CN108883824A

CN108883824A - The method and system of acquisition, the processing and flight condition monitoring of the data of aircraft

Info

Publication number: CN108883824A
Application number: CN201780019576.4A
Authority: CN
Inventors: 冯春魁
Original assignee: Individual
Current assignee: Individual
Priority date: 2016-03-23
Filing date: 2017-03-23
Publication date: 2018-11-23
Also published as: WO2017162197A1

Abstract

The present invention discloses the method and system of acquisition, processing and the flight condition monitoring of a kind of data of aircraft.In the acquisition methods of the data of the aircraft, calculating object is any one or more parameter in the flight parameter of aircraft, obtain the data of the input parameter of aircraft, inputting parameter is that the required parameter of join operation data of the measuring and calculating object is calculated based on the rule that flying power balances, and the rule of the data based on acquired input parameter and flying power balance obtains the join operation data of the measuring and calculating object；Input at least one of driving source parameter included in parameter data be based on set by actual value or measured value or instruction value, and/or：Inputting at least one of mechanical operating parameters included in parameter data is based on set by actual value or measured value or instruction value.

Description

Method and system for acquiring and processing data of aircraft and monitoring flight condition

Technical Field

The invention relates to the technical field of aircrafts (namely airplanes), in particular to a method and a system for acquiring and processing data of an aircraft and monitoring a flight condition.

The aircraft comprises an aircraft with a fixed wing and/or a fixed body generating main lift force, wherein the main lift force means that the ratio of the lift force to the total lift force of the aircraft exceeds a set value (for example, 60%); this type of aircraft may be referred to as a class a aircraft; for example, common civil airliners and transport planes (such as Boeing 737, Airbus A320, Airbus A380 and transport 20) and common fighters (such as fighter 20, fighter 10, F22 and F16) belong to the A-type aircrafts disclosed by the invention; generally, unless otherwise specified or indicated (e.g., a class B aircraft or a class C aircraft), the aircraft of the present invention is referred to as a class A aircraft; obviously, the thrust of the fixed jet propeller adopted on the A-type aircraft is forward along the axis of the aircraft; a propulsion system or propeller capable of producing forward (i.e., forward) thrust may be referred to as a forward propulsion system or forward propeller; the forward thrust is generally at a small angle (less than a preset value (e.g., 20 degrees)) to the horizontal, and the thrust may also be parallel to the horizontal while the aircraft is in flight; therefore, a forward propulsion system may also be referred to as a horizontal propulsion system or a class a propulsion system, and a forward propeller may also be referred to as a horizontal propeller or a class a propeller; class a aircraft typically have a forward propulsion system or forward propeller; in a more specific case, the propellers of some types of aircraft are vector jet propellers, that is, the aircraft can deflect the thrust generated by the engine through the deflection of the jet pipe; when the nozzle of the vector type jet propeller is not deflected or the deflection angle is smaller than a preset value (such as smaller than 20 degrees), the thrust generated by the vector type jet propeller still takes the forward thrust as the main part (namely the ratio of the absolute value of the forward component of the thrust to the thrust exceeds a preset value (such as 60 percent)), the vector type jet propeller still serves as a forward propulsion system or a forward propeller, and the aircraft still belongs to the type A aircraft;

the aircraft of the invention also comprises an aircraft capable of realizing vertical lifting flight, and the aircraft of the type can be called a B-type aircraft; for example, common helicopters or multi-rotor planes or jet backpacks that can lift vertically are all class B aircraft; to achieve vertical lift, class B aircraft typically have thrusters that generate vertical thrust, which may be referred to as class B thrusters; for example, the rotors of helicopters or multi-rotor planes capable of vertical lifting, and the jet propeller of the jet backpack belongs to the propeller B; of course, the B-type aircraft can also fly in the horizontal direction, and the power for the horizontal-direction flight can also be provided by the B-type propeller; the main lift of the B type aircraft in the vertical direction is usually generated by a type B propeller, and the main lift in the vertical direction means that the ratio of the main lift to the total lift in the vertical direction exceeds a set value (for example, 60%); in a more special case, the propellers of some types of aircraft are vector jet propellers, the aircraft can generate lift force by a fixed wing and/or a fixed body, and the aircraft can also deflect through a jet pipe and generate lift force by using the thrust generated by an engine; when the deflection angle of the nozzle of the vector type jet propeller exceeds a preset value (for example, more than 70 degrees or close to 90 degrees), the vector type jet propeller plays a role of a propeller B at the moment and belongs to the propeller B, the thrust generated by the vector type jet propeller mainly serves as the thrust in the vertical direction, the thrust in the vertical direction becomes the main lift force of the aircraft, and the aircraft belongs to the aircraft B at the moment.

The aircraft of the present invention also includes an aircraft in which a fixed wing and/or a fixed body generates a main lift (the lift may also be referred to as a first lift) and a rotor and/or a vertical propulsion system generates a main lift (the lift may also be referred to as a second lift), where the main lift is defined as a ratio of the lift to the total lift exceeding a set value (e.g., 20%), and the aircraft of this type may be referred to as a class C aircraft; for example, a common helicopter with fixed horizontal wings belongs to a class C aircraft, the helicopter can generate lift force, the fixed horizontal wings can also generate lift force when the helicopter moves forwards, and the rotor wings are driven by a power system to operate; as is common, a rotorcraft with both an unpowered rotor generating lift and a fixed horizontal wing also belongs to the class C aircraft, which also usually has a forward propulsion system or forward propeller, the unpowered rotor being a self-rotating rotor that rotates automatically in the air flow, without being driven by the power system of the aircraft; in a more special case, the propellers of some types of aircraft are vector jet propellers, the aircraft can generate lift force by a fixed wing and/or a fixed body, and the aircraft can also deflect through a jet pipe and generate lift force by using the thrust generated by an engine; when the deflection angle of the nozzle of the vectoring jet of this thruster is within a preset range (for example greater than 20 degrees and less than 70 degrees), then: the vector type jet propeller is used as a forward propulsion system or a forward propeller to generate forward thrust, and a fixed wing and/or a fixed body of the aircraft generate lift when the aircraft operates forwards; meanwhile, the vector type jet propeller is also used as a vertical propulsion system or a vertical propulsion propeller to directly generate vertical thrust force, namely lift force, and the aircraft belongs to a C-type aircraft.

Background

An aircraft capable of flying in the air is one of the most important and basic transportation vehicles in the world at present; the safety monitoring performance of the operation of the aircraft is improved, and the safety monitoring performance is always the key point of the aircraft technology;

structurally divided, aircraft typically have a power system to generate power, a mechanical transmission system to transmit power; the power system generally comprises an energy supply device, a power control device and a power device;

the aircrafts are divided from the types of power systems, such as fuel power systems, electric power systems, hybrid power systems and the like;

the existing fuel powered aircraft comprises powered aircraft such as gasoline, diesel oil, kerosene, natural gas, hydrogen, methane and the like;

the existing electric power aircraft comprises a solar power supply type electric aircraft, an energy storage device power supply type electric aircraft, a chemical battery power supply type electric aircraft, a fuel battery power supply type electric aircraft and the like; chemical batteries include lithium batteries, lead-acid batteries, iron batteries, and the like; the energy storage device comprises a capacitor (especially a super capacitor) and the like;

existing fuel-powered aircraft, typically having a fuel-powered system; the fuel power system generally comprises a fuel supply system, an engine control system and a fuel power device; existing electric aircraft, also typically have an electro-pneumatic power system; the electric power system generally comprises a power supply device, a motor driving device and an electric power device; the existing hybrid aircraft simultaneously comprises two or more than two power systems, such as a fuel power system and an electric power system;

in the prior art, there are various functions of detecting the current value of an easily-measured flight parameter (such as speed, acceleration, torque or rotating speed or power of an engine) of an aircraft through a sensor so as to judge whether the current value exceeds the limit; the flight parameter which is easy to measure (i.e. easy to measure, i.e. measurable) refers to a flight parameter which can be detected by a sensor when the aircraft flies in the air, i.e. a measurable flight parameter; because hundreds of possible operating conditions exist, the aircraft is in switching of states such as low speed/high speed, light load/heavy load, acceleration/deceleration, ascending/descending and the like at any time, so that flight parameters (such as speed, acceleration, total mass of the aircraft, lift force, resistance, torque or rotating speed or power of an engine and the like) can also change greatly in normal operating conditions; therefore, in the prior art, the current value of the measurable parameter in the flight parameters can only be simply responded when exceeding the safety range (such as the highest speed limit, the maximum acceleration limit value, the limit torque of an engine or the selected rotating speed or the limit power); among the flight parameters, there is a flight parameter (i.e. an unmeasurable parameter) which is inconvenient to measure in the flight process, and the prior art lacks an effective means for obtaining the flight parameter;

from the safety perspective of the aircraft, in the prior art, when the current value of the measurable parameter in the flight parameters does not exceed the preset safety value, or when the flight parameters inconvenient to measure (or cannot be measured) change in the flight process, the flight safety condition of the aircraft is not conveniently monitored, and the high-sensitivity early monitoring is more inconvenient to realize; generally, the aircraft can only passively and lagged wait for the fault of the aircraft to occur, and can only warn and be good after serious safety accidents (such as the death of a crashed aircraft) possibly occur.

Disclosure of Invention

One of the technical problems to be solved by the invention is to provide a method for acquiring data of an aircraft, which can acquire the data of the aircraft by means of ways other than sensor measurement and presetting; the acquisition method can acquire the data of flight parameters which are inconvenient to measure (not measurable) or easy to measure (namely measurable) in the flight process; the data of the aircraft acquired by the acquisition method can be used for reflecting the current actual flight condition of the aircraft, the past actual flight condition, the predicted (caused by the received but not executed control command) upcoming flight condition and the like; the method can be used for further and widely analyzing and researching the flight safety condition, safety control, flight control and the like of the aircraft.

The purpose of the invention is realized by the following technical scheme:

the present invention provides

5. A monitoring method (#1) of an aircraft, the object of estimation being any one or more of flight parameters of the aircraft, characterized in that:

acquiring joint operation data of the measurement object and reference data of the measurement object, the joint operation data being obtained based on the acquisition method (# 1); and judging the flight condition of the aircraft according to the combined operation data of the measurement and calculation object and the reference data of the measurement and calculation object.

6. Further, a monitoring method (#1.1) is subdivided based on the monitoring method (#1), in which at least one of source power parameters included in parameters required to find measured target joint calculation data is set based on an actual value, an actual measurement value, or a command value, and/or at least one of machine operation parameters included in the required parameters is set based on an actual value, an actual measurement value, or a command value, and/or at least one of measurable parameters included in the required parameters is set based on an actual value, an actual measurement value, or a command value, and/or at least one of measured parameters included in the required parameters is set based on an actual value, an actual measurement value, or a command value.

7. Further, a monitoring method (#1.1.1) of the secondary subdivision is obtained based on the aforementioned monitoring method (#1.1), in which monitoring method (# 1.1.1): the reference data of the measurement and calculation object is a second range of the measurement and calculation object, and the judgment of whether the flight condition of the aircraft is abnormal or not according to the combined operation data of the measurement and calculation object and the reference data of the measurement and calculation object is as follows: and comparing the combined operation data of the measuring and calculating object with the second range, and judging whether the combined operation data of the measuring and calculating object exceeds the second range.

Further, a monitoring method (#1.1.2) of the secondary subdivision is obtained based on the aforementioned monitoring method (#1.1), in which monitoring method (# 1.1.1): the reference data of the measurement and calculation object is a second range of the measurement and calculation object, and the judgment of the flight condition of the aircraft according to the combined operation data of the measurement and calculation object and the reference data of the measurement and calculation object is as follows: and comparing the combined operation data of the measuring and calculating object with the second range, and judging the degree of the combined operation data of the measuring and calculating object exceeding the second range.

When the reference data is in the second range, if the measured and calculated object is an amplitude variable parameter, the reference data is specifically an actual value measured actually; if the measured and calculated object is a parameter with a fixed amplitude, the measured and calculated object is further divided into a parameter with a fixed amplitude and capable of being measured and a parameter with a fixed amplitude and capable of not being measured, when the measured and calculated object is a parameter with a fixed amplitude and capable of being measured, the reference data is an actual value or a preset actual value, and when the measured and calculated object is a parameter with a fixed amplitude and capable of not being measured, the reference data is a preset actual value. The amplitude is variable or the amplitude is fixed, and the amplitude is divided according to the change degree of the measuring and calculating object in the operation process, so that a person in the art can understand the change according to the actual situation, for example, in an operation process, the speed of the aircraft can be adjusted by a driver according to the requirement, the change is irregular, and the change amplitude can be larger, so that the aircraft belongs to the amplitude variable parameter; if the gravity acceleration is about 9.8 when the aircraft flies relatively low, the gravity acceleration is basically unchanged, changes are small even if the changes are small, and the gravity acceleration belongs to a fixed parameter of amplitude value, namely at the moment, all the persons in the field know that the actual value is 9.8, and the actual value is preset to 9.8 in the execution process, and certainly, when the aircraft is provided with a position sensor, the persons in the field can also calculate the gravity acceleration according to the specific position of the position sensor, so the gravity acceleration can also be a measurable parameter at the moment; for example, the reference data may only be a preset actual value, such as a value or a curve obtained from a type test (e.g., before shipment) performed in advance, that is, a value that the efficiency coefficient should be when the aircraft is flying. Since the unmeasurable parameters can only be obtained by presetting, when the measured object is the unmeasurable parameters, the reference values are the preset actual values.

8. Further, the monitoring method (#1.1.1) includes any one of the following schemes 8a1, 8a2, and 8 A3:

8A1, if the measured and calculated object is any one of the source power parameter, the mechanical operation parameter and the quality of the quality-variable article, and/or if the measured and calculated object is a measurable parameter, and/or if the measured and calculated object is a parameter to be measured, then: the actual value of the measurement object is set according to the measured value or the instruction value of the measurement object, and the value taking time of the reference data and the value taking time of the combined operation data are within a preset time range;

8A2, if the measured object is any one of the parameters of source power parameters, mechanical operation parameters and quality variation type articles, and/or if the measured object is a measurable parameter, and/or if the measured object is a parameter to be measured, then: the actual value of the measurement object is set according to a historical record value of the measurement object, the difference degree between the flight condition when the historical record value is taken and the flight condition when the combined operation data is taken is lower than a preset threshold value, and the historical record value comprises any one or two data of a historical record original value and a historical record actual value.

8A3, if the reckoning object is any one of the parameters of total mass of the aircraft, mass of the carried object, no-load mass and inherent parameters of the system, and/or if the reckoning object is an unmeasurable parameter, and/or if the reckoning object is a parameter which can be preset, then: any one or more of the actual value, the second upper limit value and the second lower limit value in the reference data are set according to a preset value or the obtained combined operation data of the measurement object when the set condition is met.

9. Further, in this monitoring method (#1.1.1), when the measurement object is any one of a system-specific parameter and/or a flight parameter other than the system-specific parameter, the second upper limit value is set based on an actual value, and/or the second lower limit value is set based on an actual value.

10. Further, a monitoring method (#1.1.2) of a secondary subdivision is obtained based on the aforementioned monitoring method (#1.1), in the monitoring method (#1.1.2), the reference data of the measurement and calculation object includes or is a rated range of the measurement and calculation object, and the judgment of the flight condition of the aircraft based on the joint operation data of the measurement and calculation object and the reference data of the measurement and calculation object is that: and comparing the combined operation data of the measuring and calculating object with the rated range of the measuring and calculating object, and judging the degree of the combined operation data of the measuring and calculating object exceeding the rated range of the measuring and calculating object.

11. Further, a monitoring method (#1.1.3) of a secondary subdivision is obtained based on the aforementioned monitoring method (#1.1) in which: the reference data of the measurement and calculation object comprises or is the safety range of the measurement and calculation object, and the judgment of the flight condition of the aircraft according to the combined operation data of the measurement and calculation object and the reference data of the measurement and calculation object comprises the following steps: and comparing the combined operation data of the measuring and calculating object with the safety range of the measuring and calculating object, and judging the degree of the combined operation data of the measuring and calculating object exceeding the safety range of the measuring and calculating object.

12. Further, a monitoring method (#1.1.4) of the secondary subdivision is obtained based on the aforementioned monitoring method (#1.1), and the monitoring method (#1.1.4) includes any one of the following schemes 12A, 12B:

12A, the measurement and calculation object is the total mass of the aircraft, the reference data is a safety value of the total mass of the aircraft, and the judgment of the flight condition of the aircraft according to the combined operation data of the measurement and calculation object and the reference data of the measurement and calculation object is as follows: judging the degree of the combined operation data of the total mass of the aircraft exceeding the safety value of the total mass of the aircraft;

12B, the measurement and calculation object is the mass of the carried goods, the reference data is the maximum load safety value, and the judgment of the flight condition of the aircraft according to the combined operation data of the measurement and calculation object and the reference data of the measurement and calculation object is as follows: and judging the degree of the combined operation data of the mass of the carried goods exceeding the maximum load safety value.

13. Further, a subdivided monitoring method (#1.2) is obtained based on the aforementioned monitoring method (#1), and this monitoring method (#1.2) includes any one of the following options 13A, 13B:

13A, the measurement and calculation object is a source power parameter, and the data of the mechanical operation parameter included in the parameters required by calculating the combined operation data of the measurement and calculation object is set based on the instruction value; the reference data of the measurement and calculation object comprises a preset value, and the judgment of the flight condition of the aircraft according to the combined operation data of the measurement and calculation object and the reference data of the measurement and calculation object comprises the following steps: comparing the combined operation data of the measuring and calculating object with a preset value of the measuring and calculating object, and judging the degree of the combined operation data of the measuring and calculating object exceeding the preset value;

13B, the measurement and calculation object is a mechanical operation parameter, and the data of the source power parameter included in the parameters required by calculating the combined operation data of the measurement and calculation object is set based on the instruction value; the reference data of the measurement and calculation object comprises a preset value, and the judgment of the flight condition of the aircraft according to the combined operation data of the measurement and calculation object and the reference data of the measurement and calculation object comprises the following steps: and comparing the combined operation data of the measuring and calculating object with the preset value of the measuring and calculating object, and judging the degree of the combined operation data of the measuring and calculating object exceeding the preset value.

14. Further, in the monitoring method (#1), the determining of the flight condition of the aircraft is determining whether the flight condition of the aircraft is abnormal:

14A1, if the judgment result is yes, starting a set flight condition exception handling mechanism;

and/or the presence of a gas in the gas,

and 14A2, outputting and/or saving the judgment result.

15. Further, in the monitoring method (#1), the acquiring of the joint calculation data of the measurement object includes the steps of: calculating the joint calculation data based on the acquired values of the input parameters of the aircraft, wherein the input parameters are parameters required for calculating the joint calculation data.

16. Further, in the monitoring method (#1), when the measurement object is any one of flight parameters other than the total mass of the aircraft, the total mass of the aircraft required for calculating the joint calculation data is calculated based on a rule of a prior flight power balance/is obtained based on the previously performed acquisition method (# 1).

17. Further, in the monitoring method (#1), the parameter involved in the calculation includes a quality of a quality-changing type article.

18. Further, in the monitoring method (#1), a value of the quality type parameter is output and/or saved.

19. Further, in the monitoring method (#1), when the source power parameter is a source power combination type parameter of an energy type, a time of energy accumulation is controlled within one day or within 1 hour or within 30 minutes or within 10 minutes or within one minute or within 30 seconds or within 20 seconds or within 10 seconds or within 5 seconds or within 2 seconds or within 1 second or within 100 millimeters or within 10 milliseconds or within 1 millisecond or within 0.1 millimeter.

20. Further, in the monitoring method (#1), the source power parameter in the regular calculation of the flight power balance/in the correspondence relationship is any one or more of a motor drive parameter and an electric power parameter at a rear end.

21. Further, in the monitoring method (#1), when the source power parameter in the correspondence relationship is a fuel power parameter, the fuel power parameter includes any one or more of a driving power Pr1 of the power system, a fuel consumption rate of the power system and/or a fuel flow rate of the power system, a driving torque Tr1 of the power system, a gas pressure and/or a gas flow rate of the power system, a rotation speed of the power system, a pitch of a variable pitch propeller (such as an airscrew or a rotor or a fan), a thrust T of the power system, and a fuel power parameter of a combination type.

22. Further, in the monitoring method (#1), the flight parameters include total mass of the aircraft, source power parameters, and system operation parameters, and the system operation parameters include mechanical operation parameters and system intrinsic parameters.

23. Further, in the monitoring method (#1), the aircraft is an aircraft in which a main lift force is generated by a fixed wing and/or a fixed body; or the aircraft is a helicopter or a multi-rotor aircraft capable of vertically lifting or a jet backpack.

The fourth technical problem to be solved by the invention is to provide a method for processing data of an aircraft; the processing method can acquire the data of the aircraft through a way except for the measurement of the sensor, and store and/or output the data of the aircraft so as to reflect the current actual flight condition of the aircraft, the past actual flight condition, the predicted (caused by the received control command which is not executed yet) upcoming flight condition and the like; the method can be used for further and widely analyzing and researching the flight safety condition, safety control, flight control and the like of the aircraft.

The purpose of the invention is realized by the following technical scheme:

the present invention provides

24. A method (#1) for processing data of an aircraft, the object to be measured being any one or more of flight parameters, characterized by comprising the steps of: acquiring the combined operation data of the measurement object, wherein the combined operation data is obtained by calculating according to the rule of the flight power balance or is obtained based on the acquisition method (# 1); determining at least one of the source power parameters included in the parameters required by the combined calculation data of the measurement object is set based on an actual value, an actual measurement value or a command value, and/or at least one of the machine operation parameters included in the required parameters is set based on an actual value, an actual measurement value or a command value, and/or at least one of the measurable parameters included in the required parameters is set based on an actual value, an actual measurement value or a command value, and/or at least one of the measured parameters included in the required parameters is set based on an actual value, an actual measurement value or a command value; and outputting and/or saving the joint operation data.

25. Further, in this processing method (#1), it is also necessary to acquire an actual value of the measurement object; and outputting and/or storing the joint operation data and the actual value, and/or outputting and/or storing the difference value of the joint operation data and the actual value.

26. Further, in the processing method (#1), the related data of the measurement and calculation object is output and/or saved to an aircraft control system and/or a human-computer interface of a portable personal consumer electronic product; the correlation data includes at least one of the joint operation data, the actual value, and a difference between the joint operation data and the actual value.

27. Further, in this processing method (#1), the source power parameter in the rule calculation based on the flight power balance is any one or more of a motor drive parameter and an electric power parameter at the rear end.

28. Further, in the processing method (#1), when the source power parameter in the correspondence relationship is a fuel power parameter, the fuel power parameter includes any one or more of a drive power Pr1 of the power system, a fuel consumption rate of the power system and/or a fuel flow rate of the power system, a drive torque Tr1 of the power system, a gas pressure and/or a gas flow rate of the power system, a rotation speed of the power system, a pitch of a variable pitch propeller (such as an airscrew or a rotor or a fan), a thrust T of a combination type of the power system, and a fuel power parameter.

29. Further, in the processing method (#1), the portable personal consumer electronic product includes any one or more of a mobile phone, a smart watch, and a smart band.

The invention also provides

30. A monitoring system of an aircraft is characterized in that a measuring and calculating object is any one of flight parameters of the aircraft, and the monitoring system comprises a judgment parameter acquisition module (1) and a flight condition judgment module (2);

the judgment parameter acquisition module (1) is used for: acquiring the combined operation data of the measuring and calculating object and the reference data of the measuring and calculating object; the combined operation data is calculated based on the rule of the flight power balance/the combined operation data is obtained based on the above obtaining method (# 1);

the flight condition judgment module (2) is used for: judging the flight condition of the aircraft according to the combined operation data of the measuring and calculating object and the reference data of the measuring and calculating object;

preferably, in the monitoring system, the flying condition of the aircraft is judged to be whether the flying condition of the aircraft is abnormal, and the monitoring system further comprises any one or more of a flying condition abnormity processing module (3), an output module (4) and a storage module (5);

the flight condition exception handling module (3) is configured to: if the judgment result is yes, starting a set flight condition exception handling mechanism;

the output module (4) is configured to: outputting a judgment result of the flight condition judgment module (2);

the saving module (5) is used for: and saving the judgment result of the flight condition judgment module (2).

The invention also provides

31. A processing system of data of an aircraft, wherein a measured object is any one or more of flight parameters, the processing system comprises a combined operation data acquisition module (1), and the processing system further comprises an output module (2) and/or a storage module (3):

the measurement and calculation object joint operation data acquisition module (1) is used for: acquiring the combined operation data of the measurement object, wherein the combined operation data is obtained by calculating according to the rule of the flight power balance or is obtained based on the acquisition method (# 1); determining at least one of the parameters required for the combined operation data of the measurement object based on the actual value, the measured value or the command value, and/or at least one of the machine operation parameters included in the required parameters based on the actual value, the measured value or the command value, and/or at least one of the measurable parameters included in the required parameters based on the actual value, the measured value or the command value, and/or at least one of the measured parameters included in the required parameters based on the actual value, the measured value or the command value;

the output module (2) is configured to: outputting the joint operation data;

the saving module (3) is used for: the joint operation data is saved.

The invention also provides a

32. An acquisition system of data of an aircraft, the estimation object being any one or more of the flight parameters of the aircraft, characterized in that the acquisition system is configured to:

acquiring data of input parameters of an aircraft, wherein the input parameters are parameters required for calculating the combined operation data of the measurement and calculation object based on a flight power balance rule, and the combined operation data of the measurement and calculation object is obtained based on the acquired data of the input parameters and the flight power balance rule; the acquisition system also comprises any one or more of the following schemes A1, A2, A3 and A4:

a1, setting at least one kind of data in the source power parameters included in the input parameters based on the actual value, the measured value or the instruction value;

a2, setting at least one kind of data in the machine operation parameters included in the input parameters based on the actual value, the measured value or the instruction value;

a3, at least one data of measurable parameters included in the input parameters is set based on actual values or measured values or command values; preferably, the measurable parameters include a source power parameter and/or a machine operation parameter;

a4, setting at least one data of the parameters to be measured in the input parameters based on the actual value, the measured value or the instruction value; preferably, the parameter to be measured comprises a source power parameter and/or a machine operation parameter.

Drawings

FIG. 1 is a schematic view of a class A aircraft under force during a straight-ahead flight condition;

FIG. 2 is a schematic illustration of a class A aircraft in a stressed condition during a level flight condition;

FIG. 3 is a schematic illustration of a class A aircraft under force conditions during a glide condition;

FIG. 4 is a schematic illustration of a class A aircraft under stress during ground taxi conditions;

FIG. 5 is a schematic illustration of a class A aircraft under force during hover or turn conditions;

FIG. 6 is a schematic diagram of a force condition of a class B aircraft when vertically ascending or hovering;

FIG. 7 is a schematic illustration of a force condition of a class B aircraft flying at a non-zero speed in a horizontal direction;

figure 8 is a schematic diagram of a class B multi-rotor aircraft stressed during vertical ascent or descent or hovering.

Detailed Description

Obviously, the flying of the aircraft can be understood by combining the known technology, and the invention has written description on the directions of the parameters of the aircraft, such as speed, thrust, resistance, lift force, gravity, attack angle and the like; the attached drawings in the invention can also facilitate the understanding of the text content of the invention; if the flight of the aircraft is a flight that is not limited to flat flight (or glide flight or ground taxi or hover or turn), reference may be made to FIG. 1 for easier understanding; if the flight is a flat flight (including a variable speed flat flight and a constant speed flat flight), reference may be made to FIG. 2 for easier understanding; if the flight is a glide flight, reference may be made to FIG. 3 for easier understanding; if the flight is ground taxi (or rollout), reference may be made to FIG. 4 for easier understanding; if the flight is a hover or turn, reference may be made to FIG. 5 for easier understanding;

obviously, the flying of the invention mainly refers to the flying without mechanical connection between the aircraft and the ground facility; for example, the most common flying in air or taxiing on the ground of aircraft (class A) are all those flying in the invention; (class B) aircraft most commonly ascend and descend vertically or hover in the air or fly at non-zero speed in the horizontal direction are all the flights of the present invention; for example, the flight of an aircraft on a test stand is not part of the flight described in the present invention.

The hovering of the B-type aircraft in the invention refers to the static state of the B-type aircraft in the air; unlike the static state on the ground, the B-type aircraft still needs to be in a working state when hovering, and the propeller of the B-type aircraft needs to generate vertical upward thrust to hover.

1. Basic description of flight dynamics, flight control, aerodynamics:

the flight dynamics is the science for researching the motion rule of the aircraft under the action of external force and external moment; aerodynamics, investigating the movement of air and the interaction of air and objects in relation to each other

The relationship among aerodynamics, flight dynamics and flight control: aerodynamics provide the basis for initial analysis and design for flight dynamics and flight control, which provide hysteresis for aerodynamic optimization design; the three are closely related and mutually interpenetrated, and the determination of the airplane configuration is completed through iterative optimization.

2. Basic description of aerodynamics:

aerodynamics is the science of studying the law of motion and its acting force of air when an object moves relative to the air; in relative motion, the force of air acting on an object is called aerodynamic force, which represents the resultant of the distributed forces acting on the outer surface of the object; for an airplane, the aerodynamic force is a main external force and is divided into lift force, resistance force and the like according to different functions of the aerodynamic force on the airplane flying. The principle of aerodynamic force generation is mainly due to the Magnus effect of air and objects.

Fluid continuity equation:

m＝ρ*V₁*A₁＝ρ*V₂*A₂(formulae 2-16)

V₁*A₁＝V₂*A₂V x a (formula 2-17),

bernoulli's equation, where P is the static pressure of gas and the dynamic pressure of gas,

2.14, basic concept of high speed aerodynamics; in physics, the speed of sound

K＝1.4，Rg＝287m²/(s²K), the available speed of sound is at sea level altitude, under standard atmospheric conditions, T₀＝288.16K(15℃)，a₀＝340.26m/s；

2.3.2, calculating the aerodynamic force of the airplane movement:

the aerodynamic forces experienced by an aircraft can be expressed as:

in this formula, l is the length, μ is the viscosity, ρ is the atmospheric density, α, β, γ, δ, and ∈ are corresponding exponential constants, and when the air viscosity and compressibility are not considered, δ ═ ε is 0, α ═ 1, β ═ γ ═ 2, and the fuselage dimension length l is replaced with the reference area S, then:

pneumatic derivative: c_Aero＝C_Aero(α, Ma, Re), (equations 2-48),

the lift force is as follows:

the resistance is as follows:

C_Lis a coefficient of lift, C_DIs a drag coefficient, S is a wing reference area;

total aerodynamic force that fuselage coordinate system aircraft received, including axial force, lateral force, normal force, be:

the body coordinate system aerodynamic moment comprises a rolling moment, a pitching moment and a yawing moment, and is characterized in that:

in the formula, C_x、C_y、C_zIs the aerodynamic coefficient; c_lIs roll moment coefficient, C_mIs the pitching moment coefficient, C_nIs yaw moment coefficient; factors that influence these aerodynamic coefficients include air density, aircraft dimensional parameters, viscosity, acoustic velocity, etc.;

the low-speed air means

The first part of the content: flight performance of the aircraft (class a aircraft):

3.1 part A: flight performance of a class a aircraft: the motion parameters of the airplane in the air are changed along with time and are constant motion;

3.1.1, coordinate system commonly used by airplane; the coordinate system is called as a right-handed rectangular coordinate system.

1) A body coordinate system, a ground coordinate system, an air flow coordinate system (an attack angle α (also called an attack angle), 3 components of aerodynamic force (a lift L, a drag D and a lateral force Y) are defined in the air flow coordinate system), a stable coordinate system, a track coordinate system Ox_ky_kz_kThe origin is the center of mass of the airplane; ox_kThe axis pointing in the direction of the ground speed of the aircraft, Oz_kAxis at Ox_kThe vertical plane of the shaft is directed vertically downwards, Oy_kAxis perpendicular to Ox_kz_kThe plane points to the right, and the pointing direction of the plane accords with the right-hand principle; the definition of coordinate systems and the conversion between the coordinate systems are the basis for building a model of kinematics and dynamics, and each coordinate can be transformed randomly through a mathematical formula;

3.1.2, analyzing the flight angle, wherein the angle of the airplane has an attack angle α and an engine installation angle phi_TFor an engine mounting angle, the axis of the engine and the axis of a machine body form an included angle of 3 degrees, and the axis of an engine tail nozzle forms an included angle of 5 degrees relative to the axis of the engine, wherein the pitch angle theta and the track inclination angle gamma meet the condition that theta is α + gamma, and the attached figure 1 is helpful for understanding the invention, and O-O1 is a horizontal line;

3.1.3, airplane stress analysis:

3.1.3.1, the normal airplane is stressed by gravity G, lift L, resistance D and thrust T; g is the weight of the airplane, m is the weight of the airplane, G is the acceleration of gravity, and the gravity direction is vertical downward;

3.1.3.2, lift L: the lift force direction is perpendicular to the flight speed direction in the plane of symmetry, wherein C_LIs a coefficient of lift, C_LDepending on the aerodynamic configuration (airfoil profile, planform, flap angle, horizontal tail angle) and flight state (altitude, mach number, angle of attack, etc.) of the aircraft, in the small angle of attack range there are: c_L＝C_Lα(α-α0)+C_Li i_t(formulas 3 to 12) in the formula, C_LiFor changes in lift coefficient due to horizontal tail deflection, i_tHorizontal tail deflection, α 0 zero lift angle of attack, C_LαIs the slope of the lift line.

3.1.3.3, resistance:

in general, the resistance is classified into frictional resistance, differential pressure resistance, induced resistance, interference resistance, zero lift resistance, and lift wave resistance according to the cause of the resistance. The resistance can be divided into lift resistance (induced resistance, lift wave resistance) and zero lift wave resistance (frictional resistance, pressure difference resistance and interference resistance) according to whether the resistance is related to the lift force or not;

resistance characteristics: the curve relating the drag coefficient to the lift coefficient is called the lift-drag curve, and this curve can be generally written in the form of a parabola, namely: c_D＝C_D0+C_Di＝C_D0+A C_L ²(formulas 3 to 13)

In the formula, C_DIs a coefficient of resistance, C_D0Is a zero lift coefficient of resistance, C_DiIn order to raise the resistance coefficient, A is the induced resistance factor; the pole curve does not change much at low speed, and the lift-drag ratio is defined as: k ═ L/D ═ C_L/C_D(formulae 3 to 14)

3.1.3.4, thrust: the thrust of the aircraft is provided by a propulsion system (via an engine); as is evident, the thrust is generally aligned with the direction of the axis of the propeller in the propulsion system, pointing in the direction of the force generated by the propeller (generally aerodynamic); when the propeller (e.g. airscrew, rotor, fan, etc.) generates thrust in a rotary manner, the direction of the thrust is naturally in the same direction as the axial direction of the propeller's axis of rotation; when the propeller is an air jet propeller, the direction of the thrust is natural and the thrustThe axial direction of a jet pipe of the feeder; the axis of the stationary propeller is generally aligned with the axis of the aircraft (generally referred to as the axis Ox of the aircraft)_b) The direction is the same or close to the same, and the direction of the thrust can be regarded as the axis of the aircraft (generally referred to as the axis Ox of the aircraft)_b) The directions are the same or close.

3.2, steady linear flight performance: under the standard condition, a dynamic equation of the constant-speed linear flight of the aircraft can be established. If the value is less than a preset value, the value can be ignored, and then: according to newton's law, the force balance equation:

obviously, force F_xAnd acceleration a_xIs in the same direction as the speed V; force F_zAnd acceleration a_zThe direction in the symmetry plane and the vertical plane is vertical to the speed V;

namely:

when the angle of attack is small (less than a preset value), α ≈ 0, sin α ≈ 0, cos α ≈ 1, and the equation can be simplified as:

(formula 3-22)3.2.1, straight fly-ability: (FIG. 2 is helpful in understanding this case; O-O1 is a horizontal line);

constant straight-line level flight: constant-speed horizontal linear flight; also known as constant level fly; the equation can be simplified to determine the kinetic equation of straight-plane flight as follows:

therefore, when the plane flies straight and horizontally, the thrust of the engine is equal to the resistance, the lift force is equal to the gravity, the plane is in a balanced state, and the plane flies in a plane and needs the thrust F_pxThe resistance is actually equal to the head-on resistance when the airplane is in constant-speed straight-line flat flight, namely:

therefore, the thrust required for flat flight is: t is_pxmg/K (formula 3-27), K is the lift-drag ratio;

given the flight conditions (altitude, mach number) when the aircraft mass and polar curve are known, the required thrust can be calculated as follows;

(1) solving C from the normal force equation_L，C_LSatisfies the following conditions: in the formula, the first step is that,

(2) solving for C from polar curves_DAnd a lift-to-drag ratio K;

(3) solving for T through lift-drag ratio K and formula (3-27)_px；

Composition of thrust curve required for flat flight: by the relation: c_Di＝A C_L ²The following can be obtained:

3.2.2, performance of fixed straight rising: FIG. 1 is helpful in understanding the situation; assuming that it is less than a predetermined value,

stationary ascent kinetics equation: t ═ D + mg sin γ, L ═ mg cos γ (equations 3-34)

ΔT＝T_ky-T_pxMg sin gamma (formula 3-35)

3.2.3, alignment and downward sliding performance: the flight of the airplane with the flight path inclined downwards but with small inclination close to a straight line is called glide; FIG. 3 is helpful in understanding the situation; the throttle is usually reduced when sliding down; if the thrust is zero, the gliding is called;

assuming that the steady glide of the airplane is constant-speed linear motion and the glide angle is unchanged, the engine is in a slow-speed state at the moment, and the thrust of the engine is close to zero; the balance equation of the aircraft dynamic force at the moment: l ═ G cos γ, D ═ G sin γ, (equations 3-43)

3.3, endurance and take-off and landing performance of the airplane;

3.3.1, performance analysis in a takeoff stage: aircraft takeoff refers to the process in which the aircraft cabin begins to accelerate off the ground and rise in the air to a safe height at rest. L is lift force, D is resistance force, T is thrust force, G is gravity, N is ground supporting force, and F is ground friction force; when the aircraft is running on 3 points on level ground (fig. 4 helps to understand the situation), the mechanical equilibrium equation of the aircraft at this stage is as follows:

the self-deduction formula: (formulas 3 to 87)

When the airplane is accelerated and ascends, the dynamic model is as follows:

3.3.2, landing stage performance analysis:

3.4, maneuvering characteristics of the aircraft:

a flat flight acceleration and deceleration kinetic model:

3.4.4, spiral:

and normal circling: making uniform circular motion in the horizontal plane, so that gamma is 0, and rewriting the normal inertial force form into R which is the normal spiral radius; FIG. 5 is helpful in understanding the situation;

horizontal direction dynamics:

force balance in the vertical direction:

then there is a normal overload:

calculating normal spiral time and radius by the calculation formula (3-135);

4. chapter iv: static stabilization and control of aircraft:

4.1, longitudinally straightening the force balance and the moment balance of the aircraft: the landing and landing performance of the airplane is determined according to unsteady motion, no matter the airplane runs on the ground or the flying speed changes greatly in the climbing or gliding process; according to chapter 3 analysis, when the line flight of deciding to stabilize, external force and external moment of action on the aircraft should be in balanced state, have promptly:

wherein, is an engine mounting angle;

for straight horizontal flight, the track inclination angle γ is 0, and considering that the attack angle is not too large, and some minor factors are omitted, the above balance equation is expressed by no-cause coefficient, and can be simplified as:

wherein the gravity coefficient

4.1.1, motion form and performance indexes thereof: according to different flight states, the flight performance of the airplane comprises flat flight performance, ascending performance, endurance performance and landing performance; three motion forms of constant level flight, constant rise and constant glide and their performance are discussed here:

and (3) steady and flat flying: when the aircraft flies regularly, dV/dt is 0, d gamma/dt is 0, and gamma is 0; the corresponding equation of motion is:

assuming small enough (less than a preset value), the above equation can be simplified as: t ═ D, L ═ G (equation 4-4)

Steady ascent and glide of the aircraft; when the constant rises, dV/dt is 0, d gamma/dt is 0, and gamma is more than 0; the equation of motion (equation 4-1) can be simplified as:

obviously, the lift force when the fixed straight is raised is smaller than the lift force required when the fixed straight is flat flown, so the resistance D when the fixed straight is raised is smaller than the thrust T required by the fixed straight flat flying_px(ii) a The fixed straight flight time. In consideration of the constant straight rise, in order to realize the constant straight rise, equation (4-5) may be rewritten as follows:

5. chapter 5 equation of motion for rigid body aircraft:

5.1, airplane movement hypothesis: for the earth, assume: neglecting rotation and revolution; disregarding Coriolis accelerations generated by the Earth; ignoring the curvature of the earth; the centrifugal acceleration generated during the flat flight is not considered; the gravity does not change along with the height, and the gravity acceleration g does not change; flight conditions are limited to Ma <3, H <30 km. For an aircraft, assume: neglecting the gyroscopic effect of the engine rotor; neglecting elastic deformation and control surface movement; ignoring the jet effect; ignoring quality variations; the aircraft is regarded as a rigid body, and the mass is a constant;

5.2.1, centroid dynamics: according to Newton's second law, the differential equation of particle relative motion is: and F is ma, wherein m is the total mass of the aircraft, a is the acceleration of the aircraft, and F is the resultant force vector of the external force acting on the center of mass. The linear motion equation system of the aircraft under the action of the resultant external force F is as follows:

in the formula, F_x，F_y，F_zIs the resultant force acting on the body axis, a_x，a_y，a_zThe acceleration of the machine body on three axes, u, v and w are the linear velocity of the machine body relative to the inertial system, and p, q and r are the angular velocity of the machine body relative to the inertial system.

5.2.2 rigid body rotation dynamics: from theoretical mechanics, describing the rotational motion of a rigid body around the center of mass can be expressed by the theorem of moment of momentum, namely: in the formula, h is the moment of momentum of the aircraft to the origin of the coordinate system, and M is the moment of the resultant external force acting on the aircraft to the origin (center of gravity) of the shafting of the machine body.

In a moving coordinate system (a machine body axis coordinate system), the angular motion equation set of the aircraft under the action of the external moment is as follows: in the formula, L, M and N are respectively the projection of the external moment M on the body axis (x, y and z);

5.3, kinematic equation:

5.4, longitudinal and transverse separation of airplane movement:

5.4.1, vertically and horizontally separating the airplane, namely, the general airplane has a symmetrical plane (the appearance and the quality are symmetrical left and right), the airplane reference motion is considered, namely, the airplane is symmetrical and flies straight in a stable and constant way, at the moment, the symmetrical planes of the motion plane and the vertical plane are superposed (β is 0), and the basic motion is deduced that the derivatives of longitudinal pneumatic force and moment to transverse lateral motion parameters in a basic motion state are zero, and the derivatives of the transverse lateral pneumatic force and the moment to longitudinal parameters in the basic motion state are zero;

5.4.2, longitudinal motion equation;

when the value is not larger than a preset value, setting: then:

if the plane makes a steady straight-line flight in the vertical plane,

when the flying aircraft is used for flat flying acceleration and deceleration, gamma is 0, and the flying aircraft comprises the following components:

when the aircraft is used as a plane flight at a constant speed,

the corresponding kinematic equation is:

when the aircraft does not have asymmetric motion (the lateral force, the yaw moment and the roll moment are zero), the sideslip angle, the aileron and the rudder deflection angle are zero, and the lateral and transverse dynamic equation is ignored, and the following steps are included: only the stress condition of the longitudinal symmetry plane is considered: namely, the gravity G, the lift L, the resistance D, the engine thrust T and the pitching resultant moment M of the airplane; force and moment balance equations:

obviously, the above equations 5-34 to 5-39 and 5-130 are obtained when the airplane moves in the vertical plane; as with fig. 1, this may be helpful in understanding; this may be further facilitated when flying flat, as with reference to fig. 2.

The second part of the content: basic techniques for flying (class a) aircraft (i.e. airplane): basic working principle and design point performance specification of an aviation gas turbine engine;

1.1, composition and working process of an aviation gas turbine engine:

1.1.1, turbojet:

1.2, main performance indexes of the aviation gas turbine engine:

1.2.1, thrust: effective propelling force F of turbojet engine system_effThe expression of (a) is:

the first three terms in (equations 1 to 22) are engine non-mounted thrust, denoted by symbol F; the latter two terms are referred to as the additional drag and the differential drag of the outer surface of the engine, respectively.

The non-installation thrust calculation formula of the engine is as follows:

F＝W_gV₉+(p_s9-p_s0)A₉-W_aV₀formula (1-23) wherein W_aIs the engine inlet air flow; w_gIs the engine exhaust gas flow; v₀Is the flying speed; v₉The exhaust velocity of the tail nozzle; p is a radical of_s0Is at atmospheric pressure; p is a radical of_s9The exhaust pressure of the tail nozzle; thrust unit is newton; generally, W can be_gV₉+(p_s9-p_s0)A₉Becomes the total thrust F_g(ii) a Can combine W_aV₀Referred to as press resistance F_DFrom the gas dynamics, it can be known that: w_aV+pA＝p_tAf (λ), the total thrust can be written as:

F_g＝W_gV₉+p_s9A₉-p_s0A₉＝A₉[p_t9f(λ₉)-p_s0]the formula (1-24) is shown,

x for additional resistance_aExpressed, the calculation formula is:

the symbol X for the differential pressure resistance of the outer surface of the engine_pExpressed, the calculation formula is:

2) a mixed exhaust turbofan engine,

Thrust, specific thrust, fuel consumption, thrust-weight ratio/thermal efficiency, propulsion efficiency and total efficiency of the separate exhaust turbofan engine,

Total efficiency, air flow, total pressure ratio, turbine front temperature, fan pressure ratio, bypass ratio, throttle ratio, afterburner outlet temperature, axial compressor and fan, pressure ratio, efficiency, unit working medium compression work L_CAnd power, component performance parameters (including component efficiency, total pressure recovery coefficient; total pressure recovery coefficient for inlet performance parameters), turbine function and performance parameters (expansion ratio, efficiency), turbine cooling effect on turbine characteristics, and combustor and afterburner function and performance parameters (total pressure recovery coefficient, combustion efficiency: pi)_B) All the parameters are defined and can be obtained in the prior artObtaining;

method for controlling the operation and control of the components of an aircraft gas turbine engine (1), controlling the engine speed by controlling the fuel flow, 2, controlling the engine pressure ratio by adjusting the throat area of the nozzle, the pressure ratio being defined as the ratio of the total pressure of the air flow between the turbine outlet section and the fan inlet section (3), and the ratio of the convergent-divergent nozzle area A₉/A₈Controlling; (4) engine acceleration and deceleration control; (5) controlling the starting of the engine; (6) controlling the installation angles of the fan guide vanes and the stator vanes of the air compressor; (7) active control of turbine blade tip clearance; (8) the interstage bleed air control (9) of the compressor and the area control of the inner culvert and the outer culvert changing ducts are carried out; (10) controlling a cooling system; (11) controlling reverse thrust; (12) controlling a vector thrust nozzle; (13) turbine blade temperature limit control; (14) flame detection, automatic ignition and the like; (15) stall/surge protection control; (16) the engine is subjected to overtemperature, overturning and overpressure protection control; ) Are all the prior art;

the control law of the steady state performance of the afterburning booster engine (the maximum state (full booster), the intermediate state (no booster is maximum), the booster throttling and the throttling state (not in a booster area)); for the boosting working state of the boosting engine, besides the oil supply of the main combustion chamber as a control quantity, the oil supply of boosting needs to be increased as another control quantity, so that two control quantities exist, and two controlled parameters can exist correspondingly. In addition to the above selectable rotational speed or temperature as the controlled parameter, the increased controlled parameter may select the afterburner outlet total temperature or the total residual gas coefficient as the controlled parameter in the afterburner state.

3.2.2, control law of double-shaft turbofan engine with large bypass ratio:

5. aircraft gas turbine engine transient state performance:

5.2.2, an equation of motion of a rotor in the process of acceleration and deceleration of an engine:

M_T-M_A-M_K＝J_Zd ω/dt (5-1) where M_TAnd M_KThe torques of the turbine and the compressor are respectively; m_ATorque required to drive the attachment and overcome friction of rotor movement; j. the design is a square_ZIs the rotor moment of inertia; d ω/dt is the angular acceleration.

If using mechanical efficiency η_mIs represented by (1-M)_A/M_T) Then, the above equation is written as:

M₁η_m-M_K＝J_Zdω/dt (5-2)

7. turbine shaft and turboprop engine:

7.4 characteristics of turboshaft and turboprop engines:

1) the main performance parameters of the turboprop (shaft power P, fuel consumption sfc, jet thrust F)₉) For example, the equivalent power P is obtained by converting the propulsive power generated by the jet thrust into the shaft power and the output power which are superposed_eAnd corresponding equivalent fuel consumption sfc_e，V₀To speed of flight, η_BThe efficiency of the propeller; f₉The calculation of (c) is related to the nozzle mounting angle and the engine air intake mode.

P_e＝P+(F₉*V₀)/η_B

sfc_e＝(3600*W_f)/P_e

8. Aeronautical gas turbine engine installation performance:

8.1, concept of engine non-installation performance and installation performance:

8.1.1 of propulsion system

Mounting thrust F_AIs expressed as: f_A＝F_R-X_in-X_NZ (8-10)，

Thrust loss deltaF caused by engine installation is non-installation thrust F and installation thrust F_AThe difference is calculated as follows: Δ F ═ F-F_A＝(F-F_R)-X_in-X_NZ (8-11)，

9. Aircraft/engine performance matching and optimization:

9.1, airplane performance model: the aircraft is generally considered to be a mass point, the mass of all the aircraft is considered to be concentrated on the mass center, and if the forces acting on the aircraft are converged on the mass center and have no moment, the plane described by the momentum theorem can be obtained according to Newton's second lawMass center equation of motion: in the formula, F_AThrust, X is resistance, W is gravity, and Y is lift;

along the moving direction:

along the normal direction:

in the formula, the mass kg of the m plane is the total mass of the aircraft, F_AAvailable thrust (N), α is the angle of attack, theta is the track inclination, and the angle between the engine thrust line and the aircraft axis, the engine thrust line and the engine and engine axis are coincident and are therefore called the engine mount angle, the engine with thrust reverser can be greater than 90 degrees, but in general aircraft, the aircraft angle of attack and the engine mount angle are not large under most flight conditions, so the above two equations can be simplified:

the ratio of lift Y to aircraft gravity is called overload n_f：n_f＝Y/mg (9-6)

The substitution of formula (9-5) can give:

9.2, calculating the performance of each basic flight section of the airplane:

the plane does linear steady motion, so the formulas (9-4) and (9-5) can be simplified into F_A＝X+mg sinθ (9-13)

Y＝mg cosθ (9-14)

1) And constant-speed flat flying: for constant-speed flat flight, the track inclination angle theta is zero, the thrust can be used for overcoming the resistance of the airplane, and the lift force is completely used for balancing the gravity of the airplane;

F_A＝C_xq₀S (9-15)

mg＝C_yq₀S (9-16)

2) climbing or gliding: for simple calculation, one climbing section can be discretized into 5-10 constant-speed climbing sections; on each climb segment: then equation (9-4) can be written as:

F_A＝X+mg sinθ (9-26)

3) maneuvering flight of the aircraft; when flying horizontally, the track inclination angle θ is equal to 0, and the motion equation can be written as:

N＝mg-Y (9-65)

f＝μN＝μ(mg-Y)

mu is a friction coefficient, namely a rolling resistance coefficient f;

10. performance issues during use of an aircraft gas turbine engine;

10.1, important performance indexes: thrust, fuel consumption rate, fuel flow. Except for dedicated flight test benches, on military and civil aircraft, thrust and fuel consumption cannot be directly measured generally, but fuel flow can be measured. Since the magnitude of the engine thrust and fuel consumption is determined by the engine operating process parameters, such as exhaust temperature and pressure, throat area, engine pressure ratio, etc., the engine can estimate the thrust and fuel consumption during takeoff and in flight by measuring these parameters.

10.5, measurement parameters of the performance of the engine and data acquisition criteria:

1) performance monitoring and fault diagnosis: the performance level and the performance attenuation degree of the engine and the gas path parts are analyzed by utilizing the measured aerodynamic thermal parameters of the engine, and faults can be isolated to the related parts of the gas path. The gas path parts comprise a fan, a gas compressor, a combustion chamber, a turbine, a spray pipe and the like. Related systems of the gas path component comprise a high-pressure compressor adjustable stator blade system, a gas discharging system, an aircraft air conditioning gas introducing system, a turbine clearance control system, an anti-icing system and the like. Problems found by data analysis can be further confirmed by hole probing inspection, non-destructive inspection and testing.

2) Mechanical state monitoring and fault diagnosis: the measured vibration data, the lubricant parameters and the results of the detection and analysis of the metal powder contained in the lubricant are used to monitor the health of structural systems of the engine, such as rotor systems, bearings, gears, etc. And can isolate faults to these components;

3) nondestructive testing and testing: special equipment for resisting detection, such as hole detection, eddy current, isotope photography, ultrasonic wave, magnetic flaw detection, liquid penetration inspection and the like.

10.8, monitoring engine performance and diagnosing faults: process of engine performance monitoring and fault diagnosis: according to the measured parameters recorded when the engine is in a stable working state, the estimated value of the performance parameter change of the gas path component (or unit body), namely the performance change trend, is obtained by utilizing various data processing algorithms; despite the diversity of algorithms, it is essential to monitor and analyze aerodynamic thermal parameters, collectively referred to as gas path analysis methods (GPA). Common performance-related failures include: the efficiency and/or flow capacity of the fan, booster stage, high pressure compressor is reduced; a decrease in high or low pressure turbine efficiency; high or low pressure turbine nozzle area variation; the adjustable stator blade VSV of the high-pressure compressor is abnormally closed or opened; the VBV of the adjustable deflation valve is abnormally closed or opened; the air-bleed quantity of the air-conditioning system of the airplane from the air compressor is abnormal; the bleed air volumes of the compressors used in the high-pressure and low-pressure turbine clearance control systems are abnormal; and the transition state air-bleed valve TBV is abnormally closed or opened, and the like. In addition, there are sensors, measurement systems, or measurement parameters that are incorrect due to system failure. The usual methods include: overrun monitoring, parameter comparison, trend analysis, fault diagnosis of gas path components and related systems thereof, engine management and performance queuing of the fleet, and the like. Performance monitoring requires attention to both short-term and long-term trends in engine parameter deviations. Changes in parameter deviations in the short term are indicative of engine failure, and changes in long term deviations typically reflect engine performance degradation. 10.8.1, overrun monitoring: checking whether the measured engine parameter exceeds a prescribed threshold, thereby monitoring whether the engine is healthy;

10.8.2, parameter comparison: comparing the difference and the variation trend of the same-name parameters of each engine recorded at the same moment in flight, and quickly finding out the engine with abnormal work;

at present, an exhaust gas temperature margin EGTM or an atmospheric temperature limit OATL is widely adopted as a key parameter for takeoff monitoring; because engine health can significantly affect exhaust gas temperature margin EGTM, exhaust gas temperature margin EGTM is decreased because efficiency degradation due to engine component performance degradation or component failure will result in increased exhaust gas temperature EGT; in determining the takeoff performance monitoring parameter EGTM, takeoff conditions must be specified, including engine power conditions, flight Mach number Ma₀Airport altitude H, outside atmospheric temperature OAT, bleed air status. Methods of monitoring the exhaust gas temperature margin EGTM include overrun monitoring and trend graph monitoring.

10.8.5, fault diagnosis of gas path components: the existence of the engine fault can be preliminarily judged through the fingerprint map, but the engine state is only qualitatively evaluated. In order to quantitatively judge the efficiency and the circulation capacity of engine components and isolate faults to a unit body, an extended performance monitoring system and an advanced fault diagnosis algorithm are required to intelligently judge the faults of the engine.

Short term unit body performance analysis reports: the short-term reports include a trend graph of the efficiency EFT and the flow capacity (F/C) over time for 5 rotating parts (i.e. the FAN FAN, the low-pressure compressor LPC, the high-pressure compressor HPC, the high-pressure turbine HPT and the low-pressure turbine LPT), the flow capacity of the high-pressure and low-pressure turbine parts being modified by the area A of the outlet of the guide vane₄And A₅And (4) showing. The cell body performance degradation can cause problems with reduced efficiency of these components, reduced flow capacity of the compression components, and increased turbine nozzle exit area. The trend graph can directly indicate the unit body with fault and the severity of the fault, and has fault diagnosis capability.

10.8.6, algorithm for haplotype performance analysis: the mainstream algorithm is divided into three types: the method comprises a small deviation fault equation method based on a linear model, a method based on a nonlinear model and a method based on artificial intelligence.

Diagnosis method based on linear model: when the engine stably works under the known flying height, Mach number and throttle state, the following linear relation formula is satisfied between the measurement parameters and the component performance parameters: z ═ H_EX_E+H_SX_S+ θ (10-6), where Z is the vector of changes in the measured parameter.

A non-linear model based diagnostic method; considering that strong nonlinearity exists in the engine performance, diagnosis based on a nonlinear model is carried out at the same time; for a real engine, the actual component performance X at run time can be considered as an input, while the output is the measured parameter Z measured. The nonlinear model calculation of the engine is that the flight altitude, the flight Mach number, the position of an accelerator, the extraction of the bleed air and the power of the airplane are consistent with the actual values of the engine in operation, the calculated values of the performance estimation values of the input components and the output measurement parameters can be known from the graphs 10 to 17,the component performance estimation value is an initial characteristic value X of the component⁰And the amount of change Δ X in the component characteristics. Comparing the calculated value and the measured value of the measured parameter, selecting the following objective function: in the formula, m is the number of measurement parameters; σ is the standard deviation of the measured parameter.

And (3) developing a fault diagnosis algorithm of the gas path component: fault diagnosis based on support vector machine, fusion diagnosis technology and data mining technology.

The third part of the content: calculating the motion aerodynamic force of the B-type aircraft, and the flight performance of the B-type aircraft: 1. b-type aircraft stress analysis:

1.1, gravity G; the B type aircraft is stressed by gravity G, resistance D and thrust T; g is the gravity G which is mg, m is the total mass of the B type aircraft, G is the gravity acceleration, and the gravity direction is vertical downward;

1.2, thrust: the thrust of a class B aircraft is provided by the propulsion system (via the engine), and it is apparent that the thrust is generally aligned with the direction of the axis of the propeller in the propulsion system, pointing in the direction of the force (generally aerodynamic) generated by the propeller; when the propeller (e.g. rotor, fan, etc.) generates thrust in a rotating manner, the direction of the thrust is naturally in the same direction as the axial direction of the rotation axis of the propeller; the thrust of a helicopter is generally generated by a rotor driven by a turboshaft engine; the thrust of a multi-rotor aircraft is generally generated by a plurality of fixed-pitch rotors (or fans), which are generally driven by electric motors; for example, in an air jet backpack, when the propeller is an air jet propeller, the direction of the thrust is naturally the axial direction of the airflow blown out by the nozzle of the propeller;

the motion direction (i.e. the direction of speed) V of a class B aircraft is generally determined by a combination of thrust, gravity and drag experienced by the aircraft; i.e., the direction of the velocity) V is not solely determined by the direction of the thrust T;

lift force H: in order to avoid confusion with the lift of the type A aircraft, the lift of the type B aircraft can be represented by H, and when the type B aircraft has no other lift generating device except the type B propeller, the lift H is obtained by calculating the thrust based on the type B propeller; when the thrust T is vertically upward (at this time, the class B aircraft is usually in a vertical lift or hover state), as shown in fig. 6, an included angle θ between the thrust T and the vertically upward direction (oz line) is zero; the lift force H is T cos theta is T; when the thrust T is not vertically upward (at this time, the class B aircraft is usually in a state of flying at a non-zero speed in the horizontal direction), as shown in fig. 7, the angle between the thrust T and the vertically upward direction (oz line) is θ; h ═ T × cos θ (formula 3-1);

1.3, resistance:

the resistance can be simply divided into the resistance D produced by the propeller B according to the reason of production_TResistance D3 generated by the aircraft moving in the air, etc.;

when the propeller B (especially a rotor wing of a helicopter or a multi-rotor aircraft) works, the resistance is easily generated by the downwash airflow while the thrust is generated; resistance D produced by propeller B_TTypically related to parameters of the propeller type B (e.g. thrust L, speed of rotation n5 of the rotor, etc.); to simplify the calculation, the resistance D generated by the propeller of type B can be used_TThe resistance is divided into two directions, one is D1, and the other is D2; d1 is the component of resistance produced by the propeller of type B in the horizontal direction, D1 is the opposite of the horizontal component of velocity; d2 is the component of the resistance generated by the propeller type B in the vertical direction, D2 is in the same direction as gravity;

D_T＝T*C_T(formula 3-2), C_TThe resistance coefficient of the resistance generated by the propeller B, and T is thrust;

D1＝T*C_D1(formula 3-3), C_D1Coefficient of resistance in the horizontal direction for the resistance produced by a propeller of type B, C_D1Not only can be independently arranged, but also can be arranged: c_D1＝sinθ*C_TT is thrust, and theta is an included angle between the thrust T and the vertical upward direction (oz line);

D2＝T*C_D2(formula 3-4), C_D2Coefficient of resistance in the vertical direction for the resistance produced by a propeller of type B, C_D2Not only can be independently arranged, but also can be arranged: c_D2＝cosθ*C_TT is thrust, and theta is an included angle between the thrust T and the vertical upward direction (oz line);

the resistance D3 generated by the aircraft moving in the air refers to the resistance generated by the air in the environment when the B-type aircraft moves in the air; the resistance generated by the movement of the aircraft in the air can also be divided into friction resistance, pressure difference resistance, interference resistance and the like;

the resistance D3 generated by the aircraft moving in the air is generally related to parameters such as the moving speed, the moving direction, the local wind speed, the local air density and the like; drag D3 is the force resisting the motion of the class B vehicle, and its direction is constantly opposite to the direction of motion (i.e., velocity V); formula for calculating resistance D3: c_D3Is the drag coefficient of B-type aircraft moving in the air, rho is the air density, V is the speed, S_BS is the windward area of the B-type aircraft; coefficient of resistance C_D3Windward area S_BThe S is determined by the self structure of the B type aircraft, because the B type aircraft can move in any direction of front, back, left, right, up and down, the included angle gamma between the speed V and the horizontal plane, the included angle theta between the thrust T and the vertical upward direction (oz line) and the inclination angle of the aircraft body relative to the horizontal plane can be different; so that the coefficient of resistance C is obtained in different states of motion_D3Corresponding preset values are required to be taken for the windward area S so as to improve the calculation accuracy;

the stress condition during vertical lifting or suspension is considered firstly: when the vertical lifting is carried out: γ is 90 °, sin γ is 1, D3sin γ is D3; when the vertical descending: γ 270 °, sin γ -1, D3sin γ -D3;

when the class B aircraft ascends or descends vertically (as shown in fig. 6): θ is 0, D1 is 0, a_x0; no movement in the horizontal direction; the equilibrium formula for the forces in the vertical direction is:

when the type B aircraft ascends vertically at a constant speed or descends vertically at a constant speed (as shown in FIG. 6): θ is 0, D1 is 0, a_x0; no movement in the horizontal direction; the equilibrium formula for the forces in the vertical direction is:

(T-D2) -mg-D3sin γ ═ 0; (formula 4-2);

because the vertical lifting speed of the type B aircraft is usually not high, the resistance D3 generated by the aircraft moving in the air is usually negligible, namely, the following can be directly set: d3sin γ ═ 0;

that is, the vertical ascent or descent (equation 3-1) of the class B aircraft may be changed to:

that is, the uniform vertical ascending or descending speed of the B-type aircraft (formula 3-1) can be changed into: (T-D2) -mg ═ 0; (formula 4-2A); the formula is also a force balance formula when the B-type aircraft suspends;

the stress condition of the B-type aircraft is complex, and for the convenience of understanding and description, as shown in FIG. 7, o is the centroid of the B-type aircraft, ox is a horizontal line passing through the centroid, and oz is a line passing through the centroid and vertically upward from the horizontal plane; the included angle between the thrust T and oz is theta; the included angle between the speed V and the horizontal plane is gamma; meanwhile, the ox is coincided with the movement component of the flying motion (namely the speed) of the B-type aircraft in the horizontal direction, namely the component of the speed direction of the ox pointing to the B-type aircraft in the horizontal direction; of course, the user is allowed to arbitrarily define other coordinate systems.

In combination with the above calculation methods, all the calculation formulas (T-D2) can be used in the present invention (T (1-C)_D2) Replacement); all the calculation formulas (T cos theta-D2) can be replaced by (T cos theta (1-CT)); all the calculation formulas (T sin theta-D1) can be used in the invention (T sin theta (1-C)_T) Replacement); when the class B aircraft is in C_T、C_D1、C_D2When any coefficient is smaller (smaller than a corresponding preset value), the coefficient can be directly set to be 0; for example: if C is present_D2When the value is 0, the following are also true: t ═ T (1-C)_D2) ); if D is_TWhen any one of the resistances D1 and D2 is smaller than the corresponding preset value, the resistance can be set to be zero.

Basic techniques for the flight of aircraft (i.e. class B aircraft): basic working principle and design point performance specification of an aviation gas turbine engine;

rotor and propeller: the chord lines of the rotor and propeller blades are at an angle, called the blade angle, to the plane of rotation. The angle between the relative air flow velocity and the chord line of the blade is called the angle of attack, and in order to obtain high paddle efficiency, a suitable angle of attack between the blade and the relative air flow velocity needs to be maintained. The blade angle varies with the blade height, and the blade tangential velocity increases closer to the blade tip, and the blade angle decreases, and the blade angle at a blade height of 75% is generally defined as the blade angle of the entire propeller. The distance of the spiral formed by one blade rotating one circle is called the pitch. The larger the angle of the paddle is, the larger the pitch is, and when the angle with the rotating plane is 0, the pitch is also 0; the pitch of the pitch, which is the pitch of the helix formed by the rotation of the blades, is divided into a geometric pitch and an effective pitch. The geometric pitch refers to the distance that the rotor of a helicopter moves upwards in an incompressible medium when the B-type aircraft rotates once. The effective pitch refers to the actual distance of the B-type aircraft moving upwards after the paddle rotates for one circle. The difference between the two is called slip caused by the slip flow effect, and the slip reflects the degree of compression of the air flowing by the blades. The larger the pitch is, the longer the distance that the B-type aircraft advances when the paddle rotates for one circle is. The pitch is constant, the higher the rotating speed is, and the longer the advancing distance of the B-type aircraft in unit time is. If the slipstream and the flying speed are kept unchanged, and the rotating speed of the propeller is unchanged, the control (air) mass discharged by the propeller in unit time is increased along with the increase of the blade angle, and the thrust of the propeller is increased; if the blade angle is not changed, as the propeller speed increases, the control (air) mass discharged by the propeller per unit time increases, and the propeller thrust also increases. The rotor and the propeller can be divided into two types of fixed pitch propeller and variable pitch propeller, namely, the two types of variable pitch propeller and constant pitch propeller.

5. Important performance indexes of the engine are as follows: thrust, fuel consumption rate, fuel flow. Except for a special flight test bed, on a military and civil class B aircraft, the thrust and the fuel consumption can not be directly measured generally, but the fuel flow can be measured. Since the magnitude of the engine thrust and fuel consumption is determined by the engine operating process parameters, such as exhaust temperature and pressure, throat area, engine pressure ratio, etc., the engine can estimate the thrust and fuel consumption during takeoff and in flight by measuring these parameters.

Statement 1 in particular: the method for acquiring the value of any flight parameter and the method for identifying the operating condition of the power device in all the embodiments provided by the invention can be carried out by adopting the methods; but of course also with reference to other prior known techniques.

And the fourth part is as follows: analysis, research, refinement of the intrinsic characteristics of the data for various common flight parameters, aircraft;

1. basic description:

in the present invention, data is a value, and data is equivalent to a value; for example: the combined operation data is equal to the combined operation data, the measured value is equal to the measured data, the instruction value is equal to the instruction data, the preset data is a preset value, the system preset data is a system preset value, the artificial preset data is an artificial preset value, the system default data is a system default value, the fuzzy algorithm data is a fuzzy algorithm value, the historical record data is a historical record value, the historical data is a historical value, and the like; obviously, in the present invention, the direct combination of a plurality of known names is equivalent to the connection of the words of the plurality of known names plus one, such as: measured data, i.e., measured data, preset data, i.e., preset data, and the like; the meaning of a direct combination of a non-known noun and a known noun is equivalent to the meaning of a connection of the non-known noun and the word "one" plus "from the known noun, for example: joint operation data, i.e., joint operation data (i.e., data obtained through joint operation), a power transmission state, i.e., a state of power transmission, and the like; by analogy, all noun understandings can be inferred by reference to this approach.

In the invention, the calculation rule, namely the rule, can also be called as the corresponding relation; in the present invention, according to the equivalence is based on (i.e. through or past); setting data a according to data B or setting data a based on data B may be either: setting data B as data a directly, setting data B as data a through some additional processing (e.g., adding some offset value, multiplying by some coefficient), etc.; in the present invention, the certain data a is set based on the data B, and includes any of the following cases: the data A is data B, and the data A is the result of the data B after some additional processing (such as adding with a certain deviation value and multiplying with a certain coefficient) and the like; the approach of A and B in the invention means that the absolute value of the difference value of A and B is smaller than a preset value, and when the parameter types of A and B are different, the size of the preset value is also different, and the size of the preset value can be reasonably adjusted by a system.

Analytical study of data: the data (i.e., values of parameters) described in the present invention typically have a variety of attributes, such as time attributes, acquisition routes, value ranges, etc.; the time of data (or value of a parameter), which generally refers to the time of generation (or generation) of the data (or value of a parameter), not the time of value;

distinguished from the time attribute, data (or values of parameters) can be divided into current data (or current values), historical data (or historical values), and predicted data (i.e., predicted values, i.e., data predicted forward based on a certain time point, i.e., future values); colloquially, current data (or current value), i.e. data (value) that is generated at the present, rightful moment, may also be understood as real-time data (real-time value), current data (or current value) being data indicative of the current state; history data (or history values) refers to data generated at a past point in time that has been generated;

distinguished from the time attribute, data (or values of parameters) can be divided into current data (i.e., current values), historical data (i.e., historical values), and predicted data (i.e., predicted values, i.e., data predicted from a time point forward, i.e., future values); the current data (or current value), i.e. the data (value) that is generated at the present time, rightfully, may also be understood as real-time data (real-time value), the current data (or current value) being data indicating the current state; when the description is not limited, the current value is also the real-time value; the history data (or history value) refers to data generated at a past time point; the time of data (or the value of a parameter), preferably refers to the generation (or generation) time of the data (or the value of a parameter), and not to the value time;

the data (or the value of the parameter) can be divided into actual measurement data (or an actual measurement value), preset data (or a preset value) and combined operation data (or combined operation data) according to the difference from the acquisition path;

the method is distinguished from an acquisition way, and data (or parameter values) can be divided into actual measurement, setting and combined operation; the measured value may be referred to as measured data (or measured value), the set data may be referred to as set data (or set value), and the data obtained by the joint operation (i.e., the data obtained by the rule calculation based on the flight power balance) may be referred to as joint operation data (or joint operation data); the setting data (or setting value) can be divided into system setting data and manual setting data; the system setting data is also the data which is not set manually.

Integrating the time and the attributes of the acquisition path, the data (or values of the parameters) can be further divided into: current actual measurement data (or actual measurement value), current joint calculation data (or joint calculation data), current setting data (or setting value), past actual measurement data (or actual measurement value), past preset data (or preset value), past joint calculation data (or joint calculation data), and the like; the past joint operation data (or joint operation data) is also the joint operation data (or joint operation data) which is prior in time;

as understood by those skilled in the art or by common general knowledge: in practical applications (e.g., security monitoring), current measured data (or measured values) and current joint operation data (or joint operation data) are common; it is rare that the current setting data (one data is currently set by a machine or a human) is used for the current practical application; the setting data generally refers to set data (e.g., data that has been set by a system, data that has been set manually); except for explicit limitation (for example, limited to "current" setting data), when there is no limitation, the setting in the present invention refers to the set, i.e. preset, and the setting data is the set data, i.e. preset data (i.e. preset value); in the present invention, the past measured values, the past set values, and the past joint calculation data all belong to the set data, that is, the preset data, for the current application.

As is known to those skilled in the art, or as may be understood based on the teachings herein: the actual value and the actual value are different concepts; the true value is usually a natural, true value of a certain attribute of a certain parameter; for example, the empty mass m0 of a certain aircraft is 1500KG, the mass of the carried goods is 200KG (for example, 150KG for people, 50KG for goods), and the real value of the total mass of the aircraft is 1700KG when the other masses are assumed to be zero; if at some point the actual value of the total mass of the aircraft is set (e.g., manually entered, or a regular calculation based on the dynamic balance of the flight is performed), which is likely to be set to 1680KG due to understandable errors, accuracy, etc., then the 1680KG may be considered as the actual value (but not the actual value) of the total mass of the aircraft at the time of the setting; the actual value is used as data which can be actually operated, and the size of the actual value naturally relates to various factors such as setting time, setting mode, setting precision and the like of the parameter; in the absence of a limiting statement, the actual value of a parameter in this context means a value that is close to or equal to the actual value at which the parameter is set; for example, when the actual value is set according to the preset value, the actual value is also the actual value of the parameter when the actual value is preset; for example, when the actual value of the parameter is set according to the default value of the system among the preset values, the actual value is also the actual value (i.e. the calibration value) of the parameter in the default (usually, the standard state) of the system; for example, when the setting manner of the actual value is set based on the learning manner, the actual value is also the actual value at the time of learning (i.e., the learned value); if there is no limitation, the actual value refers to an actual value of a current state of an acquisition time when the parameter is acquired in a certain practical application (for example, any one of the acquisition measuring and calculating method, the monitoring method or the processing method in the present invention), that is, the current value of the parameter. In the present invention, when there is no limitation, the current or present time refers to an acquisition time for acquiring a value of an input parameter in a certain practical application (for example, in any one of the acquisition measuring and calculating method, the monitoring method, or the processing method in the present invention); in the invention, when no limitation is given, the actual value of the parameter is the current actual value of the parameter; unless otherwise specified, the current value of a parameter is also the current actual value of the parameter.

The preset data (or preset value) can be further divided into system preset data (or system preset value), manual preset data (or manual preset value) and instruction data (or instruction value); the manual preset data (or manual preset value) may also be referred to as manual input data (or manual input value);

distinguished from the value range, data (or values of parameters) can be divided into a maximum value (i.e., an upper limit value), a minimum value (i.e., a lower limit value), an intermediate value, or a central value;

the data can be divided into common data, actual data (namely actual values), instruction data (or instruction values), reasonable ranges (including reasonable values), safe ranges (safe values), special meaning values, simulation data (or simulation values) and the like according to the special properties of the data; since the instruction data (or instruction value) has a special meaning in terms of security, it is also allowed to be classified from the preset data as an independent data type; a value of a particular significance that has been set; for example, a value that can make the noise suppression effect good, a value that can make the oscillation suppression effect good, an optimum value that can make low energy consumption operation, a value that can make the speed of the aircraft avoid the multiple of the positive integer of the sound velocity; the positive integer may be 1, or may be 2, 3, 4, or 5 or another positive integer.

Integrating the time and the attributes of the acquisition path, the data (or values of the parameters) can be further divided into: current actual measurement data (or actual measurement value), current preset data (or preset value), current joint calculation data (or joint calculation data), past actual measurement data (or actual measurement value), past preset data (or preset value), past joint calculation data (or joint calculation data), and the like; the past joint operation data (or joint operation data) is also the joint operation data (or joint operation data) which is prior in time;

the measured data (or measured value) is relatively easy to understand and refers to a value measured based on a sensor (hardware facility, instrument, etc.); in the invention, actual measurement, namely detection, refers to measurement based on a sensor (comprising hardware facilities, instruments and the like); such as fuel quality values measured by a fuel gauge, such as aircraft speed measured by a speed measuring instrument, acceleration measured by an acceleration sensor, such as angle of attack, road grade measured by an inclinometer, etc.; the actual measurement deduction value also belongs to an actual measurement value; actually measuring the estimated value, and further estimating the obtained value according to a certain actually measured value; the measured estimate is typically used for the estimation of fuel mass: as the value of the fuel mass mf2 of the history point is known, the value of the consumed fuel mass mf1 or the remaining fuel mass mf0 is estimated from the number of kilometers traveled after the history point and the fuel consumption amount per kilometer; the position and velocity values measured based on the information of the satellite navigation system (such as the Beidou or the GPS) also belong to measured values, and the information of the satellite navigation system (such as the Beidou or the GPS) can understand radio positioning and measurement information.

Command data (or command values or commands), also called command preset data (or command preset values), control command data (or command values) which are data of mechanical operating parameters (in particular speed and/or acceleration) and/or source power parameters (in particular thrust or therein) of the aircraft, target data (or target values) for controlling mechanical operating parameters (in particular speed and/or acceleration) and/or source power parameters (in particular thrust or therein) and the like of the aircraft; if the current speed is 100KM/H, when the system sends out instruction data (or instruction value) of 200KM/H speed, the aircraft needs an acceleration process to reach the target speed;

the simulated values may also be referred to as virtual guesses; the numerical value obtained by virtual calculation according to a computer or a network system can simulate/simulate the operation of an aircraft;

the learning value of the current operation generally refers to a numerical value based on the acquired joint operation data performed when the set condition is satisfied in the current operation flow;

historical values, typically values that have been learned by going through; the historical record values comprise original historical record values, actual historical record values, historical record associated factor values and the like, and the specific forming mode is described later;

a fuzzy algorithm value refers to a value obtained by a set fuzzy algorithm rule (see the following content for details);

the system default data (or system default values) is the simplest data setting mode, and obviously, the system default (accurate) data (or values); system default data (or system defaults) may include factory defaults, modified or adjusted defaults; the factory default value is also a default numerical value and an original numerical value when the product is delivered; typically, system defaults may be more widely applied than factory defaults;

manually preset data (or manually preset values) which are values set by aircraft operators on site according to actual conditions;

in the invention, any scheme or data can be equivalently replaced into other technical schemes; in the invention, any formula can be deformed at will, any parameter in the formula is moved to the left side of the equal sign of the formula to be used as a target parameter, and other parameters are equivalently moved to the right side to calculate the target parameter;

from the analysis on the feasibility of the measurement of the parameters, the invention divides the parameters into measurable parameters and unmeasurable parameters; measurable parameters, generally meaning that the value of the parameter is obtainable from measured approaches during operation of the aircraft; generally, for example, speed, source power parameters, acceleration, mass of the variable-mass item (in particular the mass of the fuel therein) are all measurable parameters; the invention is that the unmeasured parameter, namely unmeasured parameter, usually mean the value of the parameter can't be measured and obtained in the aircraft operation way; most of the system intrinsic parameters during the flight of the aircraft, such as the unloaded mass m0, the efficiency coefficient, the rolling resistance coefficient, the comprehensive transmission ratio im, the driving wheel radius R1 (which can also be represented by R), the gravity acceleration g, the friction resistance coefficient is not generally provided with a special sensor for measurement, and therefore is usually an undetectable parameter in operation; the measurable mode is that a sensor for measuring the parameter is arranged on the aircraft implementing the technical scheme provided by the invention, and the aircraft can obtain the measurement result of the parameter based on the sensor in flight; correspondingly, non-measurable means that no sensor is provided on the aircraft to measure the parameter and/or that no measurement of the parameter can be obtained based on the sensor; the classification basis of measurable and unmeasurable is based on a specific aircraft and is based on whether the aircraft can be measured in flight or not; such as parameters of the same type in physical nature, measurable in some aircraft, and possibly not measurable in another aircraft; for example, the thrust of an aircraft may be measured on a ground facility or dedicated test stand, but not directly in flight; and only based on other non-thrust source power parameters.

The invention also provides another technical scheme for identifying the parameter types, which comprises the following steps: if the allowable variation of the size of a certain parameter (such as an estimation object/or an input parameter) in flight is larger than a preset threshold value, the parameter (the estimation object/or the input parameter) is a class A parameter (the estimation object/or the input parameter); this threshold may be referred to as a first contrast threshold; if the variation of the parameter (the measurement object/input parameter) in flight is less than or equal to a preset threshold (namely, a first comparison threshold), the parameter (the measurement object/input parameter) is a class B parameter (the measurement object/input parameter); the allowable variation is used for measuring the fluctuation degree of the parameter in flight, and the larger the allowable variation is, the larger the fluctuation of the parameter in flight is; class a parameters may also be referred to as amplitude (i.e., magnitude) variable parameters, and class B parameters may also be referred to as amplitude fixed parameters; for example, the preset first contrast threshold may be generally set to 0.1 (of course, the preset first contrast threshold may also be preset to other values, such as 0.3); naturally, the allowable variation of the parameter and the corresponding preset first contrast threshold may be different if the types of the parameter are different; the allowable variation may be implemented in various ways, for example, the allowable variation is a ratio of a difference between a maximum absolute value (i.e., a maximum value of the absolute values) and a minimum absolute value (i.e., a minimum value of the absolute values) of the parameter and the maximum absolute value, the allowable variation may also be referred to as a first variation, and the threshold may be referred to as a first comparison threshold; the allowable variation may also be measured in other manners, for example, the allowable variation is a ratio of a maximum value to a minimum value of the parameter, and then the corresponding first comparison threshold needs to be set and adjusted; the allowable variation and the preset first comparison threshold can be known based on a preset value;

analyzing in a practical sense, the class a parameters are also parameters to be measured, i.e. the actual values of the parameters can only be obtained by actual measurement; the parameter to be measured in the invention refers to a parameter which is not preset and cannot be normally used, namely the current value of the parameter cannot be obtained in a preset mode, and the difference value between the value of the parameter obtained based on presetting and the current value of the parameter exceeds a preset reasonable (or specified) range at a certain moment when the aircraft normally works; generally speaking, for example, the source power parameters, the speed, the longitudinal acceleration, the wind resistance fw, the mass of the variable-mass item (in particular the mass of the fuel therein) are all the parameters to be measured; the parameter to be measured can also be understood as a variable parameter, and when the aircraft works normally, the absolute value of the difference value between the maximum value and the minimum value of the parameter is out of a preset range; the preset range can be adjusted by a user or a manufacturer, namely the manufacturer or the user can freely select the number of the parameters to be measured, and the more the parameters to be measured, the higher the acquisition precision of the parameters is; the more parameters can be preset, the cost can be reduced; generally, the parameter to be measured and the value of the measurable parameter are obtained based on the measured values of the sensors.

The type B parameters are also parameters which can be preset, namely the actual values of the parameters can be obtained by actual measurement and can also be obtained based on a preset mode; the parameter can be preset, namely when the aircraft normally works, the absolute value of the difference value between the maximum value and the minimum value of the parameter is within a preset range, namely the difference value between the value of the parameter obtained based on presetting and the current value of the parameter is within a preset reasonable (or specified) range, namely the value of the parameter obtained based on presetting can be used for describing the real condition of the parameter; for example, the no-load mass m0, the efficiency coefficient, the rolling resistance coefficient, the comprehensive transmission ratio im, the gravity acceleration, the tire radius and the like belong to the preset parameters; generally speaking, the value of the pre-settable parameter can be set based on a preset value, which is typically a calibrated value; if the efficiency coefficient is the efficiency coefficient, the calibration value can be a factory preset value of the aircraft; the calibration values of the gravity acceleration, the tire radius and the like are equal to the preset values of the aircraft when the aircraft leaves the factory; the calibrated value of the rolling resistance coefficient is equal to the theoretical value of the tyre of the type on the preset type of road surface (cement road, asphalt road, etc.). The calibration value may be a fixed value or a variable function value, such as the efficiency coefficient mentioned above, which is a function that gradually decreases with the total time of flight and/or the total distance of flight.

The inventor is a common and implementable scheme in the file of the previous version in the inventive concept; for example, the machine operation parameters (the road surface gradient) are obtained through actual measurement, for example, the air density p0 is obtained through presetting; according to the two newly-added technical schemes, the road surface gradient can be set as a preset parameter in certain types of aircrafts to reduce the cost, for example, the preset value of the road surface gradient of the road is read through preset map data and position information; for example, the air density p0 can be used as a measurable parameter in another model of aircraft to improve the accuracy of the measurement of the wind resistance fw in your different altitude or air temperature environment; therefore, the new scheme is beneficial to further rule calculation based on the flight power balance to realize better monitoring performance or cost.

Flight parameters: it is obvious that all parameters influencing the flight state and/or all parameters relating to the operation of the aircraft and/or all parameters relating to the flight environment, may be referred to simply as flight parameters; the source power parameters, the quality type parameters and the system operation parameters (including mechanical operation parameters and system intrinsic parameters) belong to flight parameters; a parameter herein does not refer to a single parameter, but may be a plurality of parameters or a set of parameters; herein, the system operation parameter is also called system operation parameter group; reading data of a flight control system through an interface connected with the flight control system of the aircraft, and acquiring values of a plurality of flight parameters; other parameters which are not exemplified in the invention can be classified according to parameter dereferencing approaches and technical characteristics.

Parameters of the aircraft: the parameters which can represent or calculate the force or torque or power for driving the aircraft to run are source power parameters; the force refers to the force developed by the power system (i.e., propulsion system); the torque refers to the torque developed by the powertrain (i.e., propulsion system); the power refers to the power developed by the power system (i.e., propulsion system); source power may also be referred to as power for short; source power parameters, namely power parameters; the force formed by the power system (i.e. propulsion system) refers to thrust and/or lift (lift when running in the vertical direction, thrust when running in the horizontal direction, and the balance of the resultant force of the thrust and the lift); the pushing force may also be referred to as a pulling force; forming may be understood as generating; (ii) a (ii) a The thrust is generally the thrust generated by the propulsion system (or power system) of the aircraft, and may also be referred to as the thrust of the aircraft, which is mainly generated by the engines of the aircraft; because the thrust is one of the source power parameters, for the convenience of identification, other source power parameters which are not the thrust are called non-thrust source power parameters; according to different types of power systems; the source power parameter generated based on the electric power system may be referred to as an electric power parameter; referring to the source power parameter generated based on the fuel power system as a fuel power parameter; if the source power parameter is generated based on two or more power systems at the same time, it is referred to as a hybrid parameter.

The electric power parameters comprise motor driving parameters, rear-end electric power parameters and the like; the invention classifies the electric power parameters with electric parameter attributes into motor driving parameters (also called electric driving parameters or front-end electric power parameters); there is also an electrical power parameter of the non-electrical parameter type, which may be referred to as the electrical power parameter of the back end; the electric power parameter of the non-electric parameter type is usually an electric power parameter of a mechanical type obtained at the rear end of the motor (such as a motor output shaft, a propeller, an intermediate mechanical transmission part between the motor output shaft and the propeller, and the like), and therefore, the electric power parameter of the non-electric parameter type can also be called as an electric power parameter of the rear end;

for convenience of description, source power parameters of a non-motor driving parameter type can be defined, wherein the source power parameters of the non-motor driving parameter type comprise any one or more of electric power parameters, fuel power parameters and hybrid power parameters of a rear end;

specifically, it states that: the hybrid aircraft is characterized in that if the power device of the hybrid aircraft is an electric power device (not called a hybrid device) in a certain time period when the operation of the aircraft is driven by the electric power device only, the time period is called that the aircraft is controlled to operate by the electric power device or that the aircraft is controlled to operate by a motor, and the corresponding source power parameter is an electric power parameter; if the operation of the aircraft is directly driven by the fuel engine only in a certain time period, the power device of the hybrid aircraft is a fuel power device (also can not be called as a hybrid power device) in the time period, the time period is called that the aircraft is controlled to operate by the fuel power device or that the aircraft is controlled to operate by the fuel engine, and the corresponding source power parameter is a fuel power parameter; the power device is a hybrid power device only when the operation of the aircraft is realized by the direct drive of two or more power systems at the same time, and the corresponding source power parameters are hybrid power parameters;

the quality type parameters refer to all parameters belonging to the quality type, such as total mass m2 of the aircraft, mass m1 of carried goods, mass m0 of no load, mass variation type goods mass and the like; unless specifically stated otherwise, aircraft mass generally refers to the total mass of the aircraft, which may be represented by m2 (and may also be represented by m); the mass unit can be expressed in kilograms (KG or KG); the total aircraft mass m2 is generally composed of a carried-item mass m1, an empty mass m0, and a mass-varying item mass mf; any one or more of the total aircraft mass m2, the carried item mass m1, the empty load mass m0, and the mass-variant item mass may be referred to as a mass-type parameter (i.e., a parameter of mass type).

The carrier mass m1 refers to the mass of the loaded personal items outside the dead weight of the aircraft, and can also be called carrier mass, and obviously, the two have the same essential meaning and are identical;

the unloaded mass m0 is the unloaded or net mass of the aircraft; the system can be accurately known by presetting (for example, reading factory parameters and the like) or weighing by a platform scale, and measurement and calculation are not needed;

the mass mf of the mass-changing article refers to the variable mass in the flight process; mf mainly comprises fuel mass, so that the fuel mass can be used for replacing the mass of the mass-changing object for calculation;

the system operation parameters (namely the system operation parameter group) refer to all the parameters except the parameters of the mass type (particularly the aircraft mass) and the source power parameters in the flight parameters; it mainly includes the following 2 kinds of parameters: mechanical operating parameters, system intrinsic parameters.

The mechanical operation parameters of the invention are as follows: when the operating environment of the aircraft is not changed, the size (i.e., amplitude) of a certain parameter can change along with the change of time, and the parameter can be called a mechanical operating parameter; and/or: the parameter of the flight parameters (in addition to the parameters relating to the source power parameter and the mass type) whose magnitude (i.e. amplitude) can be controlled by the control personnel is a mechanical operating parameter; and/or: and/or: the parameters to be measured among the flight parameters (other than the parameters of source power and mass type) are mechanical operating parameters;

the system intrinsic parameters of the invention are as follows: refers to parameters related to inherent attributes of the aircraft and/or environment; and/or: the parameter of the flight parameters (apart from the parameters of the source power parameter and of the mass type) whose magnitude (i.e. amplitude) is not controlled by the control personnel is a system-specific parameter; and/or: the predefinable parameters of the flight parameters (in addition to the parameters of the source power parameter and of the mass type) are system-inherent parameters; the system intrinsic parameters can also be called system setting parameters;

the flight condition association factor of the invention refers to parameters directly or indirectly associated with the flight of an aircraft, in particular to parameters directly or indirectly associated with the judgment of the flight condition of the aircraft, and comprises any one or more parameters of flight conditions (flight speed, altitude, attack angle, air density, sound velocity and the like), road condition information, loading condition information, total mass of the aircraft, source power parameters, system operation parameters and power device operation conditions; the flight condition mainly refers to the condition of a power system and/or the condition of a pneumatic system of an aircraft; the power system of the aircraft has good parts, good lubrication, small abrasion and high efficiency, and the power system has high condition good index; if the power system of the aircraft is seriously worn and has low efficiency, the condition of the power system has low index; the road condition information mainly refers to the flatness of the road surface, and the road condition goodness index is high when the road surface is more flat; the loading condition mainly refers to the condition that the aircraft loads personnel or articles, and if the personnel in the aircraft frequently jump or the articles randomly roll in the aircraft, the loading condition has a low good index; the position information can be acquired according to satellite navigation (such as Beidou, GPS and the like), digital maps and other modes;

derivation parameters: any parameter is derived, deformed, named, enlarged, reduced, added with an offset value, filtered, weighted, averaged, estimated to interfere, compensated to interfere, RLS algorithm processing, recursive least square processing and the like on the basis of the parameter, and the parameters are all called derived parameters of the parameter, and all the derived parameters still belong to the original parameter type;

the second range refers to a range for identifying whether the operating condition of the second system of the aircraft is abnormal; the second system refers to a system associated with the forces of the aircraft movement (including movement in the direction of movement and/or in a direction perpendicular to the direction of movement); it is apparent that: the force in the direction perpendicular to the direction of motion in the present invention includes at least a lift force (thrust force) and a gravity force (or respective components); and lift is related to the aerodynamic profile of the aircraft; because forces in the direction of motion (including the horizontal direction) include at least thrust and drag (or respective components), which drag is also related to the aerodynamic profile of the aircraft; the thrust is generated by the power system (or propulsion system) of the aircraft; therefore, the system related to the force in the motion direction (including the horizontal direction) in the invention comprises a power system (or a propulsion system) of an aircraft and a system related to an aerodynamic shape; therefore, the second system refers to a system comprising the power system (or propulsion system) of the aircraft and the aerodynamic profile (i.e. comprising the airframe, the wings and the main and auxiliary control surfaces) of the aircraft and/or relating to the total mass of the aircraft;

the third range may also be referred to herein as the conventional range (i.e., the range consistent with conventional) or as the reasonable range; the third range refers to the normal range or the calibration range or the nominal range or the standard range or the rated range of the parameter; the normal range refers to the range of the parameter in a preset or reasonable normal state; the calibration range refers to the range of the parameter in a preset or reasonable calibration state; nominal range refers to the range of the parameter when in a preset or reasonable nominal state; the standard range refers to the range of the parameter in a preset or reasonable standard state; the rated range refers to the range of the parameter in a preset or reasonable rated state; a calibration state, namely a nominal state or a standard state; the calibration range may also be a nominal range or a standard range;

when the specification is not limited, the reasonable range is the standard range (namely the calibration range); when the description is not limited, the reasonable value is a standard value (namely a calibration value); in particular, in the case of parameters that are not measurable and/or predefinable and/or system-inherent, the invention relates to a reasonable value, i.e. a standard value (i.e. a calibration value).

Accordingly, a conventional (i.e., reasonable) reference to a parameter in the present invention is a normal or nominal or standard or rated value for that parameter; the normal value of the parameter refers to a value in the normal range of the parameter, and preferably is the central value in the normal range; the calibration value of the parameter refers to a value in the calibration range of the parameter, and is preferably a central value in the calibration range; the nominal value of the parameter refers to a value in the nominal range of the parameter, and preferably is the center value in the nominal range; the standard value of the parameter means a value in the standard range of the parameter, and preferably a central value in the standard range; the nominal value of a parameter refers to a value in the nominal range of the parameter, and preferably is the center value in the nominal range; it will be apparent that conventional meaning (i.e., reasonable values) for the parameters are typically values in the third range.

The fourth range in the present invention refers to the safety range of the parameter; the safety range of the flight parameter (also referred to as a safety limit threshold value or a safety permission value or a safety threshold value or a safety limit threshold value or a safety value), is usually a preset value of the flight parameter for preventing the occurrence of abnormal flight conditions or causing flight safety accidents, or a preset value for avoiding damage of devices, which is set according to design specifications of a power device, a power control device or an energy supply device, such as a current safety value I _ ena, a voltage safety value U _ ena, a driving torque safety value T _ ena, a power safety value P _ ena, and the like; safe values for the parameters, which may also include values set according to natural limit attributes of the flight parameters; if the upper limit value in the safety range of the mass of the carried goods is naturally the maximum loading safety value m _ ena of the aircraft (also called legal loading capacity or maximum safe loading mass of the aircraft), the lower limit value in the safety range of the mass of the carried goods is naturally 0; the safety value of the total mass of the aircraft is the sum of the safety values of the no-load mass and the mass of the carried goods; if the upper limit value in the safety range of the residual fuel mass mf0 is naturally the fuel mass of the maximum volume of the fuel of the type which can be loaded by the fuel container, the lower limit value in the safety range of the residual fuel mass mf0 is naturally 0; the upper limit value of the safety range of the fuel consumption rate fm2 is naturally a limit value determined by integrating various limit states (such as parameters of maximum load, maximum gradient, maximum speed, maximum acceleration, maximum fuel supply amount per unit time provided by a fuel supply pipeline, and the like), and the lower limit value of the safety range of the fuel consumption rate fm2 is naturally 0;

in the invention, the lower limit value in the safety range is also the minimum value in the safety value; the upper limit value in the safety range is also the maximum value in the safety value; it is obvious that the safety values of the flight parameters are generally preset values (in particular system preset values, and secondly also manually input values), which are generally given by presets without special remarks.

Acceptable range (i.e., qualified range) of a parameter, which refers to the range of the parameter that can be used for a practical purpose or that represents the natural attributes of the parameter (including the input parameters); the acceptable range described in the present invention may be either the third range or the fourth range or the second range, depending on the use; for example, any one or more of the purposes of flight condition monitoring (identification of flight condition anomalies), reflection and analysis of the operating conditions of a power system (wear and/or safety conditions), and analysis of the conditions of a system associated with aerodynamic configuration according to the present invention are all a practical use; in the present invention, the ranges are all acceptable ranges (i.e., acceptable ranges) unless otherwise specified; an acceptable value for a parameter refers to a value for the parameter that is within an acceptable range (i.e., a qualified range).

Analyzing from a value range perspective, generally speaking, the third range is within the fourth range; the second allowable range may be simply referred to as the second range in the present invention; the first permission range may be referred to simply as the first range; when a certain parameter is a parameter to be measured (namely, a variable parameter), the second range can float along with the normal change of the actual value of the parameter, even curve-float along with the actual value; it can be within or outside the third range; its absolute value can now be much smaller than the absolute value of the fourth range; and in some special cases may be greater than the absolute value of the fourth range; when a certain parameter is a preset parameter, the second range of the parameter may coincide with the acceptable range, or may be within the acceptable range;

a ranges within B ranges: the upper limit value of the range A is smaller than the upper limit value of the range B, and the lower limit value of the range A is larger than the lower limit value of the range B; a ranges outside: meaning that the upper limit of the A range is greater than the upper limit of the B range, and/or: the lower limit value of the range A is smaller than that of the range B;

obviously, any one or more of the first range, the second range, the third range, the fourth range and the acceptable range of the parameter can be preset and can be preset values (especially system preset values, and secondly manually input values); the standard value, the third range and the fourth range of any parameter can be preset; for example: the standard value of the gravity acceleration g can be preset to be 9.81; the third range of the gravity acceleration g can be preset to be (9.5 to 10.5), the fourth range of the gravity acceleration g can be preset to be (8.5 to 11.5), and the like; and any data in the standard value, the third range and the fourth range of any parameter can be preset and adjusted according to the field condition and the actual condition.

In the invention, all parameters or data or schemes which are not explained in detail can be reasonably explained, described and summarized through the technical scheme or concept provided by the invention; and may be performed in combination with the prior art and the common general knowledge.

In the invention, all preset data (namely preset values (especially system preset values)) can be obtained by any one or more ways of a production service manufacturer of the aircraft, a professional detection mechanism, a manual trial and error method, a limited test, a type test and the prior art; the user can also drive the aircraft to test, verify, adjust and set automatically; if the monitoring effect of the monitoring method is reduced due to the deviation or even error of the preset data (namely the preset value (especially the system preset value)) of the parameters, the effectiveness of the technical scheme is not influenced;

in the present invention, the relationship between altitude and sound velocity and air density data, the meaning and representation of a coordinate system commonly used by class B aircrafts, mathematical transformation of each coordinate system, a relationship curve between fuel consumption and flight conditions (altitude H, speed n, thrust T, etc.), an engine speed characteristic curve, a relationship between thrust and flight conditions (such as altitude, speed, etc.), a lift-drag pole curve (also referred to as pole curve for short), a relationship between lift force and aerodynamic configuration of class B aircrafts and flight conditions (altitude, mach number, angle of attack, etc.), and other all basic knowledge related to flight can be obtained by any one or more of aircraft manufacturers, professional detection mechanisms, manual trial and error methods, limited tests, type tests, and prior art.

Obviously, the flying of the invention mainly refers to the flying without mechanical connection between the aircraft and the ground facility; for example, the most common flying aerial craft or taxiing ground are both those flights of the present invention; for example, the flight of an aircraft on a test stand is not part of the flight described in the present invention.

The aircraft of the invention refers to an aircraft with a main lift force generated by a fixed wing and/or a fixed body; the main lift means that the ratio of the lift to the total lift of the aircraft exceeds a set value (e.g. 60%); for example, common civil airliners and transport planes (such as Boeing 737, Airbus A320, Airbus A380 and transport 20) and common fighters (such as fighter 20, fighter 10, F22 and F16) belong to the aircraft.

1.1, the aircraft of the invention is provided with a power system for generating power, and the power system is generally provided with an energy supply device, a power control device and a power device; the invention is mainly suitable for the aircraft which is controlled by the power device to fly in the air; the power system may also be referred to as a propulsion system and its control system;

1.2, overview of the power plant: the device can drive an aircraft to fly in the air; for example, a storage battery for providing illumination energy of a common fuel power aircraft and a vacuum pump motor for pure braking cannot be regarded as the power device of the invention; the power device consists of a power generation device and a propeller driven by the power generation device; the power generation device refers to a device for converting energy into power, such as a motor, a fuel engine and the like; the motor can convert electric energy into mechanical energy and power; the fuel engine converts fuel into mechanical energy and power. The power device can be regarded as a propulsion system of the aircraft; of course, the power plant and the corresponding gas path flow system (e.g., gas inlet duct) may be referred to as a propulsion system.

1.2.1, a power device of the electric power system is a motor and a propeller driven by the motor, and can be called as an electric power device for short; the motor of the invention refers to a motor capable of driving an aircraft to fly in the air, and the main types of the motor include but are not limited to: an alternating current asynchronous motor, an alternating current synchronous motor, a direct current motor, a switched reluctance motor, a permanent magnet brushless motor, a linear motor, a hub motor and the like; the motor-driven propellers, typically air propellers, rotors, fans, etc.;

1.2.2. the power device of the fuel power system refers to a fuel engine which can drive an aircraft to fly in the air and a propeller driven by the fuel engine, and can be referred to as a fuel power device for short; the fuel engine comprises a common turbojet engine, a turbofan engine, a vortex-thrust engine, a ramjet engine, a piston type aircraft engine and the like; the piston type aircraft engine is a reciprocating internal combustion engine for providing flight power for an aircraft. The engine drives propellers such as an air propeller and the like to rotate to generate propulsive force (namely, thrust); the fuel engine driven propellers, typically jet propellers, air propellers, rotors, fans, etc.; jet propellers are typically integrated with or disposed within fuel engines, such as turbojet engines, turbofan engines, ramjet engines, and the like; further, the jet propeller is divided into a fixed jet propeller, a vector jet propeller and the like; the general airplane adopts a fixed jet propeller, the thrust is forward along the axis of the airplane, and the direction cannot be changed; the airplane adopting the vector type jet propeller, namely the airplane adopting the thrust vector technology, obtains redundant control torque by deflecting the jet pipe and utilizing the thrust generated by the engine, thereby realizing the attitude control of the airplane. The outstanding characteristic is that the control moment is closely related to the engine and is not influenced by the attitude of the airplane. Therefore, the extra steering torque provided by the thrust vector can be used for controlling the airplane maneuvering when the airplane is in low-speed and large-attack-angle maneuvering flight and the steering control surface is nearly failed.

1.2.3, the power device of the hybrid power system is a hybrid power device which can drive an aircraft to fly in the air; the hybrid power device means that the device simultaneously drives the aircraft to operate by two or more kinds of power (such as a motor, a fuel engine and the like); hybrid power plants generally comprise both a power plant of an electro-pneumatic system (motor and its driven propeller) and a power plant of a fuel-powered system (fuel engine and its driven propeller), the motor-driven propeller and the fuel-engine driven propeller being either separate or integrated components;

1.3, overview of the power control device:

1.3.1, the power control device of the electric power system is a motor driving device, which refers to a device capable of driving the motor and a connecting cable thereof, and includes but is not limited to: the system comprises a frequency converter, a servo driver, a direct current motor controller, a switched reluctance motor driving device, a permanent magnet brushless motor driver, a linear motor driver, an integrated controller with motor driving capability and the like; if the motor is directly powered on/off through a feed switch, the feed switch can also be regarded as a simple motor driving device;

1.3.2, the power control device of the fuel power system is a fuel engine control system;

1.3.3, the power control device of the hybrid power system is a hybrid power control system;

1.4, overview of energy supply device:

1.4.1. an energy supply device of an electric power system, which can be called as a power supply device, is a device and a connecting cable thereof, which can provide driving energy for a motor driving device, a motor and an aircraft, and comprises a power battery pack, a hydrogen fuel cell, a nuclear power supply, a solar power supply, a cable-powered power supply, an energy storage device (such as a super capacitor) and the like;

1.4.2. an energy supply device of a fuel power system, which can be called a fuel supply system, refers to a device capable of providing fuel for a fuel engine, and comprises a fuel container (such as an oil tank), a fuel delivery pipe (such as an oil delivery pipe), a fuel injection system (such as an oil injection pump) and the like; the connection relationship is generally: the fuel in the fuel container is injected into a combustion chamber of the fuel engine through a fuel delivery pipe and through a fuel injection system, and the fuel is combusted in the combustion chamber and passes through a propeller to generate power (thrust or pull).

1.4.3. the energy supply device of the hybrid power system, which can be called as a hybrid energy supply system, is a device capable of providing energy for a hybrid power control system and a hybrid power device, and can simultaneously comprise two or more energy supply devices, such as a fuel supply system, a power supply device and the like;

1.5, description of specifically contained devices of a power system: the scope of the devices included in the power system is determined according to the specific acquisition point of the source power parameter signal; generally speaking, the power system refers to a component included in the power system and located behind a collection point of a signal of a source power parameter in all power system included devices of the power system and a signal collection system of the signal of the source power parameter; obviously, the acquisition points are preceded or followed by a conventional flow based on signals (or energy or power).

1.5.1, the category of the devices contained in the electric power system is determined according to the specific acquisition point of the source power parameter signal;

for example: if the acquisition point of the source power parameter signal is at the input end of the power supply device, the electric power system simultaneously comprises the power supply device, the motor driving device, the motor, a propeller driven by the motor and other devices of the aircraft; if the acquisition point of the source power parameter signal is at the output end of the power supply device or the input end of the motor driving device, the electric power system simultaneously comprises the motor driving device, the motor, a propeller driven by the motor and other devices; if the collection point of the source power parameter signal is at the output end of the motor driving device or the input end of the motor, the electric power system comprises the motor and a propeller driven by the motor; if the collection point of the source power parameter signal is at the output end of the motor or the input end of the propeller, the electric power system comprises the propeller; any of the above electric power systems naturally also comprises a signal acquisition system of the source power parameter at an acquisition point of the source power parameter signal; if the acquisition point of the source power parameter signal is at the output end of the propeller, the electric power system only comprises a signal acquisition system of the source power parameter signal arranged at the acquisition point of the source power parameter signal;

1.5.2. in the fuel power system of the invention, for example: if the acquisition point of the source power parameter signal is at the fuel input end of the fuel injection system of the aircraft, the fuel power system simultaneously comprises the fuel injection system of the aircraft, a fuel engine, a propeller driven by the fuel engine and other devices; if the acquisition point of the source power parameter signal is at the fuel injection output end of the fuel injection system of the aircraft, the fuel power system comprises a fuel engine and a propeller driven by the fuel engine; if the acquisition point of the source power parameter signal is at the output end of a fuel engine of the aircraft, the fuel power system comprises a propeller and the like;

1.5.3, the power device, the power control device and the energy supply device are mainly classified from the function; in terms of device structure, any two or three of the three can be combined into any one of the following integrated systems: the system comprises a two-in-one comprehensive system of a power control device and a power device, a two-in-one comprehensive system of an energy supply device and the power control device, and a three-in-one comprehensive system of the energy supply device, the power control device and the power device; the scope of the present description and claims also includes any one of the two-in-one and three-in-one integrated systems described above.

1.6, the acquisition of parameter set or parameter value, the acquisition path is explained as follows:

1.6.1, obtaining parameter values, including but not limited to the following ways:

1.6.1.1, directly measuring parameter values by using a hardware sensor; or firstly measuring an intermediate parameter value by using a hardware sensor, and then calculating to obtain a parameter value;

1.6.1.2, reading the parameter value calculated and output by the external device (such as a power control device);

1.6.1.3, reading preset values (such as system preset values or manually input values) to obtain parameters; such as the rolling resistance coefficient, etc.; the system preset value is also called a system set value;

1.6.1.4, data is acquired by the data acquisition method (based on) of the aircraft provided by the invention.

1.6.2, the parameter value reading method comprises various modes of reading a local parameter value, reading a parameter value in a communication mode (such as CAN, 485, 232, WIFI, Bluetooth, infrared and the like), remotely reading a flight parameter value in a network transmission mode (such as various wired wireless networks) and the like;

2. the definition of source power parameters of the aircraft; the parameters which can represent or calculate the force or torque or power for driving the aircraft to run are source power parameters; the force refers to the force developed by the power system (i.e., propulsion system); the torque refers to the torque developed by the powertrain (i.e., propulsion system); the power refers to the power developed by the power system (i.e., propulsion system); source power may also be referred to as power for short; source power parameters, namely power parameters; the force formed by the power system (i.e. propulsion system) refers to thrust and/or lift (lift when running in the vertical direction, thrust when running in the horizontal direction, and the balance of the resultant force of the thrust and the lift); the pushing force may also be referred to as a pulling force; forming may be understood as generating; (ii) a Because the thrust is one of the source power parameters, for the convenience of identification, other source power parameters which are not the thrust are called non-thrust source power parameters; according to different types of power systems; the source power parameter generated based on the electric power system may be referred to as an electric power parameter; referring to the source power parameter generated based on the fuel power system as a fuel power parameter; if the source power parameter is generated based on two or more power systems at the same time, it is referred to as a hybrid parameter.

The gravity of the aircraft does not belong to the source power parameter; gravity belongs to a combination parameter, and is formed by multiplying m by g.

2.1, definition of the electric power parameters of the aircraft:

2.1.1, physically distinguished, conventional electrical parameters include, but are not limited to, the following: electrical power, electromagnetic torque, current, voltage, motor speed;

2.1.2, the slave device can be divided into electric parameters of a motor, a motor driving device and a power supply device;

2.1.3, the electrical parameters of the motor mainly include but are not limited to the following parameters: motor voltage Uo, motor current Io, power factor phi 1 (also can be represented by phi), electric power Po (also can be represented by Pm), electromagnetic torque Te, motor rotating speed n1 and rotating magnetic field rotating speed n 0;

2.1.4, the electrical parameters of the motor drive mainly include, but are not limited to, the following parameters: output voltage U2o, output current I2o, output power factor φ 2, output electrical power P2o, electromagnetic torque Te, input voltage U2I (also denoted by Ui), input current I2I (also denoted by Ii), input electrical power P2I, driver direct current bus voltage Udc, torque current component iq;

the torque current component iq refers to a vector control type motor driving device (such as a frequency converter or a servo driver), and is a torque current obtained by separating an excitation component from a motor current through vector conversion; the torque current component iq has a relatively direct corresponding relation with the motor torque; through the conversion coefficients Ki, Ki x iq of the torque current and the electromagnetic torque, the torque can be directly calculated;

2.1.5, the electrical parameters of the power supply device mainly include, but are not limited to, the following parameters:

a typical power supply device may include the following output electrical parameters: an output voltage U3o (also denoted Ub 1), an output current I3o (also denoted Ib 1), an output electrical power P3o, a power factor Φ 3;

the external power supply type (e.g., of a rail-bound electric locomotive) power supply device may further include the following input electrical parameters: input voltage U3I, input current I3I, input electrical power P3I;

the voltage U4 (also can be represented by Ub 2) fed back into the power supply device by the power generated by the motor during motor braking, and the current I4 (also can be represented by Ib 2) fed back into the power supply device by the power generated by the motor during motor braking.

2.1.6, the electrical parameters of the front stage output and the electrical parameters of the rear stage input which are adjacent to each other are functionally connected and can be mutually replaced during calculation; for example, U2o, Io I2o, Φ 1 Φ 2, P2o Po, Te for motors and motor drives, U2I U3o, I2I I3o, P2I P3o, etc.

2.1.7, specification of electromagnetic torque Te: the electromagnetic torque Te is calculated according to the voltage or current or magnetic field parameters of the motor, and comprises the electromagnetic torque Te calculated in a motor driving device and the electromagnetic torque Te calculated outside the motor driving device by measuring the voltage and the current of the motor; the electromagnetic torque Te is very simple and convenient to measure, low in cost and high in precision. The electromagnetic torque Te does not comprise a mechanical torque machine obtained by installing a mechanical stress measurement principle (such as a dynamic torque tester) on a motor output shaft or other mechanical transmission shafts or flywheels; the two methods have important differences in measurement principle, measurement way and measurement cost performance.

2.1.8, dividing the electrical parameters into motor driving parameters and electrical auxiliary parameters;

2.1.8.1, common motor drive parameters include, but are not limited to, the following types: electric power, electromagnetic torque, current, motor speed, motor voltage, output frequency of an alternating current motor driver, electromechanical combined parameters and the like:

2.1.8.1.1, first: electrical power; the electric power refers to active power without additional description or limitation; the electrical power is obtained as follows:

electric power value acquisition mode 1: firstly, acquiring current and voltage, and further indirectly acquiring a power value through calculation; such as (Uo, Io, φ 1), or (U2o, I2o, φ 2), or (U2I, I2I), or (U3o, I3o, φ 3), or (U3I, I3I); calculating the electric power through voltage and current, which belongs to the known technology;

electric power value acquisition mode 2: firstly, acquiring electromagnetic torque and motor rotating speed, and further indirectly acquiring a power value through calculation; e.g., Te and n1, a combination of the two parameters can be used to calculate power; p (kw) ═ 9550 ═ Te × n1, then p (w) ═ Te × n 1/9.55; p (KW) represents the power in KW, and P (W) represents the power in W.

Electric power value acquisition mode 3: directly reading internal parameters of the motor driving device to obtain an electric power value; such as Po, Pm, P2o, P2i, P3o, P3 i;

electric power value acquisition mode 4: measuring by using an active power meter to obtain an electric power value; such as Po, Pm, P2o, P2i, P3o, P3 i;

2.1.8.1.2, second: an electromagnetic torque; as Te, the electromagnetic torque Te is obtained as follows:

electromagnetic torque Te value acquisition mode 1: directly reading internal parameters of the motor driving device to obtain a Te value; such as directly reading the electromagnetic torque Te value in the frequency converter or servo drive;

electromagnetic torque Te value acquisition mode 2: firstly, acquiring an electric power value and a motor rotating speed value, and further indirectly acquiring a Te value through calculation; since power p (w) ═ Te × n1/9.55 ═ U × I, Te can be calculated in a simple manner in devices with measurable electrical power, and the formula is: te ═ p (w) 9.55/n 1;

electromagnetic torque Te value acquisition mode 3: measuring output voltage and output current of a motor driving device, and further indirectly obtaining a Te value through calculation;

2.1.8.1.3, third: current flow; this parameter can be used to calculate torque and force; iq, Io × cos Φ 1, I2o × cos Φ 2, I3o × cos Φ 3, etc.; when no additional explanation or limitation is provided, the current in the invention generally refers to a torque current component, or an active component in the current or a direct current;

current value acquisition mode 1: directly reading internal parameters of the motor driving device to obtain a current value;

current value acquisition mode 2: measuring the current of the device by using a current sensor, measuring a power factor by using a power factor table, and further obtaining a current value by calculation;

2.1.8.1.4, fourth: the motor rotating speed, the motor voltage and the output frequency of the alternating current motor driver; the alternating current motor driver comprises the frequency converter, a servo driver and the like; engine speed, obtainable by parameters associated therewith; such as the operating frequency FR of the power control device, the angular velocity of the power device, the angular frequency of the power control device, the rotational speed of the gear, the angular velocity of the intermediate rotating member, the linear velocity of the intermediate transmission member; the frequency FR has some correspondence with the speed n1 of the engine, for example the nominal frequency of the frequency converter usually corresponds to the nominal speed of the engine;

if the load property of the motor is mainly constant torque, usually the rotating speed of the motor and the output voltage of the motor cannot independently indicate the torque or the power; however, since the load of the motor driving the aircraft to operate is the propeller (such as an airscrew, a rotor, a fan, etc.) driven by the aircraft, the load is usually a square torque load, that is, the square of the motor rotation speed is proportional to the motor torque, and the cube of the motor rotation speed is proportional to the motor power, the motor torque or the motor power can be calculated based on the motor rotation speed, so the motor rotation speed can also be classified into an electrical power parameter and a source power parameter; because the motor voltage and the motor rotating speed generally have a certain linear relation, the motor rotating speed can be calculated based on the output voltage of the motor, so the motor voltage can be classified into an electric power parameter and a source power parameter;

the voltage-to-speed relationship of an ac motor can also be described by the output voltage and output frequency of a typical ac motor driver-inverter, because the output frequency corresponds to the motor speed, and a typical formula is as follows: n is 60f (1-s)/p, in the formula, n is the rotation speed (revolution/minute) of the motor, 60-minute (second), f is the power frequency (Hz), and p is the motorRotating magnetic fieldThe number of pole pairs of; s is the slip of the motor; s is (n1-0)/n1, n1 is the synchronous speed of the motor, and n is the actual speed of the motor;

the torque of the asynchronous motor is generated by interaction between the magnetic flux of the motor and the current flowing in the rotor, and under the rated frequency, if the voltage is fixed and the frequency is only reduced, the magnetic flux is overlarge, a magnetic circuit is saturated, and the motor is burnt when the frequency is serious. Therefore, the frequency and the voltage are changed in proportion, namely, the frequency is changed and the output voltage of the frequency converter is controlled at the same time, so that the magnetic flux of the motor is kept constant, and the phenomena of weak magnetism and magnetic saturation are avoided. The control mode is mainly used for energy-saving frequency converters such as fans and pumps.

1) According to the potential balance equation (no load): u ═ E + IoR, E ═ 4.44fN Φ ═ 2 pi fL × Io

2) Neglecting IoR (voltage drop of stator no-load exciting current Io across winding resistance): u ≈ E ═ 4.44fN Φ, U/f ═ 4.44N Φ ═ C Φ ═ a fixed value, in the formula, f is the frequency of the motor power supply, N is the pole pair number, Φ is the motor magnetic flux;

when the frequency f is lower and far away from 50Hz, the voltage value is low, the magnetic flux is low, and the torque is insufficient;

3) IoR is not ignored: u ═ E + IoR ═ 4.44fN Φ + IoR ═ 2 pi fL × Io + IoR, U/f ═ 2 pi L × Io + IoR/f ═ Io (2 pi L + R/f)

When the frequency f is large, close to 50 Hz: u/f (f) is not constant but is a function of frequency f, R/f is negligible and U/f is constant; when the frequency f is small, far from 50 Hz: u/f (f) is not constant but a function of the frequency f, R/f is very much not negligible, U/f IoR/f, U IoR, ensuring the flux is constant!

3) So it is correct to say that:

1) when the frequency f decreases, the voltage U also decreases, U/f being not constant but a function of the frequency f;

2) when the frequency f is higher/close to 50Hz, the constant value of U/f is 380/50;

3) when the frequency f is lower and far from 50Hz, R/f is very large and not negligible, U/f is very large IoR/f, U > IoR, and the magnetic flux is ensured to be constant!

5) The U/f is in a constant value mode, so that the torque is insufficient at low frequency, and the device is suitable for low-speed equipment with small load, such as a centrifugal fan, a water pump and the like;

6) when the vehicle is in full load and heavy load at low speed, U/f is large and is larger than IoR, so that the magnetic flux is ensured to be constant, and enough torque is ensured!

7) If the U/f of the frequency converter is controlled in a constant value mode, the magnetic field of the motor is weakened at low frequency, and the torque is insufficient;

8) if the frequency converter is not a fixed value according to the mode of U/f (U/f) (f), the frequency converter is changed as a function of the frequency f, the magnetic field of the motor is constant, the torque of the motor is stable, and the high-low frequency characteristic is consistent with the frequency characteristic.

The voltage and the rotating speed of the direct current motor also have a corresponding relation, the rotating speed and the voltage of the direct current motor are in direct proportion, and the torque and the current of the direct current motor are in direct proportion.

For example, a typical dc motor parameter calculation formula 1 is as follows: n is (U-2 Δ Us-IaRa)/(Ce Φ), where n is the rotation speed, U is the motor terminal voltage, Δ Us is the brush voltage drop (when the dc motor is dc brushless, the motor is brushless, Δ Us is 0), Ia is the armature current, Ra is the motor armature winding resistance, Ce is the motor constant, and Φ is the motor air gap flux.

For example, a typical dc motor parameter calculation formula 2 is as follows: the rotating speed n of the direct current motor is (U-IR + L di/dt))/K phi, wherein U is armature voltage, I is armature current, R is resistance of an armature circuit, phi is excitation magnetic flux, and K is an induced electromotive force constant; therefore, as can be seen from the formula, there are two general methods for regulating the speed of the dc motor: one is an excitation control method for controlling the excitation magnetic flux phi, and the other is an armature voltage control method for controlling the armature voltage U; the motor speed is mostly regulated by controlling the armature voltage.

One of the motor voltage acquisition modes is as follows: the motor voltage parameter value can be conveniently measured through a voltmeter; the voltage parameter value can also be read by reading the parameters in the motor driver;

one of the acquisition modes of the motor rotating speed is as follows: the rotating speed value of the motor can be conveniently measured through a rotary encoder or an absolute encoder arranged on the output shaft of the motor; reading the parameter inside the motor driver and also reading the value of the rotating speed parameter of the motor;

one of the ways of obtaining the output frequency of the ac motor driver: the output frequency value can be conveniently measured by an alternating current frequency measuring device; the output frequency value can also be read by reading the internal parameters of the alternating current motor driver;

2.1.8.1.4, fifth type: electromechanical combination type parameters refer to parameters which are combined and calculated according to the motor driving parameters, and the specific definition mode is described later;

2.1.8.2, electrical auxiliary parameters, which are parameters that can cooperate with the identification of the motor operating condition and the motor state, mainly include but are not limited to the following parameters: motor flight status words, motor control command words, and the like; because the existing motor driving device such as a frequency converter can output fault information such as acceleration overcurrent, deceleration overcurrent, constant speed overcurrent and the like, the flight states such as acceleration, deceleration, constant speed and the like can be obtained from the inside of the motor driving device through related electric auxiliary parameters;

mode 1 for obtaining electric auxiliary parameter values: reading internal parameters of a motor driving device to obtain the internal parameters;

2.1.9, the electrical dynamic parameters of the rear end mainly comprise the rotating speed of a propeller (such as an airscrew or a rotary wing or a fan), the torque of the propeller (such as an airscrew or a rotary wing or a fan), the thrust of the propeller (such as an airscrew or a rotary wing or a fan), the pitch of a propeller with variable pitch (such as an airscrew or a rotary wing or a fan), the propelling power of the propeller (such as an airscrew or a rotary wing or a fan), and the like;

the measuring mode or the obtaining mode of the electric power parameter at the rear end can refer to the subsequent measuring mode or the obtaining mode of the fuel power parameter;

2.2, classification of fuel power parameters: from a parametric property classification, common fuel power parameters include, but are not limited to, the following types: driving power Pr of the power system, fuel consumption rate of the power system and/or fuel flow of the power system, driving torque Tr of the power system, gas pressure and/or gas flow rate of the power system, rotation speed of the power system, pitch of a variable pitch propeller (such as an airscrew or a rotor or a fan), thrust T of the power system, fuel-power combination type parameters, and the like; for ease of description, calculation, and understanding of the invention by those skilled in the art, the fuel-dynamic parameters described herein are typically converted to a thrust or pull T of a propeller (e.g., an airscrew or a rotor or a fan or a jet propeller); of course, in practical application, the user may set the fuel power parameters at other positions;

2.2.1, first: drive power Pr of power system:

the driving power Pr of the power system mainly comprises, but is not limited to, the following parameters: power Pr1 of an in-engine component (such as a fan and/or a compressor and/or a rotor and/or a turbine), propulsion power Pr2 of a propeller (such as an air propeller or a rotor or a fan or a jet propeller);

drive power value acquisition mode 1: certain engines can obtain the percentage of power through engine load report data, and then the percentage is multiplied by the maximum power of the engine to obtain a power value Pr 1;

drive power value acquisition mode 2: firstly, acquiring the torque and the rotating speed of a signal acquisition point, and further indirectly acquiring a power value through calculation; such as: pr1(kw) × 9550 ═ Tr1 ═ n1, then Pr1(w) ═ Tr1 ═ n 1/9.55; n1 is fuel engine speed; pr1(KW) indicates the power in KW, Pr1(W) indicates the power in W.

2.2.2, second: the specific fuel consumption of the power system and/or the fuel flow of the power system may include, but is not limited to, the following parameters: a specific fuel consumption of the fuel supply system and/or a fuel flow rate of the fuel supply system; specific fuel consumption in the engine;

the fuel consumption rate and/or the fuel flow rate of the fuel supply system are divided into a fuel consumption rate on the input side of the fuel injection system, a fuel consumption rate on the injection output side of the fuel injection system, a fuel consumption rate and/or an oil supply amount of a combustion chamber, an accelerator position of an engine, an accelerator lever angle, a fuel consumption rate in an oil supply pipe from a fuel tank to the engine (or a fuel injection pump), and the like;

acquisition of specific fuel consumption and/or fuel flow: in the prior art, various technical schemes are provided, typically, a flow sensor is used for directly measuring the fuel consumption rate of a probe flowing through the sensor, the injection frequency and pulse width of a fuel injection system are used, and the fuel consumption rate is obtained through various information processes such as the throttle position of an engine, the throttle lever angle and the like; for gasoline engines the specific fuel consumption can also be deduced from the air flow through the engine; further the air flow is divided into fresh air flow, exhaust gas flow, etc.; if the fuel consumption rate is obtained, the fuel consumption rate can be converted into the driving power Pr1 of the fuel engine through an energy conversion coefficient;

2.2.3, third: the driving torque Tr of the powertrain mainly includes, but is not limited to, the following parameters: torque Tr1 of an in-engine component (such as a fan and/or a compressor and/or a rotor and/or a turbine), torque Tr2 of a propeller (such as an airscrew or a rotor or a fan);

drive torque value acquisition mode 1: obtaining Tr value by measuring with a torque sensor;

drive torque value acquisition mode 2: firstly, acquiring a driving power value and a rotating speed value of a signal acquisition point, and further indirectly acquiring a torque value through calculation; such as: tr1 ═ Pr1(w) × 9.55/n 1;

drive torque value acquisition mode 3: some engines may obtain a percentage of maximum torque from the engine load report data and multiply the maximum torque by the engine torque to obtain a torque value;

2.2.4, fourth: the gas pressure and/or gas flow rate of the power system mainly comprises but is not limited to the following parameters: gas pressure and/or gas flow rate within the engine, gas pressure and/or gas flow rate of the jet propeller, engine pressure ratio EPR, etc.; the gas comprises air, combustion gas or mixed gas and the like; typical gas pressures can be divided into pressure Fp1 at the inlet of the engine gas circuit, pressure Fp2 of the combustion chamber in the engine, propeller output pressure Fp3 and the like;

one of the ways of acquiring the gas pressure value Fp is: acquiring the value of the propeller output pressure (namely the gas pressure at the jet nozzle of the jet propeller or a position behind the jet propeller) Fp3 by using a pressure sensor; generally speaking, Fp3 is processed by averaging and/or filtering and related efficiency coefficients and converted into thrust T; if the engine is a piston type aircraft engine, when measuring the gas pressure based on the cylinder pressure in the piston, attention is paid to the combustion ignition phase of the cylinder pressure Fp2 in the piston, and the relevant average value is taken to calculate the thrust T; the fuel engine is a multi-cylinder engine in general, the instantaneous value of Fp2 generated when the fuel is ignited and combusted when the piston of a single cylinder is positioned at the top dead center (or the space of a combustion chamber of the engine is minimum) is maximum, and the instantaneous value of Fp2 becomes smaller when the piston descends;

one of the modes of obtaining the gas flow and/or the gas flow rate is as follows: the gas flow sensor and the gas flow velocity sensor can be used for measuring; the gas flow sensor can be divided into various flowmeters such as a positive displacement type flowmeter, a speed type flowmeter, a differential pressure type flowmeter, an area type flowmeter, a mass type flowmeter and the like;

dividing the gas pressure by the area to obtain the gas pressure; in a certain gas circuit pipeline, the pressure difference or pressure difference at two ends of the pipeline determines the gas flow rate; on the contrary, the pressure difference at two ends of the pipeline can be obtained based on the gas flow speed, and the pressure difference is multiplied by the area to obtain the pressure difference; the gas flow rate is multiplied by the sectional area of the pipeline to obtain the gas flow; the gas flow rate can be obtained by dividing the gas flow by the sectional area of the pipeline; the thrust T of the engine can be obtained by the pressure difference at the two ends of the gas circuit pipeline of the engine;

the flow rate is thatUnit timeThe internal fluid passes throughCross sectional areaThe amount of (c); the dosage isFluid, especially for a motor vehicleIs/are as followsVolume ofTo represent what is known as the instantaneous volume flow (qv), abbreviated volume flow; by flow ofQuality ofTo represent what is referred to as instantaneous mass flow (qm), mass flow for short. Measuring the flow of a fluid flowing within a channel is commonly referred to as flow metering. Gas flow rate adoptionFlow of gas Meter. Gas flow measurement unit adopted standardCubic meterWe are often referred to as pseudo-mass units because it appears as volume units, which is in fact a mass unit, which has no relation to the pressure, temperature at the point of use. Volumetric flow rates are commonly used in the gas industry as measured in m3/h (or L/h). Since the volume of gas is related to temperature, pressure and humidity, for the sake of convenience, the volume flow rate is a standard state (temperature of 20 ℃, pressure of 0.101MPa, relative humidity of 65%), and the flow rate at this time is in Nm3/h, and "N" represents the standard state. Sometimes abbreviated as irregular h-1. Nm3/h 1000L/60min 16.667L/min.

2.2.5, fifth: the rotation speed n of the power system mainly comprises the following parameters without limitation: the speed n1 of the engine inner parts (such as a fan and/or a compressor and/or a rotor and/or a turbine), the speed n2 of the propeller (such as an airscrew or a rotor or a fan); the principle is the same as that of the motor rotating speed classified into the electric power parameter; the engine speed n1 and the propeller speed n2 are also square torque loads, i.e. the square of the speed is proportional to the torque, and the cube of the speed is proportional to the power, so that the thrust T can be calculated based on the speed, and the speed can also be classified as a fuel-powered parameter, i.e. a source-powered parameter; engine speed, obtainable by parameters associated therewith; such as power plant angular velocity, gear rotational speed, intermediate rotating member angular velocity, intermediate drive member linear velocity;

one of the modes of obtaining the rotating speed n of the power system is as follows: measuring the rotating speed of the power system through a rotary encoder, a Hall sensor, an optical sensor, an infrared sensor and the like;

2.2.6, sixth: pitch of variable pitch propellers (e.g., airscrew or rotors or fans); for the pitch of a variable pitch propeller, which is a parameter of special nature, the thrust T value of the propeller (such as an air screw or a rotor or a fan) can be directly adjusted by adjusting the pitch of the variable pitch when the rotational speed of the propeller is constant; the variable pitch can be measured by a related position sensor, an angle sensor or a force sensor;

2.2.7, seventh: the thrust T of the power system, equivalent to the thrust T of a propeller (such as an airscrew or a rotor or a fan or a jet propeller); when the aircraft is flying in the air, the thrust T may not be convenient to measure directly; the thrust T may be derived based on other types of source power parameters, which are typically measured by hardware or sensors or instrumentation; when the thrust T value is obtained by actual measurement and calculation based on other types of source power parameters, the thrust T value is also an actual measurement value obtained by actual measurement based on hardware or a sensor or an instrument;

one of the thrust T acquisition modes of the power system is: acquiring a power value Pr/or a torque value Tr through engine load report data, and multiplying the torque value Tr by a correlation coefficient to obtain a thrust value T; dividing the power value Pr by the speed of the aircraft to obtain a thrust T value;

2.2.8, eighth species: the fuel-power combination type parameter refers to a parameter combined according to the aforementioned fuel-power parameters, and the specific definition manner thereof is described later;

when the power system of the aircraft has load report data, the value of the source power parameter is obtained based on the load report data of the power system, so that the method is a simple and feasible method; the load report data of the power system can comprise the current values of the parameters of the rotating speed, the torque of the rotor, the output power and the like of the engine or the ratio of the current values to the maximum values;

2.3, hybrid parameters: obviously, hybrid parameters generally include both electric and fuel power parameters; the specific parameter types, the acquisition modes and the measurement modes of the parameter values can be known by referring to the content description of the electric power parameters and the fuel power parameters;

2.4, the source power parameters in the invention at least include a group of source power parameters in the parameter content, and also can include a plurality of groups of source power parameters at the same time;

3. the aircraft mass of the invention refers to all parameters belonging to the mass type, namely the mass type parameters, such as the total mass m2 of the aircraft, the mass m1 of the carried goods, the no-load mass m0, the mass of the goods with variable mass, and the like; unless specifically stated otherwise, aircraft mass generally refers to the total mass of the aircraft, which may be represented by m2 (and may also be represented by m); the mass unit can be expressed in kilograms (KG or KG); the total aircraft mass m2 is generally composed of a carried-item mass m1, an empty mass m0, and a mass-varying item mass mf; any one or more of the total aircraft mass m2, the carried item mass m1, the empty load mass m0, and the mass-variant item mass may be referred to as a mass-type parameter (i.e., a parameter of mass type).

3.1, the mass m1 of the carried article refers to the mass of the carried personal article except the net weight of the aircraft, which can also be called as the mass of the carried article, and obviously, the two have the same essential meaning and are equal;

3.2, the no-load mass m0 can be accurately known by presetting (for example, reading manufacturer parameters and the like) or weighing by a platform scale, and measurement and calculation are not needed;

3.3, the mass mf of the mass-changing type article mainly comprises the mass of fuel, so the mass of fuel can be used for replacing the mass of the mass-changing type article for calculation;

b, the fuel in the fuel power aircraft mainly comprises gasoline, diesel oil, kerosene, fuel gas and the like; in electric aircraft powered by fuel cells, the fuel mainly includes, but is not limited to: hydrogen, ethanol, hydrocarbons, methane, ethane, toluene, butylene, butane, proton exchange membranes, alkaline fuels, phosphoric acid, dissolved carbonates, solid oxides, direct methanol, other renewable fuels, and the like;

specifically, it states that: in the present invention, in an electric aircraft powered by a fuel cell, the fuel is of the type supplied by an energy source; because the power device for directly driving the aircraft to operate is a motor, the electric aircraft powered by the fuel cell can still be classified as an electric power aircraft;

during the operation of the aircraft, the fuel is continuously consumed, and the fuel quality is continuously changed; . The fuel mass mf of the invention comprises any one or more of residual fuel mass mf0, consumed fuel mass mf1 and fuel mass mf2 of a historical record point;

3.4, the total mass m2 of the aircraft and the calculation formula of each mass:

the total aircraft mass m2 in a purely fuel powered aircraft (or a hybrid aircraft containing fuel power) is calculated as follows: m2 ═ m1+ m0+ mf0, or: m2 ═ m1+ m0+ mf2-mf 1;

the calculation formula of the total aircraft mass m2 of the fuel cell type electric aircraft is as follows: m2 ═ m1+ m0+ mf0, or: m2 ═ m1+ m0+ mf2-mf 1; in the formula, mf0, mf2 and mf1 are the mass of fuel (such as hydrogen) of the fuel cell;

the fuel cell power and fuel oil power hybrid aircraft comprises two fuel qualities, one is the quality of fuel (such as hydrogen) of a fuel cell, and the other is the quality of common fuel (such as gasoline, diesel oil and the like);

the total aircraft mass m2 of the electric-only aircraft can be calculated by the following formula: m2 ═ m0+ m 1;

3.5, when the values of the carried goods mass m1 and the residual fuel mass mf0 are both close to 0, the value of the total mass m2 of the aircraft is close to the value of the unloaded mass m0, and the value of m0 can be used for replacing the value of m2 to carry out the calculation of the motion balance of the aircraft, but the essential technical scheme is not changed.

4. The system operation parameters (namely the system operation parameter group) refer to all the parameters except the parameters of the mass type (especially the total mass of the aircraft) and the source power parameters in the flight parameters; it mainly includes the following 2 kinds of parameters: mechanical operating parameters, system intrinsic parameters.

4.1 mechanical operation parameters according to the invention, wherein the size (namely the amplitude) of a certain parameter can change along with the change of time when other operation conditions of the aircraft are not changed, the parameter can be called the mechanical operation parameter, and/or the parameter (namely the amplitude) of the parameter in the flight parameters (except the parameters related to the source power parameter and the mass type) which can be controlled by an operator is the mechanical operation parameter, and/or the parameter (except the parameters related to the source power parameter and the mass type) to be measured is the mechanical operation parameter, wherein the mechanical operation parameters mainly comprise but are not limited to the following parameters of speed V, acceleration incidence angle α, elevator deviation delta and the like_eLift L, drag D (e.g. drag D by a propeller of type B) generated by the fixed wing and/or body of a type a aircraft_TA component D1 of resistance generated by the propeller B in the horizontal direction, a component D2 of resistance generated by the propeller B in the vertical direction, a resistance D3 generated by the aircraft moving in the air, a pitch angle θ (or an angle θ between thrust T and the vertical upward direction (oz line), a track inclination angle γ, a yaw angle ψ, a roll angle Φ, a flight height, an aircraft position, and α + γ.

4.1.1, obtaining the speed V in the following modes; it should be noted that the speed V generally refers to the displacement speed of the aircraft, and not to the engine speed, etc.;

speed V value acquisition mode 1: directly acquiring a speed V value through measurement of a speed sensor (such as an airspeed head) arranged on the aircraft; the velocity V units may be expressed in kilometers per hour (abbreviated KM/H) or meters per second (m/s);

speed V value acquisition mode 2: measuring a speed V value by means of GPS, Beidou signal speed measurement, radio signal speed measurement, laser speed measurement and the like;

v-value acquisition mode 3: indirectly obtaining a V value through acceleration; the calculation for reference is as follows: t isUnit time, V_x0 is V of last time period_xValue V_x1 is the speed V of the current cycle_xA value;

4.1.2, acceleration (also written as a) can also be understood as the rate of change of speed (i.e. the amount of change in speed per unit time) or the derivative of speed with respect to time; the acceleration can be obtained in various ways:

value acquisition mode 1: directly measuring the measured data by an acceleration sensor, a gyroscope and the like arranged on an aircraft;

value acquisition mode 2: obtained by indirect measurement of the velocity V; the calculation for reference is as follows:

further, the acceleration can also be divided into longitudinal accelerations a_xVertical acceleration a_zEtc.;

4.1.3, an attack angle α, wherein the attack angle α can also be called an attack angle and is an important operation parameter of the aircraft;

an angle of attack α value acquisition mode 1 is that an angle of attack α value is acquired by directly measuring through a longitudinal tilt angle sensor or a level gauge arranged on an aircraft;

an angle of attack α value acquisition mode 2 is that an angle of attack α can be indirectly calculated through data based on an acceleration sensor and a gyroscope;

4.1.4, a pitch angle theta, a track inclination angle gamma, a yaw angle psi and a roll angle phi can also be obtained by referring to the acquisition mode of the value of the attack angle α;

4.1.5, the mode of acquiring the lift L and the drag D generated by the fixed wing and/or the fixed body of the A-type aircraft is described in other positions in the invention:

4.2, the intrinsic parameters of the system are as follows: refers to parameters related to inherent attributes of the aircraft and/or environment; and/or: the parameter of the flight parameters (apart from the parameters of the source power parameter and of the mass type) whose magnitude (i.e. amplitude) is not controlled by the control personnel is a system-specific parameter; and/or: the predefinable parameters of the flight parameters (in addition to the parameters of the source power parameter and of the mass type) are system-inherent parameters; the system intrinsic parameters can also be called system setting parameters;

4.2.1, usualThe system intrinsic parameters include, but are not limited to, an efficiency coefficient η of the power system, a corresponding coefficient (Ka) of a non-thrust source power parameter and thrust, an air density or atmospheric density ρ, a rolling resistance coefficient f (mu 1), a comprehensive transmission ratio it of an engine installation angle power system, a comprehensive transmission ratio im of a ground sliding system, a conversion coefficient Ki of a torque current and an electromagnetic torque, a conversion coefficient Ko of a motor current active component and an electromagnetic torque, a rotational inertia L0 of an internal comprehensive rotating rigid body, a wing reference area S, a gravity acceleration g (a gravity acceleration factor, the meaning and the value of which are 9.8 in the prior art and the most basic physical knowledge), and a resistance coefficient C_D(e.g., wherein the propeller of type B produces a drag coefficient C of drag_TAnd the resistance coefficient C of the resistance generated by the propeller B in the horizontal direction_D1And the resistance coefficient C of the resistance generated by the propeller B in the vertical direction_D2Class B aircraft drag coefficient C when moving in air_D3) Coefficient of lift C_LLift-to-drag ratio K, flow capacity of high and low pressure turbine components modified by guide exit area A₄And A₅Presentation, a preset time range for parameter values, etc. The system-specific parameters according to the invention also include all other parameters, except the total mass of the aircraft, for which the amplitude of the normal situation can be preset by the system.

Further, a resistance coefficient C is calculated_DOr coefficient of lift C_LThe parameters of (1) requirement: slope of lift line C_LαZero lift angle of attack α 0, lift coefficient variation C caused by horizontal tail deflection_LiZero lift coefficient of resistance C_D0Coefficient of lift resistance C_DiInduced resistance factor A and the like, and the parameters naturally belong to system intrinsic parameters; the total pressure ratio, the turbine front temperature, the fan pressure ratio, the bypass ratio, the throttle ratio, the air inlet performance parameter (such as total pressure recovery coefficient), the performance parameter (such as adiabatic efficiency) of the air compressor, the combustion efficiency, the air compressor efficiency, the expansion ratio of the turbine, the efficiency of the turbine, the tip clearance of the turbine, the throat area of the jet pipe and the area of the tail jet pipe belong to the inherent parameters of the system.

The system intrinsic parameters are detailed as follows:

4.2.2, the efficiency coefficient of the power system η, the efficiency coefficient η, which may be further divided into the efficiency EFT, the combustion efficiency, the propeller efficiency, the thermal efficiency, the power plant efficiency, the motor drive efficiency, the motor efficiency Ke, the efficiency coefficient Kt of the mechanical transmission system of the power system, the efficiency coefficient Km of the mechanical transmission system of the ground taxi system, etc., of the rotating parts (i.e. the FAN FAN, the low-pressure compressor LPC, the high-pressure compressor HPC, the high-pressure turbine HPT and the low-pressure turbine LPT), the efficiency coefficient η value may be adjusted accordingly when the flight conditions (flight speed, altitude, angle of attack, air density, sonic velocity, etc.) are different and/or the signal acquisition point of the source power parameter is different, a corresponding function (e.g. table) of the efficiency coefficient η with the flight conditions (flight speed, altitude, angle of attack, air density, sonic velocity, etc.) and/or the nature of the source power parameter and/or the signal acquisition point of the source power parameter and/or the source power parameter may be established on the basis of the obtained current flight conditions and/or current signal acquisition point corresponding function (e.g. table η) of the corresponding function (e.g. the efficiency coefficient) of the obtained corresponding function;

4.2.3, the corresponding coefficient Ka (namely the conversion coefficient Ka) of the non-thrust source power parameter and the thrust: when the flight conditions (flight speed, altitude, attack angle, air density, sound velocity and the like) are different and/or the properties of the source power parameters are different and/or the signal acquisition points of the source power parameters are different, the corresponding coefficient Ka value needs to be adjusted accordingly; a corresponding function (such as a table) of a corresponding coefficient Ka and flight conditions (flight speed, altitude, attack angle, air density, sound velocity and the like) and/or the nature of the source dynamic parameters and/or signal acquisition points of the source dynamic parameters can be established; when necessary, inputting the relevant data into the corresponding function (such as a table) to obtain the current value of the corresponding coefficient Ka; ka can be divided into a plurality of subdivision parameters, and can be K1, K2, K3 … Kn and the like; in order to simplify the design of the system, the corresponding coefficient Ka (i.e., the conversion coefficient Ka) of the non-thrust source power parameter and the thrust force generally includes the efficiency factor of the corresponding system (or component or device);

4.2.3.1, for example, when the source power parameter is a power type source power parameter P, it is usually necessary to obtain an aircraft speed V value, and the method for calculating the thrust T value based on the power type source power parameter P value, the aircraft speed V value and the corresponding coefficient Ka is as follows: t ═ Ka × P/V (formula 1-1); further examples thereof are as follows:

for example, when the values of the output electrical power P3o of the power supply device and the speed V of the aircraft have been obtained, the corresponding coefficient Ka at this time is K11, then: T-K11 × P3o/V (formula 1-1-1)

For example, when the output electrical power Po (or Pm, Pm ═ Po) of the motor and the aircraft speed V value have been obtained, and the corresponding coefficient Ka at this time is K12, then: k12 Po/V (formula 1-1-2);

for example, when the values of the output electric power P2o and the aircraft speed V of the motor drive have been obtained, and the corresponding coefficient Ka at this time is K13, then: T-K13 × P2o/V (formula 1-1-3);

in the above (formula 1-1-1), (formula 1-1-2), and (formula 1-1-3), the units of the electrical power are all W (watts), the unit of the aircraft speed V is m/s, the unit of the thrust T is N (newton), and K11, K12, and K13 have no units and are dimensionless parameters;

4.2.3.2, e.g., when the source power parameter is a fuel consumption rate type source power parameter, there are 4.2.3.2.1, 4.2.3.2.2 two treatment options;

4.2.3.2.1: the method for calculating the thrust T value based on the fuel consumption rate type source power parameter fm value, the aircraft speed V value, and the corresponding coefficient Ka is as follows: t ═ Ka × fm/V (formula 1-2-1); the fuel consumption rate can be selected from various units, such as the mass (kg) of fuel consumed per 1 newton of thrust per unit time (per second), the unit being kg/(ns), the mass (kg) of fuel consumed per unit time (per second), the unit being kg/s, and the like; further examples thereof are as follows:

for example, when the fuel consumption rate fm1 and the aircraft speed V value on the output side of the fuel supply system have been obtained, the corresponding coefficient Ka at this time is K21, then: T-K21 × fm1/V (formula 1-2-1-1), assuming that the fuel consumption rate fm1 is the mass of fuel consumed per unit time (per second) (kg/s); the speed V unit of the aircraft is m/s; thrust T is in units of N (newtons);

when the source power parameter is the fuel consumption rate acquired by other signal acquisition points, such as the fuel consumption rate fm2 in the engine, and the corresponding coefficient Ka at this time is K22, then: T-K22 × fm2/V (formula 1-2-1-2);

4.2.3.2.2: considering the source power parameter of the fuel consumption rate type as a force parameter (i.e. a parameter similar to the flow or pressure), the method for calculating the thrust T value based on the value of the source power parameter fm of the fuel consumption rate type and the corresponding coefficient Ka is as follows: t ═ Ka × fm (formula 1-2-2); further examples thereof are as follows:

for example, when the fuel consumption rate fm3 on the injection input side of the fuel injection system has been obtained, and the corresponding coefficient Ka at this time is K23, then: T-K23 × fm3 (equation 1-2-2-1), assuming that the fuel consumption rate fm3 is the mass of fuel consumed (kg) per unit time (per second) in kg/s; thrust T is in units of N (newtons);

for example, when the fuel consumption rate fm4 on the injection output side of the fuel injection system has been obtained, and the corresponding coefficient Ka at this time is K24, then: T-K24 × fm4 (equation 1-2-2-2), assuming that the fuel consumption rate fm4 is the mass of fuel consumed (kg) per unit time (per second) in kg/s;

for example, when the fuel consumption rate fm5 of the combustion chamber has been obtained, and the corresponding coefficient Ka at this time is K25, then: T-K25 × fm5 (formula 1-2-2-3), assuming that the fuel consumption rate fm3 is the mass of fuel consumed (kg) per unit time (per second) in kg/s;

4.2.3.3, for example, when the source power parameter is a torque-type source power parameter (e.g., electromagnetic torque Te of a motor or torque Tr1 of a propeller (e.g., an airscrew or a rotor or a fan)), the method of calculating the thrust T value based on the value of the torque-type source power parameter and the corresponding coefficient Ka is as follows:

for example, when the source power parameter is electromagnetic torque Te of the motor and the coefficient of correspondence Ka is K31, a method of calculating the thrust T value based on the electromagnetic torque Te and the coefficient of correspondence Ka: (T ═ K31 × Te) (formula 1-3-1);

for example, when the source power parameter is the torque Tr2 of the propeller and the corresponding coefficient Ka is K32, the method of calculating the thrust T value based on the torque Tr2 of the propeller and the corresponding coefficient Ka: (T ═ K32 × Tr2) (formula 1-3-2); the unit of the electromagnetic torque Te and the unit of the torque Tr2 of the propeller are both N.m, and obviously, the corresponding coefficient Ka (K31, K32) comprises the information of a moment arm or radius parameter;

because the current (such as torque current, motor current active component and motor apparent current) and the electromagnetic torque have a corresponding relation, the current (such as torque current, motor current active component and motor apparent current) can be converted into the electromagnetic torque, and then the thrust T value can be obtained by referring to the method for calculating the thrust T value based on the source power parameter value of the torque type and the corresponding coefficient Ka;

4.2.3.4, e.g. when the source power parameter is of the gas flow rate type (or gas flow or gas pressure ratio, etc.), a source power parameter V based on the gas flow rate type_gasAnd the method for calculating the thrust T value corresponding to the coefficient Ka is as follows:

for example, when the source-dynamic parameter is the gas flow velocity V of the jet propeller_gas3. The velocity V of the gas based on the nozzle when the coefficient Ka is K41_gas3 and a method for calculating the thrust T value by the corresponding coefficient Ka: (T ═ K41 × V_gas3) (formula 1-4-1); gas flow velocity V_gasThe unit of 3 is m/s, and the unit of the corresponding coefficient K41 is N/(m/s);

for example, when the source power parameter is the engine pressure ratio EPR and the corresponding coefficient Ka is K42, a method of calculating the thrust T value based on the engine pressure ratio EPR and the corresponding coefficient Ka: (T ═ K42 ═ EPR) (formula 1-4-2); the engine pressure ratio EPR is unitless, and the unit of the corresponding coefficient K41 is N;

for example, when the source power parameter is the combustion chamber pressure Fp2 of the jet engine, the corresponding coefficient Ka being K43, the method of calculating the thrust T value based on the combustion chamber pressure Fp2 of the jet engine and the corresponding coefficient Ka: (T ═ K43 × Fp2) (formula 1-4-3); the unit of the combustion chamber pressure Fp2 of the jet engine is N, and the corresponding coefficient K41 has no unit;

4.2.3.5, for example, when the source power parameter is a source power parameter of a rotational speed type, which may be considered to be a source power parameter based on the reaction force of the injection of the fluid, the thrust of some aircraft may be considered to be a source power parameter of a gas flow rate type (or a gas flow rate or a gas pressure ratio, etc.), and one of the methods for calculating the thrust T value based on the source power parameter n of the rotational speed type and the corresponding coefficient Ka is as follows: t ═ Kan²(ii) a (formula 1-5A);

for example, when the source power parameter is the motor speed n1 in the electric power system and the corresponding coefficient Ka is K51, the method for calculating the thrust T value based on the motor speed n1 and the corresponding coefficient Ka: (T ═ K51 × n1) (formula 1-5-1); the unit of the motor speed n1 is r/min;

for example, when the source power parameter is the rotation speed n2 of the propeller (such as an airscrew or a rotor or a fan) and the corresponding coefficient Ka is K52, the method of calculating the thrust T value based on the rotation speed n2 of the propeller (such as an airscrew or a rotor or a fan) and the corresponding coefficient Ka: (T ═ K52 × n2) (formula 1-5-2); the rotational speed n2 of the propeller (such as an airscrew or a rotor or a fan) is in r/min;

because the output frequency of the motor voltage or the alternating current motor driver has a corresponding relation with the motor rotating speed, the output frequency of the motor voltage or the alternating current motor driver can be converted into the motor rotating speed, and then the thrust T value can be obtained by referring to the method for calculating the thrust T value based on the source power parameter n of the rotating speed type and the corresponding coefficient Ka;

4.2.3.6, e.g. pitch l of variable pitch propellers (e.g. airscrew or rotor or fan) when the source power parameter is pitch l_rPitch l of a variable pitch propeller (e.g. an airscrew or a rotor or a fan) with a coefficient Ka of K6_rAnd the method for calculating the thrust T value corresponding to the coefficient Ka is as follows: T-K6 ═ l_r(ii) a (formulas 1 to 6); l_rIn meters, K6 in N/m.

4.2.3.7, another idea can also be used, for example when the source power parameter is a rotational speed type source power parameter; with air as the load of the propeller, power trainThe square of the conventional rotational speed n is proportional to the torque, and the cube of the rotational speed is proportional to the power; at this time, another method for calculating the thrust T value based on the source power parameter n of the rotation speed type and the corresponding coefficient Ka is as follows: t ═ Kan²(ii) a (formulas 1 to 7);

for example, when the source power parameter is the motor speed n1 in the electric power system and the corresponding coefficient Ka is K71, the method for calculating the thrust T value based on the motor speed n1 and the corresponding coefficient Ka: (T ═ K71 (n1)²) (formula 1-7-1); the unit of the motor speed n1 is r/min; the pitch of the propeller (such as an air propeller or a rotor or a fan) is fixed or not adjustable;

for example, when the source power parameter is the rotation speed n2 of the propeller (such as an airscrew or a rotor or a fan) and the corresponding coefficient Ka is K72, the method of calculating the thrust T value based on the rotation speed n2 of the propeller (such as an airscrew or a rotor or a fan) and the corresponding coefficient Ka: (T ═ K72 (n2)²) (formula 1-7-2); the rotational speed n2 of the propeller (such as an airscrew or a rotor or a fan) is in r/min; the pitch of the propeller (such as an air propeller or a rotor or a fan) is fixed or not adjustable;

accordingly, the motor voltage or the output frequency of the ac motor drive can be converted into the motor speed, which can also be used.

The source power parameters have a plurality of acquisition modes and/or a plurality of signal acquisition points, and the corresponding coefficients Ka of the source power parameters without thrust and the thrust have more types, so that the method is not an example;

4.2.2.4, many parameters in the inherent parameters of the system belong to safety parameters which are not easy to measure, and especially the efficiency coefficient, the non-thrust source power parameter and the thrust corresponding coefficient Ka have important significance for the flight safety of the aircraft;

when the flight condition (flight speed, altitude, attack angle, air density, sound velocity, etc.) and/or the nature of the source power parameter and/or the signal acquisition point of the source power parameter are/is at a set value or a set state, the current value of the efficiency coefficient η of the power system is basically determined and basically unchanged;

the efficiency coefficient of the motor driver, namely, the efficiency value (namely, the efficiency value of the motor driving device) changes, which means that the power supply or the rectifier bridge and the IGBT in the motor driver may have abnormal conditions such as short circuit, open circuit and parameter variation; the change of the motor efficiency value means the change of the rotating magnetic field parameter inside the motor, or the change of the motor winding short circuit, or the circuit break and the like which can cause serious consequences;

the current, voltage, rotating speed and torque in an electric power system of the aircraft can be changed, but the efficiency value of a power supply device, the efficiency value of a motor driving device and the efficiency value of a motor cannot be changed; therefore, the efficiency value of the power supply device and/or the efficiency value of the motor driving device and/or the efficiency value of the motor are not only taken as the efficiency coefficient of the electric power system, but also taken as the important basis of the safety condition of the electric power system;

the values of the efficiency coefficients of the fuel-powered system (such as fan efficiency, combustion efficiency, compressor efficiency, turbine efficiency, propeller efficiency, thermal efficiency, etc.), generally reflecting the working conditions and safety conditions of the corresponding components of the fuel-powered system; the value of the efficiency coefficient of the fuel power system may also be an important basis for the safety condition of the fuel power system;

the variation of the coefficient of efficiency value of the mechanical transmission system of the power system may represent the variation of the mechanical transmission system of the aircraft, including the output shaft of the power device (such as a motor or a fuel engine), the propeller and the intermediate transmission part between the output shaft and the propeller, which may cause serious consequences, such as serious abrasion, deformation, gear brittle fracture and the like;

the torque and the rotating speed of the machine of the power system of the aircraft can be changed, even the friction force can be changed along with the magnitude of the load, but the coefficient of efficiency value of the mechanical transmission system of the power system can not be changed greatly, or serious faults can be caused; therefore, the efficiency coefficient value of the mechanical transmission system of the power system not only can be used as the efficiency coefficient of the mechanical transmission part, but also can be used as an important basis for the safety condition of the mechanical transmission part of the power system;

or in the combined operation data of other measurement objects (such as the total mass of the aircraft, other system operation parameters except the efficiency coefficient η or source power parameters and the like), the efficiency coefficient η of the power system is taken as a parameter required for calculating the combined operation data of the measurement objects, namely an input parameter, and is used for indirectly monitoring the efficiency coefficient η value of the power system, so that the power system can be used for monitoring the operation condition and the safety condition of the power system of the aircraft;

similarly, the non-thrust source power parameter and the thrust corresponding coefficient Ka (i.e., the conversion coefficient Ka) usually include efficiency factors of a corresponding system (or component or device), that is, the corresponding coefficient Ka also embodies the function of the efficiency coefficient η of the corresponding system (or component or device), the corresponding coefficient Ka of the power system is used as a measurement object to obtain combined operation data thereof for monitoring, or in calculating the combined operation data of other measurement objects (e.g., the total mass of the aircraft, other system operation parameters except the corresponding coefficient Ka, or the source power parameter), the efficiency coefficient η of the power system is used as a parameter required for calculating the combined operation data of the measurement object, that is, an input parameter, for indirectly monitoring the corresponding coefficient Ka value of the power system, and can be used for effectively monitoring the operation condition and the safety condition of the power system of the aircraft;

4.2.3, rolling resistance coefficient f: the coefficient of resistance between rolling wheels of the aircraft and the ground when the aircraft slides on the ground is referred to; the ground sliding refers to that the rolling wheels of the aircraft contact the ground and roll along the ground to run, and the aircraft slides on the ground when contacting the ground; the rolling wheels may also be referred to as drive wheels; the ground taxiing in the invention does not include the condition that the aircraft runs along the ground in a non-rolling wheel rolling mode (such as taxiing by landing the airframe or landing the wing); rolling resistance coefficient f value: 0.03 dry cement track, 0.05 wet cement run, 0.07-0.1 dry grassland and 0.1-0.12 wet grassland;

the system for driving the aircraft to taxi on the ground is called a ground taxi system; the system generally comprises an energy supply device, a power control device and a ground sliding power device; the ground sliding power device consists of a power generation device and a rolling wheel driven by the power generation device; generally speaking, in order to save costs, the energy supply device (or power control device or power generation device) included in the ground taxi system of the aircraft is the same as the energy supply device (or power control device or power generation device) included in the power system of the aircraft;

when the power system of the aircraft is an electric power system, the ground sliding power device is generally composed of a motor and a rolling wheel driven by the motor; when the power system of the aircraft is a fuel power system, the ground gliding power device is generally composed of a fuel engine and rolling wheels driven by the fuel engine;

4.2.3.1, an aircraft, using pneumatic rubber tires, the coefficient of rolling resistance f, which is mainly determined by the pressure p1 of the tire, the wear condition kt of the tire, the road surface flatness condition kr, can be described by a mathematical function: f (k0, p1, kt, kr); k0 is a correction coefficient, p1 is tire air pressure, kt is tire wear state, and kr is road surface condition. The f reference value under the standard wear condition kt, the standard air pressure p1 and the standard road condition kr can be set by an aircraft manufacturer or a professional detection mechanism. The f reference value of the aircraft can change in small amplitude when the speed, the load and even the gradient of the aircraft change greatly, and the change of the f reference value can be corrected by setting different correction coefficients k0 in different speed, load and road surface gradient sections.

The change of the f value can be caused by the change of the road surface leveling condition kr or the change of the abrasion condition kt; but kt change is a slow process that does not cause a sudden change in f-number; the change of f caused by the change of the road surface leveling condition kr can be easily identified and distinguished by the visual observation of a driver and passengers.

Therefore, when the change of kt and kr values is ignored, f value is mainly determined by tire pressure p 1; under the same road condition and the same load capacity, when the tire pressure p1 is insufficient and the tire deformation is larger (the out-of-roundness is larger), the f value is larger, and the running resistance of the aircraft is larger (the tire is more easily heated and blown out when running at high speed); the principle is as follows: round objects can roll easily, oval objects can not roll easily, and polygonal rhombohedron, square and triangle objects are more difficult to roll;

the f parameter is used as a measuring object to carry out direct monitoring, or the f parameter is contained in the combined operation data calculation of other measuring objects to carry out indirect monitoring, so that the tire deformation (out of roundness) and the tire wear condition kt can be monitored whether the tire deformation (out of roundness) is abnormal or not when the aircraft slides on the ground (the aircraft rolls along the ground by the contact of rolling wheels of the aircraft and the ground), and the risk of tire burst can be early warned in advance. In the high-speed operation period of the aircraft, if a tire burst accident happens suddenly, the deformation (out-of-roundness) of the tire caused by gas leakage is increased rapidly, the air pressure p1 of the tire is reduced rapidly, and the combined operation data of the measured and calculated objects is subjected to large-amplitude mutation.

From the analysis of the working principle of the inflatable tire, the change of the internal pressure is slow before the gas is greatly leaked due to the pressure generated by the dead weight of the aircraft, and the change of the wheel speed is slow; but as long as the tire leaks air with small amplitude, the deformation (out-of-round) of the tire caused by the heavy pressure of the aircraft can be generated immediately; monitoring for flight condition anomalies by monitoring changes in operational resistance (caused by deformation of the drive wheels) is therefore potentially faster and more efficient than prior art techniques that rely on air pressure or wheel speed to monitor tire pressure.

4.2.4, comprehensive transmission ratio it of the power system: refers to the transmission ratio of the power system of the aircraft; the integrated transmission ratio it of the power system refers to the integrated transmission ratio of an output shaft including a power generation device (a motor or a fuel engine), a propeller (an air propeller or a rotor or a fan, etc.), and an intermediate transmission component between the output shaft and the propeller; the coefficient of efficiency Kt of the mechanical transmission system of the power system generally refers to the coefficient of efficiency of the transmission system between the output shaft and the propeller; the comprehensive transmission ratio it of most aircrafts is a fixed value; the comprehensive transmission ratio it of part of the aircraft may vary according to the gear of the transmission; if the comprehensive transmission ratio it is variable, a central controller is required to give a current value during measurement and calculation;

4.2.5, description of other parameters:

integrated transmission ratio im of ground taxiing system: refers to the transmission ratio of the ground taxi system of the aircraft; the comprehensive transmission ratio im of the ground sliding system refers to the comprehensive transmission ratio of an output shaft comprising a power generation device (a motor or a fuel engine), a driving wheel and an intermediate transmission component between the output shaft and the driving wheel; the coefficient of efficiency Km of the mechanical transmission system of the ground sliding system generally refers to the coefficient of efficiency of the transmission system between the output shaft and the driving wheels; the overall transmission ratio im of most aircraft is a fixed value; the overall transmission ratio im of a part of the aircraft may vary according to the gear of the transmission; if the comprehensive transmission ratio im is variable, a central controller is required to give a current value during measurement and calculation;

4.2.6, the values of the intrinsic parameters of the system are generally preset values (especially preset values of the system), and can be given by the central controller of the aircraft, and the correctness of the preset values is also ensured by the central control of the aircraft; obviously, without special mention, the values of the system-inherent parameters are generally given by presets (in particular system presets);

5. definition of data priority and interpretation of source-power combination type parameters:

the invention relates to a method for controlling the dynamic force of a power source, which comprises the following steps of (1) selecting three parameters of a source dynamic parameter, the total mass of an aircraft and a system operation parameter; the source power combination type parameters are also classified into source power parameters; according to different types of power systems, the source power combination type parameters are also divided into electric power combination type parameters, fuel power combination type parameters and hybrid power combination type parameters; the electric power combination type parameters comprise electromechanical combination type parameters and electric power combination type parameters at the rear end;

examples of typical electromechanical combination-type parameters are as follows: the system comprises a power supply device, a ground taxiing system, a power supply device, a ground taxiing system, a power supply device, an electromagnetic torque Te, a ground taxiing system, a power supply device, an aircraft speed V, a power supply device;

examples of typical fuel-power combination type parameters are as follows: e.g. (K21 × fm1/V) represents a thrust force calculated on the basis of the fuel consumption fm1 of the fuel supply system and the vehicle speed V value; for example (K52 × n2) represents a thrust force calculated on the basis of the value of the speed n2 of the propeller (for example, an airscrew or a rotor or a fan);

typical hybrid combination type parameters are exemplified as follows: as (Tr3 × im3/R), a driving force calculated from the driving torque Tr3 of the hybrid system;

the source power combined type parameters have infinite expressions, which are not listed in the invention;

acquisition mode of source-power combination type parameter value 1: the value of the source power parameter in the source power combination type parameter is obtained through the method, the values of other parameters in the source power combination type parameter are obtained through the method, and the value of the source power combination type parameter is obtained through calculation of a calculation formula of the source power combination type parameter;

6. combined type parameters not including source power parameters:

6.1, mechanical combination type parameters: when the parameters of the mechanical operation parameters, the total mass of the aircraft and the inherent parameters of the system are combined into a calculation expression containing the mechanical operation parameters, the calculation expression becomes the mechanical combination type parameters, and the mechanical combination type parameters are also classified into the mechanical operation parameters;

typical mechanical combination-type parameters are exemplified as follows: the method comprises the steps of (g × f × cos θ + g × sin θ + a) representing a comprehensive force factor related to mass, (m2 × g × f × cos θ) representing driving wheel friction resistance of a ground taxiing system, (m2 × g × sin θ) representing gradient resistance of the aircraft, (m2 × a) representing gear shift resistance of the aircraft, and (m2 × g × cos θ + m2 × g sin θ + m 2a + fw) representing mechanical type comprehensive running force of the aircraft; in this text, θ does not refer to pitch angle, but to the slope of the aircraft when taxiing on the ground.

Mode 1 for acquiring mechanical combination type parameter values: obtaining the values of the mechanical operation parameters in the mechanical combination type parameters in the manner, obtaining the values of other parameters in the mechanical combination type parameters in the manner, and further obtaining the values of the source power combination type parameters through calculation of a calculation formula of the mechanical operation parameters;

6.2, when two or more system intrinsic parameters are combined into a calculation formula (e.g., (Ke × Km) × (im/R)), or (im/R), etc.), the calculation formula is still classified as a system intrinsic parameter.

7. Flight parameters: obviously, all parameters that have an influence on the flight state of the aircraft, or all parameters that are relevant to the operation of the aircraft, may be referred to simply as flight parameters; the source power parameters, the total mass of the aircraft and the system operation parameters (including mechanical operation parameters and system intrinsic parameters) belong to flight parameters; herein, the system operation parameter is also called system operation parameter group; reading data of a flight control system through an interface connected with the flight control system of the aircraft, and acquiring values of a plurality of flight parameters; other parameters which are not exemplified in the invention can be classified according to parameter dereferencing approaches and technical characteristics.

the flight condition association factor of the invention refers to parameters directly or indirectly associated with the judgment of the flight condition of the aircraft, and comprises any one or more parameters of the flight conditions (flight speed, altitude, attack angle, air density, sound velocity and the like), road condition information, loading condition information, total mass of the aircraft, source power parameters, system operation parameters and power device operation conditions; the flight condition mainly refers to the condition of a power system and/or the condition of a pneumatic system of an aircraft; the power system of the aircraft has good parts, good lubrication, small abrasion and high efficiency, and the power system has high condition good index; if the power system of the aircraft is seriously worn and has low efficiency, the condition of the power system has low index; the road condition information mainly refers to the flatness of the road surface, and the road condition goodness index is high when the road surface is more flat; the loading condition mainly refers to the condition that the aircraft loads personnel or articles, and if the personnel in the aircraft frequently jump or the articles randomly roll in the aircraft, the loading condition has a low good index; the position information can be acquired according to satellite navigation (such as Beidou, GPS and the like), digital maps and other modes;

the safety range of the flight parameter (also referred to as a safety limit threshold value or a safety permission value or a safety threshold value or a safety limit threshold value or a safety value), is usually a preset value of the flight parameter for preventing the occurrence of abnormal flight conditions or causing flight safety accidents, or a preset value for avoiding damage of devices, which is set according to design specifications of a power device, a power control device or an energy supply device, such as a current safety value I _ ena, a voltage safety value U _ ena, a driving torque safety value T _ ena, a power safety value P _ ena, and the like; safe values for the parameters, which may also include values set according to natural limit attributes of the flight parameters; if the upper limit value in the safety range of the mass of the carried goods is naturally the maximum loading safety value m _ ena of the aircraft (also called legal loading capacity or maximum safe loading mass of the aircraft), the lower limit value in the safety range of the mass of the carried goods is naturally 0; the safety value of the total mass of the aircraft is the sum of the safety values of the no-load mass and the mass of the carried goods; if the upper limit value in the safety range of the residual fuel mass mf0 is naturally the fuel mass of the maximum volume of the fuel of the type which can be loaded by the fuel container, the lower limit value in the safety range of the residual fuel mass mf0 is naturally 0; the upper limit value of the safety range of the fuel consumption rate fm2 is naturally a limit value determined by integrating various limit states (such as parameters of maximum load, maximum gradient, maximum speed, maximum acceleration, maximum fuel supply amount per unit time provided by a fuel supply pipeline, and the like), and the lower limit value of the safety range of the fuel consumption rate fm2 is naturally 0;

In the present invention, the specific acquiring method of the parameter values in the subsequent embodiments may adopt all the acquiring methods of the flight parameters described above, and for the sake of convenience of description, the specific acquiring method of the parameter values in the subsequent embodiments may be omitted.

8. The description of the invention that the aircraft is controlled to operate by the power device comprises the following steps:

8.1, the invention convention: the 'operation of the aircraft controlled by the power device' refers to a state that the aircraft is controlled by the power device to operate alone, and the state usually does not include all 'operation of the aircraft controlled by the non-power device' states such as parking, flameout, neutral sliding or mechanical braking of the aircraft; because it is inconvenient to monitor the operation of the aircraft by collecting source power parameters and calculating when the aircraft is not in power device control operation.

8.2, the 'aircraft is controlled by the power device to run' state or the 'aircraft is not controlled by the power device to run' state, can be identified and given by the central controller of the aircraft; the state of forward rotation or reverse rotation or stop of the driving state of the power device can be identified and judged by acquiring the flight state word of the power device or the control command word of the power device, and the current state is identified as the control operation of the aircraft by the power device or the control operation of the aircraft non-power device by matching with the action state information of the mechanical brake.

8.3, the invention provides a method for monitoring an aircraft, wherein the starting point and the ending point of the aircraft can be on time when the aircraft is controlled by a power device to run;

when the state of the aircraft is controlled to run by the power device from the state of the aircraft non-power device control running is set to be the starting point of the time period of the aircraft controlled to run by the power device, a new time period of the aircraft controlled to run by the power device is defined to be started;

the state that the aircraft enters the aircraft non-power device controlled operation from the 'aircraft controlled operation by the power device' such as parking, mechanical braking, neutral gear sliding and the like can be set as the end point of the time period of the 'aircraft controlled operation by the power device';

the length of each time period of the 'operation of the aircraft controlled by the power device' can be long or short, and as long as the aircraft is always in the 'operation of the aircraft controlled by the power device', the length can reach hours, and the length can be short, namely minutes or even seconds; obviously, the time period of the 'aircraft controlled by the power plant' is the same as the 'operation process' in the text, and is completely equivalent;

even if the same aircraft is in different time periods (namely different operation flows) of the aircraft controlled by the power device, certain parameters, particularly the mass m1 of the carried goods of the aircraft, can be changed, wherein m1 is naturally increased if passengers are increased, m1 is naturally decreased if passengers are decreased, and the total mass value of the aircraft can be changed from 1500KG to 7100KG when the mass value of the aircraft is empty and full and 80KG when the mass value of the aircraft is empty and full;

in order to avoid that the running condition of a power system of the aircraft cannot be monitored with high precision and high sensitivity due to normal fluctuation of the total mass of the aircraft, the invention provides a technical scheme for setting the reference data according to the combined operation data acquired when the set condition is met based on a self-learning mechanism, can flexibly adjust the reference data along with normal change of load, and is particularly suitable for monitoring the aircraft with the mass of personnel or articles which can be greatly changed every time of carrying.

9. The power device operates the working condition, including the driving state of the power device, the braking state of the power device, etc.;

9.1, when the power device of the aircraft is a motor, the driving state of the power device can be referred to as an electric state for short, and the braking state of the power device is a motor braking state; the motor braking state comprises various states such as regenerative feedback power generation braking, energy consumption braking and the like; when the power device of the aircraft is a fuel engine, the operation working conditions of the power device are divided into a fuel engine driving state, a fuel engine braking state and the like; when the power device of the aircraft is a hybrid power device, the operation condition of the power device is divided into a hybrid power device driving state, a hybrid power device braking state and the like;

for convenience of description and understanding of the present invention by those skilled in the art, in the following embodiments 1 to 32, the present invention provides that the aircraft is supposed to operate forward in the direction of the nose under the control of the power plant by default. The reversing is a very short process, and the monitoring in the reversing process has almost no practical significance; of course, the related monitoring protection can be carried out during the backing by using the series technical scheme provided by the invention.

For ease of description and understanding of the present invention by those skilled in the art, the present invention provides the following parameter setting methods of 9.2 and 9.3:

9.2, in the later-described embodiment of the invention, when the power device of the aircraft is a motor and the operation condition of the motor is in an electric state, the rotating speed n1 of the motor and the speed V of the aircraft_XAre all agreed to be positive values; each motor driving parameter (electric power, electromagnetic torque Te, torque current component iq, motor current Io) is a positive value; the mechanical driving force calculated according to the electrical energy is also a positive value, which indicates that the motor is in a state of converting the electrical energy into the mechanical energy at the moment;

similarly, when the power device of the aircraft is a fuel engine and the operation condition is in a fuel engine driving state, the engine speed n1 and the aircraft speed V_XAre all agreed to be positive: each fuel power parameter is a positive value, which represents that the fuel engine is in a state of converting fuel into mechanical energy at the moment;

similarly, when the power device of the aircraft is a hybrid power device and the operation condition is the hybrid power device driving state, the engine speed n1 and the aircraft speed V_XAre all agreed to be positive: each hybrid parameter is a positive value;

9.3, in the embodiments of the invention, when the operation condition of the motor is in the motor braking state, the motor speed n1 and the speed V of the aircraft_XStill agreed to be positive: each motor driving parameter (electric power, electromagnetic torque Te, torque current component iq) is a negative value; the mechanical driving force calculated according to the electric energy is also negative, which indicates that the motor is in the state of converting the mechanical energy into the mechanical energyA state of being converted into electric energy;

similarly, when the power device of the aircraft is a fuel engine and the operation condition is in a fuel engine braking state, the engine speed n1 and the speed V of the aircraft_XStill agreed to be positive; if the fuel power parameter is measured by a torque sensor, a negative value is required to be agreed;

similarly, when the power device of the aircraft is a hybrid power device and the operation condition is the braking state of the hybrid power device, the engine speed n1 and the aircraft speed V_XThe hybrid power parameters are agreed to be positive values, and if the hybrid power parameters are measured by a torque sensor at the moment, the hybrid power parameters are agreed to be negative values;

9.4, the identification method of the operation condition of the power device for reference provided by the invention comprises the following steps:

9.4.1, the identification method of the motor operation condition is as follows:

the identification method of the motor operation condition for reference 1:

firstly, obtaining the electromagnetic torque Te and the motor speed n1 of the motor, and further identifying as follows:

when the Te direction is the same as the n1 direction, the current motor operation condition can be identified as follows: an electric state;

when the direction of Te is opposite to that of n1, the current motor operation condition can be identified as follows: a motor braking state;

according to the convention, the operation condition of the motor can be naturally identified according to the positive and negative of Te.

The method for identifying the operation condition of the AC motor for reference 2 comprises the following steps:

when Udc is smaller than the peak value of U2i, the current motor operation condition tends to be in an electric state;

when Udc is larger than the peak value of U2i, the current motor operation condition tends to the motor braking state;

the method for identifying the motor operating condition of the referenced alternating current asynchronous motor comprises the following steps:

when n1< n0, the current motor operation condition tends to be in an electric state;

when n1> n0, the current motor operation condition tends to a motor braking state;

the identification method 4 of the motor operation condition for reference comprises the following steps: the motor driving device of partial model is like the four-quadrant converter, also can directly discern the judgement motor operating mode through reading its inside state word.

Critical handover area identification method for reference 5:

in the operating condition of the motor, no matter in an electric state or a motor braking state, the motor all comprises a more special stage: a critical switching region; when the motor is in a critical switching area of an electric state, the motor is easy to enter a motor braking state; when the motor is in a critical switching area of a motor braking state, the motor is easy to enter an electric state;

when the operation condition of the motor is in a critical switching region, the calculation accuracy can be influenced, and the calculation or monitoring of parameters can be stopped; a critical state identification threshold value Te _ gate can be set, and when the absolute value Te is less than the Te _ gate, the current motor operation condition can be judged to be in a critical switching area;

9.4.2, other power device operation conditions and critical switching area identification methods:

when the positive and negative of the source power parameters (such as the electric power parameters, the fuel power parameters, the hybrid power parameters and the like at the rear end) of the non-motor driving parameter types can be measured (such as a torque sensor is adopted to measure signals), the operation condition of a power device of the aircraft can be identified according to the positive and negative of the source power parameters; when the value of the source power parameter is positive, the running working condition of the power device can be judged to be a driving state, and when the value of the source power parameter is negative, the running working condition of the power device can be judged to be a braking state; of course, if the fuel power parameter is a specific fuel consumption type parameter, it is not convenient to measure the positive or negative of the specific fuel consumption parameter, and it is also not convenient to convert the energy of the aircraft into fuel reversely when the fuel engine is in a braking state;

according to the mechanical comprehensive operation force (m2 g f cos theta + m2 g sin theta + m 2a + fw) of the aircraft in the mechanical combination type parameters, the operation working condition of the power device can be identified; when the value of the mechanical comprehensive operation force is positive, the operation condition of a power device of the aircraft can be judged to be a driving state, and the condition shows that the aircraft needs to absorb power represented by the power parameter of the source to drive the aircraft to operate; when the value of the mechanical comprehensive operation force is negative, the operation condition of the power device of the aircraft can be judged to be a braking state, which indicates that the kinetic energy or potential energy of the aircraft can be fed back to the aircraft or needs to be braked; when the absolute value of the comprehensive mechanical operating force is lower than a preset threshold (such as 5-10% of a rated value), the current operating condition of the power device can be judged to be in a critical switching area.

In some aircrafts, the information of a flight control system (or a power device control system therein) can be directly read to identify the operation condition and the critical switching area of the aircraft.

10. The network system of the present invention includes, but is not limited to: various wired or wireless mobile 3G, 4G networks, 5G networks, the Internet of things, an air control center, an operation management center, an aircraft fault diagnosis center, a GPS network, an aircraft intranet, a local area network and the like; the network system can comprise a corresponding human-computer interaction interface, a storage system, a data processing system, a mobile phone APP system and the like; personnel or institutions (such as control personnel, operation managers, air control and fault diagnosis centers) related to the operation of the aircraft can monitor the operation condition of the aircraft in real time or afterwards through the network system.

From the analysis on the feasibility of the measurement of the parameters, the invention divides the parameters into measurable parameters and unmeasurable parameters; the measurable mode is that a sensor for measuring the parameter is arranged on the aircraft implementing the technical scheme provided by the invention, and the aircraft can obtain the measurement result of the parameter based on the sensor in flight; correspondingly, non-measurable means that no sensor is provided on the aircraft to measure the parameter and/or that no measurement of the parameter can be obtained based on the sensor; the classification basis of measurable and unmeasurable is based on a specific aircraft and is based on whether the aircraft can be measured in flight or not; such as parameters of the same type in physical nature, measurable in some aircraft, and possibly not measurable in another aircraft; for example, the thrust of an aircraft may be measured on a ground facility or dedicated test stand, but not directly in flight; based on others only

analyzing in a practical sense, the class a parameters are also parameters to be measured, i.e. the actual values of the parameters can only be obtained by actual measurement; the type B parameters are also parameters which can be preset, namely the actual values of the parameters can be obtained by actual measurement and can also be obtained based on a preset mode;

generally speaking, any one of the total aircraft mass m2, the unloaded mass m0 and the system intrinsic parameters (such as the efficiency coefficient η of the power system, the coefficient Ka of correspondence between the non-thrust source power parameter and the thrust, the air density or atmospheric density ρ, the roll resistance coefficient f and the integrated transmission ratio it of the engine mounting angle power system) in the mass type parameters belongs to the class B parameters (i.e. parameters that can be preset), for example, if the parameters (which can be either the measurement object or the input parameter) are system intrinsic parameters (such as the roll resistance coefficient, the efficiency coefficient, the non-thrust source power parameter and the coefficient Ka of correspondence between the thrust), it is obvious that under the set flight conditions (flight speed, altitude, angle of attack, air density, sound velocity, etc.), the first variation of the parameters is usually small (assuming that it is less than 0.2), and the first variation of the parameters is less than the first contrast threshold (assuming that the value is 0.3);

generally speaking, the parameters included in the mass-variation type article mass, the source power parameter, and the machine operation parameter (for example, the residual fuel mass mf0, the electric power, the electromagnetic torque Te, the propulsion power Pr2 of the propeller, the fuel consumption rate of the injection output side of the fuel injection system, the speed V, the lift L, the drag D, and the like) among the mass-type parameters belong to the a-type parameters (i.e., the parameters to be measured); obviously, the minimum absolute value of the parameter may be 0, and the first variation of the parameter is 1; obviously, the parameters described in this paragraph may also be measurable parameters;

in the present invention, the relationship between altitude and sound velocity and air density data, the meaning and representation of the coordinate system commonly used by the aircraft, the mathematical transformation of each coordinate system, the relationship between fuel consumption and flight conditions (altitude H, speed n, thrust T, etc.), the relationship between engine speed characteristic curve, the relationship between thrust and flight conditions (such as altitude, speed, etc.), the relationship between lift pole curve (also referred to as pole curve for short), the relationship between lift force and aerodynamic layout of the aircraft (airfoil profile, wing planform, flap deflection angle, flat tail deflection angle) and flight conditions (altitude, mach number, attack angle, etc.), and other all basic knowledge related to flight can be obtained by any one or more approaches of the production service manufacturer of the aircraft, professional detection mechanism, manual trial and error method, limited test, type test, and prior art.

And the fourth part is as follows: the specific contents and specific embodiments of the invention are as follows:

one of the technical problems to be solved by the invention is to provide a method for acquiring data of an aircraft, which can acquire the data of the aircraft by means of ways other than sensor measurement and presetting; the acquisition method can acquire the data of flight parameters which are inconvenient to measure (not measurable) or easy to measure (namely measurable) in the flight process; the data of the aircraft acquired by the acquisition method can be used for reflecting the current actual flight condition of the aircraft, the past actual flight condition, predicting the impending flight condition (caused by the received but not executed control command), and the like; the method can be used for further and widely analyzing and researching the flight safety condition, safety control, flight control and the like of the aircraft.

The purpose of the invention is realized by the following technical scheme:

the measuring and calculating object can also be called as a measuring parameter or a target parameter or a monitoring object and the like; the object to be measured and calculated is any one or more of flight parameters of the aircraft, namely: taking any one or more of flight parameters of the aircraft as a measuring and calculating object; the flight parameters comprise mass type parameters, source power parameters and system operation parameters, and the system operation parameters comprise mechanical operation parameters, system intrinsic parameters and the like.

The present invention provides

1. A method (#1) for acquiring data of an aircraft, which takes any one of flight parameters as a measurement and calculation object (namely, determines any one of the flight parameters as the measurement and calculation object), and presets a corresponding relation between the measurement and calculation object and an input parameter; acquiring data of the input parameters; calculating the joint operation data of the measuring and calculating object based on the acquired data of the input parameters and the corresponding relation; the input parameters comprise at least one parameter of different types from the measuring and calculating object. The different types of classification are based on the classification that flight parameters are divided into three parameter types of mass type parameters (particularly total mass of the aircraft), source power parameters and system operation parameters; for example: when the measured object is a quality type parameter, the input parameter at least comprises a source power parameter and/or a system operation parameter; for example: when the measurement object is a source power parameter, the input parameter at least comprises the total mass of the aircraft and/or a system operation parameter; for example: when the object to be measured is a system operation parameter, the input parameter at least comprises the total mass and/or the source dynamic parameter of the aircraft. Further: when the object is a system operating parameter, the input parameter at least comprises the total mass of the aircraft and/or the source dynamic parameter and/or other system operating parameters except the object. Further: when the measured and calculated object is a mechanical operation parameter in the system operation parameters, the input parameter at least comprises the total mass of the aircraft and/or a source power parameter and/or a system intrinsic parameter and/or other mechanical operation parameters except the measured and calculated object; when the object to be measured and calculated is a system intrinsic parameter in the system operation parameters, the input parameters at least comprise the total mass of the aircraft and/or the source dynamic parameters and/or the mechanical operation parameters and/or other system intrinsic parameters except the object to be measured and calculated;

It is apparent that at least one of them herein includes two.

The acquisition method (#1) can also be described as: the measurement object is any one of flight parameters of the aircraft, and is characterized in that the combined operation data of the measurement object is obtained based on data comprising at least one parameter different from the type of the measurement object; the different types of classification are based on the classification that flight parameters are divided into three parameter types of mass type parameters (particularly total mass of the aircraft), source power parameters and system operation parameters; for example: when the measurement object is a quality type parameter, the combined operation data of the quality type parameter is obtained by calculation based on data at least comprising source power parameters and/or system operation parameters; for example: when the measurement and calculation object is a source power parameter, the combined operation data of the source power parameter is obtained by calculation based on data at least comprising the total mass of the aircraft and/or system operation parameters; for example: when the measurement object is a system operation parameter, the combined operation data of the system operation parameter is calculated based on data at least comprising the total mass and/or the source power parameter of the aircraft, and the like. Obviously, in the acquiring method, the joint calculation data of the measurement and calculation object is obtained based on the data including at least one parameter of different type from the measurement and calculation object, and may also be described as: calculating the combined operation data of the measuring and calculating object based on the corresponding relation between the data comprising at least one parameter of different types with the measuring and calculating object and the measuring and calculating object; further, the obtaining method can be described as follows: presetting the corresponding relation between data comprising at least one parameter of different types of the measuring and calculating object and the measuring and calculating object, and calculating the combined operation data of the measuring and calculating object based on the acquired data comprising at least one parameter of different types of the measuring and calculating object and the corresponding relation.

The acquisition method (#1) can also be described as: the measurement object is any one of flight parameters of the aircraft, and is characterized in that the joint operation data of the measurement object is obtained based on the preset corresponding relation between at least two parameters of system operation parameters, source power parameters and quality type parameters; the at least two types include any two or three;

when at least two are three, that is: the measurement object is any one of flight parameters of the aircraft, and is characterized in that the joint operation data of the measurement object is obtained based on the preset corresponding relation among three parameters of system operation parameters, source power parameters and quality type parameters;

preferably, the combined operation data of the measurement and calculation object is obtained based on a preset corresponding relation among the system operation parameters, the source power parameters and the quality type parameters, and specifically comprises the step of calculating the combined operation data of the quality type parameters by using at least the source power parameters and/or the system operation parameters, or calculating the combined operation data of the system operation parameters by using at least the quality type parameters and/or the source power parameters, or calculating the combined operation data of the source power parameters by using at least the total mass of the aircraft and/or the system operation parameters.

In the present acquisition method input parameters, one part may be fixed, and only the required parameters of the other part are given. If the quality type parameter can be fixed, the source power parameter can be obtained by only inputting the system operation parameter. The realization form can be that after replacing a part of parameters in the calculation formula with fixed corresponding constants, a new calculation formula is obtained for calculation; or the method may be a method of fixing the one portion and then inputting the other portion to search in a preset table.

Herein, the input parameters refer to all parameters except for the measurement and calculation object in the corresponding relationship; that is, the parameters required by the joint operation data of the measurement and calculation object are calculated according to the preset corresponding relation.

In the invention, the joint operation data (namely, the joint operation data of the measurement and calculation object) can also be called as first data or estimation data or calculation data; the combined operation data refers to a data type or a data acquisition way and indicates that the data is a result obtained by calculation based on different types of flight parameters; the correspondence relationship described in any one of the above-described acquisition methods (#1), particularly, the rule of the flight power balance; the rule can be a formula or an equation, and can also be a table; there are infinite realization formulas for calculating the combined operation data of the measuring and calculating object according to the rule of the flight power balance; data of the aircraft can be acquired by referring to the following embodiments.

The above acquisition method (#1) further includes any one or more of the following schemes a1, a2, A3, a4, and a 5:

a4, setting at least one data of the parameters to be measured in the input parameters based on the actual value, the measured value or the instruction value; preferably, the parameter to be measured comprises a source power parameter and/or a machine operation parameter;

a5, setting at least one data of the total mass of the aircraft, the mass of the carried goods, the empty mass and the intrinsic parameters of the system in the input parameters based on the actual value and/or the reasonable value; and/or: at least one data of unmeasurable parameters included in the input parameters is set based on actual values and/or reasonable values; and/or at least one data of the pre-settable parameters included in the input parameters is set based on the actual value and/or the reasonable value; in the scheme A5, the reasonable values of the parameters can be known in a preset mode or in a combined operation mode; the actual values of the parameters can be obtained by a preset method, an actual measurement method or a combined operation method.

Preferably, the at least one data in the a1 and/or a2 and/or A3 and/or a4 and/or a5 scheme is all data (i.e. values of all parameters); on the premise of reasonable cost, the number of the at least one represented parameter is increased as much as possible (that is, as much data as possible is set based on the measured value or the actual value), which is favorable for improving the precision of the combined operation data of the measurement and calculation object; the accuracy of the combined operation data of the measurement and calculation objects is improved, which is naturally beneficial to better reflect the current actual flight condition, the past actual flight condition, the predicted (caused by the received but not executed control command) upcoming flight condition and the like of the aircraft, and is beneficial to further and widely analyzing and researching the flight safety condition, safety control, flight control and the like of the aircraft.

In the acquisition method (#1), it is obvious that at least one of the data included in the input parameters is set based on a preset value and/or an actual value, and/or is a system intrinsic parameter and/or an unmeasured parameter and/or a presettable parameter; generally speaking, all of the total mass of the aircraft and/or the system-inherent parameters and/or the unmeasurable parameters and/or the presettable parameters can be set on the basis of preset values; of course, if the total mass of the aircraft and/or the intrinsic parameters of the system and/or the number of the parameters which are set based on the measured values in the measurable parameters and/or the presettable parameters are increased, the accuracy of the combined calculation data of the measurement and calculation object is improved; for example: the air density rho in the inherent parameters of the system can be used for calculating the lift force L and the resistance D, and the air density rho can be preset based on information such as international standard atmosphere and the like under the normal condition; the current height, the ambient temperature, the wind speed and other information of the aircraft can be further increased to obtain more accurate air density rho; if the actual measurement value of the air density ρ can be obtained based on the actual measurement manner of the sensor and used for calculating the lift force L and the resistance force D, the accuracy of the combined calculation data of the measurement object can be further improved.

The total mass of the aircraft, the mass of the load carrier, the empty mass, the system-inherent parameters included in the input parameters, and/or: at least one of unmeasured parameters included in the input parameters and/or preset parameters included in the input parameters is set based on an actual value and/or a reasonable value; from the practical application perspective, the more data are set for setting based on the actual value, and the calculation precision can be naturally improved; but raise the cost of the system; therefore, part of the data can be set based on the preset reasonable value; generally speaking, data included in the input parameters can be actually measured as much as possible; the actual measurement can not be carried out, and a preset reasonable value is adopted as much as possible.

Further, the acquisition method (#1) is performed while the aircraft is flying;

the aircraft in the invention comprises four conditions during flying: the aircraft is controlled by the power device to fly in the air or controlled by the power device to slide on the ground, or the aircraft freely glides in the air or the aircraft freely slides on the ground, and the free gliding or free sliding means that the power device of the aircraft does not generate thrust.

Basic setting scheme of values of input parameters: obviously, in any aspect of the present invention, the values of the acquired input parameters (in the rules of the flight power balance) are qualified values (i.e., acceptable values); different input parameters have different acceptable values; acceptable values of a parameter (including an input parameter) refer to values of the parameter (including an input parameter) that achieve a utility or that represent a natural attribute of the parameter (including an input parameter); for example, any one or more of the purposes of flight condition monitoring (identification of flight condition anomalies), reflection and analysis of the operating conditions of a power system (wear and/or safety conditions), and analysis of the conditions of a system associated with aerodynamic configuration according to the present invention are all a practical use; the current actual value of the parameter, or the value in the third range, or the value in the fourth range is a value representing a natural attribute of the parameter (including the input parameter);

for example, the value of the total mass of the aircraft included in the input parameters is set based on a current actual value or a preset actual value of the total mass of the aircraft, and the current actual value or the preset actual value is an acceptable value of the total mass of the aircraft included in the input parameters;

the meaning of the preset actual values of the parameters in the present invention can also be understood as: the actual value of the parameter acquired at a preset time point (non-current time point); alternatively, the meaning of the preset actual values of the parameters in the present invention can also be understood as: an actual value representing the parameter at a preset point in time (a point in time other than the current point in time); alternatively, the meaning of the actual values preset in the present invention can also be understood as: the actual value in the normal operating state is also understood to be the actual value in the normal operating range. The actual values preset for the total mass of the aircraft mean: this value is a value close to the actual value of the total mass of the aircraft at the preset point in time (not the current point in time); it can also be understood that: actual values of the total mass of the aircraft obtained at preset points in time (not the current point in time); it can also be understood that: an actual value representing the total mass of the aircraft at a preset point in time (not the current point in time);

for example, the value of a parameter of a first type of parameter included in the input parameters, other than the total mass of the aircraft, is set based on a current actual value of the parameter, which is an acceptable value of the first type of input parameter (e.g., source power parameter, speed, acceleration, etc.); in the invention, the first type parameter refers to any one or more types of parameters of the parameters to be measured and/or measurable parameters and/or source dynamic parameters and/or mechanical operation parameters and/or quality variation type article quality; there is also a possibility that, if the degree of difference between the flight condition when the historical value of the parameter takes value and the current flight condition is lower than a preset threshold, the historical value is also an acceptable value of the first type of input parameter (e.g., source power parameter, speed, acceleration, etc.);

for example, when the measured object is a quality type parameter, the input parameter at least comprises a source power parameter and/or a system operation parameter; flight conditions include values of source power parameters and/or system operating parameters; when the difference between the flight condition when the historical record value of the measurement object takes the value and the current flight condition is lower than a preset threshold, that is, the source power parameter and/or the system operation parameter, and when the difference between the value when the historical record value of the measurement object takes the value and the current value is lower than the preset threshold, the historical record value of the measurement object is also an acceptable value of the input parameter (for example, the source power parameter, the speed, the acceleration and the like).

For example: when the measurement object is a source power parameter, the input parameter at least comprises the total mass of the aircraft and/or a system operation parameter; flight conditions include values of aircraft gross mass and/or system operating parameters; when the difference between the flight condition when the historical record value of the measurement and calculation object takes the value and the current flight condition is lower than a preset threshold, that is, the total mass of the aircraft and/or the system operation parameter, and the difference between the value when the historical record value of the measurement and calculation object takes the value and the current corresponding value is lower than the preset threshold, the historical record value of the measurement and calculation object is also an acceptable value of an input parameter (for example, a source power parameter, a speed, an acceleration and the like).

For example: when the measured object is a system operation parameter, the input parameter at least comprises the total mass and/or the source power parameter of the aircraft; the flight conditions comprise values of the total mass and/or the source dynamic parameters of the aircraft; when the difference between the flight condition when the historical record value of the measurement and calculation object takes the value and the current flight condition is lower than a preset threshold, that is, the total mass of the aircraft and/or the system operation parameter, and the difference between the value when the historical record value of the measurement and calculation object takes the value and the current corresponding value is lower than the preset threshold, the historical record value of the measurement and calculation object is also an acceptable value of an input parameter (for example, a source power parameter, a speed, an acceleration and the like).

For example, the value of a parameter of the second type of parameter, other than the total mass of the aircraft, included in the input parameters is set based on the current actual value of the parameter or a value in the safety range of the parameter; usually the value in the safety range of the parameter is set in a preset manner; the current actual value of the parameter or a value in a preset safety range of the parameter is an acceptable value of the second type of input parameter; in the invention, the second type parameter refers to any one or more of non-measurable parameters and/or preset parameters and/or system intrinsic parameters; for example, efficiency factor, rolling resistance factor, overall transmission ratio, drive wheel radius, and gravitational acceleration are typically parameters of the second type of parameters; preferably, the value in the preset safety range is a preset calibration value (i.e. a reasonable value);

in the invention, parameters which represent the attributes of a system related to a power system and/or a mechanical transmission system and/or a pneumatic appearance in the unmeasured parameters and/or the preset parameters and/or the inherent parameters of the system are called parameters which are closely related to safety in the power or transmission system, namely non-easily-measured safety parameters; for example, the coefficient Ka corresponding to the non-thrust source power parameter and the thrust, the efficiency coefficient, the rolling resistance coefficient, the integrated transmission ratio it of the power system, the integrated transmission ratio im of the ground sliding system, the radius of the driving wheel and the resistance coefficient C_DCoefficient of lift C_LThe lift-to-drag ratio K is a parameter closely related to safety in a power or transmission system(ii) a The abnormity of the corresponding coefficient Ka and the efficiency coefficient of the non-thrust source power parameter and the thrust usually represents the fault hidden danger of the power system of the aircraft; an anomaly in the integrated gear ratio typically indicates a catastrophic failure of the mechanical drive train of the aircraft; coefficient of resistance C_DCoefficient of lift C_LRepresenting the hidden trouble of the aerodynamic configuration system of the aircraft; the abnormity of the radius of the driving wheel usually occurs when the tire of the wheel is burst, the radius is reduced and other serious potential safety hazards occur; in the present invention, the parameters in the power or transmission system that are closely related to safety are of the second type.

Setting scheme 2 of measuring and calculating object type or input parameter value: the present acquisition method (#1) further includes any one of schemes A, B, C:

A. the measured object is a parameter closely related to safety in a power or transmission system or a parameter containing the parameter; the values of the input parameters are all set according to acceptable reasonable values of the input parameters; for example: the object to be measured is an efficiency coefficient or a parameter containing the efficiency coefficient; for example, in example 9, the efficiency coefficient Kem of the electromechanical transmission integration of the aircraft is taken as an estimation object; alternatively, (Kem (Te × im/R1)) may be used as the estimation object, and the estimation object (Kem (Te × im/R1)) may include the efficiency coefficient Kem; for example: the measuring and calculating object is a rolling resistance coefficient or a parameter containing the rolling resistance coefficient; for example, in example 10, the rolling resistance coefficient μ 1 of the aircraft is used as the measurement object; the measurement target may be (g × μ 1 × cos θ), and the measurement target (g × μ 1 × cos θ) may include the rolling resistance coefficient μ 1;

B. the value of the total mass of the aircraft included in the input parameters is set based on a preset actual value of the total mass of the aircraft, rather than the current actual value of the total mass of the aircraft; the values of other parameters except the total mass of the aircraft in the input parameters are set according to acceptable reasonable values of all the parameters;

C. at least one of the power included in the input parameters or the parameters closely related to safety in the power transmission system is set based on a preset value that is a value in a preset safety range, rather than being set based on the current actual value of the parameter; the values of the other parameters of the input parameters than the parameters closely related to safety in the power or transmission system are set according to acceptable reasonable values of the respective parameters.

In the acquisition method (#1), the actual value of the total mass of the aircraft is not conveniently measured during the operation of the aircraft; the actual value of the total mass of the aircraft can be preset by an operator in a manual input mode according to the field condition; certainly, the operation needs to be carried out manually, which is inconvenient and not beneficial to improving the calculation precision and safety monitoring; for example, if the input parameters include the total mass of the aircraft, if the self weight of the aircraft is 1500KG and the load is 500KG, if the total mass of the aircraft is set to 2000KG and 1600KG, the difference between the results obtained by the motion balance calculation of the aircraft may be 25% under the premise that the conditions of other input parameters are not changed, which will reduce the calculation accuracy of the motion balance of the aircraft and the significance for safety monitoring;

preferred embodiment 1 of setting embodiment 2: preferably, the value of the total mass of the aircraft included in the input parameters is obtained based on a previously performed aircraft motion balance calculation; that is, before the acquiring method (#1) is performed, the aircraft motion balance calculation is performed (the calculation is a previous calculation) with the aircraft total mass as an estimation object to obtain a value of the aircraft total mass, which is usually an actual value at the time of the previous calculation, and then the actual value is used for the aircraft motion balance calculation at step S2 in the acquiring method (# 1);

preferred embodiment 2 of embodiment 2: further, in the A, B, C scenario, when a parameter of the second type of parameter among the input parameters is set based on a value in a preset safety range, the value in the safety range is a calibration value; therefore, the calculation precision and the monitoring precision are improved; because the safety range is the limit range, the upper and lower deviation is large;

preferred embodiment 3 of setting embodiment 2: in the A, B, C solution, at least one of the first type parameters of the input parameters, except for the total mass of the aircraft, is set based on measured values, such as source power parameters, speed, acceleration, etc.; preferably, the at least one is all.

Preferred embodiment 4 of embodiment 2: the safety-closely related parameter in the power or transmission system is preferably an efficiency coefficient and/or a rolling resistance coefficient; this efficiency coefficient and/or the rolling resistance coefficient have a more important safety significance than the overall transmission ratio and/or the radius of the driving wheels.

Setting parameters (or the number of the parameters) which are actually measured and taken values in the input parameters, wherein the parameters are set based on the actually measured values; other parameters can be set by preset values; the more the measured parameters, the higher the precision is, and the monitoring performance is good; the less the actual measurement parameters, the lower the cost; the user and the manufacturer can freely customize according to different conditions.

Further, the acquisition method (#1) may further include the following modification 1: outputting the calculated value of the calculation object on a human-computer interface of the electronic equipment and/or the portable personal consumer electronic product in the aircraft; further, the expansion scheme 1 may further include the following scheme: acquiring first related data of the measuring and calculating object, and outputting the first related data of the measuring and calculating object of the aircraft on a human-computer interface of electronic equipment and/or portable personal consumer electronics in the aircraft;

further, the acquisition method (#1) may further include the following modification 2: outputting and/or storing the calculated value of the measuring and calculating object; further, the expansion scheme 2 may further include the following scheme: acquiring first related data of the measuring and calculating object, and outputting and/or storing the first related data of the measuring and calculating object;

when the measuring and calculating object is any one parameter of a quality type parameter, a parameter to be measured and/or a measurable parameter and/or a source power parameter and/or a mechanical operation parameter and/or a quality of a quality variation type article, the first related data of the measuring and calculating object is any one or more of a second allowable range, an actual value, a difference value between combined operation data and the actual value and a first allowable range of the measuring and calculating object; when the measurement object is any one of an unmeasured parameter and/or a preset parameter and/or a system intrinsic parameter, the first related data of the measurement object is any one or more of a second allowable range, an actual value, a difference value between the combined operation data and the actual value, a calibration value, a difference value between the combined operation data and the calibration value, and a first allowable range of the measurement object;

in the acquisition method (#1), in particular, if neither the non-thrust source power parameter nor the thrust corresponding coefficient nor the efficiency coefficient is included in the input parameters; the result of the aircraft motion balance calculation will hardly reflect the safety condition of the power system;

Effect of acquisition method (# 1):

in the scheme A, the measurement and calculation object is a parameter closely related to safety in a power or transmission system or a parameter containing the parameter, and the value is obtained based on the rule of flight power balance, so that the method has important significance for safety monitoring, monitoring and data processing of an aircraft; if the measured object is a non-thrust source power parameter and a thrust corresponding coefficient or a parameter containing the non-thrust source power parameter and the thrust corresponding coefficient, the calculation result can be used for reflecting the condition of the non-thrust source power parameter and the thrust corresponding coefficient (namely the condition of the power system); if the object to be measured is the efficiency coefficient or the parameter containing the efficiency coefficient, the calculation result can be used for reflecting the working condition of the power system of the aircraft; if the object to be measured is a resistance coefficient or a parameter containing the resistance coefficient, the calculation result can be used for reflecting the condition of an aerodynamic configuration system of the aircraft;

in the scheme B: if the value of the total mass of the aircraft included in the input parameters is set based on a preset actual value of the total mass of the aircraft, within a time period from the preset time point to the current time, if the abnormal change of the total mass of the aircraft (such as abnormal airplane skipping of a carrier and abnormal change of cargo mass) can be reflected by a rule calculation result of the flight power balance; if the value of the total mass of the aircraft included in the input parameters is set based on the current actual value of the total mass of the aircraft; the calculation result cannot reflect the abnormal change of the total mass of the aircraft;

in scheme C: because the rule calculation of the flight power balance is a special technical scheme based on the combination of the energy conservation principle and/or Newton's law and/or the aircraft operation characteristic factors;

even if the estimation target non-efficiency coefficient or the parameter including the efficiency coefficient, if the value of the efficiency coefficient included in the input parameter is a preset value (the value is preferably a calibration value), the calculation result of the estimation target can be used to reflect the condition of the efficiency coefficient (i.e., the operating condition of the power system);

even if the calculation object is not the non-thrust source power parameter and the thrust corresponding coefficient or contains the non-thrust source power parameter and the thrust corresponding coefficient parameter, if the non-thrust source power parameter and the thrust corresponding coefficient value included in the input parameters is a preset value (the value is preferably a calibration value), the calculation result of the calculation object can be used for reflecting the non-thrust source power parameter and the thrust corresponding coefficient condition (namely the working condition of the power system);

even if the calculation object is not a resistance coefficient (or a lift coefficient) or a parameter containing the resistance coefficient (or the lift coefficient), if the value of the resistance coefficient (or the lift coefficient) included in the input parameter is a preset value (the value is preferably a calibration value), the calculation result of the calculation object can be used for reflecting the condition of the integrated resistance coefficient (or the lift coefficient) (namely, the working condition of the aerodynamic profile of the aircraft);

input parameter 2, further, the acquisition method (#1) includes any one of the following features 2A, 2B, and 2C:

2A, when the input parameters comprise source power parameters and the source power parameters are thrust, the thrust is calculated based on a preset calculation rule of the thrust and the acquired value of the parameters required by calculating the thrust according to the calculation rule of the thrust, and the required parameters at least comprise non-thrust source power parameters and corresponding coefficients of the non-thrust source power parameters and the thrust; the required non-thrust source power parameter value is an actual measurement value/or an actual value/a command value/or a special purpose value;

2B, the measurement and calculation object is a non-thrust source power parameter, or the input parameter comprises a non-thrust source power parameter;

2C, the measured and calculated object is a corresponding coefficient of a non-thrust source power parameter and a thrust, or the input parameter comprises a corresponding coefficient of the non-thrust source power parameter and the thrust;

the technical scheme has the beneficial effects that:

the actual thrust of the aircraft is difficult to directly measure in the flight process, and if the actual thrust is directly measured, the cost is increased or the technical difficulty is increased; easily measurable or measurable parameters are non-thrust source power parameters; however, in the prior art, there is a lack of an effective and disclosed method for obtaining thrust of an aircraft based on non-thrust-based source power parameters; because of the disjunction of the two technical difficulties, the kinetic equation can only be used for modeling, simulation, mathematical research and the like; the technical scheme provided by the invention provides a feasible way for calculating the joint operation data of the measurement and calculation object based on the combination of the non-thrust source power parameters and the dynamic equation; the current actual flight condition, the past actual flight condition, the predicted (caused by the received but not executed control command) impending flight condition and the like of the aircraft can be effectively reflected; the method can be used for further and widely analyzing and researching the flight safety condition, safety control, flight control and the like of the aircraft.

Further, in any of the above technical solutions 2A, 2B, and 2C, the non-thrust source power parameter is at least one of an electric power parameter, a fuel power parameter, and a hybrid power parameter; preferably, the electric power parameter is a motor driving parameter.

The implementation of step A of the scheme is as follows:

in particular, note 1: for ease of description and understanding of the invention by those skilled in the art: when the measurement and calculation object is the total mass of the aircraft, the joint operation data or the non-joint operation data can be directly expressed by a parameter name m or m 2; when the measured and calculated object is a source power parameter or a system operation parameter, the expression of the combined operation data may be added with a suffix after the parameter name: cal; for example, the parameter name Km of the efficiency coefficient of the mechanical transmission system, and the joint operation data is represented by Km _ cal; if the rolling resistance coefficient parameter name is mu 1 or f, the joint operation data is expressed by mu 1_ cal or f _ cal; the equivalence of the invention comprises the equivalence of the core property and the technical processing scheme of the two, and the two can be directly replaced;

in the present invention, the aircraft monitoring method may also be expressed as 1 aircraft power transmission condition monitoring method (#2), including the steps of:

s100, taking any one of flight parameters as a measurement and calculation object;

s200, determining a calculation formula for calculating the rule of the measurement object based on the flight power balance;

s300, comparing the calculated value of the measuring and calculating object with the reference data of the measuring and calculating object, and judging whether the power transmission condition of the aircraft is abnormal or not.

The aircraft motion balance calculation formula and the calculation method in the monitoring method (#1) or the monitoring method (#2) and the setting method of the parameters can be carried out by referring to the content of any position in the text;

the monitoring method (#1) or the monitoring method (#2) is started by self-starting when starting up or started after receiving a manual instruction (manual starting for short). In the invention, the monitoring method can be started up and started automatically without manual operation, and can run automatically after the electronic equipment integrating the monitoring method is powered on, wherein the automatic running can be started immediately after the power is powered on, and can also be run after a preset time. The monitoring method may be started by using the other application programs executed to a certain extent (for example, half of the execution is completed or the execution is completed) as a time point, or by directly using the start instructions sent by the other application programs to start the monitoring method. In a working mode started after receiving a manual operation instruction, the manual instruction is used for controlling the monitoring method to start running, and the manual instruction is generated after manual operation is performed on an operation button, a touch screen, a voice system or other mobile electronic equipment (such as a mobile phone) in a vehicle. The starting self-starting and manual starting can be selected, so that the method has important significance; the monitoring method has an important effect on the operation safety of the aircraft, and the automatic starting is selected, so that the adverse factors of forgetting to start, misoperation and the like of personnel can be avoided, and the safety monitoring data of the whole process can be recorded; in some cases, when the monitoring method of the aircraft is not well-tuned, the selection of the automatic start-up may cause adverse effects such as an increase in false alarm rate, so the selection of the manual start-up is intentional in some cases.

The values of the input parameters in the calculation formula based on the rule of the flight power balance are all reasonable values (also called qualified values); different input parameters have different reasonable values; for example, the value of the total mass of the aircraft included in the input parameters is set based on a current actual value or a preset actual value of the total mass of the aircraft, and the current actual value or the preset actual value is a reasonable value of the total mass of the aircraft included in the input parameters; for example, the value of a parameter of a first type of parameter, other than the total mass of the aircraft, included in the input parameters is set based on the current actual value of that parameter, which is a reasonable value of that first type of input parameter (e.g., source power parameter, speed, acceleration, etc.); for example, the value of a parameter of a second type of parameter included in the input parameters, other than the total mass of the aircraft (e.g., efficiency coefficient, rolling resistance coefficient, overall gear ratio, drive wheel radius, gravitational acceleration, etc.), is a value or set in a safe range based on the current actual value of the parameter or the parameter; usually the value in the safety range of the parameter is set in a preset manner; the current actual value of the parameter or the value in the preset safety range of the parameter is the reasonable value of the input parameter of the second type;

setting scheme 2 of measuring and calculating object type or input parameter value: the present estimation method (#1) further includes any one of the schemes A, B, C:

A. the measured object is a parameter closely related to safety in a power or transmission system or a parameter containing the parameter; the values of the input parameters are all set according to the reasonable values of the input parameters; (ii) a

B. The value of the total mass of the aircraft included in the input parameters is set based on a preset actual value of the total mass of the aircraft, rather than the current actual value of the total mass of the aircraft; the values of other parameters except the total mass of the aircraft in the input parameters are set according to the reasonable values of all the parameters;

C. at least one of the power included in the input parameters or the parameters closely related to safety in the power transmission system is set based on a preset value that is a value in a preset safety range, rather than being set based on the current actual value of the parameter; the values of other parameters except the parameters which are closely related to safety in the power or transmission system in the input parameters are set according to the reasonable values of the parameters;

preferred embodiment 2 of embodiment 2: preferably, in the A, B, C scenario, when a parameter of the second type of parameters is set based on a value in a preset safety range, the value in the safety range is a calibration value; therefore, the calculation precision and the monitoring precision are improved; (ii) a

Preferably, in the monitoring method (#1) or the monitoring method (#2), the estimation object is one of the parameters in the aircraft mass, and the input parameters of the estimation object comprise system operation parameters and source power parameters; or the like, or, alternatively,

the measurement and calculation object is one of source power parameters, and input parameters of the measurement and calculation object comprise system operation parameters and aircraft quality; or the like, or, alternatively,

the measurement and calculation object is one of system operation parameters, and the input parameters of the measurement and calculation object comprise the mass number of the aircraft and the source power parameters.

Preferably, in the monitoring method, the measurement and calculation object is one of aircraft quality, source power parameters, mechanical operation parameters or quality variation type article quality, and the reference value of the measurement and calculation object is an actual value; or the like, or, alternatively,

the measurement and calculation object is any one of the intrinsic parameters of the system, and the reference value is a system preset value.

The present invention provides a method for: the method for acquiring the thrust of the aircraft based on the non-thrust source power parameters comprises the following steps:

the basic embodiment of the method for obtaining the thrust of an aircraft based on non-thrust source power parameters is as follows: (including the following steps 1), 2) and 3);

1) presetting or selecting a calculation rule of the thrust, wherein the calculation rule is called as a thrust calculation rule; the thrust force calculation rule can be selected from any one or more of the following formulas or deformation formulas thereof: formula 1-1 (or its subdivision formula: formula 1-1-1, formula 1-1-2, formula 1-1-3), formula 1-2-1 (or its subdivision formula: formula 1-2-1-1, formula 1-2-1-2), formula 1-2-2 (or its subdivision formula: formula 1-2-2-1, formula 1-2-2-2), formula 1-3-1, formula 1-3-2, formula 1-4-1, formula 1-4-2, formula 1-4-3, formula 1-5A (or its subdivision formula: formula 1-5-1, formula 1-5-2), Equations 1-6, equations 1-7 (or their subdivision equations: equations 1-7-1, equations 1-7-2). . . Of course, the calculation rule may also be a table with corresponding relationships; inputting the value of the parameter required for calculating the thrust T according to the thrust calculation rule according to the corresponding table of the corresponding relation, namely looking up the table to obtain the value of the thrust T;

2) acquiring a value of a parameter required for calculating the thrust according to a calculation rule of the thrust; the required parameters generally include at least non-thrust source power parameters and a corresponding coefficient Ka of the non-thrust source power parameters and thrust; the desired parameters may also include mechanical operating parameters (e.g., aircraft speed V); the value of the demanded non-thrust source power parameter is typically an actual measured value (or an actual value or a command value or a special purpose value); the value of the demanded machine operating parameter (aircraft speed V) is typically an actual value (or an actual value or a commanded value or a special purpose value); the value of the required system intrinsic parameter (which typically includes the corresponding coefficient Ka of thrust T) is typically a reasonable or actual value according to a preset value (e.g., a system preset value); when the value of the parameter required for calculating the thrust T is associated with the flight condition (flight speed, altitude, attack angle, air density, sound velocity, etc.), acquiring the value of each parameter in the current flight condition (flight speed, altitude, attack angle, air density, sound velocity, etc.), and setting the value of the parameter required for calculating the thrust T according to the current flight condition; obviously, the value of the parameter required for calculating thrust according to the calculation rule of thrust is the value of the required parameter(s) in the same time range (for example, the current value or t1 or t 0);

3) obtaining a value of the thrust based on the preset calculation rule of the thrust and the obtained value of the parameter required for calculating the thrust according to the calculation rule of the thrust (generally speaking, the parameter attribute of the value of the thrust is determined by the parameter attribute of the value of the source power parameter of non-thrust in the obtained parameters required for calculating the thrust, that is, the type of the value of the thrust and the type of the value of the source power parameter of non-thrust sequentially correspond to each other; when the value of the source power parameter of non-thrust in the acquired parameters required for calculating the thrust T is an actual measurement value, the value of the thrust T is also the actual measurement value; when the value of the source power parameter of non-thrust in the acquired parameters required for calculating the thrust T is an actual value, the value of the thrust T is also an actual value; when the value of the source power parameter of non-thrust in the acquired parameters required for calculating the thrust T is a command value, the value of the thrust T is also a command value; when the value of the source power parameter of non-thrust in the acquired parameters required for calculating the thrust T is a special-purpose value, the value of the thrust T is also a special-purpose value; )

A method for obtaining thrust of the aircraft based on the non-thrust source power parameter, wherein the non-thrust source power parameter is at least one of an electric power parameter, a fuel power parameter and a hybrid power parameter; preferably, the electric power parameter is a motor driving parameter.

Example 1 of a way to derive thrust of an aircraft based on non-thrust source power parameters is as follows:

1) the preset or selected thrust force calculation formula is as follows: T-K21 × fm1/V (formula 1-2-1-1);

2) acquiring a value of a parameter required for calculating the thrust T according to the calculation rule of the thrust; obviously, the value of the parameter required to calculate thrust T according to the thrust calculation rule is the value of the required parameter(s) within the same time range (for example, the current value or at T1 or at T0); the required parameters generally include non-thrust source power parameters (fuel consumption fm1) and related system intrinsic parameters (corresponding to the coefficient K21) and mechanical operating parameters (aircraft speed V); the value of the required source power parameter (fuel consumption fm1) is an actual value (measured by a sensor); the value of the required machine operating parameter (aircraft speed V) is the actual value (measured by a sensor); the value of the required system intrinsic parameter (corresponding to the coefficient K21) is usually a reasonable value preset (for example, known by reading the system preset value);

3) and obtaining a value (measured value) of the thrust T based on the obtained value of the parameter required to calculate the thrust T and the thrust calculation formula (formula 1-2-1).

Example 2 of a method of deriving thrust of an aircraft based on non-thrust source power parameters is as follows:

1) the preset or selected thrust T is calculated as follows: (T ═ K31 × Te) (formula 1-3-1),

2) acquiring a value of a parameter required for calculating the thrust T according to the thrust calculation rule; obviously, the value of the parameter required to calculate thrust T according to the thrust calculation rule is the value of the required parameter(s) within the same time range (for example, the current value or at T1 or at T0); the required parameters generally include non-thrust source power parameters (electromagnetic torque Te of the motor) and related system-inherent parameters (corresponding coefficient K31); the value of the required source power parameter (electromagnetic torque Te of the motor) is an actual measured value (measured by a sensor), or an actual value, or a command value, or a special purpose value; the value of the required system intrinsic parameter (corresponding to the coefficient K31) is an actual value or a reasonable value obtained according to a preset (for example, known by reading a system preset value);

3) and obtaining a value of the thrust T based on the obtained value of the parameter required for calculating the thrust T and a thrust calculation formula (formula 1-3-1), wherein the type of the value of the thrust T sequentially corresponds to the type of the value of the source power parameter of the non-thrust.

Of course, it is also possible to directly read the value of the thrust T output by the external device; in addition, the thrust force calculation rule can also be a preset table with a corresponding relation, and the value of the parameter required for calculating the thrust force T according to the thrust force calculation rule is input, namely the value of the thrust force T can be obtained by table lookup;

in the context of the invention, other parameters (which are target parameters, such as lift L or drag D or lift coefficient C)_LOr coefficient of resistance C_D) The obtaining can be carried out by referring to the method for obtaining the thrust of the aircraft based on the non-thrust source power parameters: 1) presetting or selecting a corresponding calculation rule; 2) acquiring a parameter value required for calculating the target parameter according to the calculation rule; 3) obtaining the value of the target parameter based on the obtained value of the parameter required for calculating the target parameter and the calculation rule;

example 1 of the manner of acquiring the resistance D is as follows:

obtaining values of all parameters in current flight conditions (flight speed, altitude, attack angle, air density, sound velocity and the like); obtaining the current values of parameters such as flying speed, altitude, attack angle and the like through sensor measurement; obtaining air density, sound velocity, wing reference area S and resistance by reading preset values (such as system preset values)Coefficient of force C_DThe current or actual or reasonable values of the isoparametric; further, the value of the drag D under the current flight condition is calculated through the preset or selected formula 2-50, and the value is usually the current value (the current measured value); wherein the coefficient of resistance C_DCan be based on equations 3-13 (C)_D＝C_D0+C_Di＝C_D0+A C_L ²) Calculated to obtain a lift coefficient C of_LCan be based on equations 3-12 (C)_L＝C_Lα(α-α0)+C_Li i_t) Calculating to obtain; in the formula, C_LiFor changes in lift coefficient due to horizontal tail deflection, i_tFor horizontal tail deflection, typically C_Li i_tThe value of the term is small and can be ignored, α 0 is zero lift attack angle, C_LαIs the slope of the lifting line; obtaining the slope C of the lifting line by reading the preset value of the system_LαZero lift angle of attack α 0, the drag D (or lift coefficient C)_LOr coefficient of resistance C_D) Although the current value of (C) is also obtained by mixing and calculating a plurality of data, it is known based on the measured values of a plurality of machine operation parameters and the preset values of the intrinsic parameters of the system, so that the drag D (or lift coefficient C) is obtained_LOr coefficient of resistance C_D) The current value of (a) cannot be called joint operation data in type, and still belongs to the measured value.

For example, example 1 of the manner of acquiring the lift force L is as follows:

obtaining values of all parameters in current flight conditions (flight speed, altitude, attack angle, air density, sound velocity and the like); acquiring values of parameters such as flying speed, altitude, attack angle and the like in the same time range (such as the current or t1 time or t0 time) through sensor measurement; obtaining air density, sound velocity, wing reference area S and lift coefficient C by reading preset values (such as system preset values)_LThe actual or reasonable value of the isoparametric within the same time frame (e.g. current or at t1 or at t 0); the value of the lift L under the current flight conditions, which is generally the value in the same time range (for example, at the current time or at t1 or at t 0), is then calculated by means of the preset or selected equations 2-49; wherein the lift coefficient C_LIn the same timeThe values within a time range (e.g., current or at t1 or at t 0) may be based on equations 3-12 (C)_L＝C_Lα(α-α0)+C_Li i_t) Calculating to obtain; in the formula, C_LiFor changes in lift coefficient due to horizontal tail deflection, i_tFor horizontal tail deflection, typically C_Li i_tThe value of the term is small and can be ignored, α 0 is zero lift attack angle, C_LαIs the slope of the lifting line; obtaining the slope C of the lifting line by reading the preset value of the system_LαZero lift angle of attack α 0, the lift (or lift coefficient C)_L) The values in the same time range (e.g. at the current time or t1 or t 0) are obtained by mixing a plurality of data, but are all known based on measured values of a plurality of machine operation parameters and preset values of system-inherent parameters (e.g. system preset values), so that the lift force L (or lift coefficient C) is obtained_L) The values in the same time range (e.g., the current value at t1 or t 0) cannot be referred to as joint operation data in type, and still belong to the measured value.

The following embodiments 1 to 18 are all examples of a method for acquiring data of an aircraft suitable for a class a aircraft, and demonstrate how to calculate joint operation data of a measurement and calculation object (any one of flight parameters of the aircraft) based on a rule of flight power balance;

example 1:

the object to be measured and calculated is thrust T which is one of source power parameters;

when the aircraft flies in the air, the set rules of the flying power balance are as follows: (equations 5-34) of the deformation equations of the intermediate equations:

acquiring data of input parameters of an aircraft, wherein the input parameters are parameters required by calculating combined operation data of a measurement object based on a flight power balance rule, the input parameters comprise the total mass m of the aircraft and various system operation parameters (such as resistance D, track inclination angle gamma, attack angle α, engine installation angle g and the like), the data of source power parameters and/or mechanical operation parameters included in the acquired data of the input parameters are set based on actual measurement values (or instruction values or special purpose values), and the resistance D and the track inclination angle gamma belong to mechanical operation parameters, measurable parameters and parameters needing to be measured in nature;

for example, the value of the total mass m of the aircraft may be known from a preset manner (e.g., manual input or system preset) (i.e., from a preset value) as its actual value; the inherent parameters (engine mounting angle g) in the system operation parameters can be read and preset values to obtain actual values or reasonable values; the total mass m and the engine mounting angle g of the aircraft are both predefinable parameters in terms of attributes, and for most aircraft, in order to save sensor costs, the three data are also unmeasurable parameters;

the mechanical operation parameters (drag D, track inclination gamma, attack angle α, etc.) of the system operation parameters can be obtained as described herein before by obtaining their measured values (or command values or special purpose values), for example by directly measuring with an inclination sensor or a level gauge on the aircraft to obtain track inclination gamma and attack angle α values, for example by obtaining speed V data with a speed sensor or a gyroscope on the aircraft or by obtaining acceleration data with an acceleration sensor or a gyroscope on the aircraft

Substituting the acquired data of the input parameters into the rule (formula X-5-34-Z-B1) of the flight power balance to obtain the combined operation data of the measuring and calculating object (thrust T); the calculation result of the thrust T (the parameter type is the source power parameter) is thus calculated based on the total mass m of the aircraft and various system operating parameters, so the type of the calculation result of the thrust T may be referred to as joint operation data.

Alternative embodiment 1 of example 1:

when the aircraft makes a steady straight line flight in the vertical plane, the rule of the flight power balance set in the embodiment 1 is changed into: t is_-cal(D + mg sin γ), (formula X-5-36-Z-B1), then the input parameters include total aircraft mass m, various system operating parameters (e.g., drag D, track inclination γ, g, etc.); other protocols can be made with reference to the protocol in example 1.

Alternative embodiment 2 of example 1:

when the aircraft flies in a vertical plane for accelerating and decelerating, the rule of the flying power balance set in the embodiment 1 is changed into that: then the input parameters include the total mass m of the aircraft, and various system operating parameters (such as resistance D, etc.); other protocols can be made with reference to the protocol in example 1.

Alternative embodiment 3 of example 1:

when the aircraft makes constant-speed plane flight in the vertical plane, the rule of flight power balance set in the embodiment 1 is changed to: (equations 5-38) where the input parameters include system operating parameters (e.g., resistance D); other protocols can be made with reference to the protocol in example 1.

Alternative embodiment 4 of example 1: based on the idea of alternative embodiments 1, 2 and 3 of example 1 and example 1, the joint calculation data T of thrust is obtained first_-calSelecting different non-thrust source power parameters and calculation rules of the non-thrust source power parameters and corresponding coefficients of thrust to obtain data of the non-thrust source power parameters and the thrust, and obtaining another data according to a deformation formula of the calculation rules; according to the thought, any non-thrust source power parameter or the corresponding non-thrust source power parameter and the corresponding coefficient combined operation data of the thrust can be obtained.

Example 2:

the measurement and calculation object is the total mass m of the aircraft;

acquiring data of input parameters of the aircraft, wherein the input parameters are parameters required for calculating combined operation data of the measurement and calculation object based on a flight power balance rule, the input parameters comprise source power parameters (thrust T) and various system operation parameters (such as drag D, track inclination angle gamma, attack angle α, engine installation angle g and the like), the data of the source power parameters and/or mechanical operation parameters included in the acquired data of the input parameters are set based on actual measurement values (or command values or special purpose values), the specific acquisition mode of the data of the input parameters can be carried out by referring to the contents or common knowledge in other places in the document, and the method for acquiring the thrust T by referring to the non-thrust source power parameters is carried out;

the parameters included in the input parameters (thrust T, drag D, track inclination γ, angle of attack α) are, in nature, measurable parameters and also parameters to be measured;

two data included in the input parameters (engine mounting angle g) can be read to obtain an actual value or a reasonable value (such as a normal value of the engine mounting angle, for example, g is a read calibration value) by a preset value (such as a system preset value); the engine setting angle and g are, by nature, both system-inherent and predefinable parameters of the system operating parameters, and for the most part of the aircraft, in order to save sensor costs, the three data are also unmeasurable parameters;

substituting the obtained data of the input parameters (thrust T, various system operation parameters (such as drag D, track inclination angle gamma, attack angle α, engine installation angle g and the like)) into the rule (formula 5-34-m-B1) of the flight power balance to obtain the combined operation data of the measurement object (total mass m of the aircraft);

therefore, the calculation result of the total mass m of the aircraft is calculated based on the source power parameter (thrust T) and various system operation parameters, so that the type of the calculation result of the total mass m of the aircraft can be called joint operation data.

Alternative embodiment 1 of example 2:

when the aircraft makes a steady straight line flight in the vertical plane, the rule of the flight power balance set in the embodiment 1 is changed into: when M is (T-D)/(g sin γ), (formula X-5-36-M-B1), the input parameters include thrust T, various system operating parameters (e.g., drag D, track pitch γ, g, etc.); other protocols can be made with reference to the protocol in example 2.

Alternative embodiment 2 of example 2:

when the aircraft flies in a vertical plane for accelerating and decelerating, the rule of the flying power balance set in the embodiment 1 is changed into that: the input parameters at this time include thrust T, various system operating parameters (such as resistance D, etc.); other protocols can be made with reference to the protocol in example 2.

Example 3:

the measured and calculated object is resistance D, and the type of the measured and calculated object is one of mechanical operation parameters in system operation parameters;

when the aircraft flies in the air, the set rules of the flying power balance are as follows: selecting a deformation formula of the middle formula of (formulas 5-34):

acquiring data of input parameters of the aircraft, wherein the input parameters are parameters required for calculating combined operation data of the measurement and calculation object based on a flight power balance rule, the input parameters comprise source power parameters (thrust T), total mass m of the aircraft, various system operation parameters (such as track inclination angle gamma, attack angle α, engine installation angle g and the like), the data of the source power parameters and/or mechanical operation parameters included in the acquired data of the input parameters are set based on an actual measurement value (or a command value or a special purpose value), the specific acquisition mode of the data of the input parameters can be carried out by referring to the content or contents or common knowledge in other places in the document, and the method for acquiring the thrust of the aircraft by referring to the non-thrust-based source power parameters is carried out;

three data included in the input parameters (total aircraft mass m, engine mounting angle g) can be read to obtain an actual value or a reasonable value (for example, the total aircraft mass m is a read actual value, such as a normal value of the engine mounting angle, and g is a read calibration value) of the three data (such as a system preset value); the total mass m of the aircraft is also a parameter which can be preset and is also an unmeasurable parameter; the engine setting angle and g are, by nature, both system-inherent and predefinable parameters of the system operating parameters, and for the most part of the aircraft, in order to save sensor costs, the three data are also unmeasurable parameters;

and substituting the acquired data of the input parameters (source power parameters (thrust T), the total mass m of the aircraft, and various system operation parameters (such as track inclination angle gamma, attack angle α, engine installation angle g and the like)) into the rule of flight power balance (formula X-5-34-J-B1) to obtain the combined operation data of the measured object (resistance D), wherein the calculation result of the resistance D (the parameter type is the mechanical operation parameter in the system operation parameters) is calculated based on the source power parameters, the total mass m of the aircraft and various system operation parameters, and the type of the calculation result of the resistance D can be called as the combined operation data.

Alternative embodiment 1 of example 3:

when the aircraft makes a steady straight line flight in the vertical plane, the rule of the flight power balance set in the embodiment 1 is changed into: (D ═ T-mg sin γ), (formula X-5-36-J-B1), then the input parameters include the source power parameter (thrust T), total aircraft mass m, various system operating parameters (e.g., track inclination γ, g, etc.); other protocols can be made with reference to the protocol in example 3.

Alternative embodiment 2 of example 3:

when the aircraft flies in a vertical plane for accelerating and decelerating, the rule of the flying power balance set in the embodiment 1 is changed into that: then the input parameters comprise source power parameters (thrust T), total mass m of the aircraft and system operation parameters (such as the like); other protocols can be made with reference to the protocol in example 3.

Alternative embodiment 3 of example 3:

when the aircraft makes constant-speed plane flight in the vertical plane, the rule of flight power balance set in the embodiment 1 is changed to: (D ═ T) (formula X-5-38-J-B1), then the input parameters include the source power parameter (thrust T); other protocols can be made with reference to the protocol in example 3.

Example 4:

the measurement and calculation object is gravity acceleration g, and the type of the measurement and calculation object is one of system intrinsic parameters in system operation parameters;

acquiring data of input parameters of the aircraft, wherein the input parameters are parameters required for calculating combined operation data of the measurement and calculation object based on a flight power balance rule, the input parameters comprise source power parameters (thrust T), total mass m of the aircraft, various system operation parameters (such as resistance D, track inclination angle gamma, attack angle α, engine installation angle and the like), the data of the source power parameters and/or mechanical operation parameters included in the acquired data of the input parameters are set based on actual measurement values (or instruction values or special use values), the specific acquisition mode of the data of the input parameters can be carried out by referring to the contents or common knowledge described elsewhere in the content or the document, and the method for acquiring the thrust T by referring to the non-thrust-based source power parameters is carried out;

and substituting the acquired data of the input parameters (source power parameters (thrust T), the total mass m of the aircraft, various system operation parameters (such as resistance D, track inclination angle gamma, an attack angle α, an engine installation angle and the like)) into the rule of flight power balance (the formula X-5-34-X-B1) to obtain the combined operation data of the measurement object (g), wherein the calculation result of g (the parameter type is the system intrinsic parameter in the system operation parameters) is calculated based on the source power parameters, the total mass m of the aircraft and the various system operation parameters, so the type of the calculation result of g can be called as the combined operation data.

Alternative embodiment 1 of example 4:

when the aircraft makes a steady straight line flight in the vertical plane, the rule of the flight power balance set in the embodiment 1 is changed into: g is (T-D)/m sin gamma, (formula X-5-36-X-B1), then the input parameters comprise source power parameters (thrust T), total mass m of the aircraft, and various system operation parameters (such as drag D, track inclination gamma, and the like); other protocols can be made with reference to the protocol in example 4.

Example 5:

the measuring and calculating object is acceleration, and the type of the measuring and calculating object is one of mechanical operation parameters in system operation parameters;

acquiring data of input parameters of the aircraft, wherein the input parameters are parameters required for calculating combined operation data of the measurement and calculation object based on a flight power balance rule, the input parameters comprise source power parameters (thrust T), total mass m of the aircraft, various system operation parameters (such as resistance D, track inclination angle gamma, attack angle α, engine installation angle g and the like), the data of the source power parameters and/or mechanical operation parameters included in the acquired data of the input parameters are set based on actual measurement values (or instruction values or special purpose values), the specific acquisition mode of the data of the input parameters can be carried out by referring to the contents or common knowledge in the contents or other places in the document, and the method for acquiring the thrust T by referring to the non-thrust source power parameters is carried out;

and substituting the acquired data of the input parameters (source power parameters (thrust T), the total mass m of the aircraft, and various system operation parameters (such as resistance D, track inclination angle gamma, attack angle α, engine installation angle g and the like)) into the rule of flight power balance (formula X-5-34-J-B2) to obtain the combined operation data of the measurement object, wherein the calculation result (the parameter type is the mechanical operation parameter in the system operation parameters) is calculated based on the source power parameters, the total mass m of the aircraft and the various system operation parameters, and the type of the calculation result can be called as the combined operation data.

Alternative embodiment 1 of example 5:

when the aircraft flies in a vertical plane for accelerating and decelerating, the rule of the flying power balance set in the embodiment 1 is changed into that: then the input parameters comprise source power parameters (thrust T), total mass m of the aircraft and system operation parameters (such as resistance D and the like); other protocols can be made with reference to the protocol in example 5.

Example 6:

the measurement and calculation object is the total mass m of the aircraft;

acquiring data of input parameters of an aircraft, wherein the input parameters are parameters required for calculating combined operation data of the measurement and calculation object based on a flight power balance rule, and the input parameters comprise source power parameters (thrust T) and various system operation parameters (such as lift force L, speed V, track inclination angle gamma, attack angle α, engine installation angle g and the like);

the data of the source power parameter and/or the machine operation parameter included in the acquired data of the input parameters is set based on an actual measurement value (or a command value or a special-purpose value); the specific acquisition mode of the data of the input parameters can be carried out by referring to the contents or common knowledge described in the rest parts in the foregoing content or this document; the thrust T is obtained by referring to the method for obtaining the thrust of the aircraft based on the non-thrust source power parameters;

and substituting the acquired data of the input parameters (source power parameters (thrust T) and various system operation parameters (such as lift L, speed V, track inclination angle gamma, attack angle α, engine installation angle g and the like) into the rule of flight power balance (formula Z-5-34-m-B1) to obtain the combined operation data of the measured object (total mass m of the aircraft), so that the calculation result of the total mass m of the aircraft is calculated based on the source power parameters (thrust T) and the various system operation parameters, and the type of the calculation result of the total mass m of the aircraft can be called as the combined operation data.

Alternative embodiment 1 of example 6:

when the aircraft makes a steady straight line flight in the vertical plane, the rule of the flight power balance set in the embodiment 6 is changed into: where M is (L)/(g cos γ), (formula Z-5-36-M-B1), then the input parameters include various system operating parameters (e.g., lift L, track pitch γ, g, etc.); other protocols can be made with reference to the protocol in example 2.

Alternative embodiment 2 of example 6:

when the aircraft performs plane flight acceleration and deceleration flight or constant-speed plane flight in the vertical plane, the rules of flight power balance set in the embodiment 6 are changed into: l/g, (formula Z-5-37-M-B1), and then the input parameters include various system operating parameters (such as lift L, g); other protocols can be made with reference to the protocol in example 2.

Example 7:

the measured and calculated object is a lift force L, and the type of the measured and calculated object is one of mechanical operation parameters in system operation parameters;

acquiring data of input parameters of the aircraft, wherein the input parameters are parameters required for calculating combined operation data of the measurement and calculation object based on a flight power balance rule, the input parameters comprise source power parameters (thrust T), total mass m of the aircraft, various system operation parameters (such as speed V, track inclination angle gamma, attack angle α, engine installation angle g and the like), the data of the source power parameters and/or mechanical operation parameters included in the acquired data of the input parameters are set based on actual measurement values (or instruction values or special purpose values), the specific acquisition mode of the data of the input parameters can be carried out by referring to the contents or common knowledge in the contents or other places in the document, and the method for acquiring the thrust T by referring to the non-thrust source power parameters is carried out;

and substituting the acquired data of the input parameters (source power parameters (thrust T), total mass m of the aircraft, various system operation parameters (such as speed V, track inclination angle gamma, attack angle α, engine installation angle g and the like)) into the rule of flight power balance (formula Z-5-34-J-B1) to obtain the combined operation data of the measured object (lift L), wherein the calculation result of the lift L (the parameter type is the mechanical operation parameter in the system operation parameters) is calculated based on the source power parameters, the total mass m of the aircraft and the various system operation parameters, and the type of the calculation result of the lift L can be called as the combined operation data.

Alternative embodiment 1 of example 7:

when the aircraft makes a steady straight line flight in the vertical plane, the rule of the flight power balance set in the embodiment 1 is changed into: selecting a middle formula (L ═ mg cos gamma) of the formulas 5 to 36, wherein the input parameters comprise the total mass m of the aircraft and various system operation parameters (such as track inclination angles gamma and g); other protocols can be made with reference to the protocol in example 7.

Alternative embodiment 2 of example 7:

when the aircraft performs plane flight acceleration/deceleration flight or constant-speed plane flight in the vertical plane, the rule of the flight power balance set in the embodiment 7 is changed to: selecting a formula (L ═ mg) from the formulas 5 to 37, wherein the input parameters comprise the total mass m of the aircraft and system operation parameters (such as g and the like); other protocols can be made with reference to the protocol in example 7.

Example 8:

acquiring data of input parameters of the aircraft, wherein the input parameters are parameters required for calculating combined operation data of the measuring and calculating object based on a flight power balance rule, the input parameters comprise source power parameters (thrust T), total mass m of the aircraft, and various system operation parameters (such as lift force L, speed V, track inclination angle gamma, attack angle α, engine installation angle and the like), the data of the source power parameters and/or mechanical operation parameters included in the acquired data of the input parameters are set based on actual measurement values (or instruction values or special purpose values), the specific acquisition mode of the data of the input parameters can be carried out by referring to the content or common knowledge described elsewhere in the content or the document, and the acquisition of the thrust T is carried out by referring to the method for acquiring the thrust of the aircraft based on the non-thrust source power parameters;

and substituting the acquired data of the input parameters (source power parameters (thrust T), the total mass m of the aircraft, and various system operation parameters (such as lift L, speed V, track inclination angle gamma, attack angle α, engine installation angle and the like)) into the rule of flight power balance (formula Z-5-34-X-B1) to obtain the combined operation data of the measured object (g), wherein the calculation result of g (the parameter type is the system intrinsic parameter in the system operation parameters) is calculated based on the source power parameters, the total mass m of the aircraft and various system operation parameters, and the type of the calculation result of g can be called as the combined operation data.

Alternative embodiment 1 to example 8:

when the aircraft makes a steady straight line flight in the vertical plane, the rule of the flight power balance set in the embodiment 1 is changed into: l/(m cos γ), (formula Z-5-36-X-B1), then the input parameters include total aircraft mass m, various system operating parameters (such as lift L, track inclination γ, etc.); other protocols can be made with reference to the protocol in example 8.

Alternative embodiment 2 of example 8:

when the aircraft performs plane flight acceleration and deceleration flight or constant-speed plane flight in the vertical plane, the rule of the flight power balance set in the embodiment 1 is changed to: l/m, (formula Z-5-37-J-B1), then the input parameters include total aircraft mass m, system operating parameters (lift L); other protocols can be made with reference to the protocol in example 8.

Example 9:

the measured and calculated object is a speed V, and the type of the measured and calculated object is one of mechanical operation parameters in system operation parameters;

acquiring data of input parameters of the aircraft, wherein the input parameters are parameters required for calculating combined operation data of the measurement and calculation object based on a flight power balance rule, the input parameters comprise source power parameters (thrust T), total mass m of the aircraft, and various system operation parameters (such as lift force L, track inclination angle gamma, attack angle α, engine installation angle g and the like), the data of the source power parameters and/or mechanical operation parameters included in the acquired data of the input parameters are set based on actual measurement values (or instruction values or special purpose values), the specific acquisition mode of the data of the input parameters can be carried out by referring to the contents or common knowledge in the contents or other places in the document, and the method for acquiring the thrust T by referring to the non-thrust source power parameters is carried out;

and substituting the acquired data of the input parameters (source power parameters (thrust T), the total mass m of the aircraft, and various system operation parameters (such as lift L, track inclination angle gamma, attack angle α, engine installation angle g and the like)) into the rule of flight power balance (formula Z-5-34-J-B2) to obtain the combined operation data of the measured object (speed V), wherein the calculation result of the speed V (the parameter type is the mechanical operation parameter in the system operation parameters) is calculated based on the source power parameters, the total mass m of the aircraft and various system operation parameters, and the type of the calculation result of the speed V can be called as the combined operation data.

Example 10:

when the aircraft slides on the ground, the set rules of the flight power balance are as follows: (equations 3-87) of the deformation equations of the intermediate equations:

further, when the aircraft is taxiing at a constant speed on the ground, (formula S-3-87-T-B1) can be obtained: t ═ D + f (mg-L), (formula S-3-87-T-B2)

Acquiring data of input parameters of an aircraft; the input parameters are parameters required for calculating the combined operation data of the measuring and calculating object based on the rule of flight power balance, and the input parameters comprise the total mass m of the aircraft and various system operation parameters (such as lift L, resistance D, f, g and the like);

the data of the source power parameter and/or the machine operation parameter included in the acquired data of the input parameters is set based on an actual measurement value (or a command value or a special-purpose value); the specific acquisition mode of the data of the input parameters can be carried out by referring to the contents or common knowledge described in the rest parts in the foregoing content or this document;

substituting the acquired data of the input parameters (total mass m of the aircraft and various system operating parameters (such as lift L, drag D, f, g and the like)) into the rule of flight power balance (formula S-3-87-T-B1) to obtain the combined operation data of the measuring and calculating object (thrust T); the calculation result of the thrust T (parameter type source power parameter) is therefore calculated based on the total mass m of the aircraft and various system operating parameters, so this type of calculation result of the thrust T may be referred to as joint operation data.

Example 11:

the measurement and calculation object is the total mass m of the aircraft;

further, when the aircraft is taxiing at a constant speed on the ground, (formula S-3-87-M-B1) can be obtained: m ═ D (T-D + fL)/(fg)

Acquiring data of input parameters of an aircraft; the input parameters are parameters required for calculating the combined operation data of the measurement and calculation object based on the rule of flight power balance, and the input parameters comprise source power parameters (thrust T) and various system operation parameters (such as lift L, resistance D, f, g and the like);

substituting the acquired data of the input parameters (source power parameters (thrust T) and various system operating parameters (such as lift L, drag D, f, g and the like)) into the rule of flight power balance (formula S-3-87-M-B1) to obtain the combined operation data of the measurement and calculation object (total mass M of the aircraft); therefore, the calculation result of the total mass m of the aircraft is calculated based on the source power parameter (thrust T) and various system operation parameters, so that the type of the calculation result of the total mass m of the aircraft can be called joint operation data.

Example 12:

further, when the aircraft is taxiing at a constant speed on the ground, (formula S-3-87-J-B1) can be obtained: d ═ T-f (mg-L)

Acquiring data of input parameters of an aircraft; the input parameters are parameters required for calculating the combined operation data of the measurement and calculation object based on the rule of flight power balance, and the input parameters comprise source power parameters (thrust T), total mass m of the aircraft, and various system operation parameters (such as lift L, f, g and the like);

substituting the acquired data of the input parameters (source power parameters (thrust T), total mass m of the aircraft and various system operation parameters (such as lift L, f, g and the like)) into the rule of flight power balance (formula S-3-87-J-B1) to obtain the combined operation data of the measured object (resistance D); therefore, the calculation result of the resistance D (the parameter type is the mechanical operation parameter in the system operation parameters) is calculated based on the source power parameter, the total mass m of the aircraft and various system operation parameters, so the calculation result type of the resistance D can be called as combined operation data.

Example 13:

further, when the aircraft is taxiing at a constant speed on the ground, (formula S-3-87-J-B2) can be obtained: l ═ T-D-fmg/f

Acquiring data of input parameters of an aircraft; the input parameters are parameters required for calculating the combined operation data of the measurement and calculation object based on the rule of flight power balance, and the input parameters comprise source power parameters (thrust T), total mass m of the aircraft, and various system operation parameters (such as resistance D, f, g and the like);

substituting the acquired data of the input parameters (source power parameter (thrust T), total mass m of the aircraft and various system operation parameters (such as resistance D, f, g and the like)) into the rule of flight power balance (formula S-3-87-J-B2) to obtain the combined operation data of the measured object (lift L); therefore, the calculation result of the lift force L (the parameter type is the mechanical operation parameter in the system operation parameters) is calculated based on the source dynamic parameter, the total mass m of the aircraft and various system operation parameters, so that the type of the calculation result of the lift force L can be called combined operation data.

Example 14:

further, when the aircraft is taxiing at a constant speed on the ground, (formula S-3-87-X-B1) can be obtained: g ═ D (T-D + fL)/(fm)

Acquiring data of input parameters of an aircraft; the input parameters are parameters required for calculating the combined operation data of the measuring and calculating object based on the rule of flight power balance, and the input parameters comprise source power parameters (thrust T), total mass m of the aircraft, and various system operation parameters (such as lift L, resistance D, f and the like);

substituting the acquired data of the input parameters (source power parameters (thrust T), total mass m of the aircraft, various system operation parameters (such as lift L, drag D, f and the like)) into the rule of flight power balance (formula S-3-87-X-B1) to obtain the combined operation data of the measurement object (g); therefore, the calculation result of g (the parameter type is a system intrinsic parameter in the system operation parameters) is calculated based on the source power parameter, the total mass m of the aircraft and various system operation parameters, so the type of the calculation result of g can be called as joint operation data.

Example 15:

the measured object is a rolling resistance coefficient f, and the type of the measured object is one of system intrinsic parameters in system operation parameters;

further, when the aircraft is taxiing at a constant speed on the ground, (formula S-3-87-X-B2) can be obtained: f ═ D (T-D)/(mg-L)

Acquiring data of input parameters of an aircraft; the input parameters are parameters required for calculating the combined operation data of the measuring and calculating object based on the rule of flight power balance, and the input parameters comprise source power parameters (thrust T), total mass m of the aircraft, and various system operation parameters (such as lift L, resistance D, g and the like);

substituting the acquired data of the input parameters (source power parameters (thrust T), total mass m of the aircraft, various system operation parameters (such as lift L, drag D, g and the like)) into the rule of the flight power balance (formula S-3-87-X-B2) to obtain the combined operation data of the measurement object (f); therefore, the calculation result of f (the parameter type is a system intrinsic parameter in the system operation parameters) is calculated based on the source dynamic parameters, the total mass m of the aircraft and various system operation parameters, so the type of the calculation result of f can be called as joint operation data.

Example 10 to alternative embodiments of example 15:

the road gradient (the parameter name of which is represented by gamma 0) of the aircraft is not zero when the aircraft glides on the road; the rules of flight power balancing (equations 3-87) can be transformed as: the road surface gradient γ 0 needs to be increased in the input parameters as well to make a more accurate calculation.

Integrated alternative embodiment 1: when embodiment 1 described above is applied to any one of embodiments 15, where the parameters required for calculating the joint calculation data of the measurement object based on the rule of the flight power balance, that is, the input parameters, include the thrust T; the thrust T can be obtained by combining a method for obtaining the thrust of the aircraft based on the non-thrust source power parameters; for example, formula 1-3-1(T ═ K31 × Te)) is used; reading an electromagnetic torque Te measured value output by a motor driver (measured by a measuring system in the motor driver), wherein the non-thrust source power parameter (the electromagnetic torque Te of the motor) belongs to the source power parameter, the measurable parameter and the parameter to be measured in terms of properties; reading a preset value (such as a system preset value) to obtain an actual value or a reasonable value of a corresponding coefficient K31 of the non-thrust source power parameter and the thrust; thereby obtaining an actual measurement value of the thrust T;

integrated alternative embodiment 2: when embodiment 1 described above is applied to any one of embodiments 15, where the parameters required for calculating the joint calculation data of the measurement object based on the rule of the flight power balance, that is, the input parameters, include the thrust T; the thrust T can be obtained by combining a method for obtaining the thrust of the aircraft based on the non-thrust source power parameters; for example, the formula T-K21-fm 1/V (formula 1-2-1-1); the actual measurement value of the fuel consumption rate fm1 is obtained through the measurement of the flow sensor, the actual measurement value of the speed V of the aircraft is obtained through the measurement of the speed sensor, and the actual value or the reasonable value of the non-thrust source power parameter and the thrust corresponding coefficient K21 is obtained through reading the preset value (such as the system preset value); thereby obtaining an actual measurement value of the thrust T;

the non-thrust source power parameter (specific fuel consumption fm1) is, by nature, both a source power parameter and a measurable parameter and a parameter to be measured; the speed V of the aircraft is, in terms of nature, both of the source dynamic parameter and of the parameter to be measured; the coefficient K21 is, by nature, both a system-specific parameter and a predefinable parameter of the system operating parameters, and for most aircraft, for saving sensor costs, is also an unmeasurable parameter;

integrated alternative embodiment 3: the aircraft in the comprehensive alternative embodiment 2 is assumed to be a double engine; the actual measured values of the fuel consumption rates fm1(fm1_1, fm1_2) of the two engines are measured and known through the flow sensors, and the actual measured value of the thrust T is calculated according to an equivalent formula T ═ K21 (fm1_1+ fm1_2)/V (formula 1-2-1-8);

example 16:

the measurement and calculation object is a corresponding coefficient K13 of non-thrust source power parameters and thrust of the aircraft, and the type of the measurement and calculation object is one of system intrinsic parameters in system operation parameters;

the technical solution of the foregoing embodiment 1 or embodiment 10 may be referred to obtain the joint operation data T (i.e., T _ cal) of the current thrust (or at T1) of the aircraft, where the joint operation data T (i.e., T _ cal) of the thrust is directly obtained joint operation data; acquiring a current (or T1) speed V and an actual measurement value (or a command value or a special-purpose value) of the output electric power P2o of the motor driving device, and acquiring current (or T1) combined operation data K13 (i.e., K13_ cal) of the measurement object according to an inverse operation formula (K13 ═ T)/P2o, K13_ cal ═ K13) of the formula 1-1-3(T ═ K13 ═ P2 o/V);

example 17:

the object to be measured is a fuel consumption rate fm4 on the injection output side of the fuel injection system, the type of which is one of the source power parameters;

the technical solution of the foregoing embodiment 1 or embodiment 10 may be referred to obtain the joint operation data T (i.e., T _ cal) of the current thrust (or at T1) of the aircraft, where the joint operation data T (i.e., T _ cal) of the thrust is directly obtained joint operation data; acquiring a preset value corresponding to the coefficient K24, and acquiring current (or T1 time) combined operation data fm4 (i.e., fm4_ cal) of the measurement object according to an inverse operation formula (fm4 ═ T/K24, fm4_ cal ═ fm4) of the formula 1-2-2-2(T ═ K24 ═ fm 4);

example 18:

the object to be measured is output electric power P2o of the motor driving device, and the type of the object is one of source power parameters;

the technical solution of the foregoing embodiment 1 or embodiment 10 may be referred to obtain the joint operation data T (i.e., T _ cal) of the current (or T1) thrust of the aircraft; the combined operation data T (i.e., T _ cal) of the thrust is directly obtained combined operation data; the current (or T1) measured value of the velocity V and the preset value of the corresponding coefficient K13 are obtained, and the current (or T1) combined operation data P2o (i.e., P2o _ cal) of the measurement object is obtained according to the inverse operation formula (P2o ═ T V/K13, P2o _ cal ═ P2o) of the formula 1-1-3(T ═ K13 ═ P2 o/V). Obviously, the combined operation data of the measurement and calculation object is the combined operation data obtained by indirect calculation based on the rule of the flight power balance, namely the indirectly obtained combined operation data. Similarly, the joint calculation data of the measurement objects in the foregoing embodiments 16 and 17 are indirectly obtained joint calculation data.

The technical solutions in examples 1 to 9 and the alternative embodiments thereof can be used for acquiring the joint operation data of the measurement and calculation object when the aircraft flies in the air; the aircraft flies in the air, generally in a vertical plane in the air; the aircraft flies in the air and can be further divided into unsteady linear flight, level flight (level flight acceleration and deceleration flight or constant-speed level flight) and the like; obviously, in the present invention, the flight is also the operation, i.e. the movement, and the direction of flight is also the movement direction; the direction of motion, i.e., the direction of velocity (velocity vector), can also be indicated by the direction of the resultant force of the aircraft; unless otherwise specified, the acceleration is the (same-direction) acceleration generated by an external force; the tangential direction is also the moving direction, and the normal direction (also vertical direction) is the direction perpendicular to the moving direction;

further, in the technical solutions of examples 1 to 5 and the alternative embodiments thereof, the rule of the flight power balance is a rule applicable to the longitudinal flight power balance (i.e. the balance of forces in the moving direction) of the class a aircraft; the longitudinal flight dynamic balance (i.e. the balance of forces in the direction of motion) is the balance of forces including at least thrust and drag, and obviously, the balance of forces including at least thrust and drag is the balance of forces generated in the direction of motion by forces including at least thrust and drag; obviously, the direction of movement includes being co-directional with the direction of movement and/or being counter-directional with the direction of movement; further, the forces, including at least thrust and resistance, also include forces generated based on (rate of change of) velocity, i.e. acceleration, and/or gravity.

Further, in the technical solutions of examples 6 to 9 and the alternative embodiments thereof, the rule of the flight power balance is a rule applicable to the vertical flight power balance (i.e. the balance of forces in the direction perpendicular to the moving direction) of the class a aircraft; the vertical flight dynamic balance (namely the balance of the force in the direction vertical to the motion direction) suitable for the A-type aircraft is the balance of the force at least comprising the lift force and the force generated by gravity (generated by the total mass of the aircraft); obviously, the direction perpendicular to the direction of movement includes the same direction and/or the opposite direction; obviously, the balance of the force in the direction perpendicular to the moving direction is a balance of the force generated in the direction perpendicular to the moving direction by the force including at least the lift force and the gravity; further, the forces, including at least lift and gravity, also include forces and/or thrust forces generated based on (the rate of change of) the velocity.

In the technical solutions of the embodiments 10 to 15, the rule of the flight power balance is a rule of the power balance when the class a aircraft slides on the ground; the dynamic balance during ground taxiing comprises the balance of thrust and resistance, the balance of lift force and gravity (generated by the total mass of the aircraft); obviously, the dynamic balance during the ground sliding is the balance of the force generated by the force at least comprising thrust and resistance, lift force and gravity in the moving direction; obviously, the direction of movement includes being co-directional with the direction of movement and/or being counter-directional with the direction of movement; it is obvious that, further, the forces comprising at least thrust and drag forces and lift and gravity also include forces generated on the basis of (the rate of change of) the speed

The flight dynamic balance rule applicable to the A-type aircraft, namely a centroid motion equation or a centroid kinematics equation or a centroid dynamics equation or any deformation formula of the centroid motion equation or the centroid dynamics equation applicable to the A-type aircraft, can be referred to as a dynamics equation applicable to the A-type aircraft for short; the dynamic equations provided in the comprehensive examples 1 to 15 can be regarded as basic dynamic equations suitable for the class a aircraft, and the basic dynamic equations suitable for the class a aircraft include at least one of the following schemes of force balance 1, force balance 2, and force balance 3:

balance of forces 1: the A-type aircraft flies in the air, and the force balance generated by the forces at least comprising thrust and resistance in the moving direction; obviously, the direction of movement includes being co-directional with the direction of movement and/or being counter-directional with the direction of movement; further, the forces, including at least thrust and resistance, may also include forces generated based on (rate of change of) velocity and/or gravity;

force balance 2: the A-type aircraft flies in the air, and the force balance generated by the force at least comprising lift force and gravity in the direction vertical to the moving direction; obviously, the direction perpendicular to the direction of movement includes the same direction and/or the opposite direction; further, the forces including at least lift and gravity may also include forces generated based on (rate of change of) velocity and/or thrust;

balance of forces 3: the A-type aircraft slides on the ground, and the force balance is generated by the forces at least comprising thrust, resistance, lift force and gravity in the motion direction; obviously, the direction of movement includes being co-directional with the direction of movement and/or being counter-directional with the direction of movement; further, the forces, including at least thrust and drag forces and lift and gravity, may also include forces generated based on (rate of change of) velocity;

in the basic dynamic equation applicable to the A-type aircraft, the motion direction and/or the direction perpendicular to the motion direction can also be called as the reference direction of force; it is obvious that in the underlying kinetic equation, when the component of (the rate of change of) the velocity, i.e. the acceleration, in the reference direction is zero, even if the component of (the rate of change of) the velocity, i.e. the acceleration, is not zero, the force generated in the reference direction is zero, i.e. the influence of (the rate of change of) the velocity, i.e. the acceleration, in the reference direction is negligible at this time; for example, the aircraft is flying at a variable speed, and although the speed change rate (i.e. acceleration) in the motion direction is not zero in the variable speed operation, the force generated by the speed change rate (i.e. acceleration) in the force balance 2 scheme (or the direction perpendicular to the motion direction) is zero;

obviously, as the above coordinate systems can be transformed to each other through mathematical calculation, in the basic kinetic equation, the reference direction and/or the coordinate system of the force can be defined or switched or transformed in other ways to obtain a new reference direction and/or a new coordinate system, and then a new force balance calculation is performed based on the new reference direction and/or the new coordinate system; the calculation of the new force balance is equal to the technical scheme of the basic dynamic equation in principle, conception and effect, and also belongs to the rules of the flight dynamic balance; on the basis of the basic dynamic equation, even if the aircraft is in an asymmetric motion state and/or a new dynamic equation is established when at least one parameter of lateral force, yaw moment, rolling moment, sideslip angle, aileron and rudder deflection angle is not zero, the new dynamic equation also belongs to the rules of the flight dynamic balance; on the basis of the basic kinetic equation, even if a new kinetic equation of at least one component of the related damping control quantity, stability augmentation control quantity, feedback control quantity and aeroelasticity momentum is added, even if a new kinetic equation obtained by adding related auxiliary calculation (such as Kalman filtering, recursion, least square processing and the like) or simplifying (such as neglecting the influence of certain parameters and omitting certain parameters) on the concept of the basic kinetic equation belongs to the rules of the flight power balance; in summary, all the kinetic equations similar to the concept of the invention belong to the rules of the flight power balance;

obviously, the measurement object in the present invention is not limited to the objects specified in examples 1 to 18 and other implementation documents; any kinetic equation can be transformed to move any parameter to the left of the equation, and the calculation is performed with reference to any scheme in examples 1 to 18; namely, any flight parameter in any dynamic equation can be used as the measuring and calculating object.

In the prior art, the fields of navigation, control and guidance of aircrafts are deeply researched; in the field of flight safety of an aircraft, real-time safety monitoring (namely monitoring of the current flight state) of the aircraft and safety prediction of a certain control command (and possible consequences thereof) are in a very weak condition; in the prior art, the monitoring of the current flight state can be summarized as using the control of the boundary, i.e. monitoring whether various flight parameters exceed the limit range (such as the maximum working state of the engine (thrust, total temperature before the turbine, rotating speed and the like), the maximum speed, the maximum altitude, the maximum attack angle, the maximum overload and the like) in the flight process; the safety monitoring of the parameter limit threshold comparison type can be called a safety monitoring scheme relative to low level, lagging and lagging; generally, the aircraft can only be passively and lagged to wait for the fault of the aircraft, and the aircraft can only warn and be good after serious safety accidents (such as the death of a damaged aircraft) possibly occur; and obviously, the monitored object is only a parameter which is easy to measure;

from another perspective, prior art analytical studies of the physical significance of kinetic equations may remain at a relatively old, relatively shallow level; for example, during the design of the airplane, or during the simulation, emulation and modeling of the airplane, various limit parameters or performance boundaries or flight envelope of the airplane are calculated by using dynamic balance (such as various thrust limits, lift limits related to aerodynamic boundaries, dynamic pressure limits related to structural strength boundaries, minimum flight speed, maximum flight speed, minimum rise time, limit climb rate, limit voyage or endurance, minimum takeoff distance, ground speed, limit hover parameters and the like); for example, when the plane flight is in a steady state, the thrust required by the plane flight is calculated by using a formula, or boundary measurement or limit performance measurement or flight envelope measurement of various performances is carried out by using a tangential force equation and a normal force equation.

The invention carries out deep research and analysis in three fields of deep requirements on the flight safety of the aircraft, greatly different deep characteristics of different types of data (such as measured values, instruction values, reasonable values and conventional preset values) of the same flight parameter, and deep characteristics of the principle of the kinetic equation in the field of flight safety; the inventive method (#1) for acquiring data of an aircraft is developed, which specifies a concept of calculating a value of an object to be measured (joint operation data) based on a kinetic equation, and at least one of source power parameters of parameters (i.e., input parameters) required for calculating the value of the object to be measured based on the kinetic equation is set based on an actual value or an actual measurement value or a command value, and/or: at least one kind of data of the mechanical operation parameters included in the input parameters is set based on an actual value, an actual measurement value or a command value; and/or: inputting at least one data of any one parameter of the total mass of the aircraft, the mass of the carried goods, the no-load mass and the intrinsic parameters of the system, which are included in the parameters, into a setting mode based on an actual value and/or a reasonable value; and/or: at least one data of unmeasurable parameters included in the input parameters is set based on actual values and/or reasonable values; and/or at least one data of the pre-settable parameters included in the input parameters is set based on the actual value and/or the reasonable value; obviously, if the input parameters) adopt common preset values, the actual flight condition of the aircraft cannot be reflected, and the significance of the flight safety of the aircraft is reduced.

In the aircraft data acquisition method (#1) and any one of embodiments 1 through 18 provided by the present invention: the thrust data is helpful for reflecting and analyzing the working condition of the power system of the A-type aircraft; the resistance data and/or the lift data are helpful for reflecting and analyzing the working conditions of the aerodynamic shape of the aircraft (namely, the aerodynamic shape comprises an airframe, wings, a main control surface (providing elevation control for pitch control) and an auxiliary control surface), and the aerodynamic shape and the auxiliary control surface are of great significance for the flight safety of the aircraft.

Any one of embodiments 10 to 15 of a method (#1) for acquiring data of an aircraft can be used for acquiring joint operation data of an object to be measured and calculated when an a-class aircraft taxis on land; whether the monitoring of the flight condition is of great significance when the A-type aircraft slides on the land or not is normal; once the abnormity is found, a flight condition abnormity early warning signal can be sent out before the class A aircraft is on the day, and a flight condition abnormity processing mechanism (such as abnormal reason and fault reason investigation, takeoff rejection and the like) is started; the abnormal situation is found on the ground, the fault (possibly causing the damage of the aircraft and the death of the people) is avoided after the aircraft is on the ground, and the method has great value for the safe operation of the aircraft.

Similarly, all the "in-computation" parameters herein may refer to input parameters for computation (i.e., parameters on the right side of the equal sign of the computation formula) or output parameters for computation (i.e., parameters on the left side of the equal sign of the computation formula);

with the values of the above embodiments, the rules of the flight power balance are essentially a combination of newton's law, aircraft operating characteristics, and the like;

when the measurement object is the total mass of the aircraft, the combined operation data of the total mass of the aircraft is obtained by calculation based on data at least comprising source power parameters and/or mechanical operation parameters.

When the measurement and calculation object is a source power parameter, the combined operation data of the source power parameter is calculated based on data at least comprising mechanical operation parameters; further, the combined operational data of the source power parameters is calculated based on data at least comprising the mechanical operation parameters and the total mass of the aircraft.

When the measurement object is a system intrinsic parameter, the combined operation data of the system intrinsic parameter is calculated based on data at least comprising source power parameters and/or mechanical operation parameters and/or total mass of the aircraft.

When the measured and calculated object is a mechanical operation parameter, the combined operation data of the intrinsic parameters of the system is obtained by calculation based on data at least comprising source power parameters and/or the total mass of the aircraft.

For example, with reference to the technical solutions of the foregoing embodiment 2, embodiment 6, or embodiment 11, the total mass m2 of the aircraft is calculated according to the source power parameters and/or the system operation parameters of the aircraft, and then m2 is directly obtained combined operation data; then the mass m1 of the carried goods or the mass m0 of the empty goods is calculated according to the total mass m2 of the aircraft (m1+ m 0-m 2, m 1-m 2-m0, m 0-m 2-m1), and then m1 or m0 are indirectly obtained combined operation data;

for example, with reference to the solutions shown in the foregoing embodiments 16, 17 and 18, the thrust of the aircraft (which is a source power parameter) is calculated according to the total aircraft mass m2 and/or the system operation parameters of the aircraft, and then the thrust of the aircraft is directly obtained combined operation data; calculating the data of the non-thrust source power parameters according to the thrust of the aircraft, wherein the data of the non-thrust source power parameters are indirectly obtained combined operation data; the calculation mode can refer to a thrust calculation rule in a method for acquiring the thrust of the aircraft based on non-thrust source power parameters to perform inverse operation; calculating the data of the non-thrust source power parameter according to the current known thrust and the current non-thrust source power parameter of the current flight condition and the value of the corresponding coefficient Ka of the thrust, and then according to the known value of the corresponding coefficient Ka and the known thrust value; similarly, the value of the coefficient Ka corresponding to the non-thrust source power parameter and the thrust can also be calculated based on the acquired thrust of the aircraft.

The following embodiments 19 to 25 are all examples of a method for acquiring data of an aircraft suitable for a class B aircraft, and demonstrate how to calculate joint operation data of a measurement object (any one of flight parameters of the aircraft) based on a rule of flight power balance;

example 19: the motion condition of the B-type aircraft is hovering flight:

when the B-type aircraft is suspended, the rules of flight power balance set in the vertical direction are as follows:

T_-cal＝T＝mg/(1-C_D2) (formula 5-1) which is based on the basic formula 4-2A ((T-D2) -mg ═ 0), and modified in combination with the calculation method of D2:

acquiring data of input parameters of an aircraft; the input parameters are the calculation of the measurement and calculation pair based on the rule of the flight power balanceThe parameters required by the image combined operation data include the resistance coefficient C of the resistance generated by the propeller of the total mass m and B of the aircraft in the vertical direction_D2G, etc.);

for example, the value of the total mass m of the aircraft may be known from a preset manner (e.g., manual input or system preset) (i.e., from a preset value) as its actual value; the system intrinsic parameters (resistance coefficient C of resistance generated by a propeller B in the vertical direction) in the system operation parameters_D2G) reading a preset value (such as a system preset value) to obtain an actual value or a reasonable value; drag coefficient C of drag produced by propeller in vertical direction in total mass m and B of aircraft in attribute_D2G is a parameter that can be set in advance, and for most aircraft, in order to save sensor cost, the three data are unmeasurable parameters;

substituting the acquired data of the input parameters into the rule (formula 5-1) of the flight power balance to obtain the combined operation data of the measurement and calculation object (thrust T); the calculation result of the thrust T (the parameter type is the source power parameter) is calculated based on different types of data (for example, the total mass m of the aircraft and various system operation parameters), so the type of the calculation result of the thrust T may be referred to as joint operation data.

Alternative embodiment 1 to example 19: in the alternative 1, the measured object is the electromagnetic torque Te of the motor;

referring to the scheme of the embodiment 1, the combined operation data T of the thrust is obtained firstly_-calThe joint operation data T_-calDirectly obtaining the joint operation data; based on formula 1-3-1(T ═ K31 × Te); acquiring an actual value or a reasonable value of a non-thrust source power parameter and a thrust corresponding coefficient K31 based on a preset value reading mode; the non-thrust source power parameter and the thrust corresponding coefficient K31 belong to a system inherent parameter in system operation parameters and a preset parameter in nature, and for most aircrafts, the data belong to an unmeasurable parameter in order to save sensor cost; based on the deformation formula of formula 1-3-1(T ═ K31 × Te): (T)_e-cal＝T_-cal/K31)，T_e-calIs indirectly obtained joint operation data.

Alternative embodiment 2 of example 19: based on the idea of alternative embodiment 1 of example 19 and example 19, the joint calculation data T of thrust is acquired first_-calSelecting different non-thrust source power parameters and calculation rules of the non-thrust source power parameters and corresponding coefficients of thrust, and acquiring data of the non-thrust source power parameters and the calculation rules to obtain data of the non-thrust source power parameters and the calculation rules; according to the thought, any non-thrust source power parameter or the corresponding non-thrust source power parameter and the corresponding coefficient combined operation data of the thrust can be obtained.

Example 20: the motion condition of the B-type aircraft is hovering flight:

the measurement and calculation object is the total mass m of the aircraft;

m＝(K31*Te)*(1-C_D2) (ii)/g (equation 5-2), which is based on the basic equation 4-2A: (T-D2) -mg ═ 0) deformation to m ═ T (1-C)_D2) (g)), further modified in combination with the "method of obtaining thrust of the aircraft based on the non-thrust source power parameters" (for example, using equation 1-3-1(T — K31 — Te));

acquiring data of input parameters of an aircraft; the input parameters are parameters required for calculating the combined operation data of the measurement object based on the rule of flight power balance, and include non-thrust source power parameters (such as electromagnetic torque Te of a motor), non-thrust source power parameters and corresponding coefficients of thrust (such as K31), and resistance coefficient C of resistance generated by a propeller B in the vertical direction_D2G, etc.; calculating thrust T based on data at least comprising non-thrust source power parameters and corresponding coefficients of the thrust; (e.g. electromagnetic torque of motor Te, K31)

Wherein, the non-thrust source power parameter (for example, electromagnetic torque Te of the motor) included in the input parameters is set based on an actual measurement value (measured by a measurement system inside the motor driver) output by reading the motor driver, and the non-thrust source power parameter (electromagnetic torque Te of the motor) belongs to the source power parameter, the measurable parameter and the parameter to be measured in nature;

included in the input parameters (non-thrust source power parameter and thrust corresponding coefficient K31, resistance coefficient C of resistance generated by propeller in vertical direction in B type_D2G) three data readable preset values (e.g. system preset values) to obtain actual values or reasonable values (e.g. the corresponding coefficient K31 between the non-thrust source power parameter and the thrust is a read standard value, e.g. the resistance coefficient C of the resistance generated by the propeller B in the vertical direction_D2Normal values of e.g. g is the read calibration); the three data are, in a qualitative manner, both system-specific parameters and predefinable parameters of the system operating parameters, and, for the most part, also unmeasurable parameters in order to save sensor costs;

the obtained input parameters (such as electromagnetic torque Te of the motor, non-thrust source power parameters and corresponding coefficient K31 of thrust, and resistance coefficient C of resistance generated by the propeller in the vertical direction by B_D2Substituting the data of g) into the rule (formula 5-2) of the flight power balance to obtain the combined operation data of the measurement and calculation object (total mass m of the aircraft); since the calculation of the total mass m of the aircraft is based on different types of data (for example, source dynamic parameters (for example, Te)) and various system operating parameters (for example, K31, C)_D2G)), the type of calculation of the total mass m of the aircraft can be referred to as joint calculation data.

Alternative embodiment 1 to example 20: in the embodiment 20, the B-type aircraft is assumed to be a single motor-driven single rotor; assuming that the class B aircraft in this alternative embodiment 1 is a four-rotor aircraft, assuming that 4 rotors of the four-rotor aircraft are driven by 4 motors respectively and independently, the electromagnetic torques corresponding to the motors are respectively: te1, Te2, Te3, Te 4; it is necessary to replace (Te) in the formula of embodiment 2 by the total electromagnetic torque of 4 motors (Te1+ Te2+ Te3+ Te 4); the actual measurement values of the electromagnetic torques of the 4 motors are required to be acquired simultaneously, so that the actual measurement values of the total electromagnetic torques (Te1+ Te2+ Te3+ Te4) of the 4 motors are obtained and used as input parameters; the total electromagnetic torque of the 4 motors is, in terms of properties, both of the source power parameter and the measurable parameter and also of the parameter to be measured;

alternative embodiment 2 of example 20: in the embodiment 2, the B-type aircraft is assumed to be a single-motor-driven single rotor; assuming that the class B aircraft in this alternative embodiment 2 is a quad-rotor aircraft, it is assumed that the 4 rotors of the quad-rotor aircraft are each driven individually by 4 dc motors; the source power parameter collected by each motor is based on the measured value of the winding current I2o of the motor collected by the current sensor, and the measured values of the winding current corresponding to each motor are respectively: i2o1, I2o2, I2o3, I2o 4; the winding current I2o of the motor belongs to non-thrust source power parameters, measurable parameters and parameters to be measured in nature; the method can be processed by any one of the following current subdivision schemes 1 and 2:

current subdivision scheme 1: the corresponding coefficients k8, Te0 ═ k8 × I2o of the winding current I2o of the motor and the electromagnetic torque Te0 of the motor can be obtained through the prior art or model tests; the value of the total electromagnetic torque Te of the 4 machines is then: (Te ═ k8 × I2o1+ k8 × I2o2+ k8 × I2o3+ k8 × I2o 4); thus (Te) in the formula of example 2 can be replaced by (k8 × I2o1+ k8 × I2o2+ k8 × I2o3+ k8 × I2o 4);

current subdivision scheme 2: the winding current I2o of the motor and the corresponding coefficient Ka8 of the non-thrust source power parameter and the thrust of the four-rotor aircraft can be obtained through the test and verification or the type test of professional technical institutions, and the calculation rule of the thrust of the four-rotor aircraft is as follows: t ═ Ka8 (I2o1+ I2o2+ I2o3+ I2o4) (equations 1-8), and the difference in winding current I2o of the motors of the 4 motors of the four-rotor aircraft is less than a preset value; thus, (K31 × Te), that is, the thrust T in the formula of embodiment 2 can be replaced by (Ka8 (I2o1+ I2o2+ I2o3+ I2o 4));

the working schematic diagram of the B-type multi-rotor aircraft can refer to FIG. 8;

example 21: the motion condition of the B-type aircraft is hovering flight:

calculating a corresponding coefficient K31 of a source power parameter with a non-thrust and a thrust;

K31_-cal＝K31＝mg/((1-C_D2) Te) (formula 5-3), which is based on the basic formula 4-2A: (T-D2) -mg ═ 0) deformation to m ═ T (1-C)_D2) (g)), further modified in combination with the "method of obtaining thrust of the aircraft based on the non-thrust source power parameters" (for example, using equation 1-3-1(T — K31 — Te));

acquiring data of input parameters of an aircraft; the input parameters are parameters required for calculating the combined operation data of the measurement and calculation object based on the rules of flight power balance, and the input parameters comprise the total mass m of the aircraft, non-thrust source power parameters (such as the electromagnetic torque Te of a motor), and a resistance coefficient C of the resistance generated by a B-type propeller in the vertical direction_D2G, etc.; calculating thrust T based on data at least comprising non-thrust source power parameters and corresponding coefficients of the thrust; (e.g. electromagnetic torque of motor Te, K31)

Wherein the non-thrust source power parameter (e.g., electromagnetic torque Te of the motor) included in the input parameters is set based on an actual value or an actually measured value or a command value, and the non-thrust source power parameter (e.g., electromagnetic torque Te of the motor) belongs to both the source power parameter and the measurable parameter and the parameter to be measured in terms of properties;

included in the input parameters (drag coefficient C of drag produced by the propeller of total mass m, B of the aircraft in the vertical direction_D2G) three data readable preset values (e.g. system preset values) to obtain actual or reasonable values (e.g. the total mass m of the aircraft is the actual value read, e.g. the drag coefficient C of the drag generated by the propeller B in the vertical direction_D2Normal values of e.g. g is the read calibration); the total mass m of the aircraft is also a parameter which can be preset and is also an unmeasurable parameter; the coefficient of resistance C_D2And g are both system-specific parameters of the system operating parameters and predefinable parameters, in order to save sensor costs for most aircraftThe three data also belong to unmeasurable parameters;

obtaining input parameters (such as electromagnetic torque Te of a motor, total mass m of the aircraft, resistance coefficient C of resistance generated by a propeller in the vertical direction by B and the like)_D2Substituting the data of g) into the rule (formula 5-3) of the flight power balance to obtain the combined operation data of the measurement object (the source power parameter of non-thrust and the corresponding coefficient K31 of thrust); the calculation result of the coefficient K31 corresponding to the non-thrust source power parameter and thrust is based on different types of data (such as source power parameter (for example, Te) and total mass m of the aircraft), and various system operating parameters (such as C)_D2G)), the type of the calculation result of the non-thrust source power parameter and the thrust corresponding coefficient K31 may be referred to as joint operation data.

Example 22: the motion condition of the B-type aircraft is hovering flight:

obviously, reference can be made to examples 19, 20 and 21, and the resistance coefficient C of the resistance generated by the propeller B in the vertical direction can also be used_D2Any parameter of the parameters g and g is used as a new measurement object; based on the basic formula, equation 4-2A is: (T-D2) -mg ═ 0), and further modifying the new rule of the flight power balance (i.e., new calculation formula) obtained by the method of obtaining thrust of the aircraft based on the non-thrust source power parameters (for example, using the formula 1-3-1(T ═ K31 × Te)), obtaining data of the new input parameter of the aircraft based on the new rule of the flight power balance, the new input parameter being a parameter required for calculating the joint calculation data of the new measurement and calculation object based on the new rule of the flight power balance, and obtaining the joint calculation data of the new measurement and calculation object based on the obtained data of the new input parameter and the new rule of the flight power balance (K31)_-cal、g_-cal)。

Example 23: the motion condition of the B-type aircraft is vertical ascent:

when the B-type aircraft vertically ascends, the rules of the flight power balance preset in the vertical direction are as follows:

the formula is obtained by formula deformation based on a basic formula:

acquiring data of input parameters of an aircraft; the input parameters are parameters required for calculating the combined operation data of the measurement and calculation object based on the rules of flight power balance, and comprise the total mass m of the aircraft, the resistance D3 generated by the acceleration of the B-class aircraft moving in the air, and the resistance coefficient C of the resistance generated by the B-class propeller in the vertical direction_D2G, etc.);

with reference to the aforementioned "example 1 of the manner of acquiring the drag D3 generated by the aircraft moving in the air" calculating the actual value of the drag D3 under the current flight conditions; acquiring a measured value of the current acceleration based on the measurement of the acceleration sensor; the resistance D3 and the acceleration are, in terms of nature, both of the mechanical operating parameters of the system operating parameters and of the measurable parameters and of the parameters to be measured

Substituting the acquired data of the input parameters into the rule (formula 5-5) of the flight power balance to obtain the combined operation data of the measurement and calculation object (thrust T); since the calculation result of the thrust T (the parameter type is the source power parameter) is calculated based on different types of data (for example, the total mass m of the aircraft and various system operation parameters), the type of the calculation result of the thrust T may be referred to as joint operation data.

Example 24: the motion condition of the B-type aircraft is vertical ascent:

the measurement and calculation object is the total mass m of the aircraft;

when the motion condition of the B-type aircraft is vertical rising, the rule of the flight power balance preset in the vertical direction is as follows:

the formula is obtained by formula deformation based on a basic formula: a further modification is that assuming that the class B aircraft is in a low-speed vertical ascent (the speed is lower than a preset value), at this time, D3sin γ may be set to 0; and combining the method for acquiring the thrust of the aircraft based on the non-thrust source power parameters (for example, using the formula 1-7-1(T ═ K71 × n)₁ ²) Obtained by further deformation);

acquiring data of input parameters of an aircraft; the input parameters are parameters required for calculating the combined operation data of the measurement and calculation object based on the rule of flight power balance, and include non-thrust source power parameters (such as motor speed n1), non-thrust source power parameters and corresponding coefficients of thrust (such as K71), and drag coefficient C of drag generated by a propeller B in the vertical direction_D2G, etc.; calculating thrust T based on data at least comprising non-thrust source power parameters and corresponding coefficients of the thrust; (e.g. motor speed n1, K71)

Wherein, the non-thrust source power parameter (for example, the motor speed n1) included in the input parameters is set based on an actual value, an actual measurement value or a command value, and the non-thrust source power parameter (the motor speed n1) belongs to both the source power parameter and the measurable parameter and the parameter to be measured in terms of properties; acquiring a measured value of the current acceleration based on the measurement of the acceleration sensor; the acceleration belongs to mechanical operation parameters in system operation parameters, measurable parameters and parameters to be measured in terms of attributes;

included in the input parameters (non-thrust source power parameter and thrust corresponding coefficient K71, resistance coefficient C of resistance generated by propeller in vertical direction in B type_D2G) three data readable preset values (such as system preset values) are obtained to obtain actual values or reasonable values (such as the corresponding coefficient K31 of non-thrust source power parameters and thrust is readE.g. coefficient of resistance C of the propeller type B in the vertical direction_D2Normal values of e.g. g is the read calibration); the three data are, in a qualitative manner, both system-specific parameters and predefinable parameters of the system operating parameters, and, for the most part, also unmeasurable parameters in order to save sensor costs;

and substituting the acquired data of the input parameters into the rule (formula 5-6) of the flight power balance to obtain the combined operation data of the measurement object (total mass m of the aircraft).

Example 25: the motion condition of the B-type aircraft is flat flight:

the measurement and calculation object is the acceleration a of the B-type aircraft in the horizontal direction_xWhich is one of the source power parameters;

the preset rule of the flight power balance in the horizontal direction is as follows:

a_x-cal＝a_x＝(K72*n₂ ²sin θ -D1-D3cos γ)/m (formula 5-7), which is based on the basic formula 4-4(T sin θ -D1-D3cos γ ═ ma)_x) A variant, combined with the "method of deriving thrust of an aircraft based on non-thrust source power parameters" (for example using the formula 1-7-2 (T-K72 n)₂ ²) Obtained by further deformation);

acquiring data of input parameters of an aircraft; the input parameters are parameters required for calculating the combined operation data of the measurement and calculation object based on the rules of flight power balance, and include non-thrust source power parameters (such as motor speed n2), non-thrust source power parameters and corresponding coefficients of thrust (such as K72), total mass m of the aircraft, included angle theta between thrust T and the vertical upward direction (oz line), included angle gamma between speed V and the horizontal plane, and drag coefficient C in the horizontal direction of the drag generated by a propeller B_D1The drag D3 generated by the class B aircraft moving in the air, etc.);

for example, the value of the total mass m of the aircraft may be known from a preset manner (e.g., manual input or system preset) (i.e., from a preset value) as its actual value; system inherent in the system operating parametersParameters (non-thrust source power parameter and thrust corresponding coefficient K72, resistance coefficient C of resistance generated by propeller B in horizontal direction_D1) A preset value (such as a system preset value) can be read to obtain an actual value or a reasonable value; drag coefficient C of drag produced by propeller in horizontal direction from total mass m, B of aircraft in attribute_D1Both as a function of the predefinable parameters and, for the majority of aircraft, as a function of the cost savings of the sensors, the three data are also unmeasurable parameters;

wherein, the non-thrust source power parameter (for example, the motor speed n2) included in the input parameters is an actual value or an actual measurement value obtained based on the measurement of the speed sensor; the non-thrust source power parameter (motor speed n2) is, by nature, both a source power parameter and a measurable parameter and also a parameter to be measured;

the component D1 of the resistance produced by the propeller in the horizontal direction in class B is obtained in thrust (T ═ K72 × n)₂ ²) Coefficient of resistance C_D1When obtained, it can be based on formula 3-3(D1 ═ T × C)_D1) Calculating to obtain; with reference to the aforementioned "example 1 of the manner of acquiring the drag D3 generated by the aircraft moving in the air" calculating the actual value of the drag D3 under the current flight conditions; measuring actual measurement values of an included angle theta and an included angle gamma based on the tilt angle sensor; the component D1 of the resistance in the horizontal direction, the resistance D3, the included angle theta and the included angle gamma belong to mechanical operation parameters in system operation parameters, measurable parameters and parameters to be measured from the aspect of the property;

substituting the acquired data of the input parameters into the rule of the flight power balance (equation 5-7) to obtain the measured object (acceleration a)_x) The joint operation data.

Extended embodiment of example 25: obviously, with reference to example 25, equations 4-4 or equations 5-7 can be modified, and any parameter in the equations is moved to the left of the equal sign to be used as a new measurement object; more measuring and calculating objects and measuring and calculating schemes are allowed to be implemented under the concept of force balance in the horizontal direction;

based on the concepts of the embodiments 19 to 25 and all the alternative prevention or extension schemes, any force balance formula can be arbitrarily modified to implement more measurement objects and measurement schemes.

Obviously, in the present invention, the flight is also the operation, i.e. the movement, and the direction of flight is also the movement direction; the direction of motion, i.e., the direction of velocity (velocity vector), can also be indicated by the direction of the resultant force of the aircraft; unless otherwise specified, the acceleration is the (same-direction) acceleration generated by an external force;

further, in the technical solutions of example 19 to example 24 and the various alternative embodiments thereof, the rule of the flight power balance therein is the flight power balance in the vertical direction; the vertical direction flight power balance is the balance of the force generated by the force at least comprising thrust and gravity in the vertical direction; further, the force including at least the thrust and the resistance also includes an acceleration a based on the horizontal direction_zThe generated force (ma)_z) (ii) a Acceleration a when the aircraft is flying in the vertical lifting direction_zI.e. the rate of change of speed

Further, in the technical solutions of this example 25 and its various alternative embodiments, the rule of the flight power balance therein is a rule of the flight power balance in the horizontal direction; the horizontal direction flight power balance is the balance of the generated force in the horizontal direction of the force at least comprising thrust and resistance; further, the force including at least the thrust and the resistance also includes an acceleration a based on the horizontal direction_xThe generated force (ma)_x)。

The flight power balance rule of the B-type aircraft, namely a centroid motion equation or a centroid kinematics equation or a centroid dynamics equation or any deformation formula of the B-type aircraft, can be referred to as the dynamics equation of the B-type aircraft for short; combining the kinetic equations provided in examples 19-25 to view as the basic kinetic equations, the basic kinetic equations for a class B aircraft include at least one of the following force balance 1, force balance 2:

balance of forces 1: the aircraft flying in the air, for forces at least including thrust and gravityA balance of forces generated in a straight direction; further, the force including at least the lift force and the gravity force further includes an acceleration a based on a vertical direction_zThe generated force (ma)_z)；

Force balance 2: the aircraft is flying in the air, the balance of the generated forces in the horizontal direction for forces at least including thrust and drag; further, the force including at least the thrust and the resistance also includes an acceleration a based on the horizontal direction_xThe generated force (ma)_x)；

Force balance is also called force balance; the vertical direction described in balance 1 and/or the horizontal direction described in balance 2 may both be referred to as the reference direction of force; obviously, as the coordinate systems in flight can be transformed to each other through mathematical calculation, in the basic kinetic equation, the reference direction and/or the coordinate system of the force can be defined or switched or transformed in other ways to obtain a new reference direction and/or a new coordinate system, and then the new force balance calculation is performed based on the new reference direction and/or the new coordinate system; the calculation of the new force balance is equal to the technical scheme of the basic dynamic equation in principle, conception and effect, and also belongs to the rules of the flight dynamic balance; on the basis of the basic kinetic equation, even if a new kinetic equation of at least one component of the related damping control quantity, stability augmentation control quantity, feedback control quantity and aeroelasticity chemical momentum is added, even if a new kinetic equation obtained by adding related auxiliary calculation (such as Kalman filtering, recursion, least square and the like) or simplifying (such as neglecting the influence of certain parameters and omitting certain parameters) on the concept of the basic kinetic equation belongs to the rules of the flight power balance; in summary, all the kinetic equations similar to the concept of the invention belong to the rules of the flight power balance;

obviously, the object of measurement and calculation in the present invention is not limited to the objects specified in examples 19 to 25 and other implementation documents; any kinetic equation can be transformed to move any parameter to the left of the equation and calculated with reference to any of the schemes in examples 19 to 25; namely, any flight parameter in any dynamic equation can be used as the measuring and calculating object.

from another perspective, prior art analytical studies of the physical significance of kinetic equations may remain at a relatively old, relatively shallow level; for example, in the process of designing the class B aircraft, or in the simulation, simulation and modeling of the class B aircraft, various limit parameters or performance boundaries or flight envelopes (for example, various thrust limits, lift limits associated with aerodynamic boundaries, dynamic pressure limits associated with structural strength boundaries, minimum flight speed, maximum flight speed, minimum rise time, limit climb rate, limit voyage or time of flight, etc.) of the performance of the class B aircraft are calculated by using dynamic balance.

The invention carries out deep research and analysis in three fields of deep requirements on the flight safety of the aircraft, greatly different deep characteristics of different types of data (such as measured values, instruction values, reasonable values and conventional preset values) of the same flight parameter, and deep characteristics of the principle of the kinetic equation in the field of flight safety; the inventive method (#1) for acquiring data of an aircraft is developed, which specifies a concept of calculating a value of an object to be measured (joint operation data) based on a kinetic equation, and at least one of source power parameters of parameters (i.e., input parameters) required for calculating the value of the object to be measured based on the kinetic equation is set based on an actual value or an actual measurement value or a command value, and/or: at least one kind of data of the mechanical operation parameters included in the input parameters is set based on an actual value, an actual measurement value or a command value; and/or: at least one kind of data in the parameters to be measured included in the input parameters is set based on an actual value, an actual measurement value or a command value; and/or: at least one data of measurable parameters included in the input parameters is set based on an actual value or an actual measurement value or a command value; and/or: inputting at least one data of any one parameter of the total mass of the aircraft, the mass of the carried goods, the no-load mass and the intrinsic parameters of the system, which are included in the parameters, into a setting mode based on an actual value and/or a reasonable value; and/or: at least one data of unmeasurable parameters included in the input parameters is set based on actual values and/or reasonable values; and/or at least one of the pre-settable parameters included in the input parameters is set based on actual values and/or reasonable values.

Obviously, if the source power parameters and/or the mechanical operation parameters and/or the parameters to be measured and/or the measurable parameters in the input parameters adopt common preset values, the real flight conditions of the aircraft cannot be reflected, and the significance of the flight safety of the aircraft can be reduced.

In the aircraft data acquisition method (#1) and any one of embodiments 19 to 25 provided by the present invention: the thrust data is helpful for reflecting and analyzing the working condition of a power system of the B-type aircraft; the drag data and/or the lift data are helpful for reflecting and analyzing the working conditions of the aerodynamic shape (including an airframe, a wing and the like) of the aircraft, and have important significance for the flight safety of the aircraft.

The technical solutions of the above embodiments 1 to 18 are applicable to the class a aircraft, and the technical solutions of the above embodiments 10 to 25 are applicable to the class B aircraft, and it is obvious that, by combining the technical solutions of the above embodiments 1 to 25, a skilled person in the art can naturally deduce the mechanical equilibrium state of the class C aircraft, and the skilled person in the art can know the calculation method of the combined calculation value of the measurement object of the class C aircraft, and then can construct the monitoring method of the class C aircraft.

For example, with reference to the technical solutions of the foregoing embodiment 2 or embodiment 6, the total mass m2 of the aircraft is calculated according to the source power parameters and/or the system operation parameters of the aircraft, and then m2 is directly obtained joint operation data; then the mass m1 of the carried goods or the mass m0 of the empty goods is calculated according to the total mass m2 of the aircraft (m1+ m 0-m 2, m 1-m 2-m0, m 0-m 2-m1), and then m1 or m0 are indirectly obtained combined operation data;

obviously, the technical scheme provided by the invention is implemented by taking the mass type parameter as a measuring and calculating object (particularly the total mass m2 of the aircraft or the mass m1 of the carried goods), and the combined operation data is obtained; the device can be used for flight weighing, mobile weighing, real-time weighing, aircraft overload monitoring protection and the like; has great social and economic significance.

The second technical problem to be solved by the invention is as follows: the actual thrust of the aircraft is difficult to directly measure in the flight process, and if the actual thrust is directly measured, the cost is increased or the technical difficulty is increased; easily measurable or measurable parameters are non-thrust source power parameters; however, in the prior art, there is a lack of an effective and disclosed method for obtaining thrust of an aircraft based on non-thrust-based source power parameters; the invention provides a method for acquiring thrust data, which is used for relatively accurately measuring thrust in the flight process of an aircraft;

the purpose of the invention is realized by the following technical scheme:

the present invention provides

4. The method for acquiring the thrust data is characterized in that the thrust data of the aircraft are obtained based on data at least comprising measured values of non-thrust source power parameters of the aircraft and a preset calculation rule.

Implementation of this approach may be performed with reference to the aforementioned method of deriving thrust of an aircraft based on non-thrust-based source power parameters.

The invention provides a technical scheme convenient for monitoring the flight condition of an aircraft; the method is used for monitoring the flight condition of the aircraft through a new way, and the scheme can facilitate early monitoring with high sensitivity before the flight parameters do not exceed the preset safety values; rather than passively, lagging to wait for a failure of the aircraft to occur, it is not possible to warn and take good care of after an event has occurred that may have caused a serious safety hazard.

The purpose of the invention is realized by the following technical scheme:

the present invention provides

5. A monitoring method (#1) of an aircraft, wherein an object to be measured and calculated is any one of flight parameters of the aircraft, and joint operation data of the object to be measured and calculated and reference data of the object to be measured and calculated are acquired based on the method shown in the acquisition method (# 1); and judging the flight condition of the aircraft according to the combined operation data of the measurement and calculation object and the reference data of the measurement and calculation object. This condition is in particular the health of the aircraft.

The acquisition method (#1) further includes any one or more of the following schemes a1, a2, A3, a4, and a 5:

In order to acquire the flight condition, the following scheme can be further adopted,

scheme 30a 1: the method comprises the following steps that a measurement object is any one of an unmeasured parameter and/or a preset parameter and/or a system intrinsic parameter in flight parameters, joint operation data of the measurement object and reference data of the measurement object are obtained, and the joint operation data of the measurement object and the reference data of the measurement object are processed as follows: an output and/or store for identifying a condition of the aircraft;

preferably, the output is made in a human machine interface of an electronic device installed in the aircraft and/or a portable personal consumer electronics product and/or a human machine interface of a control center; the method is more beneficial to non-professional personnel or non-professional equipment to identify the condition of the aircraft in the real-time running process of the aircraft.

Scheme 30a 2: the measurement object is any one of flight parameters, the combined operation data of the measurement object, the reference data of the measurement object and the reference data of the measurement object are obtained, and the combined operation data of the measurement object, the reference data of the measurement object and the reference data of the measurement object are processed as follows: outputting and/or saving; condition information for identifying the aircraft; the reference data is preferably a calibrated value or an actual value; when the measurement object is any one of the non-measurable parameter and/or the preset parameter and/or the system intrinsic parameter in the aircraft operation parameters, the reference data is preferably a calibration value.

It is obvious that this 30a2 solution is particularly suitable for: the measurement and calculation object is any parameter of the aircraft parameters except the non-measurable parameter and/or the preset parameter and/or the system intrinsic parameter, and the reference data is preferably an actual value; in the present invention, the output means that a plurality of data in a sentence are output together, and the storage means that a plurality of data in a sentence are stored together.

Preferably, the output is made in a human machine interface of an electronic device installed in the aircraft and/or a portable personal consumer electronics product and/or a human machine interface of a control center; the method is more beneficial to non-professional personnel or non-professional equipment to identify the condition of the aircraft in the real-time running process of the aircraft;

alternatively, another solution 30A3 can be derived based on the same principle of 30a 1: the method comprises the steps that a measurement object is any one or more parameters of an undetectable parameter and/or a preset parameter and/or a system intrinsic parameter in flight parameters, combined operation data of the measurement object and reference data of the measurement object are obtained, and the flight condition is identified according to the combined operation data of the measurement object and the reference data of the measurement object; the reference data is preferably a calibration value;

alternatively, another solution 30a4 can be derived based on the same principle of 30a 2: the method comprises the steps that a measurement object is any one of flight parameters, combined operation data of the measurement object, reference data of the measurement object and reference data of the measurement object are obtained, and the flight condition is identified according to the combined operation data of the measurement object, the reference data of the measurement object and the reference data of the measurement object; the reference data is preferably a calibrated value or an actual value; it is apparent that: the 30a4 solution is particularly suitable for: the measurement and calculation object is any parameter of the aircraft operation parameters except the undetectable parameter and/or the preset parameter and/or the system intrinsic parameter, and the reference data is preferably an actual value;

in the above-mentioned solutions 30a2 and 30a4, a typical solution of how to identify the flight condition based on the joint calculation data of the measurement object, the reference data of the measurement object, and the reference data of the measurement object is: obtaining a difference value according to the combined operation data of the measuring and calculating object and the reference data of the measuring and calculating object, and identifying the flight condition according to the difference value and the reference data of the measuring and calculating object; the difference between the combined operation data of the measurement and calculation object and the reference data of the measurement and calculation object can be also referred to as difference data calculated based on the combined operation data of the measurement and calculation object for short; when the measurement object is any one of the aircraft operation parameters except the non-measurable parameter and/or the preset parameter and/or the system intrinsic parameter, the reference data is preferably an actual value; when the measurement object is any one of the non-measurable parameters and/or the preset parameters and/or the inherent parameters of the system in the operation parameters of the aircraft, the reference data is preferably a calibration value;

any one of embodiments 30a1 and 30A3 above: the reference data refers to data used for identifying the flight condition by being matched with the combined operation data of the measurement and calculation object; any one of embodiments 30a2 and 30a4 above: the reference data refers to data which are used for being matched with the combined operation data of the measuring and calculating object and the reference data of the measuring and calculating object to identify the flight condition; reference data, namely data used for identifying the flight condition in cooperation with difference data calculated based on the combined operation data of the measurement and calculation objects;

in any of the above schemes 30a1, 30a2, 30A3 and 30a4, the reference data may also be referred to as third data; the reference data can be obtained by limited experiments and manual trial and error; the specific numerical values of the data may be known, set, by those skilled in the art non-inventively;

any of the above schemes 30a1, 30a2, 30A3, 30a4 have the meaning: the method is convenient for non-professionals to directly and visually identify the condition of the aircraft, and has great practical significance; the meaning of any of the above solutions 30a1, 30a2, 30A3 and 30a4 can be applied to a person who cannot identify the correspondence relationship between the joint calculation data of the calculation object (or the difference data calculated based on the joint calculation data of the calculation object) and the condition of the aircraft; non-professionals, for example, refer to ordinary, non-professionally trained aircraft passengers; the non-professional equipment refers to equipment which cannot identify the corresponding relation between the combined operation data of the measurement and calculation object (or difference data calculated based on the combined operation data of the measurement and calculation object) and the good or bad condition of the aircraft; in the present invention, the definition of non-professional and professional persons can be known by those skilled in the art; the definition of non-professional and professional devices is known to the person skilled in the art.

Any one of schemes 30a1, 30a2, 30A3, 30a4 above: the identification refers to judgment, calculation or indication; the type of the measurement object, the combined operation data of the measurement object, the actual value, the calibration value and other data can be referred to the description and definition anywhere in the text.

Technical scheme 1 of status information: in any of the above solutions 30a1, 30a2, 30A3 and 30a4, the flight condition, especially the condition information of the power system of the aircraft, may further be the condition information of the power transmission component of the aircraft to be monitored; the condition, in particular safety or health condition, may also be a working or operating condition; branch 1 of scenario 2 of status information: in any of the above-mentioned schemes 30a1, 30a2, 30A3 and 30a4, the flight condition refers to condition information when the power system of the aircraft is normal. The aforementioned monitoring method (#1) and/or monitoring methods (#1-2) and/or monitoring methods (#1-3) and/or monitoring methods (#1-4) may be used to identify whether the energy transfer condition of the aircraft is abnormal, that is, whether the operation of the power system of the aircraft is normal or abnormal, and if the operation of the power system of the aircraft is abnormal, the aforementioned abnormality handling mechanism may be naturally activated. When the power system of the aircraft is normal, the processing method (#2) for the aircraft condition provided by the text is further used for identifying the flight condition, wherein the flight condition particularly refers to directly identifiable condition information described in the following technical scheme 3 for condition information; the directly identifiable condition information is preferably a grade or ratio describing the condition of the aircraft; that is, the branch 1 scheme is: in the above aspects 30a1, 30a2, 30A3 and 30a4, the flight condition preferably includes: a grade or ratio describing an aircraft condition when the power system of the aircraft is normal; i.e. how well is the aircraft condition described using the processing method (#2) indication? At which level?

Branch 2 of scenario 2 of status information: in any of the above-mentioned schemes 30a1, 30a2, 30A3 and 30a4, the flight condition may also refer to condition information when the power system of the aircraft is abnormal. The aforementioned monitoring method (#1) and/or monitoring methods (#1-2) and/or monitoring methods (#1-3) and/or monitoring methods (#1-4) can be used to identify whether the energy transfer condition of the aircraft is abnormal, that is, whether the operation of the power system of the aircraft is normal or abnormal, and if the energy transfer condition of the aircraft is abnormal, the aforementioned abnormality handling mechanism can be naturally activated; the processing method (#2) of the aircraft condition provided herein further identifies the flight condition, in particular, the directly identifiable condition information described in the following technical aspect 3 of condition information; the directly identifiable condition information is preferably a grade or ratio describing the condition of the aircraft; that is, the branch 1 scheme is: in the above aspects 30a1, 30a2, 30A3 and 30a4, the flight condition preferably includes: a grade or ratio describing the condition of the aircraft when the energy transfer condition of the aircraft is abnormal; that is, the degree of abnormality describing the condition of the aircraft is indicated by the processing method (#2), at all, how many are there? At what level is an exception?

Branch 3 of scenario 2 of status information: in any of the schemes 30a1, 30a2, 30A3 and 30a4, whether the operation of the power system of the aircraft is normal or abnormal is not distinguished; in any of the above solutions 30a1, 30a2, 30A3 and 30a4, the identification of the flight condition may be different from the simple classification of the aircraft condition into normal, abnormal or fault; because many times, even if the performance of the aircraft power system degrades, the aircraft is not in good condition, but cannot be assigned to a fault or abnormal condition; all, the mode of identifying the flight condition is necessary, so that the condition of the aircraft can be conveniently evaluated and judged by a user; delivering the decision-making right and the informed right to the user; for users, the scheme has important significance; the invention can be used for calculating the data representing the health condition of the aircraft when the aircraft is not in fault so as to inform passengers of the aircraft or transmit the data to a remote processing center for analysis and processing. The invention can also be used for calculating the data representing the health condition of the aircraft after the aircraft is in fault and can still run so as to inform a driver of the fault degree of the aircraft or transmit the data to a remote processing center for analysis and processing to obtain the fault degree of the aircraft.

Technical solution 3 of status information: in any of the above solutions 30a1, 30a2, 30A3 and 30a4, the status information can be understood as directly recognizable status information from another angle; the directly identifiable status information can also be understood as status information identifiable by a non-professional person or status information identifiable by non-professional equipment; the condition information which cannot be directly identified refers to condition information which cannot be identified by non-professional personnel or condition information which cannot be identified by non-professional equipment; for example, when the information is: the joint operation data of the acceleration is 0.01, the actual value of the acceleration is 0.02, and non-professional personnel and non-professional equipment cannot identify the condition of the aircraft through the information; after being processed by any scheme of 30A1, 30A2, 30A3 and 30A4, the obtained flight condition is grade information (such as A, B or C); then the non-professional or non-professional equipment can conveniently identify the condition of the aircraft according to the grade information (such as A, B or C); particularly, the method is convenient for non-professional personnel or non-professional equipment to identify the condition of the aircraft in the real-time running process of the aircraft, and has great significance for safety. The directly identifiable condition information may be information that the driver and the passenger can directly identify the condition of the aircraft by sensing the information through at least one of vision, hearing and touch.

In any of the above solutions 30a1, 30a2, 30A3 and 30a4, the flight status is directly identifiable status information; preferably a grade or ratio describing the condition of the aircraft. Preferably, the grade or ratio will be used or utilized to make one or more of a voice output, an image output, and a haptic output (e.g., vibration) to make the aircraft passengers aware of the aircraft's condition level/percentage; the ratio is preferably a percentage; the ratio can be described by numerical values, and can also be described by graphic information such as progress bars, pointer diagrams and the like; when the flight condition is a grade, the reference data is preferably a preset range; in the case of the 30a1 and/or 30A3, the rank is generally data obtained by comparing and judging the combined calculation data of the measurement object with a range defined by reference data of the measurement object; in the case of the 30a2 and/or 30a4, the rank is generally data obtained by comparing and judging difference data calculated based on the joint calculation data of the measurement object with a range defined by reference data of the measurement object.

When the flight condition is a ratio, the reference data is preferably a certain reference value, preferably an actual value or a calibration value or combined operation data; the reference data may also be other data that can be used in conjunction with identifying the flight condition; in the case of the 30a1 and/or 30A3, the ratio is generally data obtained by dividing the combined calculation data of the measurement and calculation object and the reference data of the measurement and calculation object; in the case of the 30a2 and/or 30a4, the ratio is generally data obtained by dividing the difference data calculated based on the combined calculation data of the measurement and calculation objects (i.e., the difference between the combined calculation data of the measurement and calculation objects and the reference data of the measurement and calculation objects) and the reference data of the measurement and calculation objects.

Conventionally, the grade or ratio can be understood as data obtained after processing with reference data of a measurement object; this process is typically a comparison process and/or a division process.

In yet another case, no processing step is required; in the case of the solutions 30a1 and/or 30A3, the reference data of the measurement object and the joint calculation data of the measurement object, which are output and/or stored together in a certain space or a certain system, can be regarded as a flight situation; in the case of the solutions 30a2 and/or 30a4, the reference data of the measurement and calculation objects and the difference data calculated based on the combined calculation data of the measurement and calculation objects, which are output together and/or stored together in a certain space or a certain system, may be regarded as a flight situation; the two types of flight conditions, which may be understood as pre-processing data; that is, the data is not compared with the reference data of the object to be measured and calculated or divided; storing and/or outputting pre-processing data to facilitate visual identification of aircraft conditions by human beings in an audible and audible manner;

it is obvious that, as will be understood by those skilled in the art, in any of the above-mentioned schemes 30a1, 30a2, 30A3 and 30a4, the grade refers to a limited grade of not less than 2 or a limited grade of not less than 3; the priority of the series is natural number or positive integer or character; the levels may be described in terms readily understandable to non-experts, with numbers of 2 or 3 or 4 or more; the smaller the number of the grades is, the simpler the system is, and the larger the number of the grades is, the finer the condition of the aircraft is distinguished, which is beneficial;

for example, the number of levels in the method for processing the aircraft condition is 2; for example, the flight conditions can be represented sequentially by the data in combinations of A and B, or by 1 and 2, or by good and bad, or by up and down, or by I and II, or by up and down;

for example, the number of levels in the method for processing the aircraft condition is 3; for example, the flight conditions can be represented sequentially by a and B and C, or by 1 and 2 and 3, or by excellent and ordinary and inferior, or by upper and middle and lower, or by i and ii and iii, or by green and yellow and red colors, or by the data in 3 different sound signals, etc. in combination;

for example, the number of levels in the method for processing the aircraft condition is 4; for example, flight conditions may be represented by combinations of A and B and C and D, or by 1 and 2 and 3 and 4, or by preferred and sub-preferred and inferior, or by upper and middle and lower, or by I and II and III and IV, etc.;

in other embodiments of the present invention, the ratio may also be indicated by means of a continuous progress bar, or a pointer diagram;

generally, it may be provided that in each combination, the earlier description indicates that the aircraft condition is at a better level than the later description; of course, the better level of the aircraft condition, particularly indicated by the earlier description or later description, in each combination may be arbitrarily specified by the system or the user, or interchanged, for non-expert understanding; for example, an aircraft condition may also be indicated by B better than the aircraft condition indicated by A, and so on.

The three technical solutions may be a relation of sum or sum, and are also a technical solution 2 of the status information, and a technical solution 3 of the status information; the three solutions describe the flight situation in the processing method (#2) from three different dimensions.

Typical implementations of the above-described 30a1, 30A3 protocol are described in the following treatment method 1:

the processing method 1: when the measuring and calculating object is any one of the unmeasured parameters and/or the preset parameters and/or the system intrinsic parameters, identifying the flight condition based on the combined operation data and the reference data of the measuring and calculating object; the combined operation data of the measuring and calculating object can be compared with the reference data, and if the combined operation data of the measuring and calculating object is within a certain range defined by the reference data, the condition of the aircraft is set to a certain grade; if the combined operation data of the measurement object is out of a certain range defined by the reference data, setting the aircraft condition to another level; one of the preferred objects of the evaluation object is an efficiency factor, in particular the efficiency of the entire drive train or of the drive train component to be monitored; for example: a range 1 of reference data being greater than or equal to 95% of the value range, a range 2 of reference data being less than 95% and greater than 90% of the value range, a range 3 of reference data being less than or equal to 90% of the value range, the aircraft condition being set to a or 1 or a good or good grade when the efficiency coefficient is within the range 1 of reference data; setting the aircraft condition to B or 2 or normal or medium when the efficiency factor is within range 2 of the reference data; setting the aircraft condition to C or 3 or poor or lower grade when the efficiency factor is within range 3 of the reference data; the second preferred object of the object is measured and calculated as the friction coefficient between air and the airplane; for example, the range 1 of the reference data is a range of 0.01 or less, the range 2 of the reference data is a range of 0.015 or less and 0.01 or more, and the range 3 of the reference data is a range of 0.015 or more; setting the aircraft condition to a or 1 or a good or good grade when the coefficient of friction between the air and the aircraft is within the range 1 of the reference data; setting the aircraft condition to B or 2 or normal or medium when the coefficient of friction between the air and the aircraft is within range 2 of the reference data; setting the aircraft condition to C or 3 or poor or lower grade when the coefficient of friction between the air and the aircraft is within range 3 of the reference data;

exemplary embodiments of the above-described 30a2, 30a4 embodiments are given below in example 1, example 2 of treatment method 2:

example 1 of processing method 2:

when the object is the total mass m2 of the aircraft, acquiring the combined operation data m2__ cal of the total mass m2 of the aircraft in the same time period and the actual value m2_ org as reference data, wherein the range 1 of the reference data is a value range less than or equal to 100KG, the range 2 of the reference data is a value range less than 200KG and greater than 100KG, and the range 3 of the reference data is a value range greater than or equal to 200 KG; setting the aircraft condition as A or 1 or superior when the absolute value (| m2__ cal-m2_ org |) of the difference between the combined operation data (m2__ cal) of the measurement object and the reference data (m2_ org) of the measurement object is within the reference data range 1; setting the aircraft condition to be B or 2 or normal or medium when the absolute value (| m2__ cal-m2_ org |) of the difference between the combined operation data (m2__ cal) of the measurement object and the reference data (m2_ org) of the measurement object is within the reference data range 2; setting the aircraft condition to be C or 3 or inferior or lower grade when the absolute value (| m2__ cal-m2_ org |) of the difference between the combined operation data (m2__ cal) of the measurement object and the reference data (m2_ org) of the measurement object is within the reference data range 3;

example 2 of processing method 2: when the object to be measured is the motor torque T in the source power parameter, acquiring combined operation data T __ cal of the motor torque T in the same time period and an actual value T _ org which is acquired in an actual measurement mode and is used as reference data, wherein the range 1 of the reference data is a value range which is less than or equal to 20N.M, the range 2 of the reference data is a value range which is less than 50N.M and more than 20N.M, and the range 3 of the reference data is a value range which is more than or equal to 50 N.M; setting the aircraft condition as A or 1 or superior when the absolute value (| T __ cal-T _ org |) of the difference between the combined operation data (T __ cal) of the measurement object and the reference data (T _ org) of the measurement object is within the reference data range 1; setting the aircraft condition as B or 2 or normal or medium grade when the absolute value (| T __ cal-T _ org |) of the difference between the combined operation data (T __ cal) of the object to be measured and the reference data (T _ org) of the object to be measured is within the reference data range 2; setting the aircraft condition to C or 3 or inferior grade when the absolute value (| T __ cal-T _ org |) of the difference between the combined operation data (T __ cal) of the measurement object and the reference data (T _ org) of the measurement object is within the reference data range 3;

similarly, referring to examples 1 and 2 of the processing method 2, the flight condition of the aircraft may also be set by taking any other parameter of the parameter to be measured and/or the measurable parameter and/or the aircraft mass and/or the source power parameter and/or the machine operation parameter and/or the mass variation type article mass as an estimation object (for example, taking the longitudinal speed and the longitudinal acceleration as the estimation object);

when the measurement object is any one of the unmeasured parameter and/or the preset parameter and/or the system intrinsic parameter, the calibration value of the measurement object is preferably used as reference data, and the flight condition of the aircraft is set by referring to examples 1 and 2 of the processing method 2;

generally speaking, if the absolute value of the difference between the combined operation data of the measurement and calculation object and the reference data of the measurement and calculation object tends to be large, it indicates that the aircraft condition tends to be poor;

in the above method, the reference data is set to a certain range; there are also more possibilities, for example, to set the reference data to a base number 3, which base number 3 can be used to identify the flight situation, to select calculation rules that can be used to identify the flight situation, to identify the flight situation; referring to example 1 of the processing method 2, the absolute value (for example, | m2__ cal-m2_ org |) of the difference between the joint operation data (for example, m2__ cal) of the measurement object and the reference data (for example, m2_ org) of the measurement object is divided by the base number 3 (for example, set to 100KG), and the result is rounded and directly used as the recognition flight condition; the class information of ABC or 123 classes can be directly obtained.

Further, in the monitoring method (#1), it is determined that the flight condition of the aircraft is: and judging whether the flight condition of the aircraft is abnormal or not. In the monitoring method (#1) of the present invention, the determining whether the flight condition of the aircraft is abnormal or not based on the combined operation data of the measurement object and the reference data of the measurement object is that: and comparing the combined operation data of the measuring and calculating object with the reference data of the measuring and calculating object to judge whether the flight condition of the aircraft is abnormal or not.

In the monitoring method (#1) of the present invention, the joint calculation data of the measurement object is acquired by referring to the aforementioned method (#1) for acquiring data of an aircraft, any of the embodiments, implementation documents, technical solutions, explanations, and the like herein; or directly reading the combined operation data of the measuring and calculating object output by the external equipment.

In the monitoring method (#1) of the present invention, at least one of the source power parameters included in the input parameters in the method for obtaining the combined operation data of the measurement object is set based on an actual value, an actual measurement value, or a command value, and/or at least one of the machine operation parameters included in the required parameters is set based on an actual value, an actual measurement value, or a command value, and/or at least one of the measurable parameters included in the required parameters is set based on an actual value, an actual measurement value, or a command value, and/or at least one of the measured parameters included in the required parameters is set based on an actual value, an actual measurement value, or a command value; and/or at least one of the total mass of the aircraft, the mass of the carried goods, the empty mass and the intrinsic system parameter included in the required parameter is set based on an actual value and/or a reasonable value; and/or at least one data of unmeasurable parameters included in the required parameters is set based on actual values and/or reasonable values; and/or at least one of the parameters included in the required parameters that can be preset is set based on an actual value and/or a reasonable value.

And/or at least one of the total mass of the aircraft, the mass of the carried goods, the empty mass and the intrinsic system parameter included in the required parameter is set based on an actual value and/or a reasonable value; and/or at least one data of unmeasurable parameters included in the required parameters is set based on actual values and/or reasonable values; and/or at least one of the parameters included in the required parameters that can be preset is set based on an actual value and/or a reasonable value.

The reference data of the measuring and calculating object is data used for being matched with the combined operation data of the measuring and calculating object to carry out comparison and judgment on the flight condition, and because single data cannot form complete comparison and judgment operation; the reference data may also be referred to as second data; obviously, in the invention, the reference data of the measurement and calculation object or the data included in the reference data are both required to be set as data for performing flight condition identification (or performing abnormality judgment) in cooperation with the combined operation data of the measurement and calculation object calculated based on the rule of the flight power balance; the reference data is acceptable data (i.e., qualified data) that can be used for this purpose; and setting the reference data of the corresponding measuring and calculating object according to the difference of any one point or multiple points in the setting methods of the measuring and calculating object, the rules of the flight power balance and the input parameters of the rules of the flight power balance.

Further, the monitoring method (#1) is performed while the aircraft is flying.

In the invention, the reference data of the measurement and calculation object is data used for judging the flight condition of the aircraft by being matched with the combined operation data of the measurement and calculation object.

In the present invention, the reference data may be divided into a plurality of ranges or a plurality of data; for example, the reference data may be any one of the second range, the third range and the fourth range;

the second range refers to a range for identifying whether the operating condition of the second system of the aircraft is abnormal; the second system refers to a system related to the force in the direction of motion and/or a system related to the lift force of the aircraft and/or a system related to the gravity force of the aircraft; it is apparent that: the force in the moving direction at least comprises a thrust force and a resistance force; the thrust is generated by the power system (or propulsion system) of the aircraft, and the resistance is related to the operating conditions of the aerodynamic profile of the aircraft (i.e. including the airframe, the wings and the main steering control surfaces (elevator control providing pitch control), the auxiliary steering control surfaces); as is evident, the systems relating to the forces in the direction of motion include the power system (or propulsion system) of the aircraft and the aerodynamic profile (i.e. including the airframe, the wings and the main steering control surfaces (elevator control providing pitch control), the auxiliary steering control surfaces) of the aircraft; because lift is related to the aerodynamic profile of the aircraft; gravity is related to the total mass of the aircraft; the lift related systems of the present invention, therefore, include the aerodynamic profile of the aircraft; for class a and class C aircraft, lift-related systems include wings and/or airframes that form the aerodynamic profile of the aircraft; for class B and class C aircraft, the lift-related systems also include the power systems of the aircraft; therefore, the second system refers to a system comprising the power system (or propulsion system) of the aircraft and the aerodynamic profile (i.e. comprising the airframe, the wings and the main steering control surfaces (elevator control providing pitch control), the auxiliary steering control surfaces) of the aircraft and/or relating to the total mass of the aircraft; obviously, the power system in the second system refers to the power system behind the signal acquisition point of the source power parameter, namely, the power system to be monitored.

The third range in the invention refers to the normal range or the calibration range or the nominal range of the parameter; the fourth range in the present invention refers to the safety range of the parameter;

if the types of the reference data of the parameters are different, the flight condition has different meanings correspondingly; as with the following examples: for example, when the reference data of the measurement object is the second range, the determined flight condition refers to the condition of the power system (or propulsion system) of the aircraft and the aerodynamic profile (i.e., including airframe, wings, and main steering control surfaces (elevator control providing pitch control), auxiliary steering control surfaces) of the aircraft and/or systems related to the total mass of the aircraft.

For example, when the reference data of the measurement and calculation object is a fourth range, the flight condition refers to the relationship between the combined operation data of the measurement and calculation object and the fourth range; the abnormal flight condition means that the combined operation data of the measurement and calculation object exceeds the fourth range; generally speaking, the technical scheme has important significance for the safe operation of the aircraft; if the combined operation data of the measuring and calculating object exceeds the safety range of the measuring and calculating object, serious safety accidents such as machine damage, personal death and the like can be caused;

for example, when the reference data of the measurement and calculation object is a third range, the flight condition refers to the relationship between the combined operation data of the measurement and calculation object and the third range; the abnormal flight condition means that the combined operation data of the measurement and calculation object exceeds the third range; comparing the combined operation data of the measuring and calculating object with a third range of the measuring and calculating object, and if the combined operation data of the measuring and calculating object exceeds the third range, determining that the flight condition is abnormal; the technical scheme is used for: identifying whether the combined operation data of the measuring and calculating object of the aircraft exceeds a normal range or a calibration range or a nominal range; generally speaking, the technical scheme has important significance for the safe operation of the aircraft; the safety condition of the aircraft can be identified and warned in advance;

6. further, a subdivided monitoring method (#1.1) is obtained based on the monitoring method (#1), and in the monitoring method (#1.1), data of the source power parameter and/or the machine operation parameter included in the parameter (i.e., the input parameter) required for calculating the joint calculation data of the measurement object is an actual measurement value.

7. Further, a monitoring method (#1.1.1) of secondary subdivision is obtained based on the aforementioned monitoring method (#1.1), and the monitoring method (#1.1.1) can be divided into two schemes of #1.1.1.A and #1.1.1. B: OK

#1.1.1. A: acquiring the combined operation data of the measurement object (or at t 1)) and the reference data of the measurement object, wherein the reference data of the measurement object comprises or is the actual value of the measurement object, comparing the combined operation data of the measurement object with the actual value, and judging whether the difference value between the combined operation data and the actual value exceeds a set range, and the set range is called as a first range; accordingly, the flight condition anomaly (i.e., the 1A1 condition) is: the difference between the combined operation data and the actual value exceeds a first range;

#1.1.1. B: acquiring the combined operation data of the measuring and calculating object (or t 1), and the reference data of the measuring and calculating object, wherein the reference data of the measuring and calculating object comprises or is a set range, and the range is a second range; comparing the combined operation data of the measurement object with the second range, and judging whether the combined operation data of the measurement object exceeds the second range; accordingly, the flight condition anomaly (i.e., the 1A2 condition) is: the combined operation data of the measuring and calculating object exceeds a second range; OK

The actual value and the actual value are different concepts; the true value is usually a natural, true numerical value of a certain attribute of a certain object; the actual value is a value used as a recognition reference for determining the flight condition, and therefore, may be referred to as a reference value;

in a technical scheme of the subject matter set forth in the present invention, the actual value (also referred to as a reference value) must be considered as a feasible technical means or implementation scheme, and its value is naturally constrained by a specific value-taking time and/or a value-taking mode; as will be apparent from the following general rules (exemplary methods 1, 2, 3, 4, 5, and 6 for setting reference data) of specific setting schemes (such as selection of data sources or data taking ways, setting modes, and time taking) of reference data, and related embodiments: according to different measurement objects and/or different setting modes of the actual value, the actual value (namely the reference value) has a plurality of different value time ranges and different value ranges and can be realized by a plurality of different technical methods or schemes.

The actual value is a numerical value belonging to the type of the measured object and/or the setting mode of the actual value, is a concept of amplitude (size), and is intermediate layer data; the actual value is generally a numerical value close to or equal to the actual value of a measured and calculated object of the aircraft during the value taking of the combined operation data; generally, the actual value range is applicable to most types of measurement objects, such as source power parameters, mechanical operation parameters, mass of a mass variation type object, total mass of an aircraft with a fixed amplitude and the like; when the actual value is set according to the measured value in the same time range as the time when the combined operation data is taken (i.e. the current (or t 1)), the actual value (i.e. the measured value) is usually a value close to or equal to the actual value of the measurement object of the aircraft when the combined operation data is taken;

in the monitoring method, practical technical means or implementation schemes must be considered for actual values (also called reference values) in the reference data, and the values are naturally constrained by specific value-taking time and/or value-taking modes; as will be apparent from the following general rules (exemplary methods 1, 2, 3, 4, 5, and 6 for setting reference data) of specific setting schemes (such as selection of data sources or data taking ways, setting modes, and time taking) of reference data, and related embodiments: according to different measurement objects and/or different setting modes of actual values, the actual values (namely, reference values) in the reference data in the monitoring method have various different value time ranges and various different value ranges, and can be realized by various different technical methods or schemes. The following principles may be employed: at least one of the reference data and the input parameters is used for acquiring a preset value and determining the number of the preset values acquired from the input parameters; the preset value comprises a calibration value or a historical record value under the same state as the current aircraft running state;

the reference data is preferably an actual value or a preset value; the preset value comprises a calibration value or a historical record value under the same state as the current aircraft running state;

for example, in the monitoring method, it is preferable that the reference data and the input parameter take actual values, in addition to the preset values.

For example, in the monitoring method, preferably, when only one of the reference data and the input parameter takes a preset value: the reference data is a preset value, and all input parameters are actual values and are used for monitoring whether the power transmission condition of the aircraft is abnormal or not; the preset value of the reference data is a historical record value in the same state as the current aircraft running state; in the invention, the historical record value in the same state as the current aircraft running state means that the difference degree between the aircraft running condition when the historical record value takes a value and the current aircraft running condition is lower than a preset threshold value;

preferably, when the object of evaluation is a parameter capable of describing a property of a part of the aircraft, the aircraft power transmission condition can be embodied as a condition representative of the part.

For example, the reference data is an actual value, and one of the input parameters is a preset value, which is used for monitoring whether the parameter of the preset value in the input parameters is abnormal; the preset value of the parameter in the input parameters is a historical record value in the same state as the current aircraft running state, or a calibration value when the aircraft leaves the factory, it should be understood that, for an abnormality of the input parameter or the monitored object, when the input parameter or the monitored object is a parameter which can describe the attribute of a part of the aircraft, the aircraft power transmission condition can be specifically a condition representing the part.

When N preset values are selected from the reference data and the input parameters, N is more than or equal to 2:

the reference data is preset values, and N-1 preset values are selected from the input parameters and used for monitoring whether the parameters of the calculated objects and the preset values selected from the input parameters are abnormal or not; the preset value of the reference data is a historical record value in the same state as the current aircraft running state or a calibration value when the aircraft leaves a factory; inputting preset values of the two parameters in the parameters, wherein the preset values are historical record values in the same state as the current aircraft running state or calibration values of the aircraft when the aircraft leaves a factory; continuing to explain by taking the example 2 as an example, when the reference data of m2 takes a preset value, μ 1 in the input parameters takes a preset value and the other parameters take actual values, it is possible to monitor whether m2 and μ 1 are abnormal; when the reference data of m2 is preset, μ 1 and ki in the input parameters are preset, and the other parameters are actual, it is possible to monitor whether m2, μ 1 and ki are abnormal.

For example, the reference data takes actual values, and N preset values are taken from the input parameters, and the N preset values are used for monitoring whether the parameters of the preset values taken from the input parameters are abnormal or not; the preset values of the N parameters in the input parameters are historical record values in the same state as the current aircraft running state, or calibration values of the aircraft when the aircraft leaves a factory. It should be understood that, regarding other situations of the relationship between the number of the preset values and the actual values in the reference data and the input parameters and the corresponding specific application, those skilled in the art may perform the operations based on the above description and the specific embodiments, and details are not repeated herein.

For example:

A. when the measurement object is an efficiency coefficient or a parameter including an efficiency coefficient:

if the value of the rolling resistance coefficient included in the input parameters is a calibration value of the aircraft when the aircraft leaves the factory, the reference data of the measuring and calculating object is an actual value; the method can be used to reflect anomalies in the rolling resistance coefficient (i.e. caused by wheel deformation);

if the value of the rolling resistance coefficient included in the input parameters is an actual value, the reference data of the measuring and calculating object is a calibration value of the aircraft when the aircraft leaves the factory;

B. when the measurement object is a rolling resistance coefficient or a parameter containing the rolling resistance coefficient:

if the value of the efficiency coefficient included in the input parameters is a calibration value when the aircraft leaves the factory, the reference data of the measurement and calculation object is an actual value; the method may be used to reflect anomalies in the efficiency coefficient (i.e., caused by powertrain and/or mechanical driveline anomalies);

if the value of the efficiency coefficient included in the input parameters is an actual value, the reference data of the measuring and calculating object is a calibration value of the aircraft when leaving the factory;

C. when the measurement and calculation object is other parameters except the rolling resistance coefficient, the parameter containing the rolling resistance coefficient, the efficiency coefficient and the parameter containing the efficiency coefficient in the aircraft operation parameters:

if the value of the efficiency coefficient and/or the roll resistance coefficient included in the input parameters is a calibrated value of the aircraft when the aircraft leaves the factory, the reference data of the measuring and calculating object is an actual value; correspondingly, the method may be used to reflect anomalies in the efficiency coefficient and/or the roll-resistance coefficient (i.e. caused by powertrain and/or mechanical driveline anomalies and/or wheel deformation);

and if the values of the efficiency coefficient and the rolling resistance coefficient included in the input parameters are actual values, the reference data of the measurement object is a historical record value under the same state as the current aircraft running state.

For example:

in the scheme A, the values of other parameters except the rolling resistance coefficient in the input parameters are calibration values or actual values;

in the scheme B, the values of other parameters except the efficiency coefficient in the input parameters are calibration values or actual values;

in the scheme C, the values of the other parameters except the rolling resistance coefficient and the efficiency coefficient in the input parameters are calibrated values or actual values.

The actual value (namely, the reference value) in the reference data in the monitoring method is a numerical value which belongs to the setting mode of the type of the measuring and calculating object and/or the actual value (namely, the reference value), is a concept of amplitude (size) and is intermediate layer data; in the monitoring method, the actual value (namely, the reference value) in the reference data is a numerical value which is close to or equal to the actual value of a measured and calculated object of an aircraft during the value taking of the combined operation data; in general, the reference data in the monitoring method refers to most cases, and most of the time, the amplitude range of the actual value (i.e. the reference value) in the reference data can be applied to most types of estimation objects, such as source power parameters, mechanical operating parameters, mass variation type object mass, total mass of aircraft with amplitude variation (such as total mass of electric aircraft of hydrogen fuel cell or aircraft of fuel power aircraft) in the same time period (i.e. the same operation process) of the aircraft controlled by the power device, and aircraft mass with fixed amplitude.

If the actual value (i.e., the reference value) in the reference data in the monitoring method is set according to the measured value in the same time range as the value of the joint calculation data, the actual value (i.e., the reference value, i.e., the measured value) is usually a value close to or equal to the actual value of the measurement object of the aircraft when the value of the joint calculation data is taken; if the actual value (i.e., the reference value) in the reference data in the monitoring method is set based on the obtained joint calculation data (when the setting condition is satisfied), the actual value (i.e., the reference value) is naturally a value close to or equal to the joint calculation data "(when a specific value satisfies the setting condition"); since the time (for setting the reference data) specified by the user or the system is (a specific) when the set condition is satisfied, "the time may be generally default to the time when the aircraft is in the normal state, and the actual value (i.e., the reference value, i.e., the joint operation data) is generally a value close to or equal to the actual value of the measurement object" when the set condition is satisfied "(a specific) is satisfied; the setting mode of the actual value (namely, the reference value) in the reference data in the monitoring method is generally suitable for the situation that the measurement object is the aircraft mass; when the measurement object is the aircraft mass, since the value of the aircraft mass is usually not changed much in the same "aircraft is controlled by the power plant" period (the mass of the high-speed rail, the electric train, the plug-in electric vehicle is usually not changed; even if the aircraft is a fuel-powered aircraft or a fuel cell aircraft, the fuel mass is changed slowly), the value of the actual value (i.e., the reference value) may still be close to or equal to the actual value of the measurement object of the aircraft when the joint operation data (acquired for the power transmission condition abnormality determination) is taken.

If the actual value (i.e. the reference value) in the reference data in the monitoring method is set according to a preset value (especially, a system default value), the actual value (i.e. the reference value, i.e. the system default value) is usually a numerical value equal to or close to the actual value of the measurement object in the system default (usually, in the standard state), and is usually a calibration value; such reference data (calibration value) is usually set when the measurement object is an aircraft mass with fixed system intrinsic parameters or amplitude; when the measurement object is an aircraft mass (which is generally applicable to an aircraft mass having a fixed magnitude (such as an unmanned aircraft, an aircraft having a relatively fixed mass of a carrier, and/or an aircraft having a relatively fixed total mass), since the magnitude of the aircraft mass is fixed, the value of the calibration value may still be close to or equal to the actual value of the measurement object of the aircraft when the joint operation data (acquired for determining the abnormality of the power transmission condition) is taken.

When the actual value is set based on the joint calculation data obtained by performing the flight power balance calculation when the set condition is satisfied (i.e., at t 0), the actual value is naturally a value close to or equal to the joint calculation data when the "certain specific" satisfies the set condition (i.e., at t 0) "; since "(a specific) meeting the set condition (i.e., at t 0)" is a time (for setting reference data) intentionally designated by a user or a system, it can be generally defaulted that the aircraft is in a normal state at this time (i.e., at t 0), and the actual value (i.e., the joint calculation data) is generally a value close to or equal to the actual value of the object to be measured when "(a specific) meeting the set condition (i.e., at t 0)"; the actual value is set in a mode generally suitable for the situation that the measurement object is the total mass of the aircraft or the intrinsic parameters of the system; when the measurement object is the total mass of the aircraft, because the value of the total mass of the aircraft usually does not change much in the same time period of the "operation of the aircraft controlled by the power plant" (the total mass of the aircraft of the electric aircraft usually does not change; even if the aircraft is a fuel-powered aircraft or a fuel cell aircraft, the change of the fuel mass is slow), the value of the actual value may still be close to or equal to the actual value of the measurement object of the aircraft when the value of the obtained joint operation data (used for judging the abnormal flight condition) is taken (i.e. the current value (or t 1);

when the actual value is set based on a preset value (especially a system default value in a system preset value), the actual value (i.e. the preset value) is usually a value equal to or close to the actual value of the measurement object in the system default (usually, i.e. in a standard state), and is usually a calibrated value or a nominal value; the actual value setting mode is generally suitable for the situation that the measurement object is the total mass of the aircraft with fixed system intrinsic parameters or amplitude values; when the measurement object is an aircraft total mass (which is generally applicable to an aircraft total mass of a fixed magnitude (e.g., an unmanned aircraft, an aircraft with a mass of a carrier article, and/or an aircraft with a relatively fixed total mass), since the magnitude of the aircraft total mass is fixed, the value of the actual value may still be generally close to or equal to the actual value of the measurement object of the aircraft when the obtained joint operation data (for determining the abnormality of the flight condition) is taken (i.e., the current value (or at t 1)).

Through the deep research and analysis of the flight condition of the aircraft: the operation of the aircraft is essentially an energy transfer and power transfer process; when the aircraft is driven by the power device to run, firstly, the energy is transmitted from the energy supply device (a fuel supply device or a power supply device) to the power device (a fuel engine or a motor and a propeller driven by the fuel engine or the motor), and the power device converts the energy into thrust to drive the aircraft to move; the energy supply and power plant of the aircraft represent the supplier of power, the mechanical transmission system represents the transmitter of power, the driven aircraft (together with the loaded personnel and items) represents the receiver of power;

in the calculation of the motion balance of the aircraft, the power parameters of the aircraft source represent the supply information of power, the total mass of the aircraft represents the most basic attribute of a power receptor, and the system operation parameters of the aircraft refer to parameters representing the basic conditions and/or inherent attributes of power transmission and/or the motion results (such as speed, acceleration and the like) generated by the aircraft under the action of power; the intrinsic property refers to an intrinsic property of the aircraft and/or the environment;

if the power system of the aircraft is abnormally worn or deformed/has increased operating resistance/becomes inefficient in flight, if the monitoring system takes the source power parameter as the measurement and calculation object, the deviation value of the combined calculation data obtained by calculating the motion balance of the aircraft and the actual value of the source power parameter is increased due to the fact that more power is consumed if other relevant flight conditions (such as the total mass of the aircraft, the track inclination angle gamma, the incidence angle α, the speed, the acceleration and the like) are not changed, if the monitoring system takes the speed in the mechanical operating parameter as the measurement and calculation object, if the power output by the aircraft, that is, the actual value of the source power parameter is not changed, and other relevant flight conditions (such as the total mass of the aircraft, the track inclination angle gamma, the incidence angle α, the acceleration and the like), the deviation value of the combined calculation data obtained by calculating the motion balance of the aircraft and the actual value of the power parameter is increased, if the total mass of the aircraft is taken as the measurement and calculation object and the other relevant flight conditions (such as the track inclination angle gamma, the incidence angle α, the acceleration and the like) are not changed, the aircraft and if the actual value of the aircraft is increased, the aircraft and the aircraft is calculated flight conditions are not changed, the combined calculation data obtained by the combined calculation object is judged, and the flight conditions are corrected, the aircraft and the aircraft is judged by the combined calculation data, and the aircraft is abnormal flight conditions are corrected, and the;

generally speaking, in the monitoring method (#1.1.1) herein, the reference data comprises or is a second range, or the reference data comprises or is an actual value; the second range and the actual value are both data used for judging the flight condition; the second range can be as close to the actual value as possible to improve the monitoring sensitivity, but a certain number of difference values are kept between the second range and the actual value to reduce the false triggering rate of monitoring; the certain number of difference values are preset deviation values, and the preset deviation values are also first ranges and are also preset deviation ranges; the second range is the actual value plus the preset deviation value; the second range is actual value + first range;

herein, the first range is composed of at least one data of a first upper limit value and a first lower limit value; correspondingly, the second range is composed of at least one data of a second upper limit value and a second lower limit value; herein, the first range may also be referred to as a first allowable range or a first normal range; the second range may also be referred to as a second allowable range or a second normal range; the first upper limit value may also be referred to as a first allowable upper limit value; the first lower limit value may also be referred to as a first allowable lower limit value; the actual value, the first range and the second range are all data used for judging the flight condition of the aircraft; the relationship between the three can be expressed by the following calculation formula: the second upper limit value is equal to the actual value plus a positive value, and the second upper limit value is equal to the actual value plus the first upper limit value; the second lower limit value is equal to the actual value plus a negative value or minus a positive value, and the second lower limit value is equal to the actual value plus the first lower limit value; OK

Judging whether the flight condition of the aircraft is abnormal or not according to the acquired (current (or t 1)) combined operation data and the reference data of the measuring and calculating object (namely, comparing the combined operation data of the measuring and calculating object with the reference data of the measuring and calculating object to judge whether the flight condition of the aircraft is abnormal or not), which is one of the core steps of the scheme;

in the monitoring method (#1.1.1.a) herein: the core idea is to compare the joint operation data of the measurement object (or t 1) with the actual value of the measurement object, and determine whether the difference between the joint operation data and the actual value exceeds a preset range, which is a first range; in the monitoring method (#1.1.1.B) herein: the core idea is to compare the joint calculation data of the measurement object (or at t 1)) with the second range of the measurement object, and determine whether the joint calculation data of the measurement object exceeds the second range; the following protocol #1.1.1.A or #1.1.1.B can also be substituted for the following protocol #1.1.1. C: OK

#1.1.1. C: combining the current (or t 1) joint calculation data with a preset range to set second reference data, wherein the second reference data is the joint calculation data plus the preset range, and comparing the actual value (for example, the actual value) of the measurement object with the second reference data to judge whether the flight condition of the aircraft is abnormal; that is, it is determined whether or not the actual value (for example, the measured value) of the measurement object is out of the range set based on the joint calculation data of the measurement object (currently (or at t 1)), which is the second reference data; accordingly, the flight condition anomaly (1a3 condition) is: the actual value of the measurement object is out of the range set based on the current (or t 1) joint calculation data of the measurement object;

the second reference data at least comprises one of the upper limit value in the second reference data and the lower limit value in the second reference data; the determination of whether or not the actual value (for example, the measured value) of the measurement target is out of the range set based on the joint calculation data of the measurement target (currently (or at t 1)) may be further divided into: determining whether or not the actual value of the measurement object is larger than the upper limit value in the second reference data set based on the current (or at t 1)) joint calculation data and/or whether or not the actual value is smaller than the lower limit value in the second reference data set based on the current (or at t 1)) joint calculation data;

in the technical scheme of #1.1.1.A, #1.1.1.B and #1.1.1.C, the three are different in appearance form, and the actual technical scheme, principle and effect are equivalent; the flight condition abnormity comprises three conditions of 1A1, 1A2 and 1A3, the essential technical scheme, the principle and the effect are the same, and the description mode is different; it is evident that the 1a2 case (the combined calculation data of the calculation objects is out of the second range) among the flight condition anomalies indicates an anomaly in the operating condition of the second system of the aircraft, i.e. an anomaly in the operating condition of the power system (or propulsion system) of the aircraft and of the aerodynamic profile (i.e. including the airframe, the wings and the main control surfaces (elevator control providing pitch control), the auxiliary control surfaces) of the aircraft and/or of the systems related to the total mass of the aircraft.

A typical setup scheme for the reference data is as follows:

1. when the measuring object is any one of the parameters to be measured and/or measurable parameters and/or source dynamic parameters and/or mechanical operation parameters and/or quality variation type article quality: the reference data of the measurement object comprises an actual value or is an actual value, or the reference data comprises an actual value and a first allowable range, or the reference data comprises a second allowable range or is a second allowable range;

the first allowable range is set according to a preset value; the second allowable range may be composed of the actual value and the first allowable range; the second allowable range is the actual value + the first allowable range; any one or more of the actual value and the second allowable range is set according to the actual measurement value, and the value taking time of the reference data (the actual value and/or the second allowable range) and the value taking time of the combined operation data are within a preset time range; or: any one or more data in the actual value and the second allowable range are set according to a historical record value of a measurement object, and the difference between the aircraft running condition when the historical record value is taken and the current aircraft running condition is lower than a preset threshold value.

2. When the measurement object is any one of the non-measurable parameters and/or the preset parameters and/or the system intrinsic parameters:

the reference data of the measuring and calculating object comprises a second permission range or is the second permission range; the second allowable range is set according to the combined operation data obtained by the aircraft motion balance calculation when a preset value or a set condition is met;

or the reference data comprises or is a calibration value; the calibration value is set according to the preset value or the combined operation data obtained by the aircraft motion balance calculation when the preset value meets the set condition;

or the reference data comprises a calibration value and a first allowable range, or the reference data is the calibration value and the first allowable range; the first allowable range is set according to a preset value; the calibration value is set according to the preset value or the combined operation data obtained by the aircraft motion balance calculation when the preset value meets the set condition;

the second allowable range may be composed of a calibration value and the first allowable range; the second allowable range is the calibrated value + the first allowable range;

3. when the measurement object is any one parameter of the total mass of the aircraft and the mass of the carried articles: the reference data of the measurement object comprises an actual value or is an actual value, or the reference data comprises a second allowable range or is a second allowable range, or the reference data comprises an actual value and a first allowable range;

the actual value of the total mass of the aircraft and/or the mass of the carried object can be set in a number of ways; the actual value of the mass m1 of the carrier object or the total mass m2 of the aircraft in the current operation is entered manually, for example; the actual value can also be set according to the actual value; for example, a load cell is provided on the aircraft to measure the mass of the carried item; a second permissible range of aircraft mass may also be entered manually; the first allowable range is set according to a preset value; the second allowable range is composed of the actual value and the first allowable range; the second allowable range is the actual value + the first allowable range;

preferably, the first and second liquid crystal materials are,

4A1, setting any one or more of actual values of the total mass of the aircraft and/or the mass of the carried goods and the second allowable range as combined operation data obtained by calculating the motion balance of the aircraft when the set conditions are met; or the like, or, alternatively,

4A2, setting any one or more data in the actual value and the second allowable range of the total mass and/or the mass of the carried goods of the aircraft according to the historical record value; or the like, or, alternatively,

4A3, setting any one or more data in the actual value and the second allowable range of the total mass and/or the mass of the carried article of the aircraft according to the preset value.

The exceeding (i.e. exceeding) of the present invention includes any one or more of the cases of being greater than a certain upper limit value, being less than a certain lower limit value, etc.;

the case of 1a1 described herein specifically includes either or both of the following cases 1a11 and 1a 12;

1A11, the difference between the (current (or t 1)) joint operation data and the actual value is larger than a first upper limit value;

1a12. the difference between the (current (or t 1)) joint operation data and the actual value is less than a first lower limit value;

the case of 1a2 described herein specifically includes either or both of the following cases 1a21 and 1a 22;

1a21. the (current (or t 1)) joint operation data is larger than a second upper limit value;

1A22. the (current (or t 1)) joint operation data is smaller than a second lower limit value;

the case of 1A3 described herein specifically includes either or both of the following cases 1a31 and 1a 32;

1A31, wherein the actual value is larger than the upper limit value in the second reference data;

1A32. the actual value is smaller than the lower limit value in the second reference data;

in view of the above, it is obvious that determining whether the flight condition of the aircraft is abnormal may include any one or more of the following:

2a1. the reference data comprises or is an actual value (or the reference data comprises an actual value and a first upper limit value); judging whether the difference value of the (current (or t 1)) joint operation data and the actual value is larger than a first upper limit value;

2a2. the reference data comprises or is an actual value (or the reference data comprises an actual value and a first lower value); judging whether the difference value of the (current (or t 1)) combined operation data and the actual value is smaller than a first lower limit value;

2a3. the reference data comprises or is an actual value; judging whether the actual value is larger than an upper limit value set according to the current (or t 1) combined operation data;

2A4. the reference data comprises or is an actual value; it is determined whether the actual value is smaller than a lower limit value set based on the current (or at t 1) joint calculation data.

2A5, the reference data comprises or is a second upper limit value; judging whether the current (or t 1) joint operation data is larger than a second upper limit value;

2A6. the reference data comprises or is a second lower limit value; it is determined whether the (current (or at t 1)) joint operation data is less than a second lower limit value.

The present invention allows the second range of the calculation target to be within the range of the safety value of the calculation target; see examples 1 and 2 below for details, which are preferred rules set for the value range of the reference data (second range);

example 1: if the speed of the aircraft is taken as the measurement object, the (upper limit) safety value is assumed to be 1200KM/H (obviously, the value is the upper limit value of the safety range; the lower limit value of the safety range of the parameter (i.e. the speed) is usually 0; the actual value is usually set to be 600KM/H when the aircraft runs at the speed of 600KM/H, the second upper limit value is usually set to be between 700 and 800KM/H, and the second lower limit value is usually set to be between 400 and 500 KM/H; obviously, the second upper limit value of the measurement object is far smaller than the upper limit value of 1200KM/H in the safety range; the second lower limit value of the measuring and calculating object is far higher than the lower limit value 0 in the safety range); if (or as long as) the combined operation data of the aircraft running speed is greater than a second upper limit value or less than a second lower limit value, the flight condition judgment result is abnormal, so that monitoring protection can be realized; at this time, (the combined operation data of) the measurement and calculation object far does not exceed the safety range;

as described in the exemplary methods 4 and 5 of reference data setting described herein, the source power parameter, the machine operation parameter, and the mass-variable object quality have the same characteristic type (all belong to measurement and calculation objects with a possibly greatly variable amplitude), similar reference data setting methods (for example, actual values and reference data can be set by actual measurement values) can be adopted, and it is obvious that, when the measurement and calculation object is any one of the source power parameter and the mass-variable object quality with the same characteristic type (with a possibly greatly variable amplitude), the method for setting the value range of the reference data of the foregoing example 1 can be also used, that is, the second upper limit of the measurement and calculation object is set to be lower than (i.e., smaller than) the upper limit of the safety range, and the second lower limit of the measurement and calculation object is set to be higher than (i.e., larger than) the lower limit of the safety range.

Example 2: if the mass of the carried article is taken as the object to be measured, the upper limit safety value is assumed to be 70 persons/5600 KG (obviously, the upper limit value is the upper limit value of the safety range; the middle and lower limit values of the parameter (i.e. the mass of the carried article) in the safety range are usually 0;), and if the aircraft is actually loaded with 40 persons/3200 KG, the actual value is usually 3200KG, the second upper limit value is usually set to 4800KG, and the second lower limit value is usually set to 1600 KG; obviously, that is, the second upper limit of the measurement object is far lower (i.e. smaller) than the upper limit 5600KG in the safety range at this time; at this time, the second lower limit value of the measurement object is far higher (namely larger) than the middle lower limit value (0KG) of the safety range; if (namely, as long as) the combined operation data of the carried article mass is greater than a second upper limit value or less than a second lower limit value, the flight condition judgment result is abnormal, so that monitoring protection can be realized; at this time, (the combined operation data of) the measurement and calculation object far does not exceed the safety range;

obviously, when the object to be measured and calculated is the total mass of the aircraft, a similar method for setting the value range of the reference data can be adopted naturally; the lower middle limit value of the safety range of the total mass of the aircraft is generally the value of the empty mass m0, and the upper limit value of the safety range of the total mass of the aircraft is generally the sum of the upper middle limit value of the safety range of the mass of the carrier items and the value of the empty mass m 0.

The above examples 1, 2 are clearly indicated;

preferably, the sum of the first upper limit value and the actual value is smaller than the upper limit value in the safety range;

preferably, the smaller the absolute value of the first upper limit value, the better; the monitoring sensitivity can be improved, but the absolute value cannot be too small so as to reduce the false triggering rate of monitoring;

preferably, the sum of the first lower limit value and the actual value is greater than the lower limit value in the safety range;

preferably, the smaller the absolute value of the first lower limit value, the better; the monitoring sensitivity can be improved, but the absolute value cannot be too small so as to reduce the false triggering rate of monitoring;

generally, the second upper limit value is greater than the actual value; preferably, the second upper limit value is smaller than the upper limit value in the safety range;

generally, the second lower limit value is less than the actual value; preferably, the second lower limit value is greater than the middle lower limit value of the safety range;

furthermore, the closer the second upper limit value and/or the second lower limit value is to the actual value, the higher the monitoring sensitivity can be, but a certain amount of difference value with the actual value is required to be kept so as to reduce the false triggering rate of monitoring;

in the prior art, the response is possible only when the combined operation data of the mass of the carrier article (namely the mass of the carrier article) is higher than the upper limit value (5600KG) of the safety range or is smaller than the lower limit value (0) of the safety range; as long as the total mass of the aircraft is within the safety range (the maximum value (i.e., the upper limit value) and the minimum value (i.e., the lower limit value)), that is, the total mass of the aircraft is within the upper limit value in the safety range and the lower limit value in the safety range, a false judgment that the flight condition (safety condition) is normal is made even if 30 out of 40 persons crashed.

8A1, if the measured object is any one of the parameters of source power parameters, mechanical operation parameters and quality variation type articles, and/or if the measured object is a measurable parameter, and/or if the measured object is a parameter to be measured, then: the actual value of the measurement object is set according to the measured value or the command value of the measurement object, and the time taken by the reference data and the time taken by the combined operation data (i.e. the current time (or t 1)) are within a preset time range;

8A2, if the measured object is any one of the parameters of source power parameters, mechanical operation parameters and quality variation type articles, and/or if the measured object is a measurable parameter, and/or if the measured object is a parameter to be measured, then: the actual value of the measurement object is set according to a historical record value of the measurement object, the difference degree between the flight condition when the historical record value takes a value and the flight condition when the combined operation data takes a value (namely the current (or t1 time)) is lower than a preset threshold value, and the historical record value comprises any one or two data of a historical record original value and a historical record actual value;

8A3, if the reckoning object is any one of the total mass of the aircraft, the mass of the carried object, the empty mass and the intrinsic parameters of the system, and/or if the reckoning object is an unmeasurable parameter, and/or if the reckoning object is a parameter which can be preset: any one or more of the actual value, the second upper limit value and the second lower limit value in the reference data are set according to a preset value or the combined operation data of the measurement object acquired when a set condition (i.e. t 0) is satisfied; the preset value is a preset reasonable value or an actual value; in a preset approach, the preset values comprise system preset values and/or manually input values, and the system preset values comprise historical values and/or fuzzy algorithm values and/or system default values.

In addition to the setting rule of the value range, the reference data of the invention also needs to consider two problems; one is the data property of the reference data (including data type and/or data acquisition pathway); secondly, the value or the set time of the reference data is obtained;

the data type of the reference data and/or the data acquisition way can comprise an actual measurement value, an instruction value, a virtual calculation value, a learning value of the current operation, a system preset value, a manual input value and the like; the system preset value can be divided into a historical record value, a fuzzy algorithm value, a system default value and the like; obviously, the default value of the system and the set value of the system have the same meaning and are identical.

The reference data includes the following various setting modes and time according to different measurement objects, and the following is a general rule (exemplary methods 1, 2, 3, 4, 5, 6 for setting the reference data) of a specific setting scheme (such as selection of a data source or a value taking path, a setting mode, a value taking time, and the like) of the reference data:

exemplary method 1:

when the measurement object is the total mass of an aircraft (such as a civil aircraft, a cargo transporter, and a bomber) whose total mass amplitude of the aircraft may vary greatly, (obviously, the amplitude (i.e., the amplitude) may vary greatly, which means that the total mass of the aircraft may vary greatly (i.e., vary) when the aircraft is loaded or unloaded by a person or cargo during different time periods (i.e., different operation flows) during which the aircraft is controlled by a power plant); this parameter is inconvenient (e.g., weighed by a scale) to obtain a measured value during operation of the aircraft, but its value is usually unchanged during operation of the aircraft (obviously, the total mass of the aircraft changes little or unchanged during the current operational flow); preferably, the reference data (with the emphasis target being the actual value or the second range (the second upper limit value and/or the second lower limit value therein)) is set according to the combined calculation data of the measurement object obtained when the setting condition (i.e. t 0) is satisfied; that is, any one or more of the actual value and the second range (the second upper limit value and/or the second lower limit value) in the reference data may be set according to the joint operation data obtained when the setting condition is satisfied;

it is obvious that during operation (i.e. the majority of the operating time of the aircraft) other than "when the set condition is met (i.e. at t 0)", there is naturally no need to set the reference data repeatedly a number of times;

the technical scheme is one of the core ideas of the invention, because the total mass of the aircraft can be greatly changed in each different operation process, by adopting the technical scheme, a self-learning mechanism is essentially established, and the reference data (the key target is an actual value or a second range (a second upper limit value and/or a second lower limit value) can be flexibly adjusted along with the normal change of the load); on the basis, the monitoring sensitivity can be improved, and the adaptability to environmental changes is improved.

Exemplary method 2: when the measurement and calculation object is the total mass of the aircraft with fixed amplitude (such as an unmanned aircraft, and an aircraft with relatively fixed total mass), it is preferable to set the reference data according to a preset value of the measurement and calculation object (especially a system default value in the system preset values), and set a second range (a second upper limit value and/or a second lower limit value therein); that is, the second range (the second upper limit value and/or the second lower limit value therein) in the reference data can be set according to the preset value (especially the system default value in the system preset value); the set time of the reference data can be before the current operation of the aircraft or at the beginning of the power-on operation of the system; obviously, during the operation period of "before the current operation of the aircraft" or "before the beginning of the current operation of the aircraft" (i.e. the most of the operation time of the aircraft operation), the reference data is naturally set without repeated setting; of course, the reference data may be set based on the combined calculation data of the measurement object obtained by the flight power balance calculation performed when the set condition (i.e., t 0) is satisfied, that is, a previous flight power balance calculation performed when the set condition is satisfied.

Exemplary method 3: when the measured object is a system intrinsic parameter (such as a rolling resistance coefficient and an efficiency coefficient), the parameter is not convenient for actual measurement in the operation of the aircraft, but the amplitude of the parameter is relatively stable in the normal operation of the aircraft, and even if the amplitude of the parameter changes, the parameter has a relatively stable rule (such as the parameter changes along with factors such as speed, driving mileage and service time); that is, the actual value and the second range (the second upper limit value and/or the second lower limit value therein) in the reference data of the measurement object can be set based on preset values (especially, system default values in system preset values), and certainly, other types of system preset values can be allowed to be set; the method can also be set according to historical record values, fuzzy algorithm values, manual input values and the like; of course, the actual value and the second range (the second upper limit value and/or the second lower limit value therein) in the reference data of the measurement object may also be set as reference data according to the combined operation data of the measurement object obtained by performing the flight power balance calculation when the set condition is satisfied (i.e., t 0), the flight power balance calculation performed when the set condition is satisfied is also a previous flight power balance calculation;

the set time of the reference data can be before the current operation of the aircraft or at the beginning of the current operation; obviously, during the operation period (namely the most operation time of the aircraft operation) of not meeting the set condition or before the aircraft operates for the second time or not before the aircraft operates for the first time), the reference data is naturally not required to be repeatedly set for multiple times;

when the measurement object is the system intrinsic parameter, the following embodiment B-4 (i.e., embodiment 36 in the previous priority file), embodiment B-5 (i.e., embodiment 37 in the previous priority file), and embodiment B-6 (i.e., embodiment 38 in the previous priority file) are reference examples; as to how to specifically set or judge "when the setting condition is satisfied", the contents of embodiment B-1 (i.e., embodiment 34 in the previous priority file), embodiment B-2 (i.e., embodiment 35 in the previous priority file), embodiment C-1 (i.e., embodiment 41 in the previous priority file), and the like can be naturally referred to;

exemplary method 4:

(technical solution 8a 1-description of source power parameter-setting reference data according to measured value):

when the measured object is any one of source power parameters, mechanical operation parameters and quality variation type article quality, the amplitude of which can be greatly changed: preferably, the reference data is set according to the measured value, with emphasis on setting the actual value and/or the second range (the second upper limit value and/or the second lower limit value) in the reference data; the subsequent examples 40, 42 and 43 are reference examples; of course, it is also permissible to set the reference data based on the instruction value or the actually measured estimate. (obviously, the amplitude may vary greatly, meaning that the amplitude may vary greatly even during the same "power plant controlled operation" period (i.e., during the same operational flow)); in summary, any one of the actual value, the second upper limit value and the second lower limit value in the reference data may be set according to the measured value or the instruction value, and the value taking time of the reference data and the value taking time of the combined operation data are within a preset time range (i.e. synchronous);

the measured value can truly represent the condition of the flight parameter; it is of course also allowed to set reference data according to the current command value, typical parameters measurable by the command value are speed, acceleration and the like; the quality of the mass-changing object can also set reference data by using an actual measurement calculation value;

(technical solution 8a 1-source power parameter-setting reference data according to actual measurement value-implementation details):

when the measurement object is any one of the source power parameter, the machine operation parameter and the quality variation type article quality, since the actual value or the second range (the second upper limit value and/or the second lower limit value therein) in the reference data can be rapidly changed, the data such as the actual measurement value, the command value and the like of the measurement object can be obtained, and the actual value or the second range (the second upper limit value and/or the second lower limit value therein) in the reference data can be set according to the data; the value taking time of the reference data and the combined operation data is limited within a preset time range; the smaller the time range, the better; when the vehicle speed is a standard value of 600KM/H, 10KM is carried out every minute, 165 meters are carried out every second, the difference between 1 second and 10 milliseconds is 165 meters, and the difference between 10 milliseconds is 1.65 meters; the time range can be set as fast as possible by adopting the fastest speed of the CPU for processing the abnormal flight condition of the aircraft, and 10 ten thousand single-cycle instruction operation can be carried out within 1 millisecond at 100M dominant frequency;

(technical scheme 8A 1-source power parameter-according to the measured value set reference data-beneficial effect):

when the measurement and calculation object is any one of the source power parameter, the mechanical operation parameter and the quality of the quality variation type article, the reference data is set according to the measured value or the instruction value or the measured and estimated value, so that the monitoring sensitivity of the abnormal flight condition can be improved;

as the value taking time of the reference data and the value taking time of the combined operation data need to be within a preset time range (i.e. synchronous), obviously, when the value taking time of the reference data is out of the preset time range, the reference data needs to be newly set so as to meet the condition that the value taking time of the reference data and the value taking time of the combined operation data are within the preset time range (i.e. synchronous).

Exemplary method 5:

(technical solution 8A 2-Source Power parameter-historical record value setting reference data-1: description):

when the measurement and calculation object is any one of source power parameters, mechanical operation parameters and quality variation type article quality with amplitude possibly changing greatly, the method has feasibility, and the reference value is set according to the historical record value of the measurement and calculation object; when the historical record value contains any one or two of the original historical record value and the actual value or/and a second range (a second upper limit value and/or a second lower limit value) in the reference value is set according to the data, the difference between the flight condition when the data takes values and the flight condition when the combined operation data takes values is lower than a preset threshold value;

that is, any one or more of the actual value, the second upper limit value and the second lower limit value in the reference data can be set according to the historical record value of the measurement object, the difference between the flight condition when the historical record value is taken and the flight condition when the combined operation data is taken is lower than the preset threshold, and the historical record value comprises any one or two of the original historical record value and the actual historical record value;

(technical scheme 8A 2-source power parameter-historical record value setting reference data-2: implementation):

setting a preset deviation value according to the historical record difference value; detailed description of the preferred embodiment

If the actual value or/and the second range (the second upper limit value and/or the second lower limit value) in the reference data is set according to the original value or the actual value of the historical record, the consistency of the flight conditions is ensured as much as possible; for example, when the measurement object is an original power parameter, and when the value of the combined operation data is similar to the flight condition when the value of a certain historical record value is similar (the values of the flight condition correlation factors of a plurality of cores are similar; for example, the values of the parameters such as the total mass value of the aircraft, the road surface gradient, the speed, the acceleration and the like are similar), the original power parameter values of two different value-taking times may also be similar at the moment; the specific flight conditions (such as the number of the flight condition correlation factors of the core, the weight of each data and the threshold value of the difference degree of each flight condition correlation factor) are set and adjusted by the user; the more relevant parameters are, the more reasonable weight setting is, and the smaller the difference threshold value is, the higher the calculation/monitoring precision is;

(technical solution 8A 2-Source Power parameter-historical record value setting reference data-3: Effect):

in general, the historical record value is used for setting the actual value of the object to be measured and calculated with the amplitude changing rapidly, a brand new technical choice is provided, and the defect that the previous way which needs to be measured and measured is insufficient is overcome.

Exemplary method 6: setting the reference data according to the historical record value of the measurement and calculation object;

the preferred method is: when the measured object is any one of the source power parameter, the mechanical operation parameter, the mass of the mass change type article, the total mass of the aircraft and the system intrinsic parameter (generally, any flight parameter is also available), a preset deviation value (namely, a first lower limit value and/or a first upper limit value) can be set according to the historical record difference value, namely, the preset deviation value (namely, the first lower limit value and/or the first upper limit value) can be set according to the historical record difference value; detailed operation is described in detail in

The subsequent determination/execution of the abnormal flight condition is usually performed after the reference data has been set, which simplifies the system.

Examples 1 and 10 (the object to be measured is thrust T, which is one of the source power parameters); example 2, example 6, example 11 (the object of measurement is the total mass m of the aircraft); example 3, example 12 (the measured object is resistance D, and the type is one of the mechanical operation parameters in the system operation parameters); example 4, example 8, and example 14 (the measurement object is the gravity acceleration g, and the type is one of the system intrinsic parameters in the system operation parameters); example 5 (the measurement object is acceleration and the type of the acceleration is one of the mechanical operation parameters in the system operation parameters); example 7, example 13 (the measured object is the lift force L, the type of which is one of the mechanical operation parameters in the system operation parameters); example 9 (the measurement object is the speed V, the type of which is one of the machine operation parameters in the system operation parameters); example 15 (measurement object is the rolling resistance coefficient f, and the type is one of the system intrinsic parameters in the system operation parameters) (this paragraph has been verified and verified)

Example B-1 (i.e., example 34 in the previous priority document): the monitoring method comprises the following steps of A, B:

a: taking the total mass of the aircraft as a measuring and calculating object; acquiring current (or t 1) joint operation data of the measurement object, wherein the specific acquisition manner of the joint operation data m2 of the measurement object can refer to the technical solutions of the foregoing embodiment 2, embodiment 6 or embodiment 11; when the reference data of the measurement object is set, acquiring (for example, reading) the reference data of the measurement object, and performing the following step B; when the reference data of the measurement object is not set, the reference data of the measurement object needs to be set first, and the setting can be performed by adopting the following scheme a 0:

a0: when the setting condition of the reference data (i.e., at t 0) is satisfied, the setting condition of the reference data (at t 0) may be selected as follows: when the aircraft enters a set time (such as 1.0 second or 5 seconds) in the power plant control operation process, acquiring the combined operation data m2 of the total mass of the aircraft at the time (t 0), and setting the combined operation data m2 of the total mass of the aircraft at the time (t 0) as an actual value (namely, a reference value m2_ ref): for example, setting: m2_ ref is m2, or m2_ ref is obtained by adding a set value to m 2; the specific manner of obtaining the combined operation data (at t 0) may also refer to the technical solutions of the foregoing embodiment 2, embodiment 6, or embodiment 11;

setting a preset deviation value (also referred to as an error threshold value or a first range m2_ gate) according to a preset value (e.g., 1/4) and the set actual value (reference value m2_ ref); if so: m2_ gate is m2_ ref/4;

b: judging whether the flight condition of the aircraft is abnormal or not according to the current (or t 1) combined operation data m2 of the measuring and calculating object and the reference data of the measuring and calculating object, wherein the reference data comprises or is an actual value (namely a reference value) m2_ ref of the measuring and calculating object: if m2-m2_ ref | is > m2_ gate, the set security handling mechanism is started; such as a voice prompt alert.

In the present embodiment, the calculation formula (| m2-m2_ ref | > m2_ gate) can be simply modified into two calculation formulas of (m2> m2_ ref (1+1/4)) and (m2< m2_ ref (1-1/4)); that is, it is determined whether the combined operation data is greater than a second upper limit value set according to the actual value, which is usually greater than the actual value of the measurement object; and/or: judging whether the combined operation data is smaller than a second lower limit value set according to the actual value, wherein the second lower limit value is usually smaller than the actual value of the measurement object;

the essence of the embodiment is as follows: the measurement and calculation object is the total mass of the aircraft, the combined operation data of the measurement and calculation object (or at t 1)) is acquired, and the actual value of the measurement and calculation object is acquired; the actual value (i.e., the reference value) is set based on the joint calculation data of the measurement object obtained when the setting condition is satisfied (i.e., at t 0), the first range is set based on a default value (of course, the first range may be further set based on a default value and the actual value), and the joint calculation data of the measurement object and the actual value are compared to determine whether the difference between the current (or at t 1) joint calculation data of the measurement object and the actual value exceeds the first range.

Alternative 1 to example B-1: the setting conditions (at t 0) of the reference data described in example B-1 were: when the flying state of the aircraft is controlled by a power device to reach the set time (such as 1.0 second or 5 seconds) after entering the aircraft; any one or more of the following A, B, C, D may also be used as the setting condition of the reference data (i.e., when t0 is selected):

A. if the operator subjectively determines that the current flight condition is normal or the operator considers that the current condition is suitable for setting reference data, the operator can input a confirmation signal or a selection signal; setting conditions (at t 0) using this time as reference data;

B. such as when the aircraft is operating at a set speed (e.g., 5 KM/hour), or such as when the motor drive is operating at a set frequency (e.g., 5 HZ);

C. if the triggering signal of the aircraft door opening and closing is added on the basis of the above conditions, the second range and/or the preset deviation value can be kept unchanged as long as the aircraft door opening and closing action does not occur; allowing a plurality of independent power plant control operation time periods to share a certain second range and/or preset deviation value as long as door opening and closing actions do not occur;

D. when the displacement of the aircraft reaches a preset value (for example 10 or 100 meters);

obviously, in addition to the above examples, the setting condition of the reference data may be a setting condition of the reference data when a certain set parameter (such as time, space, displacement, thrust, speed, acceleration, attack angle, height, etc.) reaches a certain preset value; the scheme of setting the conditions of the reference data is applicable to any embodiment of the invention.

Example B-2 (example 35 of the previous priority document) the monitoring method includes the step A, B:

a: taking the mass of the carried article as a measuring and calculating object; acquiring the current (or t 1) joint calculation data m1 of the measurement object, wherein the specific acquisition mode of the joint calculation data m1 of the measurement object is as follows: with reference to the technical solutions of the foregoing embodiment 2 or embodiment 6 or embodiment 11, the current (or t 1-time) joint operation data m2 of the total mass of the aircraft is obtained; reading the system preset value of the empty mass m0, and calculating the current (or t 1) combined operation data m1 of the mass of the carrier, wherein the calculation formula can refer to: m 1-m 2-m0, wherein the joint calculation data m1 of the mass of the carrier is indirectly obtained joint calculation data; when the reference data of the measurement object is set, acquiring (for example, reading) the reference data of the measurement object, and performing the following step B; the reference data of the measurement and calculation object comprises or is a second range (namely, a second upper limit value and/or a second lower limit value) of the measurement and calculation object; when the reference data of the measurement object is not set, the reference data of the measurement object needs to be set first, and the setting can be performed by adopting the following scheme a 0:

a0: and automatically setting relevant state information every time the aircraft enters a time period of the flight state controlled by the power device: "the second upper limit value (reference value m1_ ref 1)" is not set, and "the second lower limit value (reference value m1_ ref2) is not set";

when the set condition of the reference data is met (i.e. at t 0), such as when the aircraft enters a set time (e.g. 2.0 seconds) of arrival of the flight state controlled by the power plant, acquiring the combined operation data m1 of the mass of the carrier article at the moment (i.e. at t 0), and setting a second range (a second upper limit value and/or a second lower limit value therein) based on the combined operation data m1 of the mass of the carrier article at the moment (i.e. at t 0); description of the preferred embodimentsin particular: for the convenience of description and understanding, all values of m1 of the total mass of the aircraft, on which the second range (the second upper value and/or the second lower value therein) is set, are described as m1_ org; m1_ org is m1, and the m1 value is the joint calculation data of the mass of the carrier article obtained when the set condition of the reference data is satisfied (i.e., at t 0); the specific acquisition mode of the combined operation data can also be carried out by referring to the scheme in the step A, and firstly acquiring the combined operation data m2 of the total mass of the aircraft at t 0; reading the system preset value of the empty load mass m0, and calculating the combined operation data m1 of the mass of the carried goods at t0, wherein the calculation formula can refer to: m 1-m 2-m 0;

for example, the value of m1 (i.e., m1_ org) multiplied by a coefficient (e.g., 1.2 or 1.3) greater than 1 at this time (i.e., at t 0) is set as the second upper limit value (m1_ ref1), and a status information is automatically set: "the second upper limit value (m1_ ref1) has been set"; m1_ ref1 ═ m1_ org 1.2;

if the difference between m1 (i.e., m1_ org) and a set value Δ 2 at this time (i.e., at t 0) is set as the second lower limit value (m1_ ref2, i.e., the second lower limit value), a status message is automatically set: "the second lower limit value (m1_ ref2) has been set"; m1_ ref2 ═ m1_ org- Δ 2, Δ 2 ═ 30 KG;

b: when the state information is "the second upper limit value (m1_ ref 1)" is set ", it is determined whether the flight condition of the aircraft is abnormal or not based on the current (or t 1) combined operation data m1 of the measurement object and reference data of the measurement object, the reference data including the second upper limit value m1_ ref 1: that is, it is judged whether (m1> m1_ ref1) is established;

if the judgment result is yes (m1> m1_ ref1), starting the set safety processing mechanism; such as sound and light alarm, alarm information output to network system, etc.;

when the state information is "the second lower limit value (m1_ ref 2)" is set ", judging whether the flight condition of the aircraft is abnormal or not according to the current (or t 1) combined operation data (m1) of the measurement object and the reference data of the measurement object, wherein the reference data comprises the second lower limit value (m1_ ref 2): determining whether (m1< m1_ ref2) is true;

if the judgment result is yes (m1< m1_ ref2), starting the set safety processing mechanism; such as sound and light alarm, alarm information output to network system, etc.;

the essence of the embodiment is as follows: the measuring and calculating object is the carrying object mass of the aircraft, the combined operation data of the measuring and calculating object (or at t 1)) is obtained, and the reference data of the measuring and calculating object is obtained, wherein the reference data of the measuring and calculating object comprises or is a second range (namely, a second upper limit value and/or a second lower limit value) of the measuring and calculating object; comparing the joint calculation data of the calculation object with a second range of the calculation object, determining whether the joint calculation data of the calculation object (at the time of t 1) exceeds the second range (i.e. determining whether the joint calculation data of the calculation object (at the time of t 1)) is greater than a second upper limit value, and/or determining whether the joint calculation data of the calculation object (at the time of t 1)) is less than a second lower limit value); the second range is set based on the joint calculation data of the measurement object obtained when a setting condition (i.e., at t 0) is satisfied, that is, the second range (a second upper limit value and/or a second lower limit value) is set based on an actual value (i.e., based on the joint calculation data of the measurement object obtained when a setting condition is satisfied (i.e., at t 0), and the second upper limit value is usually larger than the actual value of the measurement object;

example B-2 alternative 1: the actual value m1_ org obtained (at t 0) may be divided by a factor greater than 1 (e.g., 1.5) to be set as the second lower limit value (m1_ ref 2); m1_ ref2 ═ m1_ org/1.5;

example B-2 alternative 2: zero clearing m1_ ref1 every time a new aircraft enters a flight state controlled by a power device for the first time; determine when m1_ ref1 is not zero (m1> m1_ ref 1);

example B-2 alternative 3: the setting conditions of the reference data described in example B-2 were: when the aircraft enters the aircraft and the flight state is controlled by the power device to reach the set time (such as 2.0 seconds); any one or more of the conditions A, B, C, D described in alternative 1 of reference example B-1 may also be used as the setting conditions for the reference data, i.e., when t0 is selected;

example B-2 alternative 4: in the second range and/or the preset deviation value of the embodiment B-2, the user is allowed to freely adjust manually or systematically; if, as in the specific case, the aircraft is allowed to unload or get on or off (or even jump) during operation, the second range and/or the preset deviation value can now be adjusted manually or systematically by the user or be cleared 0 and a status message set: the second range and/or the preset deviation value are not set, or the second range and/or the preset deviation value are reset, and the like;

of course, under the conventional condition that the aircraft is not allowed to unload or get on or off (even jump) in the operation, the monitoring system can take such condition (the abnormal change of the quality of the carried goods) into the monitoring range and can trigger the corresponding safety processing mechanism;

example B-3 (i.e., example 39 in the previous priority document): the monitoring method includes steps A, B;

step A: taking the total mass of the aircraft as a measuring and calculating object; acquiring current (or t 1) joint operation data of the measurement object, wherein the specific manner of acquiring the joint operation data of the measurement object can refer to the technical solutions of the foregoing embodiment 2, embodiment 6, or embodiment 11; the reference data of the measurement and calculation object comprises or is a second range (namely, a second upper limit value and/or a second lower limit value) of the measurement and calculation object; when the reference data of the measurement object is set, acquiring (for example, reading) the reference data of the measurement object, and performing the following step B; when the reference data of the measurement object is not set, the reference data of the measurement object needs to be set first, and the setting can be performed by adopting the following scheme a 0:

a0: if the self mass of the unmanned automatic aircraft is 1200KG, a second range (i.e. a second upper limit value and/or a second lower limit value) of the measurement object can be obtained based on a preset value (such as a system default value); for example, the second upper limit value (i.e., m2_ ref1) is preset by the system: m2_ ref1 is 1500 KG; for example, the second lower limit value (i.e., m2_ ref2) is preset by the system: m2_ ref2 is 800 KG;

and B: comparing the current (or t 1) joint operation data m2 of the measurement object with the second upper limit value and/or the second lower limit value of the measurement object: judging whether any one or two conditions of (m2> m2_ ref1) and (m2< m2_ ref2) are satisfied or not; if yes, starting a set safety processing mechanism, and if the alarm information is output to the network system;

the essence of the embodiment is as follows: the method comprises the steps that an object to be measured and calculated is the total mass of the aircraft, joint operation data of the object to be measured and calculated (or at t 1)) are obtained, a second range (namely a second upper limit value and/or a second lower limit value) of the object to be measured and calculated is obtained, the joint operation data m2 and the second range are compared, whether the current (or at t 1) joint operation data of the object to be measured and calculated exceed the second range is judged (namely whether the current (or at t 1) joint operation data of the object to be measured and calculated are larger than a second upper limit value is judged, and/or whether the current (or at t 1) joint operation data of the object to be measured and calculated are smaller than a second lower limit value is judged); the second range (i.e., the second upper limit value and/or the second lower limit value) can be set based on a preset value (e.g., a default value of the system), and the second upper limit value is usually larger than the actual value of the measurement object, and the second lower limit value is usually smaller than the actual value of the measurement object.

Example B-4 (i.e., example 36): the monitoring method comprises the following steps of A, B:

a: when the measurement object is the gravitational acceleration in the system intrinsic parameters in the system operation parameters, acquiring the current (or t 1) combined operation data g (which may also be written as g _ cal) of the measurement object, where g _ cal is equal to g, and the specific manner of acquiring the measurement object, that is, the combined operation data g of the gravitational acceleration, may refer to the technical solutions of embodiment 4 or embodiment 8 or embodiment 14;

the reference data of the measuring and calculating object comprises or is the actual value of the measuring and calculating object; the actual value of the measurement object (gravity acceleration) can be generally read by a preset system value; the system preset value for the actual value of gravitational acceleration g _ ref is typically 9.81; the default system value of the default deviation g _ gate (i.e. the error threshold, i.e. the first range) of the gravitational acceleration g may be set to 2.0: g _ gate is 2.0;

b: and (3) judging: if g _ cal-g _ ref | g _ gate, the set security handling mechanism is activated: for example, sending out voice prompt alarm in the network system;

the essence of the embodiment is as follows: the method comprises the steps that a measurement and calculation object is a system intrinsic parameter of the aircraft, current (or t 1) combined operation data of the measurement and calculation object is obtained, and an actual value and a first range of the measurement and calculation object are obtained, wherein the actual value and the first range are set based on preset values (such as system default values in system preset values); comparing the current (or t 1) joint calculation data of the calculation object with the actual value of the calculation object, and judging whether the difference between the current (or t 1) joint calculation data of the calculation object and the actual value exceeds a first range.

Example B-5 (i.e., example 37 in the previous priority document): the monitoring method comprises the following steps of A, B:

a: when the calculation object is the rolling resistance coefficient of the aircraft, acquiring the current (or t 1) joint calculation data f (which can also be written as f _ cal) of the calculation object, where μ 1 is equal to f, and f _ cal is equal to μ 1_ cal, and the specific manner of acquiring the joint calculation data of the calculation object can refer to the technical solution of the foregoing embodiment 15; the reference data of the measurement object includes or is an actual value of the measurement object, and when the reference data of the measurement object is set, the reference data of the measurement object is acquired (for example, read), and the following step B is performed; when the reference data of the measurement object is not set, the reference data of the measurement object needs to be set first, and the setting can be performed by adopting the following scheme a 0:

a0: the reference data is set to any one of A0_1 and A0_ 2;

a0_1 (reference data setting mode 1): when the setting condition of the reference data (i.e., at t 0) is satisfied, the setting condition of the reference data (at t 0) may be selected as follows: when the aircraft enters a set time (such as 3.0 seconds) in a power plant control operation process or an operator inputs a 'confirmation' signal or a 'selection' signal, namely t 0; the joint operation data f of the rolling resistance coefficient at this time (at t 0) is acquired, and the joint operation data f of the rolling resistance coefficient at this time (at t 0) is set as an actual value (that is, a reference value f _ ref), for example: f _ ref is f, or f is added with a set value and then is set as f _ ref; the specific manner of obtaining the joint operation data of the rolling resistance coefficient can also refer to the technical solution of the foregoing embodiment 15; the default bias value (i.e., the error threshold or the first range) fgate can be set according to the default value of the system, such as automatically setting a fixed error threshold by the system: f gate is 0.002; a preset deviation value can also be set according to the acquired joint operation data f of the rolling resistance coefficient at t0, for example, f gate is f _ ref/5;

a0_2 (reference data setting mode 2): it is of course also possible to set the actual value (reference value f _ ref) in the reference data according to a system preset value (according to the site or road surface condition of the current airport, the corresponding system default value is selected, which is assumed to be 0.005), such as f _ ref being 0.005; the default bias value (i.e., the error threshold or the first range) fgate in the reference data can also be set according to a default value (e.g., f _ ref/4), such as: f gate is f _ ref/4;

b: comparing the current (or t 1) joint operation data (f _ cal) of the measurement object with the actual value (reference value f _ ref) of the measurement object: if f _ cal-f _ ref > f gate, the set security handling mechanism is activated: if a voice prompt alarm is given in the network system;

the essence of the embodiment is as follows: the measurement and calculation object is a system intrinsic parameter (such as a rolling resistance coefficient) of the aircraft, and the (reference data setting mode 1) first range can be set based on a system default value or based on combined operation data of the measurement and calculation object acquired when a setting condition of reference data (namely t 0) is met; the actual value (or the reference value) in the reference data may be set based on the combined operation data of the measurement object acquired when the setting condition of the reference data is satisfied (that is, at t 0); (reference data setting mode 2) both the actual value (or reference value) and the first range in the reference data may be set based on a preset value (e.g., a system default value); the current (or t 1) joint calculation data of the calculation object is compared with the actual value of the calculation object, and whether the difference between the current (or t 1) joint calculation data of the calculation object and the actual value exceeds a first range is judged.

Example B-6 (i.e., example 38 in the previous priority document):

step A: taking the rolling resistance coefficient of the aircraft as a measuring and calculating object; the specific manner of obtaining the current (or t 1) joint operation data f (which may also be written as f _ cal), where f _ cal is equal to f, μ 1 is equal to f, and f _ cal is equal to μ 1_ cal, and the specific manner of obtaining the joint operation data f of the measurement object, that is, the rolling resistance coefficient, can refer to the technical solution of the foregoing embodiment 15; the reference data of the measurement object comprises or is a second range (namely, a second upper limit value and/or a second lower limit value) of the measurement object, when the reference data of the measurement object is set, the reference data of the measurement object is obtained (can be obtained by directly reading the preset data), and the following step B is carried out; when the reference data of the measurement object is not set, the reference data of the measurement object needs to be set first, and the setting can be performed by adopting the following scheme a 0:

a0: setting reference data (a second range (i.e. a second upper limit value and/or a second lower limit value)) based on a preset value (e.g. a system default value); any one of the following schemes A0_1 and A0_2 can be selected optionally:

a0_ 1: for example, the sum of a system set value f (i.e., an actual value or a reference value f in the standard state, which may also be referred to as a calibration value f) in the standard state of the measurement object and a set numerical value Δ 1 is set as a second upper limit value (S _ ref1), and S _ ref1 is f + Δ 1; if the product of the system set value f to be measured and calculated and 0.8 is set as the second lower limit value (S _ ref2), S _ ref2 is f 0.8; f, the deviation value delta 1 and the product coefficient 0.8 are all preset values (such as system default values);

a0_ 2: obtaining a second range (i.e. a second upper limit value and/or a second lower limit value) based on a preset value (e.g. a system default value or a manually input value in a system preset value); generally, the second upper limit is greater than a calibrated value f, and the second lower limit is less than the calibrated value f;

and B: comparing the current (or t 1) joint operation data f _ cal of the measurement object with the second range (i.e. the second upper limit value S _ ref1 and/or the second lower limit value S _ ref2) of the measurement object: if either or both of (f _ cal > S _ ref1) and (f _ cal < S _ ref2) conditions are satisfied, a set safety handling mechanism is activated: if a voice prompt alarm is given in the network system;

the essence of the embodiment is as follows: when the measurement object is a system intrinsic parameter (such as a rolling resistance coefficient) of the aircraft, acquiring current (or at t 1) joint operation data of the measurement object, acquiring reference data (in a second range (a second upper limit value and/or a second lower limit value)) of the measurement object, judging whether the current (or at t 1) joint operation data of the measurement object exceeds the second range (namely judging whether the current (or at t 1) joint operation data of the measurement object is larger than a second upper limit value or not, and/or judging whether the current (or at t 1) joint operation data of the measurement object is smaller than a second lower limit value or not); a second range (a second upper limit value and/or a second lower limit value) in the reference data of the measurement object is set based on a preset value; generally speaking, the second upper limit value is larger than the calibration value of the measurement object, and the second lower limit value is smaller than the calibration value of the measurement object.

Example B-7 (i.e., example 38 in the previous priority document):

step A: taking the corresponding coefficient K12 of the aircraft as a measuring and calculating object; obtaining the current (or t 1) joint operation data K12 (also written as K12_ cal) of the measurement object, which can be obtained in the manner described in the foregoing embodiment 16; when the reference data of the measurement object is set, acquiring (for example, reading) the reference data of the measurement object, and performing the following step B; when the reference data of the measurement object is not set, the reference data of the measurement object needs to be set first, and the setting can be performed by adopting the following scheme a 0:

a0_ 1: for example, the sum of the system set value K12 (i.e. the actual value or reference value K12 in the standard state, which may also be referred to as the calibration value K12) of the measurement object in the standard state and a set value Δ 1 is set as the second upper limit value (S _ ref1), and S _ ref1 is f + Δ 2; if the product of the system set value f to be measured and calculated and 0.9 is set as the second lower limit value (S _ ref2), S _ ref2 is f 0.9; f, the deviation value delta 2 and the product coefficient 0.9 are all preset values (such as system default values);

a0_ 2: obtaining a second range (i.e. a second upper limit value and/or a second lower limit value) based on a preset value (e.g. a system default value or a manually input value in a system preset value);

and B: comparing the current (or t 1) joint operation data K12_ cal of the measurement object with the second range (the second upper limit value S _ ref1 and/or the second lower limit value S _ ref2) of the measurement object: if any one or two of the conditions (K12_ cal > S _ ref1) and (K12_ cal < S _ ref2) are satisfied, the set safety processing mechanism is activated: if a voice prompt alarm is given in the network system;

the essence of the embodiment is as follows: when the measurement object is a system intrinsic parameter (such as a corresponding coefficient K12) of the aircraft, acquiring current (or at t 1) joint operation data of the measurement object, acquiring reference data (in a second range (a second upper limit value and/or a second lower limit value)) of the measurement object, judging whether the current (or at t 1) joint operation data of the measurement object exceeds the second range (namely judging whether the current (or at t 1) joint operation data of the measurement object is larger than a second upper limit value or not, and/or judging whether the current (or at t 1) joint operation data of the measurement object is smaller than a second lower limit value or not); the reference data (in the second range (the second upper limit value and/or the second lower limit value)) of the measurement object is set based on a preset value; generally speaking, the second upper limit value is larger than the calibration value of the measurement object, and the second lower limit value is smaller than the calibration value of the measurement object.

Example B-8:

step A: taking the thrust of the aircraft as a measuring and calculating object; acquiring current (or T1) joint operation data T of the measurement object, wherein the joint operation data T can be represented by T _ cal for identification convenience; the specific manner of obtaining the combined operation data T (i.e., T _ cal) of the measurement object, i.e., the thrust of the aircraft, can refer to the technical solution of the foregoing embodiment 1 or embodiment 10; when the reference data of the measurement object is set, acquiring (reading or measuring) the reference data of the measurement object, and performing the following step B; when the reference data of the measurement object is not set, the following a0 scheme can be adopted:

a0: the current (or T1) measured value T of the measurement object (i.e. the thrust of the aircraft) can be obtained by referring to the above method for obtaining the thrust of the aircraft based on the non-thrust source power parameters, and the actual value of the measurement object can be set based on the current (or T1) measured value T (for example, the actual value can be directly set to be equal to the measured value T); setting a second range (i.e., a second upper limit value and/or a second lower limit value) of the measurement object based on the actual measurement value/i.e., the actual value; if the second upper limit value S _ ref1 is set: s _ ref1 ═ T1.2; if the second lower limit value S _ ref2 is set: s _ ref2 ═ T0.8; or setting a preset deviation value (also referred to as an error threshold value or a first range) T _ gate as: t _ gate is T/5;

and B: judging whether the flight condition of the aircraft is abnormal or not according to the current (or T1) combined operation data T _ cal of the measuring and calculating object and the reference data of the measuring and calculating object; specifically, one or more of the following schemes B1 and B2 can be selected:

b1, when the reference data includes or is a second range (the second upper limit value S _ ref1 and/or the second lower limit value S _ ref2 therein): if either or both of (T _ cal > S _ ref1) and (T _ cal < S _ ref2) conditions are satisfied, the set safety handling mechanism is activated: if a voice prompt alarm is given in the network system;

b2, when the reference data includes or is the actual value (i.e. measured value T) and the first range: if either or both of (T _ cal > S _ ref1) and (T _ cal < S _ ref2) conditions are satisfied, the set safety handling mechanism is activated: if a voice prompt alarm is given in the network system;

example B-9:

step A: taking a fuel consumption rate fm4 of the fuel injection system on the injection output side in the source power parameters of the aircraft as an object to be measured; acquiring current (or t 1) joint operation data fm4 of the measurement object, wherein the joint operation data fm4 can be represented by fm4_ cal for identification convenience; for specific acquisition of the combined operation data of the measurement object, reference may be made to the foregoing embodiment 17: the reference data includes or is a second range (i.e. a second upper limit value and/or a second lower limit value), when the reference data of the measurement object is set, the reference data of the measurement object is obtained (read or measured), and the following step B is performed; when the reference data of the measurement object is not set, the following a0 scheme can be adopted:

a0: the fuel consumption rate of the fuel injection system on the injection output side can be measured by a flow sensor, a current (or t 1) measured value fm4 of an estimation object (i.e., the fuel consumption rate of the fuel injection system on the injection output side) is obtained, an actual value of the estimation object is set based on the current (or t 1) measured value fm4 (e.g., the actual value can be directly set to be equal to the measured value fm4), and a second range (a second upper limit value and/or a second lower limit value thereof) is set according to the actual value/the actual value; if the second upper limit value S _ ref1 is set: s _ ref1 ═ fm4 × 1.2; if the second lower limit value S _ ref2 is set: s _ ref2 ═ fm4 × 0.7;

and B: comparing the current (or t 1) joint operation data fm4_ cal of the measurement object with a second range (i.e. a second upper limit and/or a second lower limit) of the measurement object: if either or both of (fm4_ cal > S _ ref1) and (fm4_ cal < S _ ref2) are satisfied, the set safety handling mechanism is activated: if a voice prompt alarm is given in the network system;

example B-10:

step A: taking the output electric power P2o of the motor driving device in the source power parameters of the aircraft as a measuring and calculating object; acquiring current (or t 1) joint operation data P2o of the measurement object, wherein the joint operation data P2o can be represented by P2o _ cal for identification convenience; the acquisition of the joint calculation data of the measurement object can refer to the foregoing embodiment 18:

the reference data includes or is a second range (i.e. a second upper limit value and/or a second lower limit value), when the reference data of the measurement object is set, the reference data of the measurement object is acquired (can be acquired by directly reading data), and the following step B is performed; when the reference data of the measurement object is not set, the following a0 scheme can be adopted:

a0: acquiring a current (or t 1) P2o measured value of the output electrical power of the motor driving device, setting an actual value of an object to be measured based on the current (or t 1) P2o measured value (for example, the actual value may be directly set to be equal to the P2o measured value), and setting a second range (a second upper limit value and/or a second lower limit value therein) according to the actual value; if the second upper limit value S _ ref1 is set: s _ ref1 ═ P2o × 1.2; if the second lower limit value S _ ref2 is set: s _ ref2 ═ P2o × 0.7;

and B: comparing the current (or t 1) joint operation data P2o _ cal of the measurement object with the second range (the second upper limit value and/or the second lower limit value) of the measurement object: if either or both of (P2o _ cal > S _ ref1), (P2o _ cal < S _ ref2) are satisfied, the set safety handling mechanism is activated: if a voice prompt alarm is given in the network system;

the essential technical scheme of the embodiment B-8, the embodiment B-9 and the embodiment B-10 is as follows: when the measurement object is the source power parameter, the actual value can be set according to the measured value of the measurement object, and the second upper limit value and/or the second lower limit value can be set according to the measured value (i.e. the actual value) and the preset value, wherein the second upper limit value is usually larger than the measured value (i.e. the actual value); the second lower limit value is generally smaller than the measured value (i.e., actual value); comparing the current (or t 1) joint calculation data of the measurement object with the second range (i.e. the second upper limit and/or the second lower limit) of the measurement object, determining whether the current (or t 1) joint calculation data of the measurement object is greater than the second upper limit and/or determining whether the joint calculation data is less than the second lower limit.

Example B-11:

step A: taking the lift force of an aircraft as a measuring and calculating object; acquiring current (or t 1) joint operation data L of the measurement object, wherein the joint operation data L can be represented by L _ cal for identification convenience, and the L _ cal is equal to the joint operation data L; the specific acquisition mode of the combined operation data L (i.e., L _ cal) of the measurement object, i.e., the lift force of the aircraft, can refer to the technical solution of the foregoing embodiment 7 (or embodiment 13); when the reference data of the measuring and calculating object is set, acquiring (acquiring by directly reading data) the reference data of the measuring and calculating object, and performing the following step B; when the reference data of the measurement object is not set, the following a0 scheme can be adopted:

a0: the present (or t 1) measured value L of the measurement object (i.e. the lift force of the aircraft) can be obtained by referring to the above mentioned manner of obtaining the lift force L, the actual value in the reference data can be set based on the present (or t 1) measured value L (e.g. the actual value can be directly set to be equal to the measured value L), and the second range (the second upper limit value and/or the second lower limit value therein) can be set according to the measured value/the actual value; if the second upper limit value S _ ref1 is set: s _ ref1 ═ L1.5; if the second lower limit value S _ ref2 is set: s _ ref2 ═ L × 0.6;

and B: judging whether the flight condition of the aircraft is abnormal or not according to the current (or t 1) combined operation data L _ cal of the measuring and calculating object and the reference data of the measuring and calculating object, wherein the reference data comprises a second range (a second upper limit value and/or a second lower limit value): if either or both of (L _ cal > S _ ref1) and (L _ cal < S _ ref2) conditions are satisfied, the set safety handling mechanism is activated: such as issuing voice prompt alerts in a network system.

Example B-12:

step A: taking the resistance of the aircraft as a measuring and calculating object; acquiring current (or t 1) joint operation data D of the measurement object, wherein the joint operation data D can be represented by D _ cal for identification convenience, and the D _ cal is equal to the joint operation data D; the specific acquisition mode of the combined operation data D (i.e., D _ cal) of the measurement object, i.e., the lift force of the aircraft, can refer to the technical solution of the aforementioned embodiment 3 (or embodiment 12); when the reference data of the measuring and calculating object is set, acquiring (acquiring by directly reading data) the reference data of the measuring and calculating object, and performing the following step B; when the reference data of the measurement object is not set, the following a0 scheme can be adopted:

a0: the current (or t 1) measured value D of the measured object (i.e. the aircraft's resistance) can be obtained by referring to the above mentioned method for obtaining the resistance D in example 1, the actual value in the reference data can be set based on the current (or t 1) measured value D (e.g. the actual value can be directly set to be equal to the measured value L), and a second range (the second upper limit value and/or the second lower limit value therein) can be set according to the measured value/the actual value; if the second upper limit value S _ ref1 is set: s _ ref1 ═ D1.5; if the second lower limit value S _ ref2 is set: s _ ref2 ═ D0.6;

and B: judging whether the flight condition of the aircraft is abnormal or not according to the current (or t 1) combined operation data D _ cal of the measuring and calculating object and the reference data of the measuring and calculating object, wherein the reference data comprises a second range (a second upper limit value and/or a second lower limit value): if either or both of (D _ cal > S _ ref1) and (D _ cal < S _ ref2) conditions are satisfied, a set safety handling mechanism is activated: such as issuing voice prompt alerts in a network system.

Example B-13:

step A: taking the acceleration of the aircraft as a measuring and calculating object; for obtaining the current (or t 1) joint operation data a (i.e. for identification convenience, the joint operation data can be represented by a _ cal, and the specific obtaining manner of the joint operation data (i.e. a _ cal) that is equal to the acceleration of the measurement object, i.e. the aircraft, can refer to the technical solution of the foregoing embodiment 5; when the reference data of the measuring and calculating object is set, acquiring (acquiring by directly reading data) the reference data of the measuring and calculating object, and performing the following step B; when the reference data of the measurement object is not set, the following a0 scheme can be adopted:

a0: the current actual value a (i.e. at t 1) of the object to be measured (i.e. the acceleration of the aircraft) can be obtained by using an acceleration sensor or a pitot tube, the actual value a (i.e. at t 1) in the reference data is set based on the current actual value a (i.e. at t 1) (e.g. the actual value can be directly set to be equal to the actual value L), and a second range (a second upper limit value and/or a second lower limit value therein) is set according to the actual value/actual value; if the second upper limit value S _ ref1 is set: s _ ref1 ═ a 1.5; if the second lower limit value S _ ref2 is set: s _ ref2 ═ a × 0.6;

and B: judging whether the flight condition of the aircraft is abnormal or not according to the current (or t 1) combined operation data a _ cal of the measuring and calculating object and reference data of the measuring and calculating object, wherein the reference data comprises a second range (a second upper limit value and/or a second lower limit value): if either or both of (a _ cal > S _ ref1) and (a _ cal < S _ ref2) conditions are met, the set safety handling mechanism is activated: if a voice prompt alarm is given in the network system;

the essential technical scheme of the embodiment B-10, the embodiment B-11 and the embodiment B-12 is as follows: when the measurement object is a mechanical operation parameter of the system operation parameters, the actual value can be set according to the measured value of the measurement object, and the second upper limit value and/or the second lower limit value can be set according to the measured value (i.e. the actual value) and the system preset value, wherein the second upper limit value is usually larger than the measured value (i.e. the actual value); the second lower limit value is generally smaller than the measured value (i.e., actual value); whether the current (or t 1) combined operation data of the measurement object is larger than the second upper limit value and/or whether the combined operation data is smaller than the second lower limit value is judged.

Example B-13:

step A: taking the electromagnetic torque Te of the motor as a measuring and calculating object; obtaining the current (or T1) combined operation data T of the measurement object_e-cal(ii) a The joint operation data T of the measurement and calculation object_e-calReference is made to the alternative embodiment 1 of example 1 described above; when the reference data of the measuring and calculating object is set, acquiring (acquiring by directly reading data) the reference data of the measuring and calculating object, and performing the following step B; when the reference data of the measurement object is not set, the following a0 scheme can be adopted:

a0: the actual value in the reference data may be set based on the current (or at t 1) measured value Te outputted by the reading motor driver (calculated based on the current measured value inside), based on the current (or at t 1) measured value Te (for example, the actual value may be directly set to be equal to the measured value L), and a second range (a second upper limit value and/or a second lower limit value therein) may be set according to the measured value/the actual value; if the second upper limit value S _ ref1 is set: s _ ref1 ═ Te 1.5; if the second lower limit value S _ ref2 is set: s _ ref2 ═ Te 0.7;

and B: based on the current (or T1) joint operation data T of the measurement object_e-calAnd judging whether the flight condition of the aircraft is abnormal or not by reference data of the measuring and calculating object, wherein the reference data comprises a second range (a second upper limit value and/or a second lower limit value): if (T)_e-cal>S_ref1)、(T_e-cal<S _ ref2), then the set safety handling mechanism is started: such as issuing voice prompt alerts in a network system.

Example B to 14:

step A: acceleration a of class B aircraft in horizontal direction_xAs a measurement object; obtaining the current (or t 1) combined operation data a of the measuring object_x-calB, carrying out the following steps of; the joint operation data a of the measurement and calculation object_x-calThe technical solution of the foregoing embodiment 7 can be referred to for a specific obtaining manner; when the reference data of the measuring and calculating object is set, acquiring (acquiring by directly reading data) the reference data of the measuring and calculating object, and performing the following step B; when the reference data of the measurement object is not set, the following a0 scheme can be adopted:

a0: the current (or t1 time) measured value a of the object to be measured (i.e. the acceleration of the aircraft) can be obtained by using an acceleration sensor or a pitot tube_xBased on the current (or t 1) measured value a_xSetting an actual value in the reference data (for example, the actual value may be directly set to be equal to the measured value L), and setting a second range (a second upper limit and/or a second lower limit thereof) according to the measured value/the actual value; if the second upper limit value S _ ref1 is set: s _ ref1 ═ a_x1.5; if the second lower limit value S _ ref2 is set: s _ ref2 ═ a_x*0.6；

And B: judging whether the flight condition of the aircraft is abnormal or not according to the current (or t 1) combined operation data a _ cal of the measuring and calculating object and reference data of the measuring and calculating object, wherein the reference data comprises a second range (a second upper limit value and/or a second lower limit value): if (a)_x-cal>S_ref1)、(a_x-cal<S _ ref2), set is activated when either or both conditions are satisfiedA security processing mechanism: if a voice prompt alarm is given in the network system;

the essential technical scheme of the embodiment B-8 is as follows: when the measurement object is a mechanical operation parameter of the system operation parameters, the actual value can be set according to the measured value of the measurement object, and the second upper limit value and/or the second lower limit value can be set according to the measured value (i.e. the actual value) and the system preset value, wherein the second upper limit value is usually larger than the measured value (i.e. the actual value); the second lower limit value is generally smaller than the measured value (i.e., actual value); whether the current (or t 1) combined operation data of the measurement object is larger than the second upper limit value and/or whether the combined operation data is smaller than the second lower limit value is judged.

In general, when no description is defined or additional description is added, the combined operation data, actual value, reference data and the like of the measurement and calculation object of the invention all refer to the amplitude/magnitude of the parameter; of course, the measurement object itself may also be a time parameter, such as acceleration response time, deceleration response time, parameter change rate, etc.; if the object to be measured can be the cylinder pressure, the change rate of the cylinder pressure can also be the difference value of the cylinder pressure in unit time; if the object to be measured can be the speed, the change rate of the speed/acceleration, and the change rate of the acceleration/jerk;

example C-1 (i.e., example 41 in the previous priority document): (this embodiment is a preferred embodiment of the monitoring method provided by the present invention)

The monitoring method includes steps A, B, C;

the flight conditions were: when the aircraft slides on the ground;

step A: the method comprises the steps of A1, A2 and A3;

step A1: taking the total mass of the aircraft as a measurement object, and referring to the scheme of the previous embodiment 2 or embodiment 6 or embodiment 11, acquiring current (or t 1) combined operation data of the total mass of the aircraft;

step A2: step a3 may be performed directly after the reference data has been set; when the reference data is not set, the following steps may be performed to set the reference data first:

setting of actual value of measurement object: when the running speed of the aircraft reaches 5KM/H for the first time (namely t 0), acquiring the joint operation data of the total mass (at t 0) of the aircraft by referring to the scheme of the previous embodiment 11, and setting the value of the joint operation data m (at t 0) as an actual value m2_ org;

setting a first upper limit value and/or a first lower limit value and/or a second upper limit value and/or a second lower limit value of an object to be measured: setting a first upper limit value m2_ def1 and a first lower limit value m2_ def2 according to historical record values calculated according to the rules of the flight power balance; a second upper limit value m2_ ref1, a second lower limit value m2_ ref 2; m2_ def1 is a positive value, m2_ def2 is a negative value, and the absolute values of m2_ def1 and m2_ def2 are equal or unequal; setting a state information of 'reference data is set'; the formula for setting the second range (the second upper limit value and/or the second lower limit value) according to the actual value and the preset deviation value is as follows: m2_ ref1 ═ m2_ org + m2_ def1, m2_ ref2 ═ m2_ org + m2_ def 2;

step A3: when reference data is set, judging whether the flight condition of the aircraft is abnormal according to the current (or t 1) combined operation data m2 of the calculation object and the reference data of the calculation object, wherein the reference data comprises m2_ org and m2_ def1, and/or the reference data comprises m2_ org and m2_ def2, and/or the reference data comprises m2_ ref1, and/or the reference data comprises m2_ ref 2; that is, any one or more of the following 4 flight condition determination conditions are performed: judgment condition 1: ((m2-m2_ org) > m2_ def 1); judgment condition 2: ((m2-m2_ org) < (m2_ def 2)); judgment condition 3: (m2> m2_ ref 1); judgment condition 4: (m2< m2_ ref 2);

b, executing the following steps B1, B2, B3 and B4 in parallel, and then executing the step C;

B1. if any judgment result in the 4 flight condition judgment conditions in the step A is yes, starting a flight condition abnormity processing mechanism (such as a voice alarm, a light alarm, a power transmission fault monitoring mechanism and the like);

B2. outputting the judgment result to a network system and a man-machine interface in an aircraft;

B3. storing the judgment result into a hard disk in the aircraft;

B4. outputting the combined operation data of the m2 to a network system and a man-machine interface in an aircraft

And C: step A and step B1 are executed in real time in a loop with a period of 0.1 millisecond; the steps B2, B3 and B4 are circularly executed with the period of 1 second; of course, the specific time of each period in the step can be adjusted at will according to the actual situation of each aircraft or the user requirement; and this step is an unnecessary step, that is, it is completely allowed to directly omit this step, carry out A, B cycles alone, or carry out A, B steps alone once;

alternative example 1 to example C-1: when the calculation process of the combined operation data of the total mass of the aircraft in the step A is not in the monitoring system, the result of the combined operation data input by an external device (such as a central controller of the aircraft) can be directly read to replace the step A1;

alternative example 2 to example C-1: in step a3, when any one or more of the 4 flight condition judgment conditions is yes, obtaining the operating environment information of the aircraft within the same preset time range as the current (or t 1) value of the joint operation data m2, and when the operating environment of the aircraft is judged to be normal according to the obtained operating environment information, generating information that a power transmission fault flag is valid, and triggering a power transmission fault processing mechanism to perform related monitoring protection; when the operating environment of the aircraft is judged to be abnormal, only a flight condition abnormity processing mechanism is still triggered;

alternative example 3 to example C-1: in step a2, a first upper limit value m1_ def1 and a first lower limit value m1_ def2 are preset according to a fuzzy algorithm (e.g., the latest runtime reference data is automatically selected).

Alternative example 4 to example C-1: it is also feasible that the setting of the reference data in step a is performed by an external system; in the step, only external set reference data is needed to be read, and then the joint operation data and the reference data are directly judged;

extension of example C-1 example 1: in the embodiment C-1, the method further includes outputting and/or storing the joint operation data and the actual value in the joint operation data, or storing and/or outputting a difference value between the joint operation data and the actual value;

extension of example C-1 example 2: in the embodiment C-1, the actual value (i.e., the measured value) of the source power parameter (thrust T) in the flight condition correlation factor of the aircraft is obtained, and when T is smaller than the preset threshold value 1 (e.g., the rated value is 20%), the first upper limit value m1_ def1 and the first lower limit value m1_ def2 are increased by one time respectively, so as to reduce the false alarm rate;

in the monitoring method provided by the invention, the preferable scheme is that the values of all the parameters are acquired in real time, step A, B is executed in real time and is executed in a set time period in a circulating manner, and the shorter the set circulating period is, the better the set circulating period is, the shorter the set circulating period is, the higher the sensitivity and timeliness of monitoring can be.

According to the description of the source power combination type parameters, the electric power can be combined into electric energy, the fuel consumption rate can be combined into fuel consumption, and the driving power can be combined into fuel driving energy; the invention also allows the use of energy type source-power combination type parameters (such as electric energy consumption in a certain time period, combustion energy in a certain time period, oil consumption in a certain time period, or the sum of work done in a certain time period) as measuring and calculating objects, and the monitoring of abnormal flight conditions is changed into the monitoring of abnormal energy transfer; power and energy are easily confused from physical concepts, but for aircraft operation, the two are completely different in meaning; the power is the differentiation of energy to time, and has the concept of instant-fast speed, the energy is the accumulation of the power on time, and has the concept of time delay-slow speed; even in seconds, energy consumed per second is taken as a reckoning object/direct monitoring object, and as analyzed in the foregoing, when an aircraft runs at the speed of 900KM, the aircraft may fly 250 meters in 1 second, the distance of 250 meters is enough to pass through a proper landing point, 1 second is enough to cause serious safety accidents, and for the treatment of flight hazards, 1 second is related to the life safety of pilots and passengers; similarly, because of the existence of the speed change component a (namely), the source power parameter before the change of the acceleration a value is used for monitoring the abnormal flight condition after the change of the a value; therefore, the scheme provided by the invention is used for monitoring the abnormal flight condition, and preferably instantaneous value source power parameters (such as instantaneous power, instantaneous torque, instantaneous driving force, instantaneous current and the like) are used for monitoring the abnormal flight condition in real time; if the energy type source-power combined type parameters are used for monitoring the abnormal flight condition, the energy accumulation time is controlled to be as small as possible (such as 100 mm, 10 ms, 1 ms and 0.1 mm), and if the parameters such as the total oil consumption of 100KM, the electric energy of 100KM, the average power of 100KM and the like are used, the instantaneous abnormal flight condition monitoring which is crucial to the safe operation of the aircraft has no early warning significance, and at most, the functions of post-inspection and fine analysis can be achieved.

If the flight condition abnormality is detected by using the energy type source/power combination type parameter as the measurement object, the following embodiment C-2 is referred to as the following steps (calculating the joint operation data according to the rule of the flight power balance, setting the reference data including the second range and/or the preset deviation value, and determining whether the flight condition is abnormal or not according to the joint operation data and the reference data):

example C-2 (i.e., example 42 in the previous priority document): the monitoring method includes steps A, B, C;

step A: the method comprises the steps of A1, A2 and A3;

step A1: taking the electrical energy EM1 consumed at a set time (for example, 2 seconds) in the source power parameters of the aircraft as a measurement object, wherein the measurement object is a combined source power parameter, and the electrical energy EM1 can be calculated based on the output electrical power Po of the motor;

acquiring current (or t 1) combined operation data EM1 of the measurement object, wherein the combined operation data EM1 can be represented by EM1_ cal for identification convenience, and EM1_ cal is equal to the combined operation data EM 1; one example of specific acquisition of the combined operation data of the measurement object is as follows: with reference to the technical solution of the foregoing embodiment 1 or embodiment 10, the method may include obtaining a current (or T1) thrust combined operation data T (i.e., T _ cal) of the aircraft, obtaining an actual measurement value of a current (or T1) speed V and a preset value of a corresponding coefficient K13, and obtaining a current (or T1) output electrical power Pm (i.e., Pm _ cal) of the motor according to an inverse operation formula (Pm ═ Po ═ T/K13, Pm _ cal ═ Pm) of the foregoing formula 1-1-3 (T13 ═ Po/V); with reference to the scheme, joint operation data of the output electric power of the motor at any time point within 3 seconds before the current time (or at t 1) can be acquired; the electric energy united operation data EM1 (namely EM1_ cal) in the previous 3 seconds of the current (or t 1) can be obtained through accumulation or integration operation; the joint operation data EM1 (i.e., EM1_ cal) is indirect joint operation data;

step A2: the Pm _ cal and EM1_ cal values are obtained simultaneously; acquiring (reading data measured by a power control device or measuring by a power meter) an actual value Pm _ r of the electric power Pm, and acquiring an actual measurement value EM2 of the electric energy within 2 seconds in the same period as the EM1_ cal through Pm _ r integral operation or acquiring an EM2 value through direct measurement by an active electric meter; EM2 as the actual value in the reference data; setting a preset deviation value EM _ def 3: EM _ def3 ═ EM 2/10; setting the second upper limit value EM _ ref 1: EM _ ref1 ═ EM2+ EM _ def 3; setting the second lower limit value EM _ ref 2: EM _ ref2 ═ EM2-EM _ def 3;

step A3: determining whether the flight condition of the aircraft is abnormal according to the current (or t 1) combined operation data of the calculation object and the reference data of the calculation object, wherein the reference data comprises an actual value EM2 and a preset deviation value EM _ def3, and/or the reference data comprises a second upper limit value EM _ ref1, and/or the reference data comprises a second lower limit value EM _ ref 2: any one or more of the following 4 flight condition determination conditions are performed: judgment condition 1: ((EM1_ cal-EM2) > EM _ def3), determination condition 2: ((EM1_ cal-EM2) < (-EM _ def3)), determination condition 3: (EM1_ cal > EM _ ref1), judgment condition 4: (EM1_ cal < EM _ ref2)

Step B, if any judgment result in the 4 flight condition judgment conditions in the step A4 is yes, starting a flight condition exception handling mechanism (such as voice alarm and the like);

alternative 1 to example C-2: if the aircraft is a fuel-powered aircraft, the electric power of the motor can be replaced by the fuel consumption rate fm1 at the output side of the fuel supply system, and the electric energy can be replaced by the fuel energy; the calculation of the combined calculation data of the fuel consumption rate fm1 may be performed by first acquiring the combined calculation data T (i.e., T _ cal) of the aircraft thrust, acquiring the actual measurement value of the current speed V (or at T1) and the preset value of the corresponding coefficient K21, and acquiring the combined calculation data fm1 (i.e., fm1_ cal) of the fuel consumption rate at the fuel supply system output side according to the inverse calculation formula (fm1 ═ T ═ V/K21, fm1_ cal ═ fm1) of the aforementioned formula 1-2-1-1(T ═ K21 ═ fm 1/V); then the fuel energy value EM1_ cal within 2 seconds is obtained through integration or accumulation operation, so that the abnormal monitoring of the flight condition by using the fuel energy is realized;

alternative 2 to example C-2: because the data of energy consumption can be obtained by performing time accumulation or integration processing on the source power parameters, the time period of energy calculation can be set from 2 seconds to 1 second, 0.1 second, 0.01 second and the like; (ii) a The longer the time, such as more than 5 seconds and 10 seconds or 20 seconds or 30 seconds or within one minute or within 10 minutes or within 30 minutes or within 1 hour or within one day, and the like, the less meaningful the monitoring of the abnormal flight condition is; that is, when the source power parameter is a source power combination type parameter of an energy type, the time of energy accumulation may be controlled within ten days or within five days or within one day or within five hours or within 1 hour or within 30 minutes or within 10 minutes or within one minute or within 30 seconds or within 20 seconds or within 10 seconds or within 5 seconds or within 2 seconds or within 1 second or within 100 millimeters or within 10 milliseconds or within 1 millisecond or within 0.1 millimeter; the shorter the time is, the faster the flight condition abnormity monitoring response is, but the larger the measurement error (caused by four inducers) of the combined operation data, the measured value and the reference data is/the worse the effect is/the higher the cost is; therefore, the effect of monitoring the abnormal flight condition by taking the source power parameters or the source power combination type parameters (such as energy) as the measurement objects is far less than the effect of taking the total mass of the aircraft or the system intrinsic parameters as the measurement objects.

In the power transmission monitoring method and system, the system is allowed to switch the measuring and calculating objects according to needs, even a plurality of measuring and calculating objects are started at the same time, and a plurality of flight condition judgments of a plurality of different measuring and calculating objects are carried out; if the total mass of the aircraft is allowed to be used as an object for measurement and calculation to judge and monitor the flight condition, and the rolling resistance coefficient is also allowed to be used as another object for measurement and calculation to judge and monitor another flight condition, as long as any one or more flight condition judgment results are abnormal, a flight condition abnormity processing mechanism is started;

in the monitoring process, the system is allowed to switch source power parameters, and if the aircraft runs at low speed and high torque, the parameters of the torque type can be used as the source power parameters; if the aircraft runs at high speed and low torque, the power type parameters can be used as source power parameters to improve the calculation precision of the combined operation data of the measurement and calculation object and improve the sensitivity of monitoring abnormal flight conditions;

the method also allows the same measuring and calculating object to adopt a plurality of source power parameters to simultaneously measure and calculate a plurality of combined operation data of the same measuring and calculating object, and judge and monitor a plurality of flight conditions; if a #100 flight condition judging and monitoring system is constructed by taking the total mass of an aircraft as a measuring and calculating object and taking the electromagnetic torque Te of a motor as a source power parameter in a high-speed rail powered by an external power grid, the system can monitor the motor and a rear-end mechanical transmission system; meanwhile, the power input electric power P3i is used as a source power parameter to construct another flight condition judging and monitoring #101 system, so that the system can simultaneously monitor a power supply device, a motor driving device, a motor and a rear-end mechanical transmission system of a high-speed rail; if only the #100 system (the #101 system is not started) is started to monitor the motor and the rear-end mechanical transmission system, the P3i and the electric power Pm and the efficiency coefficient k31 of the motor can be directly used for verifying whether the flight conditions of the power supply device and the motor driving device of the high-speed rail are normal or not, the verification method is to judge whether the calculation result of ((P3i x k31) -Pm) exceeds a preset threshold (such as P3i/20), and if the calculation result exceeds the preset threshold, the power supply device or the motor driving device runs abnormally;

for example, in a fuel-powered aircraft, a flight condition judgment and monitoring #102 system is constructed by taking cylinder pressure F1 as a fuel-powered parameter, and a fuel engine piston and a rear-end mechanical transmission system are monitored; meanwhile, whether the flight conditions of the fuel injection system and the in-cylinder combustion system of the engine are normal or not is judged according to the fuel consumption rate fm2 and the energy conversion coefficient Kf2 of the fuel input end of the fuel injection system, and whether the flight conditions ((fm2 Kf2) - (F1 Kf 3R 0n 1/9.55)) exceed a preset threshold (such as (F1 Kf 3R 0n 1/9.55)/20) or not is judged, and if the flight conditions exceed the preset threshold, the fuel injection system or the in-cylinder combustion system of the engine is abnormal.

Generally speaking, on the basis of the monitoring method and the monitoring system of the aircraft provided by the invention, the abnormal monitoring of the flight condition of the layer by layer or the multilayer is carried out according to the power transmission principle of the aircraft, and when the flight parameters do not exceed the safety range, the comprehensive, sensitive and accurate protection can be conveniently carried out on the whole power system and the mechanical transmission system of the aircraft.

Specifically, it states that: in the present invention, in an electric aircraft powered by a fuel cell, it is a relatively special case; the fuel refers to the type of energy supply; because the power device which directly drives the aircraft to operate is an electric motor, the aircraft can be generally regarded as an electric power aircraft. If the source power parameter in the aircraft motion balance calculation is a motor driving parameter, a flight condition monitoring scheme of the electric power aircraft can be adopted naturally;

the fuel cell and the associated electric motor may be considered as a whole fuel-powered device; if the source power parameters participating in the calculation of the aircraft motion balance are parameters directly related to fuel (such as fuel consumption rate, fuel consumption and the like), the flight condition monitoring scheme of the fuel-powered aircraft can be naturally adopted at the moment;

examples 1 to 33 and equations 13.1 to 13.6 herein focus on embodiments that provide joint operational data for calculating the measurement object with rules of flight dynamics balance under various conditions; examples 34 to 42 herein focus on providing various ways of setting the reference data and ways of determining flight conditions;

the invention allows any flight parameter to be used as a measurement object, allows any calculation formula in the application document to be referred to be deformed to be used as a new calculation mode of the combined operation data of the measurement object, allows any acquisition of the combined operation data of the measurement object to be referred to in the application document, allows any setting mode of the reference data in the application document to be referred to acquire the reference data, allows any flight condition judgment mode in the application document to be referred to for judgment, allows any subsequent processing mode in the application document to be referred to for processing, and can freely construct a new monitoring method.

For example, the foregoing preferred rule example 1 of the value range setting of the reference data demonstrates an example of the value range setting of the reference data with the machine operation parameter (such as speed) as the measurement object; as described in the exemplary methods 4 and 5 of reference data setting described herein, the source dynamic parameter, the machine operation parameter, and the mass-variation type object quality have the same characteristic type (all belong to measurement and calculation objects with the amplitude being likely to vary greatly), similar reference data setting methods (for example, the reference data can be set by actual measurement values) can be adopted, and it is obvious that, when the measurement and calculation object is any one of the source dynamic parameter and the mass-variation type object quality, the value range setting method of the reference data of the foregoing example 1 can also be referred to.

For example, when the measurement object is the total mass of the aircraft, the value range setting method of the reference data of the foregoing example 2 may also be naturally employed because the value thereof naturally includes the value of the mass of the carrier;

for example, when the measurement object is a system intrinsic parameter, since it has another common characteristic with the total mass of the aircraft and the mass of the carried object (obviously, that is, in the current operation flow, the value change is small or constant), the value range setting method of the reference data of the foregoing example 2 may be naturally used; of course, other value range setting methods are also permissible;

for example, referring to the branch scheme of the embodiment 36 including the reference data setting mode 2, it is obvious that the second reference data of other types of measurement objects (such as source power parameters, mechanical operation parameters, quality of quality-changing type articles, and the like) may be set, and whether the actual value is greater than the upper limit value set according to the joint calculation data is determined and/or whether the actual value is less than the lower limit value set according to the joint calculation data is determined; obviously, reference may also be made to the aforementioned method for setting the value range of the reference data, and it may be defined that the lower limit value set according to the joint operation data is greater than the middle lower limit value of the safety range, and/or that the actual value is greater than the middle lower limit value of the safety range, and/or that: limiting the upper limit value set according to the combined operation data to be smaller than the upper limit value in the safety range, and/or limiting the actual value to be smaller than the upper limit value in the safety range;

for example, the speed V can be adjusted_xAs an object of measurement, the formula (m2 ═ ((Ke × Km) × (P2 o/V) was calculated in reference example 12_x) -fw)/(g f cos θ + g sin θ + a)), and further, deforming and establishing a new calculation mode V_x(Ke × Km) × P2o/(m2 × (g × f cos θ + g × sin θ + a) + fw), and referring to the contents of the rest of the document, the flight condition is determined by using the measured value of the velocity as an actual value and further setting reference data, and the post-determination processing in step B is performed;

for example, the electromagnetic torque of the motor of the aircraft may be used as the measurement target, and the joint calculation data of the measurement target may be obtained by using the calculation formula (Te _ cal ═ (m2 ═ f × cos θ + g × sin θ + a) + fw/((Ke × Km) × im/R)) in reference example 28, or by using reference example 41, or an alternative embodiment or an extension thereof; further referring to example 40 or other contents in this document, according to the measured value Te of the electromagnetic torque as an actual value and setting reference data, further performing flight condition judgment, further performing judgment post-processing of step B, if the judgment result includes that the set flight condition abnormality processing mechanism is started, and/or storing the judgment result and/or outputting the judgment result;

such as the foregoing embodiment 28 wherein the formula is provided;

Te_cal＝(m2*(g*f*cosθ+g*sinθ+a)+fw)/，

this formula can be deformed as:

((Ke*Km)*im/R)*Te_cal＝(m2*(g*f*cosθ+g*sinθ+a)+fw)

the left side of the formula (((KexKm). im/R). Te _ cal) is used as a power device for generating the driving force of the aircraft (for example, called F1), and the right side (m 2. g. F. cos theta + m 2. g. sin theta + m 2. a + fw) is used as a calculation formula for representing the mechanical comprehensive operation force (for example, called Y1) of the aircraft; if all the compartments of the high-speed rail aircraft are regarded as a whole aircraft, the calculation formula can be directly adopted;

assuming that the high-speed rail aircraft can be divided into 3 sections (or 3 sections), each section (or each section) is provided with a separate power device, a plurality of aircraft driving forces (such as F1, F2 and F3) can be generated, and the corresponding mechanical comprehensive operation forces (such as Y1, Y2 and Y3) of each section (or each section) of the aircraft are respectively generated; when the operation parameters (f, theta, a and fw) of each section (or each section) of the aircraft are different (particularly the road gradient theta is different), the mechanical comprehensive operation force (such as Y1 or Y2 or Y3) of the section (or the section) of the aircraft can be separately measured, and then the formula is used for calculating the mechanical comprehensive operation force: f1+ F2+ F3 ═ Y1+ Y2+ Y3; this approach may be suitable for operation of aircraft having multiple sections (or sections).

An explanation of the value time and acquisition time of the value of the parameter (such as the value of the input parameter required for the joint operation data, the reference data and the calculation of the joint operation data); the value taking time refers to the time when the parameter is generated and refers to the time corresponding to the value of the input parameter required by the parameter; because there are multiple ways of acquisition (reading, measuring, etc.); if the parameter value generated 100 milliseconds before the time1 is read, the acquisition time of the parameter is time1, but the value time of the parameter is 100 milliseconds before the time 1;

in the invention, when the measurement and calculation object is any one of the source power parameter, the mechanical operation parameter and the quality variation type article quality, the preferable scheme is that all parameters (such as the values of the combined operation data, the reference data and the input parameters required by the calculation of the combined operation data) are valued (synchronized as much as possible) in a preset time range, the combined operation data and the reference data are calculated in real time, the combined operation data and the reference data are obtained (read or measured) in real time, the judgment result is judged in real time, and the value taking time of the parameters can be equal to the obtaining time at the moment;

when the measurement and calculation object is any one of the total mass of the aircraft and the intrinsic parameters of the system, the preferable time of taking the combined operation data (together with the value of the parameter required for calculating the combined operation data) is to take values (as synchronous as possible) in a preset time range, calculate in real time, acquire (read or measure) in real time and judge/monitor the abnormal flight condition in real time; but the value taking time (set time) of the reference data does not need to be the same as the value taking time of the joint operation data; the obtaining time (only reading) of the reference data before the abnormal judgment of the flight condition is carried out is different from the value taking time of the reference data;

the control mode of the value taking time of the parameter value is 1: obtaining values of multiple parameters at the same time in a strict sense may be inconvenient to implement; in the actual operation process, the value taking time of the values of each parameter group may be before or after, and at the moment, the value taking time of the values of each parameter only needs to be controlled within a preset time range, and the preset time range can be determined according to the actual software processing speed and the actual hardware response speed; for example, 100 milliseconds, or 10 milliseconds, or 1 millimeter, or 0.1 milliseconds may be preferred; the shorter the preset time range is, the higher the measurement/monitoring precision is, but the system cost is also increased;

the control mode of the value taking time of the parameter value is 2: if the flight condition is basically unchanged, for example, the speed of the aircraft is kept at a constant speed of 60KM within 1 hour, the current value of the speed is taken, and the effect is the same as that of the value before the speed is taken for 1 hour; therefore, the preset time range of the value taking time of each parameter value can be adjusted according to the flight condition, namely when the flight condition is not changed, the value of the parameter at any time point when the operation condition is not changed can be obtained. Obviously, when the description is not limited, the value of the parameter is usually the current value, and usually the value close to or equal to the true value;

the values of the flight parameters can be divided into current values and preset values in time; the current value refers to the current actual value or a value close to the actual value of the flight parameter, and may include the current actual measurement value, the current combined operation data, the current instruction response value, and the like; the preset values comprise system preset values, manual input values, instruction values and the like;

the description of the value taking time and the acquisition time of the parameter values is applicable to any embodiment of the invention.

(technical solution 8a 3-total mass of aircraft-historical record value setting reference data-description and implementation): the specific mode is as follows: technical solution according to historical values) -implementation details; (technical solution 8a 3-total mass of aircraft-fuzzy algorithm value setting reference data-description and implementation): see text for implementation details, based on historical values-technical solutions for setting reference data-implementation details

"technical solution to set reference data from historical values") -implementation details:

the present paragraph provides a technical solution how to set a second range (a second upper limit value and/or a second lower limit value therein) and a preset deviation value in the reference data by using the historical record value;

principle _1. principle:

in any type of measurement object, the setting principle of the second range (the second upper limit value and/or the second lower limit value therein) is generally: the actual value of the object to be measured and calculated is approached as much as possible to improve the monitoring sensitivity, and a proper difference value with the actual value is kept to reduce the false triggering rate of monitoring; for example, the second upper limit value is set to be 1.2 to 1.5 times of the actual value, or the second lower limit value is set to be 0.7 to 0.9 times of the actual value, or the first upper limit value is set to be 0.1 to 0.3 times of the actual value, or the first lower limit value is set to be-0.3 to-0.1 times of the actual value;

conventional setting mode:

however, the second range and/or the preset offset value are/is set accurately, for example, by means of manual trial and error or experience, slow search and slow verification are carried out, and the second range and/or the preset offset value are/is low in adjustment accuracy and efficiency; and the road conditions, the loading conditions and the vehicle conditions of different aircrafts during operation vary thousands of times, so that the difficulty of accurately setting the second range and/or the preset deviation value is increased.

And 3, according to the setting mode of the historical record value:

setting the reference data (with a focus target of a preset deviation value or a second range (a second upper limit value and/or a second lower limit value) thereof) according to the historical record value of the measurement object is one of the preferred methods;

before judging the flight condition, the technical scheme demonstrates how to set the historical record value by referring to the data processing method of the aircraft; when the history value has been generated, the reference data may be set according to the history value (e.g., by performing any one or more of the following steps 5B1, 5B 2);

5B1, setting the preset deviation value according to the difference value between the original value of the historical record and the actual value of the historical record, wherein the original value of the historical record comprises an original value of the historical record and an actual value of the historical record;

5B2, the historical record value comprises a historical record original value, and the second range (the second upper limit value and/or the second lower limit value) is set according to the historical record original value;

in the invention, a certain value 2 is set according to a certain value 1; a certain value 1 can be increased or reduced or an additional offset amount can be set to a certain value 2 according to the situation, and the flexible processing can be realized;

and 5, setting a preferred mode by reference data as follows:

51, setting an actual value in the reference data according to the acquired combined operation data when the set condition is met (the method is optimally suitable for the aircraft with the total mass amplitude of the aircraft possibly changed greatly;

set a predetermined bias value in the reference data according to a predetermined historical value (this is basically applicable to most types of measurement objects, and the variable fuzzy control is precise control);

the two are combined to obtain ideal reference data, so that the sensitivity of abnormal monitoring of the flight condition can be improved to the maximum extent, and the false alarm rate of monitoring is reduced;

set the beneficial meaning of the reference data according to the historical values: the technical scheme is one of the core ideas of the invention, when the measurement and calculation object is the total mass of the aircraft and the intrinsic parameters (such as a rolling resistance coefficient and an efficiency coefficient) of the system, the reference data (the key target is a preset deviation value or a second range (a second upper limit value and/or a second lower limit value) in the measurement and calculation object) is set according to the historical record value of the measurement and calculation object, the parameter setting accuracy and the monitoring sensitivity can be improved in a hierarchical manner, and the conventional fuzzy control is changed into the accurate control.

Technical solution 8a 4: the reference data may also be preset by the system, including multiple preset modes: presetting reference data and the like according to the historical record value, the fuzzy algorithm value and the system default value; system defaults are the simplest way; the beneficial significance is as follows: the reference data is set according to the system preset value obtained from the factory default value, so that the method is simple and suitable for the condition that the actual value (and the reference data) of the measured and calculated object is relatively stable before the reference data system is not set up/adjusted in place at the initial use stage of the aircraft.

The reference data can also be set according to an artificial set value, including a second range and/or a preset deviation value or an actual value and the like; setting the reference data according to a manual setting value is also a simple method, and is suitable for a user to autonomously control/set parameters according to different field conditions.

5A5- (technical solution of fuzzy algorithm values) -implementation details:

reference data are set according to a default value of the system, so that the flexibility is lacked; setting the reference data according to an artificial set value, wherein the reference data is less intelligent; presetting the reference data through a fuzzy algorithm is a better mode; the fuzzy algorithm comprises any one or more fuzzy algorithm rules as follows: the reference data with the most used times can be statistically analyzed within a certain operation time; or automatically selecting the reference data with the most selection times in the latest operation; or automatically selecting the most recent runtime reference data; or setting different weight indexes of each reference data (such as the reference data which is most valuable and has the most protection significance and is preset by a user) to set the reference data; or setting reference data by integrating the statistical analysis of times and the weight index;

5A5- (technical solution of fuzzy algorithm values) -beneficial meanings: : parameters are preset through a fuzzy algorithm, and the intelligence of the system can be improved.

10. Further, a monitoring method (#1.1.2) of a secondary subdivision is obtained based on the aforementioned monitoring method (#1.1), in the monitoring method (#1.1.2), the reference data of the measurement and calculation object includes or is a rated range of the measurement and calculation object, and the judgment of the flight condition of the aircraft based on the joint operation data of the measurement and calculation object and the reference data of the measurement and calculation object is that: comparing the combined operation data of the measuring and calculating object with the rated range of the measuring and calculating object, and judging the degree of the combined operation data of the measuring and calculating object exceeding the rated range of the measuring and calculating object; the flight condition anomaly is: the combined operation data of the measuring and calculating object exceeds the rated range of the measuring and calculating object.

11. Further, a monitoring method (#1.1.3) of a secondary subdivision is obtained based on the aforementioned monitoring method (#1.1) in which:

the reference data of the measurement and calculation object comprises or is the safety range of the measurement and calculation object, and the judgment of the flight condition of the aircraft according to the combined operation data of the measurement and calculation object and the reference data of the measurement and calculation object comprises the following steps: comparing the combined operation data of the measuring and calculating object with the safety range of the measuring and calculating object, and judging the degree of the combined operation data of the measuring and calculating object exceeding the safety range of the measuring and calculating object; the flight condition anomaly is: the combined operation data of the measuring and calculating object exceeds the safety range of the measuring and calculating object.

Description of the implementation of this monitoring method (# 1.1.3): generally speaking, in an existing aircraft, a source power parameter or a mechanical operating parameter generally has a threshold-value-type overrun monitoring protection function, that is, whether the parameter is overrun is judged through an actual measured value of the source power parameter or the mechanical operating parameter; the invention provides another parameter overrun protection function, even if one of the source power parameter, the mechanical operation parameter or the system intrinsic parameter is inconvenient to measure the value through a sensor, the reliable parameter overrun protection can be carried out through the monitoring method (#1.1.3), and the method has important significance for improving the flight safety performance of the aircraft.

Description of the implementation of the monitoring method (# 1.1.4):

the monitoring method (#1.1.4) has the same technical characteristics as the monitoring method (#1.1.1), and the combined operation data of the monitoring method (#1.1.4) and the monitoring method (#1.1.1) are obtained by calculating according to the rule of the flight power balance;

the invalidation of the invention includes any one or more of stopping measurement and calculation, stopping parameter acquisition, stopping judgment, or invalidating the judgment result at any position.

However, in the subsequent steps, the purpose of the present monitoring method (#1.1.4) is to build an overload monitoring method/system; the method and the system have essential and important differences with the flight condition monitoring method/system constructed by the monitoring method (# 1.1.1);

the purpose of the overload monitoring method/system constructed by the monitoring method (#1.1.4) is as follows: judging whether the personnel/articles carried by the aircraft are overweight;

the technical scheme of the overload monitoring method/system constructed by the monitoring method (#1.1.4) is as follows: setting mode of reference: setting a judgment reference according to the legal loading capacity of the aircraft, namely a certain safety value; the specific triggering mode is as follows: starting an alarm as long as the total mass of the aircraft exceeds 1.0 time of the maximum legal carrying capacity of the aircraft;

the output action of the overload monitoring method/system constructed by the monitoring method (#1.1.4) is as follows: and (4) outputting an overload signal to remind the driver and passengers to reduce the mass of the carrier/goods.

The overload monitoring method/system constructed by the monitoring method (#1.1.4) has the following effects on flight condition fault identification: as shown in the description of the background of the invention, when abnormal wear or deformation occurs in the power system of the aircraft during flight, the operating resistance is increased/the efficiency is low, if the combined operation data of the total mass of the aircraft is changed from 40 persons to 60 persons/4800 KG/serious failure of the flight condition of the aircraft/serious and unpredictable safety accidents (including crash and the like) may occur during continuous operation/urgent need warning treatment, the overload system of the aircraft reports: normal/not overloaded condition; when the 30 persons fall/total mass of the aircraft combined operation data becomes 800KG, the overload system of the aircraft can report: the situation is normal/not overloaded. Conventional overload systems are almost ineffective for monitoring and protecting against aircraft flight condition anomalies.

Judging the abnormal flight condition;

the purpose of the flight condition monitoring method/system constructed by the aforementioned monitoring method (#1.1.1) is: identifying the abnormal operation and even the fault of a power system of the aircraft, particularly the hidden danger of early fault;

the present invention provides another monitoring method (#3) that is the same principle as the monitoring method (#1), but is described differently:

1. a method (#3) for monitoring the power transmission status of an aircraft, comprising the steps of:

s100, determining any one of flight parameters as a measurement object;

s300, all parameters except the measurement and calculation object in the calculation formula based on the rules of the flight power balance are input parameters, values of all the input parameters are obtained, and the measurement and calculation object is calculated according to the (values of) the input parameters and the calculation formula based on the rules of the flight power balance; acquiring reference data of the measuring and calculating object; at least one of the reference data and the input parameters is used for acquiring a preset value and determining the number of the preset values acquired from the input parameters;

s400, comparing the calculated value of the measuring and calculating object with the reference data of the measuring and calculating object, and judging whether the power transmission condition of the aircraft is abnormal or not.

2. Preferably, in the monitoring method (#3) in step S300, the reference data and the input parameter take actual values, except for a parameter of a preset value.

3. Preferably, in the step S300 of the monitoring method (#3),

when only one of the reference data and the input parameters takes a preset value:

the reference data is a preset value, and all input parameters are actual values and are used for monitoring whether the power transmission condition of the aircraft is abnormal or not; the preset value of the reference data is a historical record value in the same state as the current aircraft running state; in the invention, the historical record value in the same state as the current aircraft running state means that the difference degree between the aircraft running condition when the historical record value takes a value and the current aircraft running condition is lower than a preset threshold value;

preferably, when the object of evaluation is a parameter capable of describing a property of one of the parts of the aircraft, the aircraft power transmission condition can be in particular a condition representative of the part, for example: kem, in the combined operation formula, the reference data of Kem is a preset value, and when all input parameters are actual values, whether the part (such as a transmission part) described by Kem is abnormal can be monitored; in embodiment 1, the reference data of m2 is a preset value (obtained by self-learning for example), and when all input parameters are actual values, the condition of the part (such as whether the vehicle body is complete or whether the carried goods fall off) described by m2 can be monitored; if the reference data of μ 1 is a preset value and the input parameters are all actual values, the condition of the portion represented by μ 1 (e.g., whether the tire is suddenly deflated) can be monitored.

The reference data is an actual value, and one input parameter is a preset value and is used for monitoring whether the parameter of the preset value in the input parameter is abnormal or not; inputting a preset value of the parameter in the parameters, wherein the preset value is a historical record value in the same state as the current aircraft running state or a calibration value when the aircraft leaves a factory; if the reference data of m2 is an actual value, μ 1 is a preset value and the rest parameters are actual values, it can be monitored whether μ 1 is abnormal; if the reference data of m2 is a preset value, ki is a preset value and the rest parameters are actual values, then ki can be monitored for abnormalities. It should be understood that, for an anomaly of the input parameter or the monitored object taking a preset value, the aircraft power transmission condition can be specified as a condition representative of the component when the input parameter or the monitored object taking a preset value is a parameter when the object of calculation is a parameter capable of describing a property of one of the portions of the aircraft.

The reference data is used for acquiring actual values, N preset values are acquired from the input parameters, and the N preset values are used for monitoring whether the parameters of the preset values acquired from the input parameters are abnormal or not; the preset values of the N parameters in the input parameters are historical record values in the same state as the current aircraft running state, or calibration values of the aircraft when the aircraft leaves a factory. If the reference data of Te takes actual value, m2, mu 1, im and R1 in the input parameters take preset values, and the rest input parameters take actual values, m2 mu 1, im and R1 can be monitored whether abnormal occurs; when reference data of Te takes actual values, m2, mu 1, im, theta and R1 in input parameters take preset values and the rest input parameters take actual values, m2, mu 1, im, theta and R1 can be monitored for abnormalities. It should be understood that, regarding other situations of the relationship between the number of the preset values and the actual values in the reference data and the input parameters and the corresponding specific application, those skilled in the art may perform the operations based on the above description and the specific embodiments, and details are not repeated herein.

4. Preferably, in the monitoring method (#3), the history values in the same state as the current aircraft operation state refer to: the aircraft quality, the aircraft speed, the external environment information of the aircraft and the source power parameter corresponding to the historical record value during generation are respectively consistent with the current aircraft quality, the current aircraft speed, the current external environment information of the aircraft and the current source power parameter; the external environment information refers to environment information which influences the running state of the aircraft except the vehicle body, such as road slope, wind speed, road friction coefficient and the like; the consistency means that the parameters have the same or similar sizes, and if the parameters have directions, the directions of the parameters are the same or similar.

5. Preferably, in the monitoring method (#3), the step S300 includes any one of the following cases:

C. when the measurement object is other parameters except for the rolling resistance coefficient, the parameter containing the rolling resistance coefficient, the efficiency coefficient and the parameter containing the efficiency coefficient in the flight parameters:

6. Preferably, in the monitoring method (#3), the step S300

7. Preferably, in the monitoring method (#3), the following step is further included after the step S300;

and S301, outputting and/or storing the calculated value of the measurement object.

8. Preferably, in the monitoring method (#3), the step S300 further includes:

A. judging the power transmission condition of the aircraft, then acquiring the operating environment information of the aircraft, and judging whether the operating environment information falls into a preset normal range;

when the power transmission condition of the aircraft is judged to be abnormal:

if all the operating environment information falls into a preset normal range, the judgment result of the power transmission condition of the aircraft is correct, and the power transmission condition fault is further judged;

if any one of the operation environment information exceeds a preset normal range, the judgment result of the power transmission condition of the aircraft is wrong, and the judgment result is changed into the normal power transmission condition of the aircraft;

when the power transmission condition of the aircraft is judged to be normal:

if all the operating environment information falls into a preset normal range, the judgment result of the power transmission condition of the aircraft is correct;

if any one of the operation environment information exceeds a preset normal range, the judgment result of the power transmission condition of the aircraft is wrong, and the judgment result is changed into abnormal power transmission condition of the aircraft;

B. firstly, acquiring the running environment information of the aircraft, judging whether the running environment information falls into a preset normal range, and then judging the power transmission condition of the aircraft; and if the operating environment information all falls into a preset normal range, further judging the power transmission condition of the aircraft.

9. Preferably, in the monitoring method (#3), in step S300, the input parameter includes a quality of a quality-changing article.

10. Preferably, in the monitoring method (#3), the step S200 further includes: acquiring the operating condition of a power device, and correlating the operating condition of the power device with the calculation of a measurement object;

the driving state of the power device and the braking state of the power device,

when the operation working condition of the power device is the driving state of the power device, the energy/power transmission direction is transmitted from the power device to the vehicle body through the mechanical transmission system, and the value of the source power parameter is multiplied by an efficiency coefficient smaller than 1 when calculating the measuring and calculating object;

when the operation condition of the power device is the braking state of the power device, the energy/power transmission direction is transmitted from the vehicle body to the power device through the mechanical transmission system, and the value of the source power parameter is divided by an efficiency coefficient smaller than 1 when the object is calculated and calculated.

11. Preferably, in the monitoring method (#3), the step S400 further includes: when the aircraft is in an unstable driving state, the judging process of the power transmission condition of the aircraft is cancelled; when at least one of the source power parameter, the mechanical comprehensive operation force and the speed of the aircraft is smaller than a preset threshold value, or the operation working condition of a power device of the aircraft is a power device braking state, the aircraft is in an unstable driving state.

12. Preferably, in the monitoring method (#3), in the step S400, a preset range is set based on the reference data of the measurement object, and if the calculated value of the measurement object falls within the preset range, it is determined that the aircraft power transmission condition of the aircraft is normal; and if the calculated value of the measuring and calculating object does not fall into the preset range, judging that the power transmission condition of the aircraft is abnormal.

13. Preferably, in the monitoring method (#3), the step S400 is followed by the step of:

s401, outputting and/or saving the judgment result.

The setting mode of the reference data of the flight condition monitoring method/system constructed by the monitoring method (#1.1.1) is as follows: the second range (the included second upper limit value and the included second lower limit value) is required to be as close as possible to the actual value of the total mass of the aircraft, and the second range (the included second upper limit value and the included second lower limit value) can flexibly drift along with the actual value of the total mass of the aircraft; the second range (including the second upper limit value and the second lower limit value) can be far smaller than the maximum legal carrying capacity of the aircraft or larger than the maximum legal carrying capacity of the aircraft; if the aircraft is operating at 1.5 times rated load for a short period of time, the second range may be set between 1.4 and 1.6 times the load value of the current actual value; this is quite different from the fixed, extreme aircraft maximum legal payload setting benchmark.

The overload monitoring method/system constructed by the monitoring method (#1.1.4) has the beneficial effects that: the overload monitoring of the aircraft has no effect on the abnormal monitoring of the flight condition, but the overload is also one of the factors influencing the safety of the aircraft; the technical scheme provides an automatic overload protection system without manual intervention, which can automatically monitor overload, send out voice prompt alarm and transmit alarm information to a network system, thereby being beneficial to personnel or mechanisms related to the operation of the aircraft to find potential overload safety operation hazards in time and ensuring the operation safety of the aircraft; the overload monitoring scheme is superior to the existing overload monitoring scheme which calculates the number of passengers manually or weighs the carrying mass by a platform scale; especially, the overload monitoring is carried out by using motor driving parameters which are low in cost and easy to measure, and the method is a great progress compared with the prior art.

The application of electric power parameters, particularly motor driving parameters, generally belongs to the technology known in the field of power electronics, and is convenient for measurement and acquisition with low cost and high precision; aircraft motion balance calculation, which belongs to the industry technology of the aircraft operation control field; currently mainstream overload monitoring generally belongs to the category of aircraft operation management (basically technology-independent, usually performed by human visual inspection); the invention creatively combines the electric power parameters, especially the motor driving parameters, with the aircraft motion balance calculation, and further combines overload monitoring, thereby having important significance for the operation management of aircraft overload.

13A, the measurement and calculation object is a source power parameter, and the data of the mechanical operation parameter included in the parameters required by calculating the combined operation data of the measurement and calculation object is set based on the instruction value; the reference data of the measurement and calculation object is set based on a preset value, and the judgment of the flight condition of the aircraft according to the combined operation data of the measurement and calculation object and the reference data of the measurement and calculation object comprises the following steps: comparing the combined operation data of the measuring and calculating object with a preset value of the measuring and calculating object, and judging the degree of the combined operation data of the measuring and calculating object exceeding the preset value;

Description of implementation of the 13A embodiment in this monitoring method (# 1.2):

calculating data of a machine operation parameter included in parameters required for the combined operation data of the measurement object (the source power parameter) to be set based on a command value, the machine operation parameter being preferably a speed and/or an acceleration; preferably, calculating the data of the total mass of the aircraft and the intrinsic parameters of the system, which are included in the parameters required by the combined operation data of the measurement and calculation object, into current values and/or actual values; calculating the obtained combined operation data of the measuring and calculating object according to the rules of the flight power balance, wherein the property of the combined operation data is the result to be generated by the measuring and calculating object under the triggering of the instruction value of the current mechanical operation parameter; judging whether the combined operation data of the measurement object (the source power parameter) exceeds a preset value, and if so, alarming or stopping executing the instruction value of the mechanical operation parameter; preferably, the preset value is set according to a safety value of the measurement object; the essence of the technical scheme is that whether the instruction value of the current mechanical operation parameter can cause the measured object (the source power parameter) to exceed the preset value or not is predicted, that is, whether the instruction value of the mechanical operation parameter which is not executed yet is reasonable or not and whether the hidden danger of flight safety can be brought or not can be judged, so that the future safety risk of imminent occurrence, unforeseen occurrence and preset conditions can be predicted, and the method has great significance for flight safety.

Description of implementation of the 13B scheme in this monitoring method (# 1.2):

calculating the data of the source power parameter included in the parameters required for the combined operation data of the measurement object (the machine operation parameter) to be set based on the command value, the machine operation parameter being preferably a speed and/or an acceleration; preferably, calculating the data of the total mass of the aircraft and the intrinsic parameters of the system, which are included in the parameters required by the combined operation data of the measurement and calculation object, into current values and/or actual values; calculating the obtained combined operation data of the measuring and calculating object according to the rules of the flight power balance, wherein the property of the combined operation data is the result to be generated by the measuring and calculating object under the triggering of the instruction value of the current source power parameter; judging whether the combined operation data of the measuring and calculating object (preferably the speed and/or the acceleration) exceeds a preset value, and if so, alarming or stopping executing the command value of the source power parameter; preferably, the preset value is set according to a safety value of the measurement object; the essence of the technical scheme is to predict whether the command value of the current source power parameter will cause the measured object (preferably the speed and/or the acceleration) to exceed a preset value, that is, whether the command value of the source power parameter which is not executed yet is reasonable or not and will bring about the hidden danger of flight safety, so that the future safety risk under the preset condition of imminent occurrence, unexecuted occurrence and future flight safety can be predicted, and the method has great significance for flight safety.

14. Further, the monitoring method (#1) further includes the steps of:

and/or the presence of a gas in the gas,

and 14A2, outputting and/or saving the judgment result.

The scheme is also one of the important steps of the flight condition abnormity monitoring scheme; the abnormal flight condition of the aircraft in operation can cause serious safety accidents and needs to be responded and processed in time;

14A1 protocol: if the judgment result includes yes, starting a set flight condition exception handling mechanism;

the flight condition exception handling mechanism of the present invention includes but is not limited to: voice prompt alarm, acousto-optic alarm, selective execution of protection action according to the current operation condition of the aircraft, starting of a power transmission fault monitoring mechanism, and output of alarm information to a man-machine interaction interface, a network system, a connection port, a mobile phone APP system and the like in the aircraft; when the monitoring system of the aircraft has been subjected to safety test and is allowed by law, the safety processing mechanism can also comprise deceleration parking, emergency parking and the like; the machine system and the manual work can be combined and set various safety processing mechanisms at will. The flight condition exception handling mechanism of the present invention may also be referred to as a safety handling mechanism for short.

The alarm information of the present invention may include, but is not limited to: time, location, reason for the alarm, values of any one or more flight parameters at the time of the alarm, etc.;

the invention selectively executes the protection action according to the current operation condition of the aircraft, which means that when the combined operation data of the measurement and calculation object of the aircraft exceeds the reference data of the measurement and calculation object, the system firstly checks the current operation measurement condition of the aircraft and then executes the related action; the following may be included, but not limited to:

case 1: checking whether the reference data is set correctly; if the reference data is not correctly set or is not set completely, shielding related alarm information output and not executing any protection action;

case 2: checking whether the value taking time of each input parameter in the calculation of the combined operation data is within a preset time range; if the time exceeds the preset time range, such as 1 millisecond, the related alarm information is shielded and no protection action is executed;

case 3: when the aircraft is in the process of debugging and parameter testing, no protection action can be executed.

14A2, scheme: outputting and/or storing the judgment result;

when the data is output, the data is output to a man-machine interaction interface, a network system, a connection port, an external control system, a mobile phone APP system and the like in the aircraft; particularly, when the monitoring method/system provided by the invention is independent of a control/driving system of the aircraft, data needs to be output to an external control/driving system so as to process abnormal information in time; the human-computer interaction interface comprises a display, a voice system, an indicator light and the like; the connection port can be used for an external human-computer interaction interface and a network system to read data directly or in a communication mode, so that personnel or mechanisms (such as operation personnel, operation management parties, air control and fault diagnosis centers) related to the operation of the aircraft can directly or indirectly check, listen and monitor the data.

The storage of the invention comprises the steps of storing data into a monitoring system internal storage module, an aircraft internal storage system, a network system, an external control system, a mobile phone APP system and the like; so that personnel or mechanisms (such as operation personnel, operation managers, air control and fault diagnosis centers) related to the operation of the aircraft can randomly call and monitor data; the aircraft internal storage module comprises a U disk, a hard disk and the like; the function similar to that of a black box of an airplane can be formed, and the post analysis is convenient.

The implementation details of the scheme are as follows:

acquiring the combined operation data of the measurement and calculation object, wherein the acquisition can be realized by various acquisition modes; such as reading the joint operation data output by other devices; measuring the combined operation data of the aircraft through a monitoring system sensor; or reading the output data of the existing equipment partially, measuring the data by itself partially, and the like.

The combined operation data of the measurement and calculation object can be obtained in various ways, one way is to read the combined operation data of the measurement and calculation object output by other equipment, for example, the calculated combined operation data is read by an operation and control system of an aircraft or a motor driving device, and the combined operation data is obtained by calculation according to the rule of flight power balance;

in another mode, by designing a system integrated with the monitoring system, a calculation rule (including a table processing model or a mathematical calculation formula) of the aircraft motion balance is preset in the monitoring system provided by the invention, and the value of the input parameter of the aircraft is obtained; the input parameters are parameters required for calculating the joint operation data; calculating the joint operation data according to the obtained value of the input parameter; the value taking time of the value of the input parameter is within a preset time range;

as in the foregoing embodiment 9, the value of the source power parameter (electromagnetic torque Te) is obtained, and the value of the total mass (m2) of the aircraft and the values of the system operating parameters (g, μ 1, θ, a, fw, im, R1) within a preset time range are obtained, and then the value of the joint operation data Kem _ cal of the efficiency coefficient of the electromechanical transmission integration is calculated by the aircraft motion balance model provided in embodiment 9;

as in the foregoing embodiment 12, the value of the source power parameter (motor output electric power P2o) is acquired, and the system operation parameters (Ke, Km, V) in the preset time range are acquired_xFw, g, f, θ, a) and then by the aircraft motion balance model provided in example 12 (m2 ═ ((Ke × Km) × (P2 o/V)_x) -fw)/(g × f cos θ + g × sin θ + a)) to calculate the value of m 2;

the beneficial significance of the scheme is as follows: the combined operation of the measurement and calculation objects and the monitoring system are allowed to be designed integrally, so that the signal connection and transmission cost of the monitoring system can be greatly reduced, and the transmission error is reduced.

16. Further, in the monitoring method (#1), when the measurement object is any one of flight parameters other than the total mass of the aircraft, the total mass of the aircraft required for calculating the joint operation data is calculated based on a prior rule of flight power balance.

Description of the implementation of this solution:

if the measurement and calculation object is any one of flight parameters except the total mass of the aircraft, the measurement and calculation object inevitably needs the value of the total mass of the aircraft in input parameters required by the calculation of the combined operation data; the total mass value of the aircraft has various acquisition modes including manual input, system presetting and the like; however, the value of the total mass of the aircraft obtained by calculating the motion balance of the aircraft is a better choice, because the scheme can automatically follow the great change of the mass of the carried articles, and the monitoring accuracy of the abnormal flight condition is improved; that is, the total mass value of the aircraft as the input parameter is obtained by calculating the aircraft motion balance before the current aircraft motion balance calculation combined operation data (for judging and comparing the flight conditions), and is obtained by calculating the aircraft motion balance in advance; the aircraft motion balance calculation can be carried out once or even for many times at the beginning of the operation of the aircraft so as to learn and establish a reference value of the total mass of the aircraft; the mass of the carried goods can be automatically followed by the total mass of the aircraft (such as public transport aircraft, trucks and common private aircraft) with the amplitude which can be greatly changed.

Of course, the invention defines the technical scheme as a generation way of the total mass value of the aircraft; the specific time and the specific devices of the aircraft motion balance calculation for establishing the aircraft total mass reference value are not important, and even the output results of the aircraft motion balance calculation input by other equipment can be read; this value may even be the result of the aircraft motion balance calculation at the time of the last operational procedure, and may also be referred to as a historical value at this time.

The technical effect of the scheme is as follows: when the measurement and calculation object is a parameter except the total mass of the aircraft, the current and even the subsequent aircraft motion balance calculation can be relatively accurately carried out only by establishing a reference value of the total mass of the aircraft through the prior aircraft motion balance, and the normal flight condition monitoring can be carried out; can automatically adapt to the total mass of the aircraft (such as civil aircraft may be fully loaded at times and empty at times) with the amplitude value possibly greatly changed, and can automatically follow the mass change of the carried goods.

Description of the implementation of this solution:

the quality of the mass-changing object mainly comprises fuel quality; the total mass m2 of the aircraft adopts the following calculation formula: m2 ═ m0+ m 1; the electric vehicle can be well applied to plug-in type pure electric aircraft and external power supply type electric aircraft (such as high-speed rails, motor cars, electric locomotives and trams);

in a fuel power aircraft (or a hybrid aircraft containing fuel power) and a fuel cell type electric aircraft, when the combined calculation data of the calculation objects is calculated, if the fuel quality is considered, the parameter calculation precision/the abnormal flight condition monitoring sensitivity are further provided;

method for obtaining residual fuel mass mf 0: the sensor weighs the measured mf0 value; or the volume of the residual fuel is measured firstly through a liquid level volume, an oil meter and the like, and then the mf0 value is calculated through the correlation coefficient;

acquisition method of consumed fuel mass mf 1: measuring or reading data of a flight control system or reading data of a fuel electric control injection system through a flow meter to obtain the flow or volume of consumed fuel, and calculating the value of mf1 through a correlation coefficient;

deduction algorithm of fuel quality: estimating the value of mf1 or residual fuel mass mf0 using the method described above;

when the object to be measured is the mass m1 of the carried goods, firstly calculating and acquiring the joint operation data of the total mass m2 of the aircraft according to the rule of flight power balance, and further calculating the value m1 through m2 (m1 is m2-m 0); such as obtaining the value of mf0 or obtaining the values of (mf2-mf1) and calculating the value of m1 by the following formula; m 1-m 2-m0-mf0, or m 1-m 2-m0- (mf2-mf1), so that the accuracy of judging the flight condition can be improved compared with the m1 value obtained by not including fuel mass calculation;

when the measurement object is the total mass m2 of the aircraft, calculating and acquiring the combined operation data of m2 according to the rule of flight power balance; because the fuel quality is continuously consumed in the operation of the aircraft, mf1 is continuously increased/mf 0 is continuously reduced, and the actual value m2_ org is also continuously reduced; such as obtaining the value of mf0 or obtaining the value of (mf2-mf1) and calculating the actual value m2_ org by the following formula: m2_ org ═ m1+ m0+ mf0, or m2_ org ═ m1+ m0+ mf2-mf 1; thereby improving the accuracy of the judgment of the flight condition more than the actual value m2_ org calculated without including the fuel mass (which is generally used for setting the reference data);

when the measurement object is a source power parameter or a system operation parameter (non-fuel mass), calculating a value of the total mass of the aircraft (usually an actual value of the total mass m2) required by the combined operation data of the measurement object according to a flight power balance rule, and obtaining a value of mf0 or a value of mf2-mf1 for real-time adjustment (for example, m2 is m1+ m0+ mf0, or m2 is m1+ m0+ mf2-mf 1); therefore, the calculation accuracy of the combined operation data of the measuring and calculating object is indirectly adjusted, and the accuracy of judging the abnormal flight condition is improved;

example 43: when the measurement object is the residual fuel mass, firstly calculating and acquiring the combined operation data of the total mass m2 of the aircraft according to the rule of flight power balance, and further acquiring the combined operation data mf0_ cal of the residual fuel mass: mf0 — cal ═ m2-m0-m 1; acquiring an actual measurement value mf0 of the remaining fuel quality (measured by an oil meter) in the same time range as the value of the combined operation data mf0_ cal, taking the actual measurement value as an actual value in the reference data, and setting a preset deviation value mf 0/5; judging whether (| mf0_ cal-mf0| > (mf0/5)) is true or not, and if (| mf0_ cal-mf0| > (mf0/5)) judging that the flight condition is abnormal;

when the mass quantity of the mass-changing object contains the mass of other objects besides the mass of the fuel, the mass quantity can be calculated and obtained by referring to the method;

the beneficial significance of the scheme is as follows: by acquiring and processing the quality of the quality-changing article of the aircraft, the calculation precision of parameters can be improved under the condition of fuel quality fluctuation, and the monitoring sensitivity and accuracy are improved; especially for the fuel cell type electric aircraft, the technical scheme can track the change of the fuel quality in the fuel cell and has important significance.

Description of the implementation of this solution:

when the measurement object is a mass type parameter (total mass of an aircraft or mass of a carried article or no-load mass), the value of the mass type parameter is combined operation data; when the measurement and calculation object is a source power parameter or a system operation parameter, the value of the total mass of the aircraft in the mass type parameter is the value (usually an actual value or a reference value) of the total mass of the aircraft participating in the motion balance calculation; the numerical value of the quality type parameter (total mass of the aircraft or mass of the carried goods or no-load mass) can be output to a human-computer interface, a network system and a communication port in the aircraft; or the numerical value of the quality type parameter (the total mass of the aircraft or the mass of the carried goods or the empty mass) is stored in the aircraft memory device, the network system and the like;

the beneficial significance of the scheme is as follows:

if the measured and calculated object is a source power parameter or a system operation parameter, the value of the total mass of the aircraft obtained by the aircraft motion balance calculation is preferred, the mass of the carried articles can be automatically followed by the large-amplitude change, and the monitoring accuracy of the abnormal flight condition is improved;

the numerical value of the quality type parameter (total mass of the aircraft or mass of the carried articles or no-load mass) is output, so that an operator can judge the flight condition of the aircraft visually, the method has great significance for improving the reliability of the monitoring method, and the method is helpful for the operator to recognize whether the current flight condition is abnormal or not at a glance and judge whether the current flight condition is normal or not;

for example, when the actual value of the mass of the carried article of the aircraft is 700KG, if the aircraft shows that the carried mass is 2000KG heavy such as elephant, or 200KG light such as sheep, the operator or passenger can immediately recognize whether the flight condition of the aircraft is normal;

for example, when an unmanned aircraft automatically flies, if the calculated value of the total mass of the aircraft is obviously changed (such as from 1200KG to 1600KG or 800KG), the remote control personnel can identify whether the flying condition of the aircraft is normal in real time through the network system;

the combined operation data of the quality type parameters (total mass of the aircraft or the mass of the carried goods or the mass of the empty load) is stored, and the combined operation data is similar to the black box function of the aircraft safety, so that the post analysis is convenient.

20. Further, in the monitoring method (#1), the source power parameter in the regular calculation based on the flight power balance is any one or more of a motor drive parameter and an electric power parameter at the rear end.

The beneficial significance of the scheme is as follows:

the motor driving parameters are used as source power parameters to carry out aircraft motion balance calculation, so that the aircraft is monitored to monitor abnormal flight conditions, the cost is low, the measurement precision is high, the sensitivity is high, compared with the method that a torque sensor with high cost is used for collecting signals, the method has great cost advantage and performance advantage, the cost of a monitoring system can be greatly reduced, the monitoring performance is improved, and the method has great significance for safe operation of the aircraft;

the electric power parameter at the rear end is used as the source power parameter to carry out aircraft motion balance calculation, a new source power parameter source is provided, and the motor driving parameter can be independently used as the source power parameter to serve as a verification basis;

the application of electric power parameters, particularly motor driving parameters, generally belongs to the technology known in the field of power electronics, and is convenient for measurement and acquisition with low cost and high precision;

the aircraft motion balance calculation belongs to the industry technology in the field of vehicle aircraft operation control;

the invention creatively combines the electric power parameters, particularly the motor driving parameters, with the aircraft motion balance calculation across fields, is further creatively applied to a brand-new aircraft flight condition abnormity monitoring field, and has important significance for aircraft operation safety.

The combustion of fuel is the driving energy and power source of the fuel-powered aircraft, and the fuel consumption rate can be accurately obtained through a flow sensor or fuel injection parameters, so that the fuel consumption rate is also a better choice as a source power parameter; the method is characterized in that the fuel consumption rate fm1 in the engine (the fuel consumption rate of the injection output side of a fuel injection system) is used as a source power parameter to monitor the abnormal flight condition, although the abnormal flight condition is not as direct as the pressure in a combustion chamber of the engine, the abnormal flight condition can be monitored through the fuel consumption rate, the abnormal flight condition not only can monitor the rotating working type power or the running condition of a transmission part at the piston and the rear end of the engine, but also can directly monitor whether the combustion of the fuel in the combustion chamber of the engine is normal or not; poor combustion of the fuel also belongs itself to one of the aircraft anomalies; if the signal acquisition point of the fuel consumption rate is the input side of the fuel injection system, whether the fuel injection system works normally can be monitored in a wider range; namely, the combined operation data of the measuring and calculating objects (such as the total mass of the aircraft) can be calculated through a plurality of drops of consumed oil, so that the operation conditions of a fuel injection system and an engine combustion chamber of the aircraft can be monitored, and the method has great significance for the safety of the aircraft;

the method has the advantages that the air flow of the engine is used as a source power parameter, the aircraft is monitored through fuel consumption rate indirectly to monitor the abnormal flight condition, and the significance is the same as the above;

the engine load report data is used as the source power parameter to monitor the abnormal flight condition of the aircraft, and compared with the method of collecting signals by adopting a torque sensor with high cost, the method has the advantage of great cost.

Of course, it is also allowable to calculate the object as any data other than the flight parameters, as long as the data can be calculated by the rule of the flight power balance to obtain the combined operation data, and determine whether the flight condition of the aircraft is abnormal or not according to the value and the reference data of the data.

The technical scheme has the beneficial significance that: relative to other aircraft, such as electric bicycles, wheelbarrows; the power transmission monitoring of the aircraft has more important safety significance.

Further, in the monitoring method (#1), any one of the total mass of the aircraft, the system-specific parameter, and the mass of the mass-variable-type article is used as the measurement object.

The beneficial significance of the scheme is as follows:

the method takes source power parameters (such as fuel consumption rate, cylinder pressure, engine output torque, engine output power, electromagnetic torque, current, electric power and the like) or mechanical operation parameters (such as speed, acceleration and the like) as measuring and calculating objects, is a worst-effect monitoring scheme, has high measuring and controlling difficulty/cost and reduces precision/performance; the amplitude of the measurement combined operation data of the measurement object may change rapidly so as to increase the measurement error of the first cause, and usually an actual measurement value/or an instruction value/or a historical record value needs to be obtained to set a reference value, and the amplitude of the reference value may also change rapidly so as to bring the measurement error of the second cause; and because the combined operation data and the reference value can be in a low-amplitude state (relative to full-scale measurement) at any time, the measurement error of the third cause is more easily caused, and even the monitoring is invalid; because the total mass of the aircraft may change greatly in different operation flows, if the source power parameter or the system operation parameter is used as a measurement and calculation object, the value of the total mass of the aircraft must be obtained first, so that the measurement error of the fourth cause is caused, and the measurement and calculation/monitoring system is more complex/costly;

the measuring and calculating object is preferably the total mass of the aircraft, the total mass value of the aircraft is relatively stable in the current operation of the aircraft, the monitoring effect can be conveniently visually judged by aircraft operators, and the monitoring reliability is greatly improved;

the measured object is suboptimal as a system intrinsic parameter (especially a rolling resistance coefficient or an efficiency coefficient); the rolling resistance coefficient and the efficiency coefficient substantially represent the abrasion condition and the safety condition of machine parts of the aircraft, and the amplitude of the parameters is not changed greatly in the operation of the aircraft, so that the measurement and control comparison is easy; however, the measurement error of the fourth cause also exists in the mode, and the monitoring effect cannot be conveniently and visually judged by aircraft operators;

secondly, the measured and calculated object is the quality of a quality-changing article (fuel quality), because the change of the fuel quality is relatively slow, the effect is better than that of taking a source power parameter or a mechanical operation parameter as the measured and calculated object, but a reference value needs to be set by tracking and measuring the current actual value at any time, and a second cause measurement error exists; and the combined operation data and the reference value can approach zero (such as when the oil quantity is insufficient), accurate calculation/monitoring cannot be carried out, and errors and failures of a third cause exist.

The combined operation data of the measurement and calculation object has a plurality of calculation modes, one is table lookup calculation; if the correlation table of the total mass of the aircraft, the source power parameters and the system operation parameters of the aircraft is preset; when any two parameters are input, the value of the other parameter can be calculated by looking up the table; for example, values of source power parameters and system operation parameters of the aircraft are obtained; calculating the combined operation data of the total mass of the aircraft according to the value lookup table of the source power parameter and the system operation parameter;

one is calculated using a model (which may also be referred to as a mathematical formula); in the embodiments 1 to 33 and 41 of the present invention, the joint operation data is calculated by a model;

the scheme has the beneficial effects that: the principles, structures, vehicle conditions, road conditions and load conditions of different aircrafts are different; the method has many limitations for calculating the combined operation data of the measuring and calculating object in a table look-up mode; firstly, the capacity of the form is limited and the cost of hardware devices is low, and secondly, all parameters in the form can be operated only by presetting or learning; the larger the table capacity/the more the parameter setting, the higher the hardware cost, the higher the parameter setting/learning cost; (ii) a

If the aircraft motion balance model is used, the combined operation data of the measured and calculated object is obtained in a mathematical calculation mode, only the model rule or the mathematical operation rule needs to be preset, relevant parameter values are adjusted, and compared with table look-up calculation, the method can greatly reduce the obtaining cost of the combined operation data and/or greatly improve the low obtaining precision of the combined operation data and the monitoring and judging sensitivity of abnormal flight conditions.

13. Further, the monitoring method (#1) further includes the following scheme: the combined operation data is obtained by respectively calculating according to different power device operation conditions; that is, the operating condition of the power plant is obtained first, and the operating condition of the power plant is associated with the calculation.

The implementation details of the scheme are as follows:

the aircraft is usually in a power plant driving state in acceleration, or flat road surface, or uphill operation; when the aircraft runs at a speed reduction or downhill, the aircraft can easily enter a power device braking state; when the positive and negative polarities of the source power parameters can be simply and conveniently measured (such as motor driving parameters or other source power parameters measured by a torque sensor), the combined operation of the measurement and calculation objects or the abnormal monitoring of the flight condition is also allowed to be carried out in the braking state of the power device;

as shown in example 17 or in alternative 9 to example 41, the method provided above may be used to identify the operation of the power plant of the aircraft, and then perform the following calculations, respectively; that is, the operation condition of the power device is obtained first, and the operation condition of the power device is associated with the calculation:

when the operation condition of the power device is the driving state of the power device, the energy/power transmission direction is usually transmitted from the power device to the aircraft through the mechanical transmission system, and the value of the source power parameter needs to be multiplied by an efficiency coefficient smaller than 1 when calculating the combined operation data of the measurement and calculation object;

as in embodiment 17, when the operating condition of the power plant is the braking state of the power plant, the energy/power transmission direction is usually transmitted from the aircraft to the power plant via the mechanical transmission system, and the calculation of the combined operation data of the measurement and calculation object requires dividing the value of the source power parameter by an efficiency coefficient smaller than 1;

the beneficial significance of the scheme is as follows: because the aircraft necessarily frequently enters a deceleration or downhill process, a power device braking state is frequently entered; the research on the braking state of the power device is in a blind area when the combined operation of the measuring and calculating objects is carried out in the prior art, and the prior art adopts the same calculation formula during driving and braking, so that the accuracy of the calculation of the combined operation data of the measuring and calculating objects and the monitoring of the abnormal flight condition is reduced; according to the technical scheme provided by the invention, the operation condition of the power device is obtained, the operation condition of the power device is associated with the calculation, and compared with the prior art, the accuracy of calculation of combined operation data of an object and/or abnormal monitoring of the flight condition can be greatly measured and calculated, and the false alarm rate is reduced.

Details of the implementation of this scheme:

flight condition anomalies typically include aircraft operating environment anomalies, power transmission failures (including monitoring system self failures), and the like; the abnormal operation environment of the aircraft comprises abnormal road conditions, abnormal loading conditions, aircraft skidding, side inclination and the like; therefore, abnormal conditions such as abnormal road conditions, loading conditions and the like can be eliminated by acquiring the running environment information of the aircraft;

typical road conditions are abnormal: road deceleration strips on flat pavements, stones, bricks, trees and the like exceeding a certain volume; typical loading condition anomalies: abnormal rolling/jumping of aircraft carriers/items, etc.;

there are multiple ways to obtain the operating environment information: the degree of jolt of the aircraft relative to the road surface in the running process can be measured through the related vibration sensor and acceleration sensor, and the abnormal condition of the road condition can be actively identified; the abnormal road conditions can be measured and identified by optical, ultrasonic, infrared sensor, radar and other devices (like a reversing radar can accurately identify the height and distance of foreign matters); the slippery humidity of the road surface can be identified through the rain sensor; the rolling of the aircraft can be identified by a laterally arranged inclination sensor or acceleration sensor; the skid of the aircraft can be obtained by comparing the rotating speed data of the rotating part of the aircraft with the actually measured speed; the above conditions can also be distinguished by the operator through visual and sensory identification; the value taking time of the combined operation data and the value taking time of the operation environment information are both within a preset time range.

If the measured external environment information is normal and the flight condition is abnormal, the condition that the aircraft is in the power transmission fault condition can be directly judged; the power transmission failure mainly includes: abnormal abrasion, aging, bursting, fracture, motor rotor shaft locking, engine cylinder pulling, driving wheel locking, tire burst and the like of an aircraft rotating part; when a power transmission fault monitoring mechanism of an aircraft confirms that a power transmission fault occurs, emergency processing schemes such as deceleration, stopping, fault warning and the like are usually required to be started immediately;

if the measured external environment information has abnormal conditions and flight condition abnormity occurs, judging that the current flight condition abnormity of the aircraft is possibly caused by the external environment; the aircraft can continuously send out flight condition abnormal warning information instead of power transmission fault information; meanwhile, the aircraft can continue to monitor and operate to judge whether the flight condition abnormity is eliminated along with the elimination of the operation environment abnormity, and if the flight condition abnormity cannot be eliminated synchronously or the flight condition abnormity continues to exceed the set time, the power transmission fault can still be judged;

the beneficial significance of the scheme is as follows: and directly judging whether a power transmission fault occurs according to the acquired combined operation data, the reference data and the operating environment information, and compared with the subsequent method of judging whether the flight condition is abnormal and then judging the power transmission fault, the method can improve the safety response speed of the aircraft in the power transmission fault.

15. Further, the parameter participating in the calculation in the monitoring method (#1) includes any one or two of a rolling resistance coefficient and a road surface gradient.

Description of the implementation of this solution: there are several implementations of aircraft motion balancing:

the formula calculated as in example 3: m1 ═ (fq2-fq1)/(a2-a1) -m 0; (formula A3-4-3)

The formula for calculation as in example 15: m2 ═ ((P2o _ 2/V)_x2)-(P2o_1/V_x1))/(a2-a1)

This can be summarized by the above-mentioned example 3 or example 15: the two-time speed change difference type aircraft motion balance calculation formula is as follows: (m2 ═ Δ F/Δ a); in the calculation formula, because the total mass value of the aircraft is calculated by adopting the twice-speed-change differential aircraft motion balance calculation formula in a combined manner, the parameters of the rolling resistance coefficient f and the road surface gradient theta are eliminated in the formula, the calculation is simple, the calculation is accurate only when the values of the rolling resistance coefficient f and the road surface gradient theta in twice speed-change operation are equal, and the calculation result is inaccurate in the method when the values of the rolling resistance coefficient f and the road surface gradient theta in twice speed-change operation are not equal; the company has a major defect that the company can only operate when the speed is changed for two times; most of the time, the aircraft may operate at a constant speed, and at this time, the aircraft cannot operate because Δ a is 0.

And the rolling resistance coefficient and the road surface gradient are included in the calculation formula of the motion balance of the aircraft in the embodiments 7, 11 and 12 or 41, the aircraft can calculate at a constant speed and at a variable speed, and the result is relatively accurate, so that the accuracy and the practicability are higher compared with those of the embodiment 3 or 15.

The beneficial significance of the scheme is as follows: the system operation parameter group participating in the aircraft motion balance calculation comprises a rolling resistance coefficient and a road surface gradient, and compared with a calculation scheme without the two parameters (usually taking acceleration as a core calculation parameter), the method can greatly improve the monitoring accuracy, sensitivity and application range.

33. A monitoring system of an aircraft is characterized in that a measuring and calculating object is any one of flight parameters of the aircraft, and the monitoring system comprises a judgment parameter acquisition module (1) and a flight condition judgment module (2); (ii) a

The judgment parameter acquisition module (1) is used for: acquiring the combined operation data of the measuring and calculating object and the reference data of the measuring and calculating object; the joint operation data is obtained based on the above-mentioned obtaining method (# 1);

34. furthermore, the monitoring system also comprises any one or more of a flight condition exception handling module (3), an output module (4) and a storage module (5);

The aircraft monitoring method and the aircraft monitoring system provided by the invention have the beneficial effects that:

through the deep research and analysis of the flight condition of the aircraft: the operation of the aircraft is essentially an energy transfer and power transfer process; if abnormal wear or deformation occurs/operational resistance increases/efficiency becomes low in the rotary working power or transmission parts of the aircraft during high-speed operation: if the monitoring system takes the source power parameter as a measurement object, when other related flight conditions (such as total mass of the aircraft, road surface gradient, wind resistance, speed, acceleration and the like) are not changed, more power may be consumed, so that the deviation value of the actual value of the source power parameter and the combined operation data obtained by the aircraft motion balance calculation is increased; if the monitoring system takes the speed in the mechanical operation parameters as a measurement object, for example, the actual value of the power output by the aircraft, that is, the source power parameter, is not changed, and other related flight conditions (such as total mass of the aircraft, road surface gradient, wind resistance, acceleration, etc.) are not changed, it may cause an increase in the deviation value of the combined operation data obtained by calculating the actual value of the speed of the aircraft and the motion balance of the aircraft; if the total mass of the aircraft is taken as a measuring and calculating object and other relevant flight conditions (such as road surface gradient, wind resistance, acceleration and the like) are not changed, when the actual value of the power, namely the source power parameter, is increased or/and the actual value of the speed of the aircraft is reduced, the combined operation data of the total mass of the aircraft obtained by the motion balance calculation of the aircraft is changed; therefore, whether the flight condition of the aircraft in operation is abnormal or not can be judged by comparing the combined operation data of the measurement and calculation objects with the reference data, and the abnormal monitoring and early warning of the flight condition can be realized in time through the subsequent processing steps after the judgment of the flight condition;

the monitoring method provided by the invention is convenient to monitor the abnormal flight condition of the aircraft (caused by the operation failure of the rotary working power or transmission component of the aircraft) when the flight parameters do not exceed the safety range, and is convenient to avoid more serious and unpredictable safety accidents (including shaft breakage, vehicle damage, human death and the like) as much as possible; like cancer diagnosis in human medicine, if late stage is found, life is usually terminated, and if early warning is available, early stage is found, life is usually survived normally; therefore, the technical scheme has important practical significance for the safe operation of the aircraft.

The technical scheme provided by the invention is convenient for abnormal monitoring of the flight condition of a power system, a rotary working power or a transmission component; compared with the prior art of monitoring the tire pressure by means of the change of the air pressure or the wheel speed, the technical scheme of the invention can comprise a monitoring scheme for detecting the change of the running force caused by the deformation of the tire, provides a novel safety monitoring technology of the pneumatic tire, and also fills a monitoring blind area that the existing tire pressure monitoring scheme is not convenient for monitoring rigid driving wheels (such as high-speed rails, motor cars, common trains, crawler-type aircrafts and the like).

The fourth technical problem to be solved by the invention is to provide a method for processing data of an aircraft; the processing method can acquire the data of the aircraft through a way except for the measurement of the sensor, and store and/or output the data of the aircraft so as to reflect the current actual flight condition, the past actual flight condition, the predicted (caused by the received control command which is not executed yet) upcoming flight condition and the like of the aircraft and/or the past flight condition; the method can be used for further and widely analyzing and researching the flight safety condition, safety control, flight control and the like of the aircraft.

The purpose of the invention is realized by the following technical scheme:

the present invention provides

24. A method (#1) for processing data of an aircraft, the object to be measured being any one or more of flight parameters, characterized by comprising the steps of:

acquiring joint calculation data of the measurement object based on the method described in the aforementioned acquisition method (# 1); the acquisition method (#1) further includes any one or more of the following schemes a1, a2, A3, a4, and a 5:

Further, the processing method (#1) is performed while the aircraft is flying;

implementation details of this scheme:

in the processing method (#1) of the present invention, the joint calculation data of the measurement object is acquired by referring to the aforementioned method (#1) for acquiring data of an aircraft, and any of the embodiments, implementation documents, technical solutions, explanations, and the like herein; or directly reading the combined operation data of the measuring and calculating object output by the external equipment; the generation mode of the combined operation data of the measurement and calculation object is only as follows: the combined operation data is obtained by calculating according to the rule of the flight power balance;

forming a historical record original value of the parameter by outputting and/or storing the combined operation data of the measurement and calculation object, and forming a historical record actual value of the measurement and calculation object by outputting and/or storing the actual value of the measurement and calculation object; facilitating reflection of current actual flight conditions of the aircraft, past actual flight conditions, prediction of upcoming flight conditions (as a result of received, but not yet executed, control commands), and the like; the method can be used for further and widely analyzing and researching the flight safety condition, safety control, flight control and the like of the aircraft.

In the flight condition monitoring scheme (#1) described herein, reference data therein needs to be set, and particularly, a preset deviation value needs to be accurately set, so that a reasonable second range can be accurately set, and a historical record value formed in the scheme can be used as an ideal setting basis for the second range and/or the preset deviation value, so that the monitoring sensitivity can be improved compared with the setting by a manual trial and error method or an empirical method, and the conventional fuzzy control is changed into the precise control;

for example, when the measured object is any one of the intrinsic parameters of the system in the monitoring scheme (#1), the ideal and accurate second range of the measured object can be obtained by adding a preset deviation value to the original value or the actual value of the history record of the measured object;

for example, in the monitoring scheme (#1), when the measurement object is any one of the parameters of the source power parameter, the mechanical operation parameter, the mass of the mass-changing type article and the total mass of the aircraft, an ideal preset deviation value can be set according to the difference value between the original value of the historical record and the actual value of the historical record of the measurement object, and then the ideal and accurate second range of the measurement object can be obtained by adding the preset deviation value and the actual value of the measurement object;

an ideal and accurate second range is set, which is beneficial to greatly improving the sensitivity of the monitoring scheme (#1) and reducing the false alarm rate, and has important significance for the safe flight of the aircraft.

The prior art is insufficient in monitoring and researching the abnormal flight condition of the aircraft, and the method for measuring and calculating the quantitative data of the flight condition of the aircraft, which can be relatively accurately measured, is more blind; in current abnormal monitoring of the flight condition, a black box, a flight recorder and the internet are required to collect numerous and complicated data (even a large data system with high cost and large size needs to be constructed), and the abrasion/aging/safety condition of an aircraft power system is not easy to accurately identify; the method provided by the invention can be used for directly, simply and conveniently diagnosing the performance condition of the power system of the aircraft at low cost only through one or two data, and if the difference value of the historical records is larger or the difference value of the historical records is larger than the actual value of the historical records, the wear/aging/safety condition of the power system of the aircraft can be identified very intuitively by a user/a flight safety manager/an aircraft manufacturer/an insurance formula.

In the scheme, the acquiring may include receiving the joint operation data of the measurement object sent by the external device in a wireless receiving manner, or receiving the joint operation data of the measurement object sent by the external device in a wired manner such as a USB or a CAN bus; or directly receiving flight parameters in a wired/wireless mode, then using the received parameters in the total mass, the source power parameters and the system operation parameters of the aircraft in the electronic equipment, and then calculating by using a flight power balance rule to obtain the combined operation data of the measurement and calculation object;

25. further, in the processing method (#1), first correlation data of the measurement object is acquired; and outputting and/or storing the combined operation data and the first related data of the measurement object.

the implementation description and the beneficial effects of the technical scheme are as follows:

when the object to be measured and calculated may be a parameter (such as speed) in other flight parameters besides the intrinsic parameters of the system, because the actual value and the joint operation data of the type of parameter may fluctuate greatly (such as from zero to 600KM/H), at this time, if only the original value or the actual value of the history record is used alone, it is not convenient to be used as a data source for setting reference data for monitoring the flight condition of the aircraft, and it is also not convenient for a user/a flight safety manager/an aircraft manufacturer/an insurance formula to visually evaluate the condition of the aircraft, so it is necessary to output and/or store the original value and the actual value of the history record at the same time; outputting and/or storing the difference value between the combined operation data and the actual value of the measurement and calculation object to form a historical record difference value of the measurement and calculation object; of course, the joint operation data and the actual value of the measurement object are data generated in the same time range;

simultaneously outputting and/or storing the combined operation data and the actual value of the measurement and calculation object, and/or: outputting and/or storing the difference value between the combined operation data and the actual value of the measurement and calculation object, and further facilitating reflecting the current actual flight condition, the past actual flight condition, the predicted (caused by the received control command but not executed) impending flight condition and the like of the aircraft and/or the past flight condition; the method can be used for further and widely analyzing and researching the flight safety condition, safety control, flight control and the like of the aircraft.

26. Further, in the processing method (#1), the related data of the measurement and calculation object is output and/or saved to an aircraft control system and/or a human-computer interface of a portable personal consumer electronic product; the correlation data includes at least one of the joint operation data, the first correlation data, the actual value, and a difference between the joint operation data and the actual value.

The implementation of the technical scheme is as follows: the monitoring method (#1) of the present invention provides an automatic monitoring method in which a deviation value between combined operation data and an actual value for an object to be measured exceeds an allowable range; the aircraft control system in the technical scheme comprises any one or more of special electronic monitoring equipment, an aircraft internal navigation system, an aircraft internal central console, a driving screen display system, an aircraft internal instrument panel and an aircraft internal video monitoring system; the portable personal consumer electronic product comprises a mobile phone, a palm computer, an intelligent watch, an intelligent bracelet, a digital camera, a game machine and the like;

the invention discloses a method for outputting combined operation data on a human-computer interface, which comprises the steps of displaying and/or prompting the combined operation data in any one or more modes of characters, images, sounds, voices and the like;

the beneficial effects of the technical scheme are as follows: the technical scheme is helpful for drivers and passengers in the aircraft to directly judge whether the operation condition of the aircraft is normal in a visual and audible mode; for example, when the mass of the carried articles in the total mass of the aircraft is taken as a measurement and calculation object, drivers and conductors directly judge whether the current operation of the aircraft is normal or not through the combined operation data of the weights of passengers displayed on the electronic equipment; for example, when the speed is taken as a measuring and calculating object, the driver and the crew can directly judge whether the current operation of the aircraft is normal or not through the combined operation data of the speed displayed on the electronic equipment and the actual operation speed of the aircraft obtained by observing the instrument panel or directly sensing; for example, when the current is used as a measuring and calculating object, the driver and the crew can directly judge whether the current operation of the aircraft is normal or not through the combined operation data of the current displayed on the electronic equipment and the actual current obtained by observing the instrument panel; therefore, the technical scheme is also an important progress compared with the prior art.

Further, in the processing method (#1) (outputting and/or storing the relevant data of the measurement object to an aircraft control system and/or a human-computer interface of a portable personal consumer electronic product), the measurement object is any one or more parameters of the total mass, the speed and the electric power of the aircraft.

The implementation description and the beneficial effects of the technical scheme are as follows: compared to other measurement objects (such as gradient, acceleration, efficiency coefficient, etc.), the total mass of the aircraft (particularly the mass of the cargo therein) is most well known and of interest to the occupants;

secondly, the speed is the speed, and drivers and passengers can directly sense the actual speed; the actual value of the electrical power is also usually displayed directly on the dashboard;

the parameters are convenient for providing the intuitive monitoring effect of the driver and the crew on the operation condition of the aircraft, and are more beneficial to improving the safety performance.

The implementation description and the beneficial effects of the technical scheme are as follows: the mobile phone, the intelligent watch and the intelligent bracelet have the characteristic of being widely carried by drivers and passengers, the APP software is added in the portable personal consumer electronic product, and the related data of the measuring and calculating object is output and/or stored and monitored on the APP software, so that the portable personal consumer electronic product has better portability compared with other products, and the hardware cost of monitoring can be greatly reduced.

30. Further, in this processing method (#4), the processing method of the data of the aircraft further includes: and acquiring and outputting and/or storing the value of the flight condition correlation factor of the measuring and calculating object.

Implementation details of the technical scheme are as follows: acquiring and outputting and/or storing the value of the flight condition correlation factor of the measurement and calculation object, and generating a historical record correlation factor value; establishing a history record database of comprehensive association according to the obtained history record association factor value, the history record difference value, the history record original value and the history record actual value;

when the aircraft runs, the values of different flight condition correlation factors may cause the values of flight parameters participating in the aircraft motion balance calculation to change in different amplitudes, and further may cause the calculated joint operation data or/and reference data to change, and further may cause the judgment result of abnormal flight conditions to change; setting a flight condition correlation factor database with one or more flight condition correlation factors, wherein the parameters of the database can be arbitrarily set, arbitrarily cut and arbitrarily expanded by a user;

the adjusting and adjusting of the abnormal judgment data of the flight condition comprises directly adjusting the abnormal judgment data of the flight condition, such as reference data, joint operation data, judgment results of abnormal flight condition and the like; the method also comprises the step of indirectly adjusting the abnormal judgment data of the flight condition by adjusting the values of the flight parameters participating in the calculation of the motion balance of the aircraft;

for example, different road surface gradients, different speeds and different vehicle conditions can cause the rolling resistance coefficient of the aircraft to change, so that the joint operation data and the reference data obtained by the motion balance calculation of the aircraft containing the rolling resistance coefficient change, and further the judgment result of abnormal flight conditions changes; for example, the aircraft may fly at higher aircraft speeds, and like airplane principles, the aircraft may also generate air lift, which may result in a change in the value of the roll resistance coefficient (or the weight to which the total mass of the aircraft is subjected); therefore, the abnormal judgment data of the flight condition can be indirectly adjusted by setting up a correlation table of the road surface gradient, the speed, the vehicle condition index and the rolling resistance coefficient (or the gravity acceleration g value) and using the adjusted parameter value to participate in the motion balance calculation of the aircraft;

for example, when the vehicle condition good index is high, or the road condition good index is high, or the load condition good index is high, the absolute value amplitude of the preset deviation value can be reduced to improve the monitoring sensitivity; otherwise, if the vehicle condition good index is low, or the road condition good index is low, or the load condition good index is low, the absolute value amplitude of the preset deviation value can be increased to reduce the false alarm rate; if the negative acceleration exceeds a certain threshold (such as when the aircraft decelerates sharply), the judgment result of the abnormal flight condition can be directly set as the abnormal flight condition does not occur;

the beneficial significance of the scheme is as follows: the abnormal judgment data of the flight conditions are adjusted according to the values of the correlation factors of the different flight conditions, so that the parameter calculation precision and the abnormal monitoring sensitivity of the flight conditions can be improved and the false alarm rate can be reduced when the values of the vehicle conditions, the road conditions, the loading conditions, the positions, the total mass of the aircraft, the source power parameters and the system operation parameters are different.

The beneficial effects of the technical scheme are as follows: the establishment of the comprehensive associated historical record database is beneficial to further improving the accuracy of the setting of the reference data required by the judgment of the flight condition, and is convenient for improving the monitoring sensitivity of the abnormal flight condition.

The invention also provides

30. A monitoring system of an aircraft is characterized in that a measuring and calculating object is any one of flight parameters of the aircraft, and the monitoring system comprises a judgment parameter acquisition module (1) and a flight condition judgment module (2); the monitoring system also comprises any one or more of a flight condition exception handling module (3), an output module (4) and a storage module (5);

the judgment parameter acquisition module (1) is used for: acquiring joint calculation data of the measurement object based on the method described in the aforementioned acquisition method (# 1); the acquisition method (#1) further includes any one or more of the following schemes a1, a2, A3, a4, and a 5:

a5, setting at least one data of the total mass of the aircraft, the mass of the carried goods, the empty mass and the intrinsic parameters of the system in the input parameters based on the actual value and/or the reasonable value; and/or: at least one data of unmeasurable parameters included in the input parameters is set based on actual values and/or reasonable values; and/or at least one data of the pre-settable parameters included in the input parameters is set based on the actual value and/or the reasonable value; in the scheme A5, the reasonable values of the parameters can be known in a preset mode or in a combined operation mode; the actual values of the parameters can be obtained by a preset method, an actual measurement method or a combined operation method. (ii) a

The flight condition judgment module (2) is used for: judging whether the flight condition of the aircraft is abnormal or not according to the combined operation data of the measuring and calculating object and the reference data of the measuring and calculating object;

The invention also provides

the measurement and calculation object joint operation data acquisition module (1) is used for: acquiring combined operation data of the measuring and calculating object, wherein the combined operation data is obtained by calculating according to the rule of flight power balance; at least one kind of data in the parameters required for determining the combined operation data of the measurement object is set based on an actual value, an actual measurement value or a command value, and/or at least one kind of data in the machine operation parameters included in the required parameters is set based on an actual value, an actual measurement value or a command value, and/or at least one kind of data in the measurable parameters included in the required parameters is set based on an actual value, an actual measurement value or a command value, and/or at least one kind of data in the parameters to be measured included in the required parameters is set based on an actual value, an actual measurement value or a command value; and/or at least one of the total mass of the aircraft, the mass of the carried goods, the empty mass and the intrinsic system parameter included in the required parameter is set based on an actual value and/or a reasonable value; and/or at least one data of unmeasurable parameters included in the required parameters is set based on actual values and/or reasonable values; and/or at least one of the data included in the required parameter that can be preset is set based on an actual value and/or a reasonable value;

the output module (2) is configured to: outputting the joint operation data;

the saving module (3) is used for: the joint operation data is saved.

The invention also provides a

32、

35. An acquisition system of data of an aircraft, the estimation object being any one or more of the flight parameters of the aircraft, characterized in that the acquisition system is configured to: acquiring the joint calculation data of the measurement object based on the aforementioned acquisition method (# 1); the acquisition system also comprises any one or more of the following schemes A1, A2, A3, A4 and A5:

a5, setting at least one data of the total mass of the aircraft, the mass of the carried goods, the empty mass and the intrinsic parameters of the system in the input parameters based on the actual value and/or the reasonable value; and/or: at least one data of unmeasurable parameters included in the input parameters is set based on actual values and/or reasonable values; and/or at least one of the pre-settable parameters included in the input parameters is set based on actual values and/or reasonable values.

Because modern aircrafts all have mature power control devices, central controllers, navigation systems and network transmission systems; the power control device is internally provided with a mature source power parameter measuring system and a mature man-machine interaction interface (display or voice mode) in the aircraft;

therefore, the aircraft monitoring method and the aircraft overload monitoring method provided by the invention can be operated in independent equipment, and can also be integrated into the existing central controller, power control device, navigation system or other vehicle-mounted electronic equipment for operation.

Therefore, the monitoring system of the aircraft and the monitoring system of the overload of the aircraft provided by the invention can exist as independent equipment, and can also be integrated into the existing central controller, power control device, navigation system or other vehicle-mounted electronic equipment.

In the prior art, parameter network transmission can be conveniently realized, so all technical schemes provided by the invention can be completely realized in various wired or wireless mobile 3G and 4G networks, the internet of things, the internet of vehicles, an air control network center, an operation management center, an aircraft fault diagnosis center, a GPS network, an aircraft intranet and a local area network (and various network cloud ends). The technical scheme of the invention is realized by a network system, and the method and the device are not only suitable for network monitoring of manned aircrafts, but also suitable for network monitoring of unmanned intelligent aircrafts.

The technical scheme provided by the invention can be basically realized under the condition that the newly added hardware cost is far lower than the manufacturing cost of the aircraft, the safe operation coefficient of the aircraft can be greatly improved, the life and property safety of aircraft passengers can be ensured, and the management cost of air control and operation departments can be reduced.

The invention also provides a method (#2) for processing the condition of an aircraft, which facilitates better solving the following problems: when the measurement and calculation object is any one of the unmeasured parameters and/or the preset parameters and/or the inherent parameters of the system in the flight parameters, even if the combined operation data of the measurement and calculation object is obtained, the non-professional personnel or the non-professional equipment can not judge the condition of the aircraft according to the combined operation data; when the measurement and calculation object is any one of flight parameters (such as acceleration, torque and the like) except an undetectable parameter and/or a preset parameter and/or a system intrinsic parameter, even if a difference value between the combined operation data based on the measurement and calculation object and an actual value of the measurement and calculation object is obtained, a non-professional person or non-professional equipment cannot judge whether the condition of the aircraft is good or not according to the difference value data; the non-professional or non-professional equipment can only know the good or bad condition of the aircraft under the condition that the combined operation data (or the difference data calculated based on the combined operation data of the measured and calculated object) capable of identifying the measured and calculated object is matched with the guidance of the professional or professional equipment of the corresponding relation of the good or bad condition of the aircraft, or after a serious accident happens, the non-professional can not monitor the good or bad condition of the aircraft in real time and on line during the operation of the aircraft, so that the explosion of the serious accident is avoided;

a method (#2) of processing the condition of an aircraft, the object of estimation being any one or more of flight parameters, comprising the steps of:

acquiring combined operation data of a measurement object, wherein the combined operation data is acquired based on a rule of flight power balance/the combined operation data is an acquisition method of data based on an aircraft;

further comprising any one or more of the following steps:

20A1, the measuring and calculating object is any one or more parameters of an undetectable parameter and/or a preset parameter and/or a system intrinsic parameter, and the combined operation data is output and/or stored;

20A2, when the measuring and calculating object is any one of flight parameters except an undetectable parameter and/or a preset parameter and/or a system intrinsic parameter, the processing method needs to acquire an actual value of the measuring and calculating object; and outputting and/or storing the joint operation data and the actual value, and/or outputting and/or storing the difference value of the joint operation data and the actual value.

Further, on the basis of the aforementioned scheme 20a1, the method further includes: acquiring reference data of the measuring and calculating object; outputting and/or storing the reference data of the measurement object; that is, the scheme is integrated into 30a 1: the method comprises the following steps that a measurement object is any one of an unmeasured parameter and/or a preset parameter and/or a system intrinsic parameter in flight parameters, joint operation data of the measurement object and reference data of the measurement object are obtained, and the joint operation data of the measurement object and the reference data of the measurement object are processed as follows: outputting and/or saving; for identifying the flight condition; the combined operation data is a result obtained by calculation based on a flight power balance rule of the aircraft;

preferably, the output is output on a human-machine interface of an in-aircraft electronic device and/or a portable personal consumer electronics product; the method is more beneficial to non-professional personnel or non-professional equipment to identify the condition of the aircraft in the real-time flight process of the aircraft;

further, on the basis of the aforementioned scheme 20a2, the method further includes: acquiring reference data of the measuring and calculating object; outputting and/or storing the reference data of the measurement object; that is, the scheme is integrated into 30a 2: the measurement object is any one of flight parameters, the combined operation data of the measurement object, the reference data of the measurement object and the reference data of the measurement object are obtained, and the combined operation data of the measurement object, the reference data of the measurement object and the reference data of the measurement object are processed as follows: outputting and/or saving; for identifying the flight condition; the combined operation data is an acquisition method based on the data of the aircraft, and the combined operation data is calculated based on the rule based on the flight power balance; the reference data is preferably a calibrated value or an actual value; when the measurement object is any one of an unmeasured parameter and/or a preset parameter and/or a system intrinsic parameter in the flight parameters, the reference data is preferably a calibration value; it is obvious that this 30a2 solution is particularly suitable for: the measured object is any one of flight parameters except an undetectable parameter and/or a preset parameter and/or a system intrinsic parameter, and the reference data is preferably an actual value; in the invention, the output refers to outputting a plurality of data in a statement uniformly, and the storage refers to storing a plurality of data in a statement uniformly;

preferably, the output is output on a human-machine interface of an in-aircraft electronic device and/or a portable personal consumer electronics product; the method is more beneficial to non-professional personnel or non-professional equipment to identify the condition of the aircraft in the real-time running process of the aircraft;

alternatively, another solution 30A3 can be derived based on the same principle of 30a 1: the method comprises the steps that a measurement object is any one or more parameters of an undetectable parameter and/or a preset parameter and/or a system intrinsic parameter in flight parameters, combined operation data of the measurement object and reference data of the measurement object are obtained, and the flight condition is identified according to the combined operation data of the measurement object and the reference data of the measurement object; the combined operation data is a result calculated based on a rule based on flight power balance/is an acquisition method of data based on an aircraft; the reference data is preferably a calibration value;

alternatively, another solution 30a4 can be derived based on the same principle of 30a 2: the method comprises the steps that a measurement object is any one of flight parameters, combined operation data of the measurement object, reference data of the measurement object and reference data of the measurement object are obtained, and the flight condition is identified according to the combined operation data of the measurement object, the reference data of the measurement object and the reference data of the measurement object; the reference data is preferably a calibrated value or an actual value; it is apparent that: the 30a4 solution is particularly suitable for: the measured object is any one of flight parameters except an undetectable parameter and/or a preset parameter and/or a system intrinsic parameter, and the reference data is preferably an actual value;

in the above-mentioned solutions 30a2 and 30a4, a typical solution of how to identify the flight condition based on the joint calculation data of the measurement object, the reference data of the measurement object, and the reference data of the measurement object is: obtaining a difference value according to the combined operation data of the measuring and calculating object and the reference data of the measuring and calculating object, and identifying the flight condition according to the difference value and the reference data of the measuring and calculating object; the difference between the combined operation data of the measurement and calculation object and the reference data of the measurement and calculation object can be also referred to as difference data calculated based on the combined operation data of the measurement and calculation object for short; when the measured object is any one of flight parameters except an undetectable parameter and/or a preset parameter and/or a system intrinsic parameter, the reference data is preferably an actual value; when the measurement object is any one of an unmeasured parameter and/or a preset parameter and/or a system intrinsic parameter in the flight parameters, the reference data is preferably a calibration value;

any one of schemes 30a1, 30a2, 30A3, 30a4 above: the combined operation data is a result calculated based on a rule based on flight power balance/is an acquisition method of data based on an aircraft;

the input parameters of the aircraft motion balance calculation formula are all parameters except the measurement and calculation object in the aircraft motion balance calculation formula, namely the input parameters are parameters required for calculating the value of the measurement and calculation object according to the rule based on the flight power balance;

preferably, the number of parameters which take actual measurement values in the input parameters is set, and the parameters are set based on the actual measurement values; other parameters can be set by preset values; the more the measured parameters, the higher the precision is, and the monitoring performance is good; the less the actual measurement parameters, the lower the cost; the user and the manufacturer can freely customize according to different conditions.

Preferably, the aforementioned estimation method (#1), the deformation of the power Fx thereof, the basic setting scheme of the value of the input parameter, the setting scheme 2 of the type of the estimation object or the value of the input parameter and the respective preferred schemes thereof, and any one or more of the schemes of startup by self-startup at the time of starting up or startup after receiving an operation instruction by a human can be referred to and used in the processing method.

The processing method is started up automatically or started after receiving an operation instruction received manually. In the invention, the processing method can be started and started automatically without manual operation, and can run automatically after the electronic equipment integrating the processing method is powered on, wherein the automatic running can be started immediately after the power is powered on, and can also be run after a preset time. The monitoring method may be started by using the other application programs executed to a certain extent (for example, half of the execution is completed or the execution is completed) as a time point, or by directly using the start instructions sent by the other application programs to start the monitoring method. In the working mode started after receiving the manual operation instruction, the operation instruction is used for controlling the monitoring method to start running, and is generated after manual operation is performed on an operation button, a touch screen or other mobile electronic equipment (such as a mobile phone) and the like in the vehicle. Correspondingly, in the processing system of the aircraft data, the processing system further comprises a starting module, which is used for starting up the aircraft from the start or starting up other modules in the processing system to start working after receiving the manual operation receiving instruction, and the specific function corresponds to the processing method, which can be referred to specifically.

Any one of schemes 30a1, 30a2, 30A3, 30a4 above: the identification refers to judgment, calculation or indication; the flight condition, in particular condition information identifying the power system of the aircraft, may further be condition information of the power transmission component of the aircraft to be monitored; the condition, in particular safety or health condition, may also be a working or operating condition; the type of the measurement object, the combined operation data of the measurement object, the actual value, the calibration value and other data meanings can refer to the description and definition at any other places in the text;

any one of embodiments 30a1 and 30A3 above: the reference data refers to data used for identifying the flight condition by being matched with the combined operation data of the measurement and calculation object; any one of embodiments 30a2 and 30a4 above: the reference data refers to data which are used for being matched with the combined operation data of the measuring and calculating object and the reference data of the measuring and calculating object to identify the flight condition; reference data, namely data used for identifying the flight condition in cooperation with difference data calculated based on the combined operation data of the measurement and calculation objects; the reference data may also be referred to as third data; the reference data can be obtained by limited experiments and manual trial and error; the specific numerical values of the data may be known, set, by those skilled in the art non-inventively;

any of the above schemes 30a1, 30a2, 30A3, 30a4 have the meaning: the method is convenient for non-professionals to directly and visually identify the condition of the aircraft, and has great practical significance; the significance of any of the above solutions 30a1, 30a2, 30A3 and 30a4 can be used for better solving the following problems: when the measurement and calculation object is any one of the unmeasured parameters and/or the preset parameters and/or the inherent parameters of the system in the flight parameters, even if the combined operation data of the measurement and calculation object is obtained, the non-professional personnel or the non-professional equipment can not judge the condition of the aircraft according to the combined operation data; when the measurement object is any one of flight parameters (such as acceleration, torque and the like) except an undetectable parameter and/or a preset parameter and/or a system intrinsic parameter, even if difference data calculated based on the combined operation data of the measurement object is obtained, a non-professional or non-professional device cannot judge whether the condition of the aircraft is good or not according to the difference data; the non-professional or non-professional equipment can only know the good or bad condition of the aircraft under the condition that the combined operation data (or the difference data calculated based on the combined operation data of the measured and calculated object) capable of identifying the measured and calculated object is matched with the guidance of the professional or professional equipment of the corresponding relation of the good or bad condition of the aircraft, or after a serious accident happens, the non-professional can not monitor the good or bad condition of the aircraft in real time and on line during the operation of the aircraft, so that the explosion of the serious accident is avoided; in the invention, a non-professional person refers to a person who cannot identify the corresponding relation between the combined operation data of the measurement and calculation object (or difference data calculated based on the combined operation data of the measurement and calculation object) and the good or bad condition of the aircraft; for example, the average driver and passenger is mostly non-professional; the non-professional equipment refers to equipment which cannot identify the corresponding relation between the combined operation data of the measurement and calculation object (or difference data calculated based on the combined operation data of the measurement and calculation object) and the good or bad condition of the aircraft; in the present invention, the definition of non-professional and professional persons can be known by those skilled in the art; the definition of non-professional and professional equipment, as would be known to one skilled in the art;

in any of the above solutions 30a1, 30a2, 30A3 and 30a4, the status information is directly recognizable status information; the directly identifiable status information can also be understood as status information identifiable by a non-professional person or status information identifiable by non-professional equipment; the condition information which cannot be directly identified refers to condition information which cannot be identified by non-professional personnel or condition information which cannot be identified by non-professional equipment; for example, when the information is: the joint operation data of the acceleration is 0.01, the actual value of the acceleration is 0.02, and non-professional personnel and non-professional equipment cannot identify the condition of the aircraft through the information; after being processed by any scheme of 30A1, 30A2, 30A3 and 30A4, the obtained flight condition is grade information (such as A, B or C); then the non-professional or non-professional equipment can conveniently identify the condition of the aircraft according to the grade information (such as A, B or C); particularly, the method is convenient for non-professional personnel or non-professional equipment to identify the condition of the aircraft in the real-time running process of the aircraft, and has great significance for safety. The directly identifiable condition information can be information that the driver and the crew can directly identify the condition of the aircraft by sensing through at least one of vision, hearing and touch;

the flight condition is identified, which can be different from simply classifying the aircraft condition into normal and abnormal conditions, and can be different from simply classifying the aircraft condition into normal and fault conditions; because many times, even if the performance of the aircraft power system is degraded and the vehicle condition is not good, it cannot be attributed to a fault condition or abnormal condition; all, the mode of identifying the flight condition is necessary, so that the condition of the aircraft can be conveniently evaluated and judged by a user; delivering the decision-making right and the informed right to the user; for users, the scheme has important significance; the invention can be used for calculating the data representing the health condition of the aircraft when the aircraft is not in fault so as to inform a driver or transmit the data to a remote processing center for analysis and processing. The invention can also be used for calculating the data representing the health condition of the aircraft after the aircraft is in fault and can still run so as to inform a driver of the fault degree of the aircraft or transmit the data to a remote processing center for analysis and processing to obtain the fault degree of the aircraft.

In any of the above solutions 30a1, 30a2, 30A3 and 30a4, the flight status is directly identifiable status information; preferably a grade or ratio describing the condition of the aircraft; the ratio is preferably a percentage; the ratio can be described by numerical values, and can also be described by graphic information such as progress bars, pointer diagrams and the like; when the flight condition is a grade, the reference data is preferably a preset range; in the case of the 30a1 and/or 30A3, the rank is generally data obtained by comparing and judging the combined calculation data of the measurement object with a range defined by reference data of the measurement object; in the case of the 30a2 and/or 30a4, the rank is generally data obtained by comparing and judging difference data calculated based on the combined calculation data of the measurement object with a range defined by reference data of the measurement object;

when the flight condition is a ratio, the reference data is preferably a certain reference value, preferably an actual value or a calibration value or combined operation data; the reference data may also be other data that can be used in conjunction with identifying the flight condition; in the case of the 30a1 and/or 30A3, the ratio is generally data obtained by dividing the combined calculation data of the measurement and calculation object and the reference data of the measurement and calculation object; in the case of the 30a2 and/or 30a4, the ratio is generally data obtained by dividing difference data calculated based on the combined calculation data of the measurement and calculation objects (i.e., a difference between the combined calculation data of the measurement and calculation objects and the reference data of the measurement and calculation objects) and the reference data of the measurement and calculation objects;

conventionally, the grade or ratio can be understood as data obtained after processing with reference data of a measurement object; this process is typically a comparison process or a division process;

generally, it may be provided that in each combination, the earlier description indicates that the aircraft condition is at a better level than the later description; of course, the better level of the aircraft condition, particularly indicated by the earlier description or later description, in each combination may be arbitrarily specified by the system or the user, or interchanged, for non-expert understanding; for example, aircraft conditions may also be indicated by B as being better than those indicated by A, etc.;

example 1 of processing method 2:

when the object is the total mass m2 of the aircraft, acquiring the combined operation data m2__ cal of the total mass m2 of the aircraft in the same time period and the actual value m2_ org as reference data, wherein the range 1 of the reference data is a value range less than or equal to 100KG, the range 2 of the reference data is a value range less than 200KG and greater than 100KG, and the range 3 of the reference data is a value range greater than or equal to 200 KG; setting the aircraft condition as A or 1 or superior when the absolute value (| m2__ cal-m2_ org |) of the difference between the combined operation data (m2__ cal) of the measurement object and the reference data (m2_ org) of the measurement object is within the reference data range 1; setting the aircraft condition to be B or 2 or a normal cargo level when the absolute value (| m2__ cal-m2_ org |) of the difference between the combined operation data (m2__ cal) of the measurement object and the reference data (m2_ org) of the measurement object is within the reference data range 2; setting the aircraft condition to be C or 3 or inferior or lower grade when the absolute value (| m2__ cal-m2_ org |) of the difference between the combined operation data (m2__ cal) of the measurement object and the reference data (m2_ org) of the measurement object is within the reference data range 3;

in the above method, the reference data is set to a certain range; there are also more possibilities, for example, to set the reference data to a base number 3, which base number 3 can be used to identify the flight situation, to select calculation rules that can be used to identify the flight situation, to identify the flight situation; referring to example 1 of the processing method 2, the absolute value (for example, | m2__ cal-m2_ org |) of the difference between the combined operation data (for example, m2__ cal) of the measurement object and the reference data (for example, m2_ org) of the measurement object is divided by the base number 3 (for example, set to 100KG), and the result is rounded and directly used as the recognition flight condition; the class information of ABC or 123 classes can be directly obtained.

Further, that is, preferably, in the processing method (# 2): taking any one of the mass of the aircraft, the inherent parameters of the system and the mass of the mass-variable article as a measuring and calculating object; or taking any one of flight parameters except the longitudinal acceleration as a measurement object; or taking any parameter of flight parameters except the source power parameter as a measurement and calculation object; or taking any parameter of flight parameters except longitudinal acceleration and/or source dynamic parameters as an object to be measured and calculated;

corresponding to a method (#2) for processing an aircraft condition, the invention provides a system (#2) for processing an aircraft condition,

the system can be used for realizing any one or more of the schemes 20A1, 20A2, 30A1, 30A2, 30A3 and 30A 4; further, the processing system (#2) may also implement any one or more additional aspects of the processing method (# 2).

The threshold value can also be called as a threshold value, and the two values have the same meaning in the text, and are identical;

the study of data itself is an important scientific topic; the future world and the world of networks are the world of data; one of the essentials of big data is to explain the importance of studying various key types of data;

the aircraft motion balance calculation can be regarded as unique data per se;

in the prior art, the influence of 'aircraft motion balance calculation' on the operation safety of an aircraft is lack of research; in the prior art, the influence of data which can participate in the calculation of the motion balance of the aircraft, especially the data of the intrinsic parameters of the system (especially the efficiency coefficient and the rolling resistance coefficient) on the operation safety of the aircraft is not sufficiently researched; in the prior art, even the total mass of the aircraft is insufficient to study the influence of the data characteristic whether the amplitude is fixed or not in different operation flows on the operation safety of the aircraft; in combination, therefore, the prior art cannot construct a complete and automatic power transmission monitoring system;

the invention carries out deep research on the relation between the 'aircraft motion balance calculation' and the 'aircraft operation safety', and constructs various monitoring systems or processing systems by taking data obtained by the 'aircraft motion balance calculation' as a key technical means, thereby realizing a major breakthrough on the aircraft operation safety technology; the method is also an important creation point of the invention;

the invention carries out deep research on 'aircraft motion balance calculation' and 'aircraft operation safety', proposes that a certain parameter is taken as a measuring and calculating object, data (combined operation data) obtained by the 'aircraft motion balance calculation' of the parameter is obtained and is compared with reference data set in different ways or different time, and then whether the flight condition of the aircraft is abnormal is judged, and a monitoring system is constructed by taking the data as a key technical means, thereby realizing a major breakthrough on the aircraft operation safety technology; the method is also an important creation point of the invention;

the invention carries out deep research on scientific laws in the influence of data (especially system intrinsic parameters) in the motion balance of the aircraft on the operation safety of the aircraft; the monitoring system is constructed by taking the inherent parameters of the system as measurement and calculation objects as key technical means, so that a major breakthrough of the aircraft operation safety technology is realized; the method is also an important creation point of the invention;

even when the total mass of the aircraft is taken as a measuring and calculating object, the data characteristic of whether the amplitude is fixed or not in different operation flows is deeply researched; according to the difference of the data characteristics, making different technical schemes for setting reference values; further, a complete and automatic monitoring system for abnormal flight conditions is constructed, so that a major breakthrough of the aircraft operation safety monitoring technology is realized; the method is also an important creation point of the invention;

meanwhile, the method is a source power parameter in the regular calculation of the flight power balance, and the data characteristics of motor driving parameters and non-motor driving parameters (in the aspects of acquisition path, acquisition cost, parameter sensitivity, accuracy and the like) are deeply researched; the motor driving parameters are preferentially taken as source power parameters in the motion balance calculation of the aircraft, so that the performances such as cost, sensitivity, precision and the like are greatly improved, and a major breakthrough is made on an aircraft operation safety monitoring system (cost performance, sensitivity and precision); the method is also an important creation point of the invention;

according to the influence of various data with different characteristics on the operation safety of the aircraft, setting schemes (such as a test mode, a self-learning mode and a calibration mode) of various scientific reference values are made, and then a complete and automatic monitoring system for the abnormal flight conditions is constructed, so that a major breakthrough of the aircraft operation safety monitoring technology is realized; the method is also an important creation point of the invention;

the invention carries out deep research on the influence of display occasions on the operation safety of the aircraft on different occasions by aiming at data (namely joint operation data) obtained by the rule calculation of the flight power balance; the data calculated by the rule of the flight power balance is displayed in a device or an area which is convenient for drivers and passengers in the aircraft to visually monitor, so that the operation safety monitoring performance of the aircraft is obviously improved; the method is also an important creation point of the invention;

the invention can be used as a historical record value aiming at the data (namely the combined operation data) obtained by the rule calculation of the flight power balance, can clearly reflect the safety condition of the aircraft by using one or two data, and avoids the cost improvement and the performance loss caused by measuring the safety condition of the aircraft by using the purposeless, pertinence and numerous and disorderly big data; the method is also an important creation point of the invention;

the invention carries out deep research on the influence of the aircraft operation safety monitoring performance aiming at the data characteristics of various data (such as rolling resistance coefficient, road surface gradient, quality variation type article quality, power device operation condition, operation environment information and even unique characteristics brought by taking the total mass of the aircraft as a display object in the operation of the aircraft), thereby providing various optimization schemes; this is also an important inventive point of the inventive idea.

As well as fuel-dynamic parameters, and intensive research is carried out on data characteristics (in terms of acquisition path, acquisition cost, parameter sensitivity, accuracy, and the like) of cylinder pressure, fuel consumption rate, engine air flow, engine load report data, torque sensor output signal, and the like; the method has the advantages that (cylinder pressure, fuel consumption rate, engine air flow and engine load report data) are preferentially taken as source power parameters in the motion balance calculation of the aircraft, so that the performances such as cost, sensitivity and precision are greatly improved, and a significant breakthrough is also made on an aircraft operation safety monitoring system (cost performance, sensitivity and precision); this is also an important inventive point of the inventive idea.

The invention also relates to an important creation point of the idea of the invention, which creatively combines the knowledge in completely different fields, such as the air lift factor in the field of the aircraft, the aircraft running on the ground in the invention concept, the rule calculation based on the flight power balance and the flight condition monitoring, and further constructs the safety monitoring of the aircraft suitable for the ground running at low speed.

The noun explanation, the word description, the calculation formula, the parameter acquisition method, the implementation mode, the embodiment, the alternative embodiments, the extension embodiments and the like at any position in the document can be applied to any one of the front and the back technical schemes; and the contents of each part can be combined and replaced at will; for example, the monitoring method, the calculation method of the joint operation data in the overload monitoring method, the acquisition method, and the like in the present document may call the contents of the flight condition monitoring method and the parameter measurement method described above at will.

The foregoing is a more detailed description of the invention in connection with specific preferred embodiments and it is not intended that the invention be limited to these specific details. For those skilled in the art to which the invention pertains, several simple deductions or substitutions can be made without departing from the spirit of the invention, and all should be considered as belonging to the protection scope of the invention

Claims

A method for obtaining data of an aircraft comprises the steps that a measurement and calculation object is any one or more of flight parameters of the aircraft, and the method is characterized in that joint operation data of the measurement and calculation object is obtained based on a preset corresponding relation between at least two parameters of system operation parameters, source power parameters and quality type parameters; the obtaining method also comprises any one or more of the following schemes A1, A2, A3, A4 and A5:

a1, setting at least one kind of data in the source power parameters included in the input parameters based on the actual value, the measured value or the instruction value;

a2, setting at least one kind of data in the machine operation parameters included in the input parameters based on the actual value, the measured value or the instruction value;

a3, at least one data of measurable parameters included in the input parameters is set based on actual values or measured values or command values;

a4, setting at least one data of the parameters to be measured in the input parameters based on the actual value, the measured value or the instruction value;

a5, setting at least one data of the total mass of the aircraft, the mass of the carried goods, the empty mass and the intrinsic parameters of the system in the input parameters based on the actual value and/or the reasonable value; and/or: at least one data of unmeasurable parameters included in the input parameters is set based on actual values and/or reasonable values; and/or at least one of the pre-settable parameters included in the input parameters is set based on actual values and/or reasonable values.
A monitoring method of an aircraft is characterized in that a measured object is any one or more of flight parameters of the aircraft, and the method comprises the following steps:

acquiring the combined operation data of the measuring and calculating object and the reference data of the measuring and calculating object, wherein the combined operation data is obtained based on the acquisition method as claimed in claim 1; and judging the flight condition of the aircraft according to the combined operation data of the measurement and calculation object and the reference data of the measurement and calculation object.
The monitoring method for an aircraft according to claim 1, wherein the determining of the flight condition of the aircraft based on the combined operation data of the measurement and calculation object and the reference data of the measurement and calculation object is: judging whether the flight condition of the aircraft is abnormal or not according to the combined operation data of the measurement and calculation object and the reference data of the measurement and calculation object: : .
The monitoring method for an aircraft according to claim 3, wherein the reference data of the measurement and calculation object is a second range of the measurement and calculation object, and the determining whether the flight condition of the aircraft is abnormal or not according to the combined operation data of the measurement and calculation object and the reference data of the measurement and calculation object is: and comparing the combined operation data of the measuring and calculating object with the second range, and judging whether the combined operation data of the measuring and calculating object exceeds the second range.
A method of monitoring an aircraft according to claim 4, characterised in that the method of monitoring comprises any of the following options 8A1, 8A2, 8A 3:

8A1, if the measured and calculated object is any one of the source power parameter, the mechanical operation parameter and the quality of the quality-variable article, and/or if the measured and calculated object is a measurable parameter, and/or if the measured and calculated object is a parameter to be measured, then: the actual value of the measurement object is set according to the measured value or the instruction value of the measurement object, and the value taking time of the reference data and the value taking time of the combined operation data are within a preset time range;

8A2, if the measured object is any one of the parameters of source power parameters, mechanical operation parameters and quality variation type articles, and/or if the measured object is a measurable parameter, and/or if the measured object is a parameter to be measured, then: the actual value of the measurement object is set according to a historical record value of the measurement object, the difference degree between the flight condition when the historical record value is taken and the flight condition when the combined operation data is taken is lower than a preset threshold value, and the historical record value comprises any one or two data of a historical record original value and a historical record actual value.

8A3, if the reckoning object is any one of the parameters of total mass of the aircraft, mass of the carried object, no-load mass and inherent parameters of the system, and/or if the reckoning object is an unmeasurable parameter, and/or if the reckoning object is a parameter which can be preset, then: any one or more of the actual value, the second upper limit value and the second lower limit value in the reference data are set according to a preset value or the obtained combined operation data of the measurement object when the set condition is met.
A monitoring system of an aircraft is characterized in that a measuring and calculating object is any one of flight parameters of the aircraft, and the monitoring system comprises a judgment parameter acquisition module (1) and a flight condition judgment module (2); (ii) a

The judgment parameter acquisition module (1) is used for: acquiring the combined operation data of the measuring and calculating object and the reference data of the measuring and calculating object; the joint operation data is calculated based on the acquisition method as claimed in claim 1;

the flight condition judgment module (2) is used for: judging the flight condition of the aircraft according to the combined operation data of the measuring and calculating object and the reference data of the measuring and calculating object;
the monitoring system of claim 6, wherein: the monitoring system also comprises any one or more of a flight condition exception handling module (3), an output module (4) and a storage module (5);

the flight condition exception handling module (3) is configured to: if the judgment result is yes, starting a set flight condition exception handling mechanism;

the output module (4) is configured to: outputting a judgment result of the flight condition judgment module (2);

the saving module (5) is used for: and saving the judgment result of the flight condition judgment module (2).
An acquisition system of data of an aircraft, the estimation object being any one or more of the flight parameters of the aircraft, characterized in that the acquisition system is configured to:

calculating the combined operation data of the measuring and calculating object based on the preset corresponding relation between at least two parameters of the system operation parameter, the source power parameter and the quality type parameter; the acquisition system also comprises any one or more of the following schemes A1, A2, A3, A4 and A5:

a1, setting at least one kind of data in the source power parameters included in the input parameters based on the actual value, the measured value or the instruction value;

a2, setting at least one kind of data in the machine operation parameters included in the input parameters based on the actual value, the measured value or the instruction value;

a3, at least one data of measurable parameters included in the input parameters is set based on actual values or measured values or command values; preferably, the measurable parameters include a source power parameter and/or a machine operation parameter;

a4, setting at least one data of the parameters to be measured in the input parameters based on the actual value, the measured value or the instruction value; preferably, the parameter to be measured comprises a source power parameter and/or a machine operation parameter;

a5, setting at least one data of the total mass of the aircraft, the mass of the carried goods, the empty mass and the intrinsic parameters of the system in the input parameters based on the actual value and/or the reasonable value; and/or: at least one data of unmeasurable parameters included in the input parameters is set based on actual values and/or reasonable values; and/or at least one of the pre-settable parameters included in the input parameters is set based on actual values and/or reasonable values.