Track control fault autonomous handling method suitable for fixed-time and fixed-point rendezvous

Abstract

The invention relates to an autonomous handling method suitable for orbit control faults of aircraft timing and fixed-point intersection, and belongs to the technical field of guidance control. An orbit control mode of aircraft autonomous timing and fixed-point intersection comprises element guidance and tail end correction. The method is characterized in that the following steps are executed in each control period in the orbit control process: S1, based on attitude information and a current orbit control execution state, autonomously judging whether the aircraft needs to be stopped and controlled, if so, autonomously executing orbit stopping and controlling processing, and after orbit stopping and controlling, adopting a corresponding attitude stabilization recovery measure according to an orbit stopping and controlling reason, and ending; s2, based on the attitude information orbit control execution state, autonomously judging whether the orbit control meets the condition of recovering the orbit control, if yes, entering step S3, and if not, entering step S3; otherwise, ending; and S3, according to different track control modes and track control stopping durations before control stopping, a track control strategy is determined in a corresponding fault recovery processing mode, and the track control strategy comprises the track control starting moment, the air injection direction and the execution speed increment needed by track control.

Description

Technical Field

[0001] This invention relates to the field of aircraft guidance and control technology, specifically to an autonomous handling method for orbit control faults applicable to timed and fixed-point rendezvous of aircraft. Background Technology

[0002] To improve the reliability of timed and fixed-point rendezvous with the target aircraft, the aircraft needs to possess autonomous fault handling capabilities. During orbit control, unexpected orbital stoppages may occur due to malfunctions in measurement sensors or actuators. Two problems need to be addressed: firstly, it is necessary to restore attitude stability and re-establish the attitude required for orbit control; secondly, timed and fixed-point rendezvous requires high precision in the phase of the initiation control point, and due to varying stoppage durations, the original orbit control strategy may become incompatible. Directly resuming orbit control in such cases may result in excessive accuracy or mission failure due to initiation control phase mismatch; waiting for ground-based remote control may lead to failure because the rendezvous time is too close to be calculated, resulting in the rendezvous failing. Summary of the Invention

[0003] The technical problem solved by this invention is to overcome the shortcomings of the prior art and provide an autonomous handling method for track control faults applicable to timed and fixed-point rendezvous. After an unexpected stop occurs during track control, the method achieves autonomous recovery after the fault by autonomously restoring attitude, autonomously selecting track control thrusters, and autonomously recalculating track control strategies, thereby improving the reliability of timed and fixed-point rendezvous.

[0004] The technical solution of this invention is: an autonomous handling method for orbit control faults during scheduled rendezvous of an aircraft, wherein the orbit control mode for the autonomous scheduled rendezvous of the aircraft includes element guidance and terminal correction. The method executes the following steps in each control cycle during orbit control: S1. Based on attitude information and the current orbit control execution status, autonomously determine whether the spacecraft needs to stop control. If so, autonomously execute orbit control stopping. After orbit control stopping, take corresponding measures to restore attitude stability according to the reason for orbit control stopping, and then end. S2. Based on the attitude information and track control execution status, autonomously determine whether the track control meets the conditions for resuming track control. If it does, proceed to step S3; otherwise, end. S3. Based on the different track control modes and track stop duration before the stop control, take corresponding fault recovery measures to determine the track control strategy. The track control strategy includes the track start time, jet direction, and the required execution speed increment for track control.

[0005] Preferably, in step S1, if the control attitude angle or angular velocity exceeds the tolerance, or the angular velocity oscillates, the aircraft is considered to need to stop control; otherwise, the aircraft is considered not to need to stop control; the condition for restoring orbit control is that both the attitude angle and angular velocity are within the preset range.

[0006] Preferably, if the reason for track stoppage is that the control attitude angle or angular velocity exceeds the tolerance, the corresponding measures to restore attitude stability are: autonomously switching the angular velocity measuring unit, the angle measuring unit, and the actuator to backup products; If the reason for track stoppage is angular velocity oscillation, the corresponding measures to restore attitude stability are as follows: change the attitude control mode to point spray control. After the point spray duration exceeds the preset duration, restore the attitude control mode to the attitude control mode before the attitude stability restoration measures were taken, and change the angular velocity control parameter in the attitude control parameters to 0.8 times the angular velocity control parameter used in the attitude stability restoration measures attitude control mode.

[0007] Preferably, if the track control mode is element-guided, the track control strategy is determined by using different fault recovery handling methods based on the duration of the stop control: S41a. If the stop time does not exceed the first set threshold T1, recalculate the required speed increment for track control. Adjust the attitude according to the jet direction in the original orbit control strategy, and restart orbit control after the attitude stabilizes; S41b If the stop control duration is within the range of the first preset threshold T1 to the second preset threshold T2, and a track control thrust mode with a greater thrust than that used in the previous track control process can be selected, change the track control thrust mode to the selectable greater track control thrust mode, and recalculate the required execution speed increment for track control. Adjust the attitude according to the jet direction in the original orbit control strategy. After the attitude stabilizes, restart the orbit control and perform orbit control based on the modified orbit control thrust mode. S41c: If the stop control duration is within the range of the first preset threshold T1 to the second preset threshold T2, and a track control thrust mode with a greater thrust than that used in the previous track control process cannot be selected, or if the stop control duration is greater than the second preset threshold T2, then determine whether the element-based guidance method can still reach the target window at the fixed point. If yes, proceed to step S41c1; otherwise, proceed to step S41c2. S41c2: The orbital control strategy is redefined using the method corresponding to the root-based guidance mode, including calculating the jet direction and the required velocity increment for orbital control. The attitude is adjusted according to the recalculated jet direction, and the trajectory is restarted after the attitude stabilizes. S41c2, Switch the orbit control mode to Lambert guidance mode, and use the calculation method corresponding to Lambert guidance mode to determine the orbit control strategy, specifically: A possible trajectory change point is defined as the interval between the current time and the target time of 250 seconds. A total of N trajectory change points are determined. The positions and velocities of the N trajectory change points are calculated recursively from the current trajectory. The positions of the N trajectory change points are used as the initial positions of Lambert guidance. Based on the initial positions and the corresponding remaining time and target positions, the required three-axis velocity increments for each trajectory change point are calculated. The point with the smallest three-axis velocity increment magnitude is selected as the actual trajectory change point, and its corresponding time is the start-up control time.

[0008] Preferably, when the track control mode before shutdown is the end-of-line correction mode, the specific fault handling method is as follows: Recalculate the number of gliding laps to the target point; If there are ≥1 remaining taxiing laps, the orbit control strategy is redefined, including setting the orbit control start time to the time corresponding to the latitude argument recorded in the previous last orbit control update, recalculating the required velocity increment for orbit control, and determining the jet direction as follows: if the velocity increment is greater than 0, the jet direction is orbital system + X direction; otherwise, the jet direction is orbital system - X direction. If the remaining taxiing laps are less than 1 lap, and it is determined whether the current system time has exceeded the last time when control can be initiated, if it has not exceeded the last time when control can be initiated, then measures to prioritize maintaining eccentricity and latitude argument accuracy are adopted to determine the orbit control strategy; if the current system time has exceeded the last time when control can be initiated, then the process ends.

[0009] Preferably, the measure of prioritizing the accuracy of eccentricity and latitude argument is as follows: the remaining mission duration is recursively calculated from the current position of the spacecraft. Obtain the target latitude argument Set the current position's latitude and angle. Argument of target latitude In comparison, if Then in And when the attitude is stable, the control will initiate the rail lifting process; if Then in Furthermore, when the attitude is stable, the control system will initiate a descent maneuver. It is the true near point angle.

[0010] Preferably, during rail lifting, the jet direction is determined by the jet pitch angle. Confirmed, jet pitch angle The calculation formula is: , As an intermediate variable, the calculation formula is as follows: in: , , These are the aircraft's eccentricity, true anomaly angle, and off-anomaly angle, respectively.

[0011] Preferably, during the rail lifting process, the speed increment is calculated using the following method: Calculate perigee elevation :

[0012] in, For the target eccentricity; Calculate the energy orbit height rise corresponding to a velocity increment of 1 m / s. :

[0013] in: , , , For the semi-major axis, eccentricity, true anomaly angle, and off-anomaly angle of the aircraft; Calculate the required speed increment for track control: .

[0014] Preferably, the jet direction is determined by the jet pitch angle. Confirmed, jet pitch angle The calculation formula is: Jet pitch angle:

[0015] As an intermediate variable, the calculation formula is as follows:

[0016] in: , , These are the aircraft's eccentricity, true anomaly angle, and off-anomaly angle, respectively.

[0017] Preferably, during the track reduction process, the velocity increment is calculated using the following method: Calculate perigee reduction :

[0018] in, For the target eccentricity; Calculate the energy orbit height reduction corresponding to a velocity increment of 1 m / s. :

[0019] in: , , For the semi-major axis, eccentricity, and true anomaly angle of the aircraft; The required velocity increment is calculated as follows: .

[0020] The advantages of this invention compared to the prior art are: (1) The present invention improves the accuracy of track control strategy calculation and the reliability of track control implementation by performing multiple calculations at fixed intervals and confirming the program selection during track control strategy calculation. (2) After the track control unexpectedly stops, the present invention autonomously recalculates the corresponding track control strategy based on the current track control mode, track control thrust mode, remaining task duration, etc., and performs track control and other operations, which improves the real-time performance and effectiveness of the handling and ensures the feasibility of completing the task under abnormal circumstances. Attached Figure Description

[0021] Other features, objects, and advantages of the present invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings: Figure 1 This is a general block diagram of the autonomous recovery and handling of faults after the track control execution process is stopped, according to an embodiment of the present invention. Detailed Implementation

[0022] The embodiments of the present invention are described in detail below: These embodiments are implemented based on the technical solution of the present invention, and provide detailed implementation methods and specific operation processes. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention.

[0023] In one embodiment of the present invention, the spacecraft is equipped with two types of orbit control thrusters, including one 490N thruster and two backup sets of eight 25N thrusters. The timed and fixed-point rendezvous orbit control mode employs element-based guidance or terminal correction.

[0024] In this embodiment, the selection is based on the priority of end-point correction and element-based guidance, according to different mission durations, orbital altitudes, and phase adjustment requirements: Step 2.1.1: If the difference between the current orbital altitude and the target orbital altitude is less than 2km, and phase adjustment can be completed based on the difference between the current orbital altitude and the target orbital altitude and the mission duration, the orbital control mode shall prioritize end-of-course correction. Step 2.1.2: If the height difference between the current track and the target track is not less than 2km, the track control mode adopts element-based guidance control.

[0025] Step 2.2: When the track control mode is end correction, two end correction track controls are executed when the number of taxiing circles is ≤1 circle, and three end correction track controls are executed when the number of taxiing circles is greater than 1 circle. Step 2.3: When the track control mode is element guidance, if the semi-major axis deviation between the current track and the target track is less than 750km, two element guidance operations are performed; otherwise, four track control operations are performed. Each track control strategy calculation is recalculated after the previous track control operation is completed.

[0026] like Figure 1 As shown, this invention provides an autonomous handling method for orbit control faults during scheduled rendezvous of spacecraft. The orbit control mode for the autonomous scheduled rendezvous of spacecraft includes element guidance and terminal correction. During each control cycle in the orbit control process, this method executes the following steps: S1. Based on attitude information and the current orbit control execution status, autonomously determine whether the spacecraft needs to stop control. If so, autonomously execute orbit control stopping. After orbit control stopping, take corresponding measures to restore attitude stability according to the reason for orbit control stopping, and then end. S2. Based on the attitude information and track control execution status, autonomously determine whether the track control meets the conditions for resuming track control. If it does, proceed to step S3; otherwise, end. S3. Based on the different track control modes and track stop duration before the stop control, take corresponding fault recovery measures to determine the track control strategy. The track control strategy includes the track start time, jet direction, and the required execution speed increment for track control.

[0027] Preferably, in step S1, if the control attitude angle or angular velocity exceeds the tolerance, or the angular velocity oscillates, the aircraft is considered to need to be stopped; otherwise, the aircraft is considered not to need to be stopped. If the absolute value of the smoothed attitude angular rate is greater than the set threshold, and the cumulative time for the attitude angular rate to maintain its polarity is less than the period equivalent to the flexible oscillation frequency, the angular velocity is considered to be oscillating.

[0028] If the reason for track stoppage is that the control attitude angle or angular velocity exceeds the tolerance, the corresponding measures to restore attitude stability are: to automatically switch the angular velocity measurement unit, the angle measurement unit, and the actuator to backup products; If the track stoppage is caused by angular velocity oscillation, the corresponding attitude stabilization recovery measures are as follows: change the attitude control mode to point spray control; after the point spray duration exceeds the preset duration (100s), restore the attitude control mode to the mode before the attitude stabilization recovery measures were taken, and change the angular velocity control parameter in the attitude control parameters to 0.8 times the angular velocity control parameter used in the attitude stabilization recovery attitude control mode. The general attitude control mode is PD control mode.

[0029] The conditions for restoring orbit control are: both the attitude angle and angular velocity are within the preset range, for example, attitude angle ≤ 3° and angular velocity ≤ 0.3° / s.

[0030] If the track control mode is element-guided, the track control strategy is determined based on different fault recovery handling methods according to the duration of track stop: S41a. If the stop time does not exceed the first set threshold T1, recalculate the required speed increment for track control. Adjust the attitude according to the jet direction in the original orbit control strategy, and restart orbit control after the attitude stabilizes; S41b If the stop control duration is within the range of the first preset threshold T1 (60s~100s) to the second preset threshold T2 (100s), and a track control thrust mode with a greater thrust than that used in the previous track control process can be selected, change the track control thrust mode to the selectable greater track control thrust mode, and recalculate the required execution speed increment for track control. Adjust the attitude according to the jet direction in the original orbit control strategy. After the attitude stabilizes, restart the orbit control and perform orbit control based on the modified orbit control thrust mode. (1) If the current track control thrust mode is a single 490N, and if the thruster enable flag is that at least one group is available, switch the track control thrust mode to 490N + 4 25N units; otherwise, set the no-thruster-can-switch flag to 490N. (2) If the current track control thrust mode is 490N+4 units of 25N, and the thruster enable flag is that both groups are available, switch the track control thrust mode to 490N+8 units of 25N; otherwise, set the no-thruster-can-switch flag. (3) If the current track control thrust mode is a single 25N and the thruster enable flag is that both groups are available, switch the track control thrust mode to 25N main and backup combined use; otherwise, set the no thruster switchable flag.

[0031] S41c: If the stop control duration is within the range of the first preset threshold T1 to the second preset threshold T2, and a track control thrust mode with a greater thrust than that used in the previous track control process cannot be selected, or if the stop control duration is greater than the second preset threshold T2, then determine whether the element-based guidance method can still reach the target window at the fixed point. If yes, proceed to step S41c1; otherwise, proceed to step S41c2. S41c2: The orbital control strategy is redefined using the method corresponding to the root-based guidance mode, including calculating the jet direction and the required velocity increment for orbital control. The attitude is adjusted according to the recalculated jet direction, and the trajectory is restarted after the attitude stabilizes. S41c2: Switch the orbit control mode to Lambert guidance mode, and use the calculation method corresponding to Lambert guidance mode to determine the orbit control strategy. The specific handling strategy is as follows: 1) From 1000 seconds after the current time until the last possible orbit control moment, every 250 seconds is considered a possible orbit change point, for a total of One trajectory change point; 3) Calculate recursively from the current orbit to... The position and velocity of each trajectory change point are used to obtain the position of the trajectory change point. ,speed , , as the initial position for Lambert guidance; 4) Based on the initial position and the corresponding remaining time and target position, calculate the required three-axis velocity increment for each orbit change point, and select the point with the smallest three-axis velocity increment magnitude as the actual orbit change point, and the corresponding time is the start control time.

[0032] When the track control mode before shutdown is the end-of-line correction mode, the specific fault handling method is as follows: Recalculate the number of gliding laps to the target point; If there are ≥1 remaining taxiing laps, the orbit control strategy is redefined, including setting the orbit control start time to the time corresponding to the latitude argument recorded in the previous last orbit control update, recalculating the required velocity increment for orbit control, and determining the jet direction as follows: if the velocity increment is greater than 0, the jet direction is orbital system + X direction; otherwise, the jet direction is orbital system - X direction. If the remaining taxiing laps are less than 1 lap, and it is determined whether the current system time has exceeded the last time when control can be initiated, if it has not exceeded the last time when control can be initiated, then measures to prioritize maintaining eccentricity and latitude argument accuracy are adopted to determine the orbit control strategy; if the current system time has exceeded the last time when control can be initiated, then the process ends.

[0033] The measure of prioritizing the preservation of eccentricity and latitude argument accuracy is as follows: the remaining mission duration is recursively calculated from the current position of the spacecraft. Obtain the target latitude argument Set the current position's latitude and angle. Argument of target latitude In comparison, if Then in And when the attitude is stable, the control will initiate the rail lifting process; if Then in Furthermore, when the attitude is stable, the control system will initiate a descent maneuver. It is the true near point angle.

[0034] During rail lifting, the jet direction is determined by the jet pitch angle. Confirmed, jet pitch angle The calculation formula is: , As an intermediate variable, the calculation formula is as follows: in: , , These are the aircraft's eccentricity, true anomaly angle, and off-anomaly angle, respectively.

[0035] During the rail lifting process, the speed increment is calculated using the following method: Calculate perigee elevation :

[0036] in, For the target eccentricity; Calculate the energy orbit height rise corresponding to a velocity increment of 1 m / s. :

[0037] in: , , , For the semi-major axis, eccentricity, true anomaly angle, and off-anomaly angle of the aircraft; Calculate the required speed increment for track control: .

[0038] The direction of the jet is determined by the jet pitch angle. Confirmed, jet pitch angle The calculation formula is: Jet pitch angle:

[0039] As an intermediate variable, the calculation formula is as follows:

[0040] in: , , These are the aircraft's eccentricity, true anomaly angle, and off-anomaly angle, respectively.

[0041] During the orbit reduction process, the velocity increment is calculated using the following method: Calculate perigee reduction :

[0042] in, For the target eccentricity; Calculate the energy orbit height reduction corresponding to a velocity increment of 1 m / s. :

[0043] in: , , For the semi-major axis, eccentricity, and true anomaly angle of the aircraft; The required velocity increment is calculated as follows: .

[0044] Preferably, each of the above-mentioned track control strategy calculations is confirmed by multiple calculations and comparisons to improve the reliability of speed increment calculations. The specific confirmation method is as follows: The track control strategy is calculated multiple times at fixed intervals, and a judgment is made when the number of speed increment calculations is a multiple of 3. If the absolute value of the difference between the pairwise moduli of the three calculated velocity increments is less than a set threshold, a valid velocity increment confirmation flag is set, allowing the satellite to autonomously perform orbit control. Otherwise, if the speed increment count has reached 9 times and the absolute value of the difference between the pairwise moduli of the three calculated speed increments is still not satisfied, then the speed increment confirmation invalidation flag is set, and the satellite will not autonomously perform orbit control.

[0045] The parts not described in detail in this specification are common knowledge to those skilled in the art.

Claims

1. A method for autonomously handling orbit control failures during scheduled rendezvous of an aircraft, wherein the autonomous orbit control mode for scheduled rendezvous of the aircraft includes element guidance and terminal correction, characterized in that... The following steps are executed in each control cycle during track control: S1. Based on attitude information and the current orbit control execution status, autonomously determine whether the spacecraft needs to stop control. If so, autonomously execute orbit stop control processing. After orbit stop control, take corresponding measures to restore attitude stability according to the reason for orbit stop control, and end. S2. Based on the attitude information and track control execution status, autonomously determine whether the track control meets the conditions for resuming track control. If it does, proceed to step S3; otherwise, end. S3. Based on the different track control modes and track stop duration before the stop control, adopt corresponding fault recovery and handling methods to determine the track control strategy. The track control strategy includes the track start time, jet direction, and the required execution speed increment for track control.

2. The method for autonomous handling of orbit control faults applicable to timed and fixed-point rendezvous of aircraft according to claim 1, characterized in that, In step S1, if the control attitude angle or angular velocity exceeds the tolerance, or the angular velocity oscillates, it is considered that the aircraft needs to be stopped; otherwise, it is considered that the aircraft does not need to be stopped. The condition for restoring orbit control is that both the attitude angle and angular velocity are within the preset range.

3. The method for autonomous handling of orbit control faults during scheduled rendezvous of aircraft according to claim 1, characterized in that, If the reason for track stoppage is that the control attitude angle or angular velocity exceeds the tolerance, the corresponding measures to restore attitude stability are: to automatically switch the angular velocity measurement unit, the angle measurement unit, and the actuator to backup products; If the reason for track stoppage is angular velocity oscillation, the corresponding measures to restore attitude stability are as follows: change the attitude control mode to point spray control. After the point spray duration exceeds the preset duration, restore the attitude control mode to the attitude control mode before the attitude stability restoration measures were taken, and change the angular velocity control parameter in the attitude control parameters to 0.8 times the angular velocity control parameter used in the attitude stability restoration measures attitude control mode.

4. The method for autonomous handling of orbit control faults applicable to timed and fixed-point rendezvous of aircraft according to claim 1, characterized in that, If the track control mode is element-guided, the track control strategy is determined based on different fault recovery handling methods according to the duration of track stop: S41a. If the stop time does not exceed the first set threshold T1, recalculate the required speed increment for track control. Adjust the attitude according to the jet direction in the original orbit control strategy, and restart orbit control after the attitude stabilizes; S41b If the stop control duration is within the range of the first preset threshold T1 to the second preset threshold T2, and a track control thrust mode with a greater thrust than that used in the previous track control process can be selected, change the track control thrust mode to the selectable greater track control thrust mode, and recalculate the required execution speed increment for track control. Adjust the attitude according to the jet direction in the original orbit control strategy. After the attitude stabilizes, restart the orbit control and perform orbit control based on the modified orbit control thrust mode. S41c: If the stop control duration is within the range of the first preset threshold T1 to the second preset threshold T2, and a track control thrust mode with a greater thrust than that used in the previous track control process cannot be selected, or if the stop control duration is greater than the second preset threshold T2, then determine whether the element-based guidance method can still reach the target window at the fixed point. If yes, proceed to step S41c1; otherwise, proceed to step S41c2. S41c2: The orbital control strategy is redefined using the method corresponding to the root-based guidance mode, including calculating the jet direction and the required velocity increment for orbital control. The attitude is adjusted according to the recalculated jet direction, and the trajectory is restarted after the attitude stabilizes. S41c2, Switch the orbit control mode to Lambert guidance mode, and use the calculation method corresponding to Lambert guidance mode to determine the orbit control strategy, specifically: A possible trajectory change point is defined as the interval between the current time and the target time of 250 seconds. A total of N trajectory change points are determined. The positions and velocities of the N trajectory change points are calculated recursively from the current trajectory. The positions of the N trajectory change points are used as the initial positions of Lambert guidance. Based on the initial positions and the corresponding remaining time and target positions, the required three-axis velocity increments for each trajectory change point are calculated. The point with the smallest three-axis velocity increment magnitude is selected as the actual trajectory change point, and its corresponding time is the start-up control time.

5. The method for autonomous handling of orbit control faults during scheduled rendezvous of aircraft according to claim 1, characterized in that, When the track control mode before shutdown is the end-of-line correction mode, the specific fault handling method is as follows: Recalculate the number of gliding laps to the target point; If there are ≥1 remaining taxiing laps, the orbit control strategy is redefined, including setting the orbit control start time to the time corresponding to the latitude argument recorded in the previous last orbit control update, recalculating the required velocity increment for orbit control, and determining the jet direction as follows: if the velocity increment is greater than 0, the jet direction is orbital system + X direction; otherwise, the jet direction is orbital system - X direction. If the remaining taxiing laps are less than 1 lap, and it is determined whether the current system time has exceeded the last time when control can be initiated, if it has not exceeded the last time when control can be initiated, then measures to prioritize maintaining eccentricity and latitude argument accuracy are adopted to determine the orbit control strategy; if the current system time has exceeded the last time when control can be initiated, then the process ends.

6. The method for autonomous handling of orbit control faults applicable to timed and fixed-point rendezvous of aircraft according to claim 5, characterized in that, The measure of prioritizing the preservation of eccentricity and latitude argument accuracy is as follows: the remaining mission duration is recursively calculated from the current position of the spacecraft. Obtain the target latitude argument Set the current position's latitude and angle. Argument of target latitude In comparison, if Then in And when the attitude is stable, the control will initiate the rail lifting process; if Then in Furthermore, once the attitude is stable, the control system will initiate a descent maneuver. It is the true near point angle.

7. The method for autonomous handling of orbit control faults applicable to timed and fixed-point rendezvous of aircraft according to claim 6, characterized in that, During rail lifting, the jet direction is determined by the jet pitch angle. Confirmed, jet pitch angle The calculation formula is: , As an intermediate variable, the calculation formula is as follows: in: , , These are the aircraft's eccentricity, true anomaly angle, and off-anomaly angle, respectively.

8. The method for autonomous handling of orbit control faults applicable to timed and fixed-point rendezvous of aircraft according to claim 6, characterized in that, During the rail lifting process, the speed increment is calculated using the following method: Calculate perigee elevation : in, For the target eccentricity; Calculate the energy orbit height rise corresponding to a velocity increment of 1 m / s. : in: , , , For the semi-major axis, eccentricity, true anomaly angle, and off-anomaly angle of the aircraft; Calculate the required speed increment for track control: .

9. A method for autonomously handling orbit control faults during scheduled rendezvous of aircraft according to claim 6, characterized in that, The direction of the jet is determined by the jet pitch angle. Confirmed, jet pitch angle The calculation formula is: Jet pitch angle: As an intermediate variable, the calculation formula is as follows: in: , , These are the aircraft's eccentricity, true anomaly angle, and off-anomaly angle, respectively.

10. A method for autonomously handling orbit control faults during scheduled rendezvous of aircraft according to claim 7, characterized in that, During the orbit reduction process, the velocity increment is calculated using the following method: Calculate the perigee reduction : in, For the target eccentricity; Calculate the energy orbit height reduction corresponding to a velocity increment of 1 m / s. : in: , , For the semi-major axis, eccentricity, and true anomaly angle of the aircraft; The required velocity increment is calculated as follows: .

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