CN111319796A - Attitude control method and system based on electric-pushing track transfer - Google Patents
Attitude control method and system based on electric-pushing track transfer Download PDFInfo
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Abstract
The attitude control method and system based on electric propulsion orbit transfer can be applied to long-term orbit transfer tasks with continuous thrust action, and in the long-time small-thrust orbit transfer tasks such as deep space exploration and the like, the attitude of a platform needs to be ensured to track the expected attitude of the orbital transfer from time to time in order to ensure the orbit control accuracy. To reduce the fuel consumption in long-term orbit transitions, the attitude control is carried out as much as possible on the basis of electric propulsion. Aiming at an aircraft provided with a single-frame control moment gyro group (SGCMGs) and an electric-propulsion two-dimensional vector mechanism, the attitude control strategy in the electric-propulsion transfer process is provided, the moment gyro is used for carrying out attitude control on an X axis, the two-dimensional vector mechanism and the electric propulsion are matched for carrying out attitude control on a Y/Z axis, and the attitude control task of the aircraft is realized on the basis of saving fuel consumption as far as possible.
Description
Technical Field
The invention relates to an attitude control method and system based on electric-push rail transfer, and belongs to the technical field of attitude control in continuous thrust rail transfer.
Background
The current electric-push orbit transfer is mainly used in the fields of geosynchronous geostationary orbit satellite orbit entering, deep space exploration and the like, has the advantages of carrying out orbit control based on electric push and can greatly save fuel consumption compared with chemical push orbit transfer. For attitude control in the process of rail transfer, at present, a single-frame control moment gyro group or a flywheel and a chemical thruster are arranged, but only one execution mechanism is usually used during actual attitude control, the thrust of the rail-controlled electric thruster cannot be effectively used, and waste of power energy is caused.
Disclosure of Invention
The technical problem solved by the invention is as follows: the invention provides an attitude control method and system based on electric propulsion track transfer, which overcome the defects of the prior art, aims at an aircraft with an electric thruster provided with a two-dimensional vector mechanism, a single-frame moment gyro group and a chemical thruster, and realizes the attitude control task of electric propulsion track transfer under the condition of ensuring that the energy consumption is reduced as much as possible.
The technical scheme of the invention is as follows: an attitude control method based on electric propulsion track transfer comprises the following steps:
step one, setting a control mode of an aircraft, wherein the control mode comprises three control modes, including the following:
the first mode is as follows: a single-frame control moment gyro group SGCMGs in the aircraft is matched with a two-dimensional vector mechanism to control the three-axis attitude of the aircraft;
and a second mode: a single-frame control moment gyro group SGCMGs in the aircraft independently control the three-axis attitude;
and a third mode: a chemical thruster in the aircraft controls the three-axis attitude;
step two, judging whether the working state of the single-frame control moment gyro group SGCMGs is normal or not according to singular values of the single-frame control moment gyro group SGCMGs in the aircraft, and judging whether the instruction moment in the Yb or Zb direction exceeds the execution capacity of a two-dimensional vector mechanism or not according to the control deviation of an Yb axis and a Zb axis in three axes, wherein the three axes comprise: an Xb axis, an Yb axis and a Zb axis, wherein every two of the three axes are orthogonal;
and step three, selecting three modes set in the step one according to the working state of the single-frame control moment gyro group SGCMGs and whether the instruction moment in the Yb or Zb direction exceeds the execution capacity of the two-dimensional vector mechanism, and realizing that the requirement of the aircraft on the desired attitude for track change can be met in real time in the track transfer process of the continuous thrust.
Preferably, step three, according to whether the working state of the single-frame control moment gyro group SGCMGs and the command moment in the Yb or Zb direction exceed the execution capacity of the two-dimensional vector mechanism, three modes set in step one are selected, so that the requirement of the aircraft on the desired attitude for track change can be met in real time in the track transfer process of the continuous thrust, specifically as follows:
if the single-frame control moment gyro group SGCMGs works normally and the command moments in the Yb and Zb directions are within the control capability range of the two-dimensional vector mechanism, adopting a first mode to control the aircraft;
if the single-frame control moment gyro group SGCNGs works normally, but the instruction moment in the Yb or Zb direction exceeds the execution capacity of the two-dimensional vector mechanism, adopting a mode two to control the aircraft, and simultaneously restoring the two-dimensional vector mechanism to a zero state;
and if the singular value of the single-frame control moment gyro group SGCMGs is close to the singular state, the moment output cannot be normally carried out, the aircraft is controlled by adopting a mode III, the two-dimensional vector mechanism is restored to the zero state, and the angular momentum unloading is carried out on the single-frame control moment gyro group SGCMGs.
Preferably, the mode one: the single-frame control moment gyro group SGCMGs in the aircraft and the two-dimensional vector mechanism are matched to control the three-axis attitude of the aircraft, and the three-axis attitude control method comprises the following steps:
and determining the distribution condition of the control instruction moment when the single-frame control moment gyro and the two-dimensional vector mechanism perform attitude control according to the layout of the single-frame control moment gyro group and the two-dimensional vector mechanism in the aircraft, so as to control the three-axis attitude of the aircraft.
Preferably, mode two: the single-frame control moment gyro group SGCMGs in the aircraft independently control the three-axis attitude as follows:
and restoring the two-dimensional vector mechanism to a zero position, and handing all three-axis control moment instructions of the aircraft to a single-frame control moment gyro group SGCMGs for execution.
Preferably, the chemical thrusters in the aircraft control the three-axis attitude as follows:
and restoring the two-dimensional vector mechanism to a zero position, carrying out angular momentum unloading on the single-frame control moment gyro group SGCMGs, and handing all three-axis control moment instructions of the aircraft to a chemical thruster for execution.
The invention relates to an attitude control system based on electric push rail transfer, which comprises: the device comprises a control mode setting module, a judging module and an executing module;
the control mode setting module is used for setting the control modes of the aircraft and comprises three control modes as follows:
the first mode is as follows: a single-frame control moment gyro group SGCMGs in the aircraft is matched with a two-dimensional vector mechanism to control the three-axis attitude of the aircraft;
and a second mode: a single-frame control moment gyro group SGCMGs in the aircraft independently control the three-axis attitude;
and a third mode: a chemical thruster in the aircraft controls the three-axis attitude;
the judging module judges whether the working state of the single-frame control moment gyro group SGCMGs is normal or not according to singular values of the single-frame control moment gyro group SGCMGs in the aircraft, and judges whether the instruction moment in the Yb or Zb direction exceeds the execution capacity of the two-dimensional vector mechanism or not according to the control deviation of the Yb axis and the Zb axis in three axes, wherein the three axes comprise: an Xb axis, an Yb axis and a Zb axis, wherein every two of the three axes are orthogonal;
and the execution module selects three modes set by the control mode setting module according to the working state of the single-frame control moment gyro group SGCMGs and whether the instruction moment in the Yb or Zb direction exceeds the execution capacity of the two-dimensional vector mechanism, so that the requirement of the expected attitude of the aircraft during the track transfer process of the continuous thrust can be met in real time.
Preferably, the execution module selects three modes set by the control mode setting module according to the working state of the single-frame control moment gyro group SGCMGs and whether the instruction moment in the Yb or Zb direction exceeds the execution capacity of the two-dimensional vector mechanism, so that the requirement of the aircraft on the desired attitude for track change can be met in real time in the track transfer process of the continuous thrust, and the method specifically comprises the following steps:
if the single-frame control moment gyro group SGCMGs works normally and the command moments in the Yb and Zb directions are within the control capability range of the two-dimensional vector mechanism, adopting a first mode to control the aircraft;
if the single-frame control moment gyro group SGCNGs works normally, but the instruction moment in the Yb or Zb direction exceeds the execution capacity of the two-dimensional vector mechanism, adopting a mode two to control the aircraft, and simultaneously restoring the two-dimensional vector mechanism to a zero state;
and if the singular value of the single-frame control moment gyro group SGCMGs is close to the singular state, the moment output cannot be normally carried out, the aircraft is controlled by adopting a mode III, the two-dimensional vector mechanism is restored to the zero state, and the angular momentum unloading is carried out on the single-frame control moment gyro group SGCMGs.
Preferably, the mode one: the single-frame control moment gyro group SGCMGs in the aircraft and the two-dimensional vector mechanism are matched to control the three-axis attitude of the aircraft, and the three-axis attitude control method comprises the following steps:
and determining the distribution condition of the control instruction moment when the single-frame control moment gyro and the two-dimensional vector mechanism perform attitude control according to the layout of the single-frame control moment gyro group and the two-dimensional vector mechanism in the aircraft, so as to control the three-axis attitude of the aircraft.
Preferably, mode two: the single-frame control moment gyro group SGCMGs in the aircraft independently control the three-axis attitude as follows:
and restoring the two-dimensional vector mechanism to a zero position, and handing all three-axis control moment instructions of the aircraft to a single-frame control moment gyro group SGCMGs for execution.
Preferably, the chemical thrusters in the aircraft control the three-axis attitude as follows:
and restoring the two-dimensional vector mechanism to a zero position, carrying out angular momentum unloading on the single-frame control moment gyro group SGCMGs, and handing all three-axis control moment instructions of the aircraft to a chemical thruster for execution.
Compared with the prior art, the invention has the advantages that:
(1) the invention introduces the moment generated by the electric push rail control thrust into attitude control by controlling the two-dimensional vector mechanism, thereby realizing the effective utilization of the electric push thrust.
(2) According to the invention, by reasonably distributing the attitude control instructions, the SGCMGs and the two-dimensional vector mechanism are simultaneously matched for use, and the three-axis attitude control of the aircraft is completed.
(3) The invention carries out attitude control by designing multiple modes, ensures that an attitude control instruction can be effectively executed, and ensures the reliability of the system.
Drawings
FIG. 1 is a schematic view of a preferred layout of the aircraft of the present invention;
FIG. 2 is a schematic diagram of the switching control of three attitude control modes according to the present invention.
Detailed Description
The invention is described in further detail below with reference to the figures and specific embodiments.
The attitude control method based on the electric propulsion orbit transfer can be applied to long-term orbit transfer tasks with continuous thrust action, and in the long-term small-thrust orbit transfer tasks such as deep space exploration and the like, the attitude of a platform needs to be ensured to track the expected attitude of the orbital transfer from time to time in order to ensure the orbit control accuracy. To reduce the fuel consumption in long-term orbit transitions, the attitude control is carried out as much as possible on the basis of electric propulsion. Aiming at an aircraft provided with a single gimbal control moment gyro group (SGCMGs) and an electric propulsion two-dimensional vector mechanism, the attitude control strategy in the electric propulsion transfer process is provided, the moment gyro is used for controlling the attitude of an X axis, the two-dimensional vector mechanism and the electric propulsion are matched for controlling the attitude of a Y/Z axis, and the attitude control task of the aircraft is realized on the basis of saving fuel consumption as far as possible.
The invention relates to an attitude control system based on electric push rail transfer, which comprises: the device comprises a control mode setting module, a judging module and an executing module;
the control mode setting module is used for setting the control modes of the aircraft and comprises three control modes, and the preferable scheme is as follows:
the first mode is as follows: a single-frame control moment gyro group SGCMGs in the aircraft is matched with a two-dimensional vector mechanism to control the three-axis attitude of the aircraft;
and a second mode: a single-frame control moment gyro group SGCMGs in the aircraft independently control the three-axis attitude;
and a third mode: a chemical thruster in the aircraft controls the three-axis attitude;
the judging module judges whether the working state of the single-frame control moment gyro group SGCMGs is normal or not according to singular values of the single-frame control moment gyro group SGCMGs in the aircraft, and judges whether the instruction moment in the Yb or Zb direction exceeds the execution capacity of the two-dimensional vector mechanism or not according to the control deviation of the Yb axis and the Zb axis in three axes, wherein the three axes comprise: an Xb axis, an Yb axis and a Zb axis, wherein every two of the three axes are orthogonal;
and the execution module selects three modes set by the control mode setting module according to the working state of the single-frame control moment gyro group SGCMGs and whether the instruction moment in the Yb or Zb direction exceeds the execution capacity of the two-dimensional vector mechanism, so that the requirement of the expected attitude of the aircraft during the track transfer process of the continuous thrust can be met in real time.
Preferably, the execution module selects three modes set by the control mode setting module according to the working state of the single-frame control moment gyro group SGCMGs and whether the instruction moment in the Yb or Zb direction exceeds the execution capacity of the two-dimensional vector mechanism, so that the requirement of the aircraft on the desired attitude for track change can be met in real time in the track transfer process of the continuous thrust, and the method specifically comprises the following steps:
if the single-frame control moment gyro group SGCMGs works normally and the command moments in the Yb and Zb directions are within the control capability range of the two-dimensional vector mechanism, adopting a first mode to control the aircraft;
if the single-frame control moment gyro group SGCNGs works normally, but the instruction moment in the Yb or Zb direction exceeds the execution capacity of the two-dimensional vector mechanism, adopting a mode two to control the aircraft, and simultaneously restoring the two-dimensional vector mechanism to a zero state;
and if the singular value of the single-frame control moment gyro group SGCMGs is close to the singular state, the moment output cannot be normally carried out, the aircraft is controlled by adopting a mode III, the two-dimensional vector mechanism is restored to the zero state, and the angular momentum unloading is carried out on the single-frame control moment gyro group SGCMGs.
Preferably, the mode one: the single-frame control moment gyro group SGCMGs in the aircraft and the two-dimensional vector mechanism are matched to control the three-axis attitude of the aircraft, and the three-axis attitude control method comprises the following steps:
and determining the distribution condition of the control instruction moment when the single-frame control moment gyro and the two-dimensional vector mechanism perform attitude control according to the layout of the single-frame control moment gyro group and the two-dimensional vector mechanism in the aircraft, so as to control the three-axis attitude of the aircraft.
Preferably, mode two: the single-frame control moment gyro group SGCMGs in the aircraft independently control the three-axis attitude as follows:
and restoring the two-dimensional vector mechanism to a zero position, and handing all three-axis control moment instructions of the aircraft to a single-frame control moment gyro group SGCMGs for execution.
Preferably, the chemical thrusters in the aircraft control the three-axis attitude as follows:
and restoring the two-dimensional vector mechanism to a zero position, carrying out angular momentum unloading on the single-frame control moment gyro group SGCMGs, and handing all three-axis control moment instructions of the aircraft to a chemical thruster for execution.
Compared with the conventional chemical thruster, the electric thruster disclosed by the invention is low in fuel consumption, and can save a large amount of energy when being applied to a track transfer process. In the tasks such as geosynchronous orbit satellite orbit entering, deep space exploration and the like, when the orbit transfer is carried out based on the electric thruster, the current thrust of the electric thruster is mostly within 1N, and the orbit transfer is continued and often takes years as a unit. In the long-term orbit transfer process, in order to ensure the accuracy of the orbit transfer, the attitude of the aircraft platform also needs to be controlled in real time to meet the orbit control expected attitude. How to realize the attitude control task of the transfer section under the condition of ensuring that the energy consumption is reduced as much as possible is an important preferred scheme of the invention. From the perspective of practical engineering application, the invention provides an attitude control strategy suitable for long-term orbit transfer for an aircraft with a two-dimensional vector mechanism, an electric thruster, a single-frame control moment gyro group and a chemical thruster, and the attitude control strategy is designed in a multi-mode manner to fully introduce orbit control thrust into an attitude control system, so that reasonable utilization of resources is realized.
Aircraft (including satellites), preferably comprising: the device comprises a single-frame control moment gyro group, a two-dimensional vector mechanism, a spray pipe, a solar panel and a chemical thruster. The solar sailboards are positioned at two sides of the body, as shown in figure 1;
the single-frame control moment gyro group preferably requires that: at least three control moment gyros are mounted to be used in a set configuration, and more preferably, a pyramid configuration composed of four, a rectangular pyramid configuration composed of five, or a pentagonal pyramid configuration composed of six.
As shown in fig. 2, the attitude control method based on electric propulsion orbit transfer according to the present invention preferably includes the following steps:
step one, setting a control mode of an aircraft, wherein the control mode comprises three control modes:
the first mode is as follows: the single-frame control moment gyro group SGCMGs in the aircraft and the two-dimensional vector mechanism are matched to control the three-axis attitude of the aircraft, and the preferred scheme is as follows:
as shown in fig. 1, for any aircraft, a body coordinate system xbyzb is established, with the origin of the coordinate system being the aircraft centroid. The invention is described by taking a typical aircraft layout as an example, the aircraft is provided with a solar panel and a two-dimensional vector mechanism, an electric thruster is arranged on the two-dimensional vector mechanism, and the rotation axial direction of the solar panel is vertical to the axial direction when the rotation angle of the two-dimensional vector mechanism is zero.
The two-dimensional vector mechanism is also called a two-dimensional vector adjustment mechanism.
When the rotation angle of the two-dimensional vector mechanism is zero, the electric thrust is + Xb in the reverse direction (namely along the axial direction of the spray pipe and opposite to the thrust direction), the rotation axial direction of the sailboard is + Yb, and + Zb is determined by the right-hand rule;
in the process of track transfer based on electric propulsion, the electric propulsion continuously and fully sprays to generate control force required by track transfer, and because a two-dimensional vector mechanism is generally small in swing angle, the thrust direction of the aircraft structure is mainly along the + Xb direction in the track transfer process. Partially along the Yb, Zb directions. Thereby generating moments in the Yb and Zb directions. Therefore, the distribution condition of the control instruction torque when the attitude control is carried out based on the single-frame control moment gyro and the two-dimensional vector mechanism is
In the formula TCMGCommand moment, T, for single-frame control moment gyro groupVMIs the command torque of the two-dimensional vector mechanism. T isCx、TCy、TCzThe control moment required for the platform.
In the process of electric-propulsion orbit transfer, the established orbit transfer coordinate systems are different according to different task scenes, and taking a geosynchronous stationary orbit as an example, the transfer coordinate system is a southeast-earth coordinate system. The track control strategy can obtain an expected attitude angle of the aircraft body system relative to the track transfer coordinate system, the moment control aims to enable the attitude of the aircraft body system relative to the track transfer coordinate system to reach the expected attitude, and the deviation amount is the control deviation.
Wherein, TCMGXb-directional attitude angle, T, for controlling the bodyVMThe attitude angles of Yb and Zb directions of the body are controlled, so that the three-axis attitude of the aircraft is controlled.
And a second mode: a single-frame control moment gyro group SGCMGs in the aircraft independently control the three-axis attitude, and the preferred scheme is as follows:
in the electric-pushing track transfer process, the mode II is controlled by single SGCMGs to control the torque TCx、TCy、TCzAre all performed by SGCMGs.
And a third mode: a chemical thruster in an aircraft controls the three-axis attitude, and the preferred scheme is as follows:
in the electric propulsion track transfer process, an aircraft on engineering is provided with a plurality of chemical thrusters, and thrust is generated by combustion of combustion improver and combustion agent for control. The attitude control of the chemical thruster is the most basic mode of the attitude control of the aircraft. The second mode is pure chemical thruster control and controls the torque TCx、TCy、TCzAre all performed by chemical thrusters.
The three axes of the three-axis attitude of the aircraft are the Xb, Yb and Zb axes: the origin is at the center of mass of the aircraft, the direction of the Xb axis is orthogonal to the direction of the Yb axis, and the direction of the Yb axis is orthogonal to the direction of the Zb axis; for example, in an aircraft that orbits based on electric propulsion, the two-dimensional vector mechanism is at zero position (with an offset angle of 0), -Xb is determined along the axis of the nozzle, Yb along the axis of the windsurfing board, and Zb along the right-hand rule. The aircraft center of mass is substantially directly forward of the nozzle in the + Xb direction.
Preferably, the distribution condition of the control instruction torque when the single-frame control moment gyro and the two-dimensional vector mechanism carry out attitude control can be determined according to the layout of the single-frame control moment gyro group and the two-dimensional vector mechanism in the aircraft, so as to control the three-axis attitude of the aircraft,
step two, judging whether the working state of the single-frame control moment gyro group SGCMGs is normal or not according to the singular value of the single-frame control moment gyro group SGCMGs in the aircraft, and judging whether the instruction moment in the Yb or Zb direction exceeds the execution capacity of the two-dimensional vector mechanism or not according to the control deviation of Yb and Zb axes, wherein the specific steps are as follows:
1) and when the singular value of the SGCMGs is larger than a set singular value threshold value and the Yb and Zb axis control deviation is not larger than a control deviation threshold value, the SGCNGs normally work and the Yb and Zb directions are within the control capability range of the two-dimensional vector mechanism. Mode one is used for control at this time. The control deviation threshold can be modified according to the actual orbital transfer thrust efficiency requirement, 2 degrees is used as an optimal set threshold, and the corresponding thrust efficiency is cos2 degrees and is approximately equal to 99.94 percent.
2) And when the singular value of the SGCMGs is larger than the set singular value threshold value and the Yb or Zb axis control deviation is larger than the control deviation threshold value, the SGCMGs normally work, but the Yb or Zb direction exceeds the execution capacity of the two-dimensional vector mechanism. At this time, the mode two is adopted for control. And simultaneously, the two-dimensional vector mechanism is restored to a zero state (at the moment, the rotation angle of the two-dimensional vector mechanism is 0). And sending a zero position instruction to the two-dimensional vector mechanism to recover a zero position state.
3) And when the singular value of the SGCMGs is not larger than the set singular value threshold value, the SGCMGs reach a singular state, and the moment output cannot be normally carried out. And at the moment, switching to a mode III, simultaneously restoring the two-dimensional vector mechanism to a zero state, and unloading angular momentum of the SGCMGs.
Step three, selecting three modes set in the step one according to the working state of the single-frame control moment gyro group SGCMGs and whether the instruction moment in the Yb or Zb direction exceeds the execution capacity of the two-dimensional vector mechanism, and realizing the real-time meeting of the requirement of the expected attitude of the aircraft during the track transfer process of the continuous thrust, wherein the preferable scheme is as follows:
if the single-frame control moment gyro group SGCMGs works normally and the command moments in the Yb and Zb directions are within the control capability range of the two-dimensional vector mechanism, adopting a first mode to control the aircraft;
if the single-frame control moment gyro group SGCNGs works normally, but the instruction moment in the Yb or Zb direction exceeds the execution capacity of the two-dimensional vector mechanism, adopting a mode two to control the aircraft, and simultaneously restoring the two-dimensional vector mechanism to a zero state;
and if the singular value of the single-frame control moment gyro group SGCMGs is close to the singular state, the moment output cannot be normally carried out, the aircraft is controlled by adopting a mode III, the two-dimensional vector mechanism is restored to the zero state, and the angular momentum unloading is carried out on the single-frame control moment gyro group SGCMGs.
The further preferable scheme of the invention is as follows: taking the example that 6 single-frame moment gyro groups of 70Nms are configured to form a pentagonal pyramid configuration, two 40mN electric thrusters are selected for orbital transfer, the singular measurement of SGCMGs is set to be 0.5, the control deviation threshold value is set to be 2 degrees, the transition from the operation period to the operation period of 10 months is carried out according to a three-mode switching strategy, the attitude control deviation can be kept within 2 degrees in the whole process, and compared with a pure mode two, the fuel consumption is saved by 50 kg.
The invention introduces the moment generated by the electric push rail control thrust into attitude control by controlling the two-dimensional vector mechanism, thereby realizing the effective utilization of the electric push thrust. According to the invention, by reasonably distributing the attitude control instructions, the SGCMGs and the two-dimensional vector mechanism are simultaneously matched for use, and the three-axis attitude control of the aircraft is completed.
The invention carries out attitude control by designing multiple modes, ensures that an attitude control instruction can be effectively executed, and ensures the reliability of the system.
Claims (10)
1. An attitude control method based on electric propulsion track transfer is characterized by comprising the following steps:
step one, setting a control mode of an aircraft, wherein the control mode comprises three control modes, including the following:
the first mode is as follows: a single-frame control moment gyro group SGCMGs in the aircraft is matched with a two-dimensional vector mechanism to control the three-axis attitude of the aircraft;
and a second mode: a single-frame control moment gyro group SGCMGs in the aircraft independently control the three-axis attitude;
and a third mode: a chemical thruster in the aircraft controls the three-axis attitude;
step two, judging whether the working state of the single-frame control moment gyro group SGCMGs is normal or not according to singular values of the single-frame control moment gyro group SGCMGs in the aircraft, and judging whether the instruction moment in the Yb or Zb direction exceeds the execution capacity of a two-dimensional vector mechanism or not according to the control deviation of an Yb axis and a Zb axis in three axes, wherein the three axes comprise: an Xb axis, an Yb axis and a Zb axis, wherein every two of the three axes are orthogonal;
and step three, selecting three modes set in the step one according to the working state of the single-frame control moment gyro group SGCMGs and whether the instruction moment in the Yb or Zb direction exceeds the execution capacity of the two-dimensional vector mechanism, and realizing that the requirement of the aircraft on the desired attitude for track change can be met in real time in the track transfer process of the continuous thrust.
2. The attitude control method based on the electric-push rail transfer according to claim 1, characterized in that: step three, selecting three modes set in the step one according to the working state of the single-frame control moment gyro group SGCMGs and whether the instruction moment in the Yb or Zb direction exceeds the execution capacity of the two-dimensional vector mechanism, and realizing the real-time meeting of the requirement of the expected attitude of the aircraft during the track transfer process of the continuous thrust, wherein the three modes are as follows:
if the single-frame control moment gyro group SGCMGs works normally and the command moments in the Yb and Zb directions are within the control capability range of the two-dimensional vector mechanism, adopting a first mode to control the aircraft;
if the single-frame control moment gyro group SGCNGs works normally, but the instruction moment in the Yb or Zb direction exceeds the execution capacity of the two-dimensional vector mechanism, adopting a mode two to control the aircraft, and simultaneously restoring the two-dimensional vector mechanism to a zero state;
and if the singular value of the single-frame control moment gyro group SGCMGs is close to the singular state, the moment output cannot be normally carried out, the aircraft is controlled by adopting a mode III, the two-dimensional vector mechanism is restored to the zero state, and the angular momentum unloading is carried out on the single-frame control moment gyro group SGCMGs.
3. The attitude control method based on the electric-push rail transfer according to claim 1, characterized in that: the first mode is as follows: the single-frame control moment gyro group SGCMGs in the aircraft and the two-dimensional vector mechanism are matched to control the three-axis attitude of the aircraft, and the three-axis attitude control method comprises the following steps:
and determining the distribution condition of the control instruction moment when the single-frame control moment gyro and the two-dimensional vector mechanism perform attitude control according to the layout of the single-frame control moment gyro group and the two-dimensional vector mechanism in the aircraft, so as to control the three-axis attitude of the aircraft.
4. The attitude control method based on the electric-push rail transfer according to claim 1, characterized in that: and a second mode: the single-frame control moment gyro group SGCMGs in the aircraft independently control the three-axis attitude as follows:
and restoring the two-dimensional vector mechanism to a zero position, and handing all three-axis control moment instructions of the aircraft to a single-frame control moment gyro group SGCMGs for execution.
5. The attitude control method based on the electric-push rail transfer according to claim 1, characterized in that: the chemical thrusters in the aircraft control the three-axis attitude as follows:
and restoring the two-dimensional vector mechanism to a zero position, carrying out angular momentum unloading on the single-frame control moment gyro group SGCMGs, and handing all three-axis control moment instructions of the aircraft to a chemical thruster for execution.
6. An attitude control system based on electric push rail transfer, characterized by comprising: the device comprises a control mode setting module, a judging module and an executing module;
the control mode setting module is used for setting the control modes of the aircraft and comprises three control modes as follows:
the first mode is as follows: a single-frame control moment gyro group SGCMGs in the aircraft is matched with a two-dimensional vector mechanism to control the three-axis attitude of the aircraft;
and a second mode: a single-frame control moment gyro group SGCMGs in the aircraft independently control the three-axis attitude;
and a third mode: a chemical thruster in the aircraft controls the three-axis attitude;
the judging module judges whether the working state of the single-frame control moment gyro group SGCMGs is normal or not according to singular values of the single-frame control moment gyro group SGCMGs in the aircraft, and judges whether the instruction moment in the Yb or Zb direction exceeds the execution capacity of the two-dimensional vector mechanism or not according to the control deviation of the Yb axis and the Zb axis in three axes, wherein the three axes comprise: an Xb axis, an Yb axis and a Zb axis, wherein every two of the three axes are orthogonal;
and the execution module selects three modes set by the control mode setting module according to the working state of the single-frame control moment gyro group SGCMGs and whether the instruction moment in the Yb or Zb direction exceeds the execution capacity of the two-dimensional vector mechanism, so that the requirement of the expected attitude of the aircraft during the track transfer process of the continuous thrust can be met in real time.
7. The attitude control system based on electric-push rail transfer according to claim 6, characterized in that: the execution module selects three modes set by the control mode setting module according to the working state of the single-frame control moment gyro group SGCMGs and whether the instruction moment in the Yb or Zb direction exceeds the execution capacity of the two-dimensional vector mechanism, so that the requirement of the aircraft on the desired attitude of orbital transfer during continuous thrust can be met in real time, and the method specifically comprises the following steps:
if the single-frame control moment gyro group SGCMGs works normally and the command moments in the Yb and Zb directions are within the control capability range of the two-dimensional vector mechanism, adopting a first mode to control the aircraft;
if the single-frame control moment gyro group SGCNGs works normally, but the instruction moment in the Yb or Zb direction exceeds the execution capacity of the two-dimensional vector mechanism, adopting a mode two to control the aircraft, and simultaneously restoring the two-dimensional vector mechanism to a zero state;
and if the singular value of the single-frame control moment gyro group SGCMGs is close to the singular state, the moment output cannot be normally carried out, the aircraft is controlled by adopting a mode III, the two-dimensional vector mechanism is restored to the zero state, and the angular momentum unloading is carried out on the single-frame control moment gyro group SGCMGs.
8. The attitude control system based on electric-push rail transfer according to claim 6, characterized in that: the first mode is as follows: the single-frame control moment gyro group SGCMGs in the aircraft and the two-dimensional vector mechanism are matched to control the three-axis attitude of the aircraft, and the three-axis attitude control method comprises the following steps:
and determining the distribution condition of the control instruction moment when the single-frame control moment gyro and the two-dimensional vector mechanism perform attitude control according to the layout of the single-frame control moment gyro group and the two-dimensional vector mechanism in the aircraft, so as to control the three-axis attitude of the aircraft.
9. The attitude control system based on electric-push rail transfer according to claim 6, characterized in that: and a second mode: the single-frame control moment gyro group SGCMGs in the aircraft independently control the three-axis attitude as follows:
and restoring the two-dimensional vector mechanism to a zero position, and handing all three-axis control moment instructions of the aircraft to a single-frame control moment gyro group SGCMGs for execution.
10. The attitude control system based on electric-push rail transfer according to claim 6, characterized in that: the chemical thrusters in the aircraft control the three-axis attitude as follows:
and restoring the two-dimensional vector mechanism to a zero position, carrying out angular momentum unloading on the single-frame control moment gyro group SGCMGs, and handing all three-axis control moment instructions of the aircraft to a chemical thruster for execution.
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