate system; /(I)An azimuth angle of a speed vector of the aircraft and the sight coordinate system; /(I)The first derivative of the high and low angles of the speed vector and the sight line coordinate system; /(I)Is the first derivative of the velocity vector and the azimuth of the line of sight coordinate system.
Optionally, based on a three-dimensional relative motion model of the aircraft-target, determining a pitching guidance instruction of the aircraft according to the attack time constraint in a pitching channel, specifically including:
determining the actual residual attack time of the aircraft according to the relative distance between the aircraft and the target and the speed of the aircraft in the pitching channel;
determining expected remaining attack time according to the expected attack time and the moment of the guidance process;
determining an attack time error according to the expected remaining attack time and the actual remaining attack time;
Deriving the attack time and determining a first derivative of an attack time error by combining a three-dimensional relative motion model of the aircraft-target;
a time scale separation method is adopted, and a nonlinear slow power subsystem is constructed according to the first derivative of the attack time error;
Taking the first derivative of the speed vector and the high and low angles of the sight line coordinate system as a nonlinear fast dynamic subsystem according to the three-dimensional relative motion model of the aircraft-target;
And adopting a dynamic inverse theory to carry out attack time constraint, and determining a pitching guidance instruction of the aircraft according to the nonlinear slow power subsystem and the nonlinear fast power subsystem.
Optionally, the nonlinear slow power subsystem is:
；
wherein, Is the expected attack time error; /(I)For/>Is the first derivative of (a); /(I)Is attack time error; /(I)Is the desired bandwidth of the nonlinear slow power subsystem.
Optionally, the nonlinear fast power subsystem is:
；
wherein, Is the high-low angle/>, of the velocity vector of the aircraft and the sight line coordinate systemIs set to the desired instruction value; is the high-low angle/>, of the velocity vector of the aircraft and the sight line coordinate system Is set in the instruction value of (a),，/>For the azimuth angle of the velocity vector of the aircraft with the line of sight coordinate system,/>For attack time error,/>Is the desired bandwidth of the nonlinear slow dynamics subsystem; /(I)Respectively/>And/>Is the first derivative of (a); /(I)Is the desired bandwidth of the nonlinear fast dynamics subsystem.
Optionally, the pitch guidance instruction is:
；
wherein, A pitch guidance command for the aircraft; v is the speed of the aircraft; /(I)Is the high-low angle/>, of the velocity vector of the aircraft and the sight line coordinate systemInstruction value/>Is the first derivative of (a); /(I)Is the relative distance of the aircraft from the target; -said line of sight inclination; /(I) Is the azimuth angle of the velocity vector of the aircraft and the line of sight coordinate system.
Optionally, based on a three-dimensional relative motion model of the aircraft-target, determining a yaw guidance command of the aircraft according to the attack angle constraint in a yaw channel specifically comprises:
determining an attack angle error in the yaw channel according to the sight line deflection angle of the aircraft and the expected sight line deflection angle;
Determining a second derivative of the line-of-sight offset angle from the three-dimensional relative motion model of the aircraft-target;
Based on the attack angle error, carrying out attack angle constraint by utilizing a sliding mode control theory, and designing an approach law by referring to a supercoiled algorithm;
and determining a yaw guidance instruction of the aircraft according to the approach law.
Optionally, the approach law is:
；
wherein, As a saturation function of the first boundary layer,/>A saturation function for the second boundary layer; Is an intermediate variable; /(I) For/>Is the first derivative of (a); /(I)，/>Is a positive constant; s is a sliding mode surface, the sliding mode surface is a sliding mode surface,；/>The line of sight offset angle is the line of sight offset angle; /(I)Is the first derivative of the line of sight offset; /(I)For the desired line of sight offset angle; /(I)For the design parameters of the slip form surface,/>；，/>Is the first derivative of s; /(I)Is the second derivative of the line of sight offset; /(I)，/>Is the relative distance of the aircraft from the target; v is the speed of the aircraft; /(I)-Said line of sight inclination; /(I)Is the first derivative of the line of sight tilt; /(I)The high angle and the low angle are the speed vector of the aircraft and the sight line coordinate system; /(I)An azimuth angle of a speed vector of the aircraft and the sight coordinate system; /(I)The first derivative of the high and low angles of the speed vector and the sight line coordinate system;；/> Is a yaw guidance command.
Optionally, the yaw guidance instruction is:
；
wherein, Is the saturation function of the first boundary layer; /(I)A yaw guidance command; /(I)Is the relative distance of the aircraft from the target; /(I)A first derivative that is the relative distance of the aircraft from the target; /(I)The design parameters are the design parameters of the sliding mode surface; /(I)Is a positive constant; /(I)Is an intermediate variable; /(I)-Said line of sight inclination; /(I)Is the first derivative of the line of sight tilt; /(I)Is the first derivative of the line of sight offset.
According to the specific embodiment provided by the invention, the invention discloses the following technical effects: according to the embodiment of the invention, terminal constraint conditions are set for each aircraft according to the state information of the aircraft, wherein the terminal constraint conditions comprise attack time constraint and attack angle constraint; on the basis of a three-dimensional relative motion model of an aircraft-target, attack time constraint is carried out on a pitching channel, and a control state is defined as a slow power subsystem and a fast power subsystem, so that pitching guidance instructions of the aircraft are obtained; performing attack angle constraint on the yaw channel to obtain a yaw guidance instruction; and controlling each aircraft to move according to the pitching guidance command and the yawing guidance command. In the invention, the three-dimensional relative motion model of the aircraft-target is decoupled into longitudinal motion and lateral motion, so that the design of a terminal constraint control law is facilitated; the invention has higher precision on attack time constraint, meets the constraint of terminal sight deflection angle on a lateral plane, can realize multidirectional attack in a horizontal plane, and has good guidance precision.
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In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a three-dimensional collaborative guidance method for a high-speed aircraft, which is provided by an embodiment of the invention and takes time and angle constraints into consideration;
FIG. 2 is a schematic diagram of an aircraft-target relative motion relationship provided by an embodiment of the present invention;
FIG. 3 is a diagram of an aircraft guidance trajectory provided by an embodiment of the present invention;
FIG. 4 is a graph of the position change of an aircraft provided by an embodiment of the present invention; wherein (a) in fig. 4 is an x-direction position change map; fig. 4 (b) is a y-direction position change map; fig. 4 (c) is a z-direction position change map;
FIG. 5 is a graph of relative distance change of an aircraft-target provided by an embodiment of the present invention;
FIG. 6 is a graph of the residual attack time error provided by the embodiment of the invention;
FIG. 7 is a graph of changes in dip angle and offset angle of view for each aircraft provided by an embodiment of the present invention; fig. 7 (a) is a view angle change chart; fig. 7 (b) is a view angle change chart;
FIG. 8 is a graph of the variation of the angle error of the line of sight offset angle according to an embodiment of the present invention;
FIG. 9 is a graph of the velocity vector versus the elevation and azimuth angle of the line-of-sight coordinate system provided by an embodiment of the present invention; fig. 9 (a) is a diagram of the change in the angle between the velocity vector and the line of sight coordinate system; fig. 9 (b) is an azimuth angle change chart of the velocity vector and the line-of-sight coordinate system;
FIG. 10 is a graph of variation of ballistic tilt of each aircraft provided by an embodiment of the invention; wherein (a) in fig. 10 is a trajectory inclination change map of the aircraft 1; fig. 10 (b) is a graph of the change in the ballistic tilt angle of the aircraft 2; fig. 10 (c) is a trajectory inclination change chart of the aircraft 3;
FIG. 11 is a graph of variation in ballistic deflection angle for each aircraft provided by an embodiment of the present invention; wherein (a) in fig. 11 is a trajectory deflection angle change diagram of the aircraft 1; fig. 11 (b) is a trajectory deflection angle change chart of the aircraft 2; fig. 11 (c) is a trajectory deflection angle change chart of the aircraft 3;
FIG. 12 is a guidance command diagram for each aircraft pitch channel provided by an embodiment of the present invention; wherein (a) in fig. 12 is a pitch guidance command diagram of the aircraft 1; fig. 12 (b) is a pitch guidance command diagram of the aircraft 2; fig. 12 (c) is a pitch guidance command diagram of the aircraft 3;
FIG. 13 is a guidance command diagram for each aircraft yaw path provided by an embodiment of the present invention; wherein (a) in fig. 13 is a yaw guidance command diagram of the aircraft 1; fig. 13 (b) is a yaw guidance command diagram of the aircraft 2; fig. 13 (c) is a yaw guidance command diagram of the aircraft 3;
Fig. 14 is a graph of the velocity variation of the aircraft 1 provided by an embodiment of the invention; fig. 14 (a) is a velocity change chart in the x direction; fig. 14 (b) is a velocity change chart in the y direction; fig. 14 (c) is a velocity change chart in the z direction;
FIG. 15 is a graph of velocity variation of an aircraft 2 provided in an embodiment of the present invention; fig. 15 (a) is a velocity change chart in the x direction; fig. 15 (b) is a velocity change chart in the y direction; fig. 15 (c) is a velocity change chart in the z direction;
FIG. 16 is a graph of the velocity variation of the aircraft 3 provided by an embodiment of the present invention; fig. 16 (a) is a velocity change chart in the x direction; fig. 16 (b) is a velocity change chart in the y direction; fig. 16 (c) is a velocity change chart in the z direction.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The invention aims to provide a three-dimensional collaborative guidance method for a high-speed aircraft, which takes time and angle constraints into consideration, and can realize multidirectional striking in a horizontal plane in a three-dimensional space and improve guidance precision.
In order that the above-recited objects, features and advantages of the present invention will become more readily apparent, a more particular description of the invention will be rendered by reference to the appended drawings and appended detailed description.
Example 1
As shown in fig. 1, the present invention provides a three-dimensional collaborative guidance method for a high-speed aircraft, which considers time and angle constraints, comprising:
step 101: determining terminal constraint conditions of each aircraft according to the state information of the aircraft; the state information comprises the space position, the speed, the trajectory dip angle, the trajectory deflection angle, the position and the speed of a target at the initial moment of the aircraft; the terminal constraint condition comprises attack time constraint and attack angle constraint.
Step 102: and determining a pitching guidance instruction of the aircraft according to the attack time constraint in a pitching channel based on the three-dimensional relative motion model of the aircraft-target.
In practical application, on the basis of a three-dimensional relative motion model of an aircraft-target, a control state is defined as a slow power subsystem and a fast power subsystem according to a time scale separation method of a singular perturbation theory in a pitching channel, and attack time constraint is carried out by adopting a dynamic inverse theory, so that pitching guidance instructions of the aircraft are obtained.
Further, the time scale separation method specifically comprises the following steps: in the guidance process, because the dynamic response of each state variable of the aircraft has time difference, time scale separation can be carried out, so the change rate of the high and low angles of the speed vector and the sight line coordinate system is improvedAnd rate of change of attack time error/>The nonlinear fast power subsystem and the nonlinear slow power subsystem are respectively regarded as a nonlinear fast power subsystem and a nonlinear slow power subsystem, the original system is converted into a pseudo-linear system with a linear transmission relation, and controllers are respectively designed for all loops. The two loops are independent of each other so that they have independent frequency bandwidths and are not affected by each other. Rate of change of high and low angles of velocity vector and line-of-sight coordinate system/>The first derivative of the high angle and the low angle of the velocity vector and the sight line coordinate system is the change rate/>, of attack time errorsI.e. the first derivative of the attack time error.
Step 103: and determining yaw guidance instructions of the aircraft according to the attack angle constraint in a yaw channel based on a three-dimensional relative motion model of the aircraft-target.
In practical application, in a yaw channel, the sliding mode control theory is utilized to restrict the attack angle (sight offset angle) so as to obtain a yaw guidance instruction.
Step 104: and controlling each aircraft to move according to the pitching guidance command and the yawing guidance command.
In practical application, the three-dimensional relative motion model of the aircraft-target specifically comprises: taking the mass center of the aircraft as the circle center O and taking the pointing object of the aircraft as the targetPositive direction of axis perpendicular to/>The axis of the shaft is/>An axis perpendicular toThe axis of the plane is/>An axis, establishing a sight line coordinate system OX lYlZl; wherein/>The axis coincides with the aircraft-target line of sight; Located at include/> In the longitudinal plane of the axis, perpendicular to/>The shaft is positive in the upward direction; /(I)The axis is perpendicular to/>Plane, direction is determined according to right hand rule; introducing an inertial reference frame/>, in the line-of-sight frameElastomer coordinate System/>Determining a sight inclination angle, a sight deflection angle, a speed vector of the aircraft, and a high-low angle and a azimuth angle of the sight coordinate system, as shown in fig. 2, wherein LOS is the sight vector, M represents the aircraft, and T represents the target; and taking the aircraft and the target as particles, wherein the speed of the aircraft is constant, the target is static, the pitching channel and the yawing channel are decoupled, and a three-dimensional relative motion model of the aircraft-target is constructed according to the sight inclination angle, the sight deflection angle, the speed vector of the aircraft, the altitude angle and the azimuth angle of the sight coordinate system.
In practical application, the three-dimensional relative motion model of the aircraft-target is as follows:
。
wherein, Is the relative distance of the aircraft from the target; /(I)A first derivative that is the relative distance of the aircraft from the target; v is the speed of the aircraft; /(I)A pitch guidance command for the aircraft; /(I)A yaw guidance command; /(I)-Said line of sight inclination; /(I)The line of sight offset angle is the line of sight offset angle; /(I)Is the first derivative of the line of sight tilt; /(I)Is the first derivative of the line of sight offset; /(I)The high angle and the low angle are the speed vector of the aircraft and the sight line coordinate system; /(I)An azimuth angle of a speed vector of the aircraft and the sight coordinate system; /(I)The first derivative of the high and low angles of the speed vector and the sight line coordinate system; /(I)Is the first derivative of the velocity vector and the azimuth of the line of sight coordinate system.
In practical application, step 102 specifically includes: determining the actual residual attack time of the aircraft according to the relative distance between the aircraft and the target and the speed of the aircraft in the pitching channel; determining expected remaining attack time according to the expected attack time and the moment of the guidance process; determining an attack time error according to the expected remaining attack time and the actual remaining attack time; deriving the attack time and determining a first derivative of an attack time error by combining a three-dimensional relative motion model of the aircraft-target; a time scale separation method is adopted, and a nonlinear slow power subsystem is constructed according to the first derivative of the attack time error; taking the first derivative of the speed vector and the high and low angles of the sight line coordinate system as a nonlinear fast dynamic subsystem according to the three-dimensional relative motion model of the aircraft-target; and adopting a dynamic inverse theory to carry out attack time constraint, and determining a pitching guidance instruction of the aircraft according to the nonlinear slow power subsystem and the nonlinear fast power subsystem.
In practical application, step 103 specifically includes: determining an attack angle error in the yaw channel according to the sight line deflection angle of the aircraft and the expected sight line deflection angle; determining a second derivative of the line-of-sight offset angle from the three-dimensional relative motion model of the aircraft-target; based on the attack angle error, carrying out attack angle constraint by utilizing a sliding mode control theory, and designing an approach law by referring to a supercoiled algorithm; and determining a yaw guidance instruction of the aircraft according to the approach law.
Further, attack time constraint specifically includes:
Defining the actual remaining attack time of the aircraft as: 。
Defining expected attack time ，/>For the moment of the guidance process, the expected remaining attack time/>The method comprises the following steps:。
Attack time error For/>。
The above formula is derived and combined with a relative motion equation to obtain:。
wherein, For attack time error/>Is a first derivative of (a).
By the principle of quasi-parallel approach, the angular velocity of the line of sight is desiredAnd/>And tends to zero. The three-dimensional guidance law requirements meeting the attack time constraint are as follows:
。
Will be And/>Respectively considered as a nonlinear fast power subsystem and a nonlinear slow power subsystem, two subsystems are respectively designed:
(1) A slow dynamics subsystem.
The design of the desired nonlinear slow power subsystem is:。
wherein, For the expected attack time error,/>For/>First derivative of,/>Representing the desired bandwidth of the nonlinear slow dynamics subsystem.
(2) A fast dynamics subsystem.
Recording deviceInstruction value of/>Then when/>Time, let/>Obtain/>; Wherein,，/>，/>。
For a pair ofHas certain limit on the value of (a): /(I); Get/>Is that; Wherein/>And the value is selected according to the actual situation.
Instruction value of/>。
The desired nonlinear fast dynamics subsystem is thus designed as: ; wherein, Expressed/>Expected instruction value,/>Respectively represent/>And/>First derivative of,/>Representing the desired bandwidth of the nonlinear fast dynamics subsystem.
Order theThe control instruction for obtaining the pitching channel of the hypersonic aircraft is as follows:
。
Further, attack angle constraint specifically includes:
Define attack angle error as ; Wherein/>Is the desired line of sight offset angle.
From the relative equation of motion: ; wherein/> Is the deflection angle/>Is used for the first derivative of (c),，/>。
Design the sliding die surface as。
The following is obtained:。
let the upper value equal to zero, solve the equivalent control input to
。
Designing approach law as by referring to supercoiled algorithm; Wherein,，/>，/>，/>Is an intermediate variable,/>For/>First derivative of,/>,/>Is a normal number,/>As a saturation function of the first boundary layer,/>Is the saturation function of the second boundary layer,/>The parameters in the two saturation functions are normal numbers. /(I)Is a design parameter of the sliding mode surface.
Finally, a control instruction of a yaw channel is obtained:
。
The invention also discloses a specific implementation process of the three-dimensional collaborative guidance method of the high-speed aircraft, which is based on time and angle constraints, through Matlab simulation.
The relevant parameters of the three-dimensional collaborative guidance simulation experiment of the aircraft are as follows:
Initial speeds of three aircraft The initial position under the inertia system isThe position of the sea surface static target is. Set expected attack time/>The set expected sight deflection angle of the terminal. Initial moment ballistic dip/>Ballistic deflection angle. Acceleration control amplitude of pitch channel is/>Acceleration control amplitude of yaw path is/>。
The guidance parameters are:
Aircraft 1: 。
aircraft 2: 。
Aircraft 3: 。
The motion trajectories of the various aircraft during guidance are shown in fig. 3, wherein the position changes of the aircraft are shown in fig. 4. The relative distance change between each aircraft and the target and the residual attack time error are respectively shown in fig. 5 and 6, so that the off-target quantity is less than 0.1m, and the time error is less than 0.01s. The change in the inclination angle and deflection angle of the line of sight of each aircraft during guidance is shown in fig. 7. The change of the angle error of the line-of-sight deflection angle is shown in fig. 8, and it can be seen that the terminal angle error is within 1 degree, and the good constraint effect is achieved. The change in elevation and azimuth of the velocity vector to the line of sight coordinate system is shown in fig. 9. The variation of the trajectory inclination and the trajectory deflection of the aircraft is shown in fig. 10 and 11. Guidance instructions for pitch and yaw paths are shown in fig. 12 and 13. The velocity profile of each aircraft during guidance is shown in fig. 14-16.
In the present specification, each embodiment is described in a progressive manner, and each embodiment is mainly described in a different point from other embodiments, and identical and similar parts between the embodiments are all enough to refer to each other. For the system disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant points refer to the description of the method section.
The principles and embodiments of the present invention have been described herein with reference to specific examples, the description of which is intended only to assist in understanding the methods of the present invention and the core ideas thereof; also, it is within the scope of the present invention to be modified by those of ordinary skill in the art in light of the present teachings. In view of the foregoing, this description should not be construed as limiting the invention.
Claims (6)
1. A method of three-dimensional collaborative guidance of a high-speed aircraft taking into account time and angle constraints, comprising:
Determining terminal constraint conditions of each aircraft according to the state information of the aircraft; the state information comprises the space position, the speed, the trajectory dip angle, the trajectory deflection angle, the position and the speed of a target at the initial moment of the aircraft; the terminal constraint conditions comprise attack time constraint and attack angle constraint;
determining a pitching guidance instruction of the aircraft according to the attack time constraint in a pitching channel based on a three-dimensional relative motion model of the aircraft-target; the pitching guidance instruction is as follows:
；
wherein, A pitch guidance command for the aircraft; v is the speed of the aircraft; /(I)Is the high-low angle/>, of the velocity vector and the sight line coordinate system of the aircraftInstruction value/>Is the first derivative of (a); /(I)Is the relative distance of the aircraft from the target; /(I)Is the inclination angle of the sight line; /(I)An azimuth angle of a speed vector of the aircraft and the sight coordinate system;
Based on a three-dimensional relative motion model of an aircraft-target, determining yaw guidance instructions of the aircraft in a yaw passage according to the attack angle constraint, wherein the yaw guidance instructions specifically comprise: determining an attack angle error in the yaw channel according to the sight line deflection angle of the aircraft and the expected sight line deflection angle; determining a second derivative of the line-of-sight offset angle from the three-dimensional relative motion model of the aircraft-target; based on the attack angle error, carrying out attack angle constraint by utilizing a sliding mode control theory, and designing an approach law by referring to a supercoiled algorithm; determining a yaw guidance instruction of the aircraft according to the approach law; the approach law is as follows:
；
wherein, As a saturation function of the first boundary layer,/>A saturation function for the second boundary layer; /(I)Is an intermediate variable; /(I)For/>Is the first derivative of (a); /(I)，/>Is a positive constant; s is a slip form surface,/>；/>The line of sight offset angle is the line of sight offset angle; /(I)Is the first derivative of the line of sight offset; /(I)For the desired line of sight offset angle; /(I)For the design parameters of the slip form surface,/>；/>，/>Is the first derivative of s; /(I)Is the second derivative of the line of sight offset;，/> is the relative distance of the aircraft from the target; /(I) A first derivative that is the relative distance of the aircraft from the target; v is the speed of the aircraft; /(I)Is the inclination angle of the sight line; /(I)Is the first derivative of the line of sight tilt; /(I)The method is characterized in that the method comprises the steps of constructing a speed vector of an aircraft and a high-low angle of a sight line coordinate system, wherein the sight line coordinate system is constructed by taking the mass center of the aircraft as a circle center O, taking an aircraft pointing target as a positive direction of an X l axis, taking an axis perpendicular to an OX l axis as a Y l axis and taking an axis perpendicular to an X lOYl plane as a Z l axis; /(I)An azimuth angle of a speed vector of the aircraft and the sight coordinate system; /(I)The first derivative of the high and low angles of the speed vector and the sight line coordinate system;；/> A yaw guidance command; the yaw guidance instruction is as follows:
；
wherein, Is the saturation function of the first boundary layer; /(I)A yaw guidance command; /(I)Is the relative distance of the aircraft from the target; /(I)A first derivative that is the relative distance of the aircraft from the target; /(I)The design parameters are the design parameters of the sliding mode surface; /(I)Is a positive constant; /(I)Is an intermediate variable; /(I)Is the inclination angle of the sight line; /(I)Is the first derivative of the line of sight tilt; /(I)Is the first derivative of the line of sight offset;
And controlling each aircraft to move according to the pitching guidance command and the yawing guidance command.
2. The three-dimensional co-guidance method for high-speed aircraft taking into account time and angle constraints according to claim 1, characterized in that said three-dimensional relative motion model of aircraft-target comprises in particular:
Establishing a sight line coordinate system OX lYlZl by taking the mass center of the aircraft as a circle center O, taking the pointing object of the aircraft as the positive direction of an X l axis, taking an axis perpendicular to an OX l axis as a Y l axis and taking an axis perpendicular to an X lOYl plane as a Z l axis;
Introducing an inertial reference frame in the line-of-sight frame Elastomer coordinate System/>Determining a sight inclination angle, a sight deflection angle, a speed vector of the aircraft, and a high-low angle and an azimuth angle of the sight coordinate system;
And taking the aircraft and the target as particles, wherein the speed of the aircraft is constant, the target is static, the pitching channel and the yawing channel are decoupled, and a three-dimensional relative motion model of the aircraft-target is constructed according to the sight inclination angle, the sight deflection angle, the speed vector of the aircraft, the altitude angle and the azimuth angle of the sight coordinate system.
3. The three-dimensional co-guidance method for high-speed aircraft taking into account time and angle constraints according to claim 2, wherein the three-dimensional relative motion model of the aircraft-target is:
；
wherein, Is the relative distance of the aircraft from the target; /(I)A first derivative that is the relative distance of the aircraft from the target; v is the speed of the aircraft; /(I)A pitch guidance command for the aircraft; /(I)A yaw guidance command; /(I)-Said line of sight inclination; The line of sight offset angle is the line of sight offset angle; /(I) Is the first derivative of the line of sight tilt; /(I)Is the first derivative of the line of sight offset; /(I)The high angle and the low angle are the speed vector of the aircraft and the sight line coordinate system; /(I)An azimuth angle of a speed vector of the aircraft and the sight coordinate system; /(I)The first derivative of the high and low angles of the speed vector and the sight line coordinate system; /(I)Is the first derivative of the velocity vector and the azimuth of the line of sight coordinate system.
4. The three-dimensional collaborative guidance method for a high-speed aircraft considering time and angle constraints according to claim 1, wherein determining pitch guidance instructions for the aircraft in a pitch channel based on a three-dimensional relative motion model of the aircraft-target according to the attack time constraints comprises:
determining the actual residual attack time of the aircraft according to the relative distance between the aircraft and the target and the speed of the aircraft in the pitching channel;
determining expected remaining attack time according to the expected attack time and the moment of the guidance process;
determining an attack time error according to the expected remaining attack time and the actual remaining attack time;
Deriving the attack time and determining a first derivative of an attack time error by combining a three-dimensional relative motion model of the aircraft-target;
a time scale separation method is adopted, and a nonlinear slow power subsystem is constructed according to the first derivative of the attack time error;
Taking the first derivative of the speed vector and the high and low angles of the sight line coordinate system as a nonlinear fast dynamic subsystem according to the three-dimensional relative motion model of the aircraft-target;
And adopting a dynamic inverse theory to carry out attack time constraint, and determining a pitching guidance instruction of the aircraft according to the nonlinear slow power subsystem and the nonlinear fast power subsystem.
5. The three-dimensional collaborative guidance method for a high-speed aircraft considering time and angle constraints according to claim 4, wherein the nonlinear slow dynamics subsystem is:
；
wherein, Is the expected attack time error; /(I)For/>Is the first derivative of (a); /(I)Is attack time error; /(I)Is the desired bandwidth of the nonlinear slow power subsystem.
6. The three-dimensional collaborative guidance method for a high-speed aircraft considering time and angle constraints according to claim 4, wherein the nonlinear fast dynamics subsystem is:
；
wherein, Is the high-low angle/>, of the velocity vector of the aircraft and the sight line coordinate systemIs set to the desired instruction value; /(I)Is the high-low angle/>, of the velocity vector of the aircraft and the sight line coordinate systemIs set in the instruction value of (a),，/>For the azimuth angle of the velocity vector of the aircraft with the line of sight coordinate system,/>For attack time error,/>Is the desired bandwidth of the nonlinear slow dynamics subsystem; /(I)Respectively/>And/>Is the first derivative of (a); /(I)Is the desired bandwidth of the nonlinear fast dynamics subsystem.
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