CN111006749B - Method for calculating and alarming longitudinal limit overload limit value of airplane - Google Patents
Method for calculating and alarming longitudinal limit overload limit value of airplane Download PDFInfo
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- CN111006749B CN111006749B CN201911360581.9A CN201911360581A CN111006749B CN 111006749 B CN111006749 B CN 111006749B CN 201911360581 A CN201911360581 A CN 201911360581A CN 111006749 B CN111006749 B CN 111006749B
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01G—WEIGHING
- G01G19/00—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups
- G01G19/08—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for incorporation in vehicles
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- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
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Abstract
The method for calculating and alarming the longitudinal limit overload limit value of the airplane calculates the maximum allowable limit overload of the airplane in the state in real time through fuel information sent by a flight control system receiver electrical system, plug-in information sent by an avionic system and Mach number information sent by an atmospheric system. Meanwhile, the effectiveness of a longitudinal limit overload limiting value is judged in real time through monitoring the current external hanging state, the residual oil quantity and Mach number information, a longitudinal overload safety limiting value can be set under the condition of input information fault, the longitudinal overload of the airplane in the state is collected in real time through a flight control system, an alarm judging function is formed together with the real-time longitudinal overload of the airplane after derivation and filtering, and an alarm is sent to an airplane cabin in real time, so that the aim of sending an alarm to a pilot in advance and ensuring the flight safety of the airplane is fulfilled when the longitudinal overload has the tendency of approaching the limiting value.
Description
Technical Field
The application belongs to the technical field of flight control, and particularly relates to a method for calculating and alarming an overload limit value of a longitudinal limit of an airplane.
Background
Aircraft overload is one of the key parameters for aircraft control, and large-sized aircraft flight is an indispensable flight state of modern fighters in daily flight training or modern aircraft air combat. Longitudinal aircraft overloads tend to be more reflective of the aircraft's maneuverability than lateral and forward overloads. However, excessive drag on the pilot's stick or jerk during flight can cause the aircraft to overrun the allowable longitudinal overload limit and fall into a dangerous driving condition. The large violent maneuvering action can not only cause the longitudinal load of the airplane to be overlarge and generate unacceptable burden on the airplane body, possibly cause the airplane body to be damaged or even the airplane to be disassembled, but also can generate huge pressure on the physiology of a pilot in the airplane, influence the operating state of the pilot and seriously threaten the flight safety. Meanwhile, if a conservative fixed numerical value is adopted to limit the longitudinal overload of the airplane, the real maneuvering capability of the airplane in the air is reduced, and the flight performance is limited.
Therefore, the limit overload limiting value is accurately calculated and an alarm is given at a proper time, and the method plays an important role in improving the flight performance and safety of the airplane.
The overload limit value of the airplane should change in real time along with the change of the state of the airplane in the air, and because the traditional airplane lacks necessary data cross-linking among a flight control system, an atmospheric system, an electromechanical system and a mission system, the set limit value of the traditional airplane often cannot meet the requirement of real-time performance, and simultaneously lacks a matched limit alarm method. Therefore, the traditional aircraft longitudinal overload calculation and alarm strategy cannot well meet the use requirements of the aircraft on longitudinal limit overload real-time calculation and alarm.
Disclosure of Invention
The invention aims to provide a method for calculating and alarming an overload limit value of a longitudinal limit of an airplane so as to solve or alleviate at least one problem in the background art.
The technical scheme provided by the application is as follows: a method for calculating and alarming an aircraft longitudinal limit overload limiting value comprises the following steps:
collecting residual oil mass information, aircraft plug-in information and Mach number information, and monitoring and voting the effectiveness of the collected signals;
calculating the maximum allowable limit overload limiting value ny of the airplane under the information state in real time according to the effective informationmax
Wherein Q (Ma) is a load constant value of the airplane, K represents a margin left by a designed airplane longitudinal limit overload limiting value and the total weight G of the airplane;
acquiring longitudinal overload information, carrying out derivation and filtering on a longitudinal overload voting value, carrying out amplitude limiting on an obtained overload derivative ny', and calculating an alarm judgment function E (ny) about the longitudinal overload ny in real time:
E(ny)＝nymax-ny-k1*ny′
in the formula, k1The empirical parameters are summarized according to the test flight data;
and sending a longitudinal limit overload alarm to the cockpit in real time according to the calculation result of the alarm judgment function E (ny) and the longitudinal limit overload alarm logic.
In this application, gather remaining oil mass information to monitor and vote the remaining oil mass signal validity of gathering, include:
sequentially collecting the residual fuel quantity in an aircraft fuel tank and the residual fuel quantity information in an externally-hung fuel tank, wherein the residual total fuel quantity of the aircraft is the sum of two items;
and receiving the fuel information valid word to judge the validity of the residual fuel quantity signal, representing whether the received aircraft residual fuel quantity is correct or not, if the fuel information valid word is 'valid', representing that the received aircraft residual fuel quantity is correct, and if any one fuel information valid word in the residual fuel quantity in the aircraft fuel tank or the residual fuel quantity signal in the external fuel tank is continuously and a plurality of beats are 'invalid', considering that the residual fuel quantity information is invalid, and setting a longitudinal limit overload limit value as a safety value.
In this application, gather aircraft external hanging information to monitor and vote the aircraft external hanging signal validity who gathers, include:
sequentially collecting data of all the external hanging points, wherein the data comprises the weight of the external hanging objects at the hanging points and the weight of the external hanging rack at the hanging points, the weight of each hanging point is the sum of the two items, and the total weight of the external hanging objects is the sum of the weights of all the hanging points;
judging whether the plug-in is put in or not through the plug-in status characters when the airplane is in the air, wherein when the hanging point is in the putting state, the weight of the hanging point is equal to that of a hanging rack of the hanging point;
judging the validity of the plug-in weight through the plug-in status words, representing whether the received plug-in information is correct or not, if the received plug-in status words do not have illegal plug-in codes, considering that the plug-in information is valid, and if the received plug-in status words have illegal plug-in codes, considering that the plug-in information is invalid, and setting the longitudinal limit overload limiting value as a safety value.
In this application, gather mach number information to monitor and vote the mach number signal validity of gathering, include:
when the received Mach number signal has no fault, according to the principle of majority voting, taking the median of the Mach number signal with the large residual number and the small residual number as the Mach number voting value;
when the 1 st fault occurs in the received Mach number signal, the fault Mach number signal is cut off according to the principle of majority voting, and the Mach number voting value is the median value of the residual three-redundancy signals;
when the 2 nd fault occurs in the received Mach number signal, the fault Mach number signal is cut off again according to the principle of majority voting, and the Mach number voting value is the average value of the residual binary redundancy signals;
when the 3 rd fault occurs in the received Mach number signal and the status words of the residual 2-redundancy Mach number signal are all 'invalid' or 'valid' in the last fault, the current Mach number received by the flight control system is considered to be invalid, and the longitudinal limit overload alarm is set to be invalid;
when the singular fault occurs in the received Mach number signal, and the Mach number signal status words with the singular fault are all invalid or all valid, the current Mach number received by the flight control system is considered invalid, and the longitudinal limit overload alarm is set to be invalid.
In the present application, the total aircraft weight G is calculated according to the following formula:
g ═ aircraft empty weight (including pilot) + residual oil mass Go+ external hanging weight Gw
Go＝Go1+Go2
Gw＝∑Gi,i＝1,2,3......
In the formula: the empty weight of the airplane is a pre-loaded fixed numerical value obtained by weighing; residual oil amount GoIncluding the residual fuel quantity G in the aircraft fuel tanko1The residual oil quantity G in the external oil tanko2；GwThe total weight of the external hanging is equal to the weight G of each external hanging pointiSum of when it corresponds toAfter hanging the point and hanging the point outside, GiOnly the weight of the pylon.
In this application, when any one of the remaining oil amount or the external hanging weight has a fault, G takes a safety value:
GSecureaircraft empty weight (including pilot) + GSet value。
In the present application, the longitudinal limit overload warning logic includes:
when the alarm judgment function E (ny) is less than or equal to 0, a longitudinal limit overload alarm is sent out;
and when the alarm judgment function E (ny) is more than or equal to 0.2, exiting the longitudinal limit overload alarm.
The method for calculating and alarming the longitudinal limit overload limit value of the airplane calculates the maximum allowable limit overload of the airplane in the state in real time through fuel information sent by a flight control system receiver electrical system, plug-in information sent by an avionic system and Mach number information sent by an atmospheric system. Meanwhile, the effectiveness of a longitudinal limit overload limiting value is judged in real time through monitoring the current external hanging state, the residual oil quantity and Mach number information, a longitudinal overload safety limiting value can be set under the condition of input information fault, the longitudinal overload of the airplane in the state is collected in real time through a flight control system, an alarm judging function is formed together with the real-time longitudinal overload of the airplane after derivation and filtering, and an alarm is sent to an airplane cabin in real time, so that the aim of sending an alarm to a pilot in advance and ensuring the flight safety of the airplane is fulfilled when the longitudinal overload has the tendency of approaching the limiting value.
Drawings
In order to more clearly illustrate the technical solutions provided by the present application, the following briefly introduces the accompanying drawings. It is to be expressly understood that the drawings described below are only illustrative of some embodiments of the invention.
Fig. 1 is a schematic diagram of a method for calculating and alarming an aircraft longitudinal overload limit value according to the present application.
Fig. 2 is a flowchart of a method for calculating and alarming an aircraft longitudinal overload limit value according to the present application.
Detailed Description
In order to make the implementation objects, technical solutions and advantages of the present application clearer, the technical solutions in the embodiments of the present application will be described in more detail below with reference to the drawings in the embodiments of the present application.
In order to solve the problems pointed out in the background art, the application provides a method for calculating and alarming the overload limit value of the longitudinal limit of the airplane. According to the method, after the airplane is lifted off the ground, the flight control system collects fuel oil information, plug-in information and Mach number information to calculate the maximum allowable limit overload of the airplane in the state in real time, collects longitudinal overload of the airplane in the state in real time, carries out longitudinal overload limit alarm logic calculation, and timely sends an alarm to an airplane cabin.
As shown in fig. 1 and fig. 2, the method of the present application mainly includes the following steps:
automatic collection of residual oil quantity information and fuel oil information monitoring logic
The flight control system receives the residual oil mass information acquired by the electrical system, simultaneously monitors the effectiveness of the acquired signals, acquires the effective residual oil mass information and is used for calculating the longitudinal limit overload limiting value, and the logic is as follows:
11) the flight control system sequentially collects the residual fuel quantity in an aircraft fuel tank and the residual fuel quantity information in an externally-hung fuel tank, and the residual total fuel quantity of the aircraft is the sum of the two items;
12) the method comprises the steps of judging the validity of the residual oil quantity through a fuel information valid word sent by a receiver electrical system, representing whether the received aircraft residual oil quantity is correct, if the fuel information valid word sent by the receiver electrical system is 'valid', representing that the received aircraft residual oil quantity is correct, and if any one fuel information valid word in the residual fuel oil quantity in an aircraft fuel tank or a residual oil quantity signal in an externally-hung fuel tank is continuously and repeatedly beaten to be '0 invalid', considering that the residual oil quantity information is invalid, and setting a longitudinal limit overload limit value as a safety value.
Second, automatic collection of plug-in information and plug-in state monitoring logic
The flight control system receives the aircraft plug-in information acquired by the avionic system, can automatically judge the plug-in state of the aircraft at present, and simultaneously monitors the effectiveness of the acquired plug-in information, and acquires the effective weight of a plug-in object for calculating a longitudinal limit overload limiting value, wherein the logic is as follows:
21) the flight control system sequentially collects data of all the plug-in hanging points transmitted by the avionic system, and comprises the collection of the weight of a plug-in object at the hanging point and the weight of a plug-in rack at the hanging point, wherein the weight of each hanging point is the sum of the two items, and the total weight of the plug-in object is the sum of the weights of the hanging points;
22) when the airplane state received by the flight control system is in the air, judging whether a plug-in is put or not by receiving plug-in state characters sent by the avionic system, and when the hanging point state is put, judging that the weight of the hanging point is equal to that of a hanging point plug-in rack;
23) the flight control system judges the validity of the plug-in weight (namely, the plug-in status word does not have illegal plug-in codes) by receiving the plug-in status word sent by the avionic system, represents whether the received plug-in information is correct or not, if the plug-in status word received by the flight control system has illegal plug-in codes, the plug-in information is considered invalid, and a longitudinal limit overload limiting value is set as a safety value.
Automatic acquisition of Mach number information and Mach number state monitoring logic
The flight control system receives Mach number information acquired by the atmospheric system, meanwhile monitors the validity of acquired signals, acquires effective Mach number voting values and is used for calculating the longitudinal limit overload limiting value, and the logic is as follows:
31) the flight control system collects a current four-redundancy Mach number signal of the airplane sent by the atmospheric system, adopts a conventional comparison monitoring voting algorithm for the four-redundancy Mach number signal, sets a monitoring amplitude threshold to be 0.05Ma, sets time thresholds of 1 time and 2 times and 3 times of monitoring to be 500ms, 400ms and 400ms respectively, and simultaneously receives Mach number information state words sent by the atmospheric system as auxiliary judgment conditions of the validity of the current Mach number;
32) when the Mach number signal received by the flight control system has no fault, according to the principle of majority voting, taking the median of the Mach number signal with the large residual number and the small residual number from the Mach number voting value;
33) when the Mach number signal received by the flight control system has the 1 st fault, the fault Mach number signal is cut off according to the principle of majority voting, and the Mach number voting value is the median of the residual triple redundancy signals; for example, when three channels are in fault, the three-channel longitudinal overload signal is cut off according to the principle of majority voting, the longitudinal overload voting value takes the median value of one, two and four channels, and the longitudinal overload limit alarm function is not affected;
34) when 2 nd fault occurs in the Mach number signal received by the flight control system, the fault Mach number signal is cut off according to the principle of majority voting, and the Mach number voting value is the average value of the residual binary redundancy signals; for example, when one channel fails again, the longitudinal overload signal of one channel is cut off according to the principle of majority voting, the mean value of the longitudinal overload voting value is two or four channels, and the longitudinal overload limit alarm function is not affected;
35) when the Mach number signal received by the flight control system has a 3 rd fault and the state words of the residual 2-redundancy Mach number signal are all 'invalid' or 'valid' in the last fault, the current Mach number received by the flight control system is considered to be invalid, and the longitudinal limit overload alarm is set to be invalid; for example, a two, four channel electrical signal occurs 1:1, if the aircraft has a singular fault, the current longitudinal overload received by the flight control system is considered to be invalid, and the aircraft cannot judge whether the longitudinal overload is over-limit at the moment, so that a longitudinal overload limit alarm is sent to a cockpit to be invalid, and the pilot is reminded of driving cautiously;
36) when the Mach number signal received by the flight control system has singular faults (such as 2:2, 1:1:1:1 or 1:1:1), and the Mach number signal status words with the singular faults are all invalid or all valid, the current Mach number received by the flight control system is considered invalid, and the longitudinal limit overload alarm is set to be invalid.
Fourth, longitudinal limit overload collection and real-time monitoring logic
The flight control system collects longitudinal overload information through a longitudinal overload sensor, meanwhile, the effectiveness of collected signals is monitored, the collected effective longitudinal overload voting value is used for longitudinal limit overload alarm calculation, and the logic is as follows:
41) the flight control system collects the current four-redundancy longitudinal overload signals of the airplane, adopts a conventional comparison monitoring voting algorithm for the four-redundancy longitudinal overload signals, sets a monitoring amplitude threshold to be 10% of the total measuring range of the sensor, and sets time thresholds of 1 time and 2 times and 3 times of monitoring to be 150ms, 150ms and 100ms respectively;
42) when the longitudinal overload signal received by the flight control system has no fault, according to the principle of majority voting, the longitudinal overload voting value takes the median of the longitudinal overload signals with the largest residual number and the smallest residual number;
43) when the 1 st fault occurs in the longitudinal overload signal received by the flight control system, the fault longitudinal overload signal is cut off according to the principle of majority voting, and the longitudinal overload voting value is the median of the remaining three redundancy signals;
44) when the 2 nd fault occurs in the longitudinal overload signal received by the flight control system, the fault longitudinal overload signal is cut off according to the principle of majority voting, and the longitudinal overload voting value is the average value of the residual two-redundancy signals;
45) when the 3 rd fault or the singular fault (such as 2:2, 1:1:1:1 or 1:1:1) occurs in the longitudinal overload signal received by the flight control system, the current longitudinal overload received by the flight control system is considered to be invalid, and the longitudinal limit overload alarm is set to be invalid.
Five, longitudinal limit overload limiting value real-time calculation logic
The flight control system receives the residual oil quantity information, the plug-in information and the Mach number information, and calculates the maximum allowable limit overload of the airplane in the state in real time by collecting and monitoring the residual oil quantity state, the plug-in state and the Mach number state, wherein the longitudinal limit overload limiting value has the following calculation logic:
firstly, calculating the total weight G of the airplane, wherein the calculation formula of G is as follows:
g ═ aircraft empty weight (including pilot) + residual oil mass Go+ external hanging weight Gw
Go＝Go1+Go2
Gw＝∑Gi,i＝1,2,3......
In the above formula: the empty weight of the airplane is obtained according to the weighingA pre-loaded fixed value of; residual oil amount GoIncluding the residual fuel quantity G in the aircraft fuel tanko1The residual oil quantity G in the external oil tanko2；GwThe total weight of the external hanging is equal to the weight G of each external hanging pointiAnd when the corresponding hanging point is hung externally, GiThe weight of the external hanging rack is only; when any one of the remaining oil quantity or the plug-in weight has a fault, taking the illegal plug-in code in the external plug-in status word as an example, G takes a safety value:
GSecureaircraft empty weight (pilot included) +4200
At this time, the longitudinal overload limit value changes, and the longitudinal overload limit warning function is not affected.
Aircraft longitudinal ultimate overload limit value nymaxThe calculation method of (c) is as follows:
where q (ma) is a constant load value of the aircraft, and is a parameter that varies with mach number when the structural material of the aircraft body is determined, K represents a margin left by a designed aircraft longitudinal limit overload limiting value, and a larger K represents a smaller margin left, and K is usually 0.95. Ny when G takes a safety value and K value is determinedmax safetyIs a function that varies only with Ma.
Six, longitudinal limit overload warning logic
The flight control system collects the current four-redundancy longitudinal overload signals of the airplane, and when the longitudinal overload signals received by the flight control system have no fault, the longitudinal overload voting value takes the median of the remaining secondary longitudinal overload signals according to the principle of majority voting. Then, the flight control system conducts derivation and filtering on the longitudinal overload voting value, and the transfer function formula of the derivation and the filtering is as follows:
the calculated overload derivative ny 'is clipped, normally | ny' | ≦ 5. Meanwhile, the following alarm judgment function e (ny) is calculated for ny:
E(ny)＝nymax-ny-k1*ny′
in the above formula, k1Are empirical parameters summarized from test flight data. Correspondingly, the longitudinal limit overload warning logic is as follows: when E (ny) is less than or equal to 0, a longitudinal limit overload alarm is sent out; and when E (ny) is more than or equal to 0.2, exiting the longitudinal limit overload alarm.
Meanwhile, when the current longitudinal overload or Mach number received by the flight control system is invalid, a longitudinal limit overload alarm is set to be invalid.
The method for calculating and alarming the longitudinal limit overload limit value of the airplane calculates the maximum allowable limit overload of the airplane in the state in real time through fuel information sent by a flight control system receiver electrical system, plug-in information sent by an avionic system and Mach number information sent by an atmospheric system. Meanwhile, the effectiveness of a longitudinal limit overload limiting value is judged in real time through monitoring the current external hanging state, the residual oil quantity and Mach number information, a longitudinal overload safety limiting value can be set under the condition of input information fault, the longitudinal overload of the airplane in the state is collected in real time through a flight control system, an alarm judging function is formed together with the real-time longitudinal overload of the airplane after derivation and filtering, and an alarm is sent to an airplane cabin in real time, so that the aim of sending an alarm to a pilot in advance and ensuring the flight safety of the airplane is fulfilled when the longitudinal overload has the tendency of approaching the limiting value.
The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present application should be covered within the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (6)
1. A method for calculating and alarming an overload limit value of a longitudinal limit of an airplane is characterized by comprising the following steps
Collecting residual oil mass information, aircraft plug-in information and Mach number information, and monitoring and voting the effectiveness of the collected signals;
calculating the maximum allowable limit overload limiting value ny of the airplane under the information state in real time according to the effective informationmax
Wherein Q (Ma) is a load constant value of the airplane, K represents a margin left by a designed airplane longitudinal limit overload limiting value and the total weight G of the airplane;
acquiring longitudinal overload information, carrying out derivation and filtering on a longitudinal overload voting value, carrying out amplitude limiting on an obtained overload derivative ny', and calculating an alarm judgment function E (ny) about the longitudinal overload ny in real time:
E(ny)＝nymax-ny-k1*ny′
in the formula, k1The empirical parameters are summarized according to the test flight data;
and sending a longitudinal limit overload alarm to the cockpit in real time according to a calculation result of an alarm judgment function E (ny) and a longitudinal limit overload alarm logic, wherein when the alarm judgment function E (ny) is less than or equal to 0, the longitudinal limit overload alarm is sent, and when the alarm judgment function E (ny) is more than or equal to 0.2, the longitudinal limit overload alarm is quitted.
2. The method for calculating and alarming the aircraft longitudinal limit overload limit value according to claim 1, wherein the steps of collecting the residual oil quantity information and monitoring and voting the effectiveness of the collected residual oil quantity signal comprise:
sequentially collecting the residual fuel quantity in an aircraft fuel tank and the residual fuel quantity information in an externally-hung fuel tank, wherein the residual total fuel quantity of the aircraft is the sum of two items;
and receiving the fuel information valid word to judge the validity of the residual fuel quantity signal, representing whether the received aircraft residual fuel quantity is correct or not, if the fuel information valid word is 'valid', representing that the received aircraft residual fuel quantity is correct, and if any one fuel information valid word in the residual fuel quantity in the aircraft fuel tank or the residual fuel quantity signal in the external fuel tank is continuously and a plurality of beats are 'invalid', considering that the residual fuel quantity information is invalid, and setting a longitudinal limit overload limit value as a safety value.
3. The method for calculating and alarming the longitudinal limit overload limit value of the airplane as claimed in claim 1, wherein the steps of collecting the external hanging information of the airplane and monitoring and voting the effectiveness of the collected external hanging signals of the airplane comprise:
sequentially collecting data of all the external hanging points, wherein the data comprises the weight of the external hanging objects at the hanging points and the weight of the external hanging rack at the hanging points, the weight of each hanging point is the sum of the two items, and the total weight of the external hanging objects is the sum of the weights of all the hanging points;
judging whether the plug-in is put in or not through the plug-in status characters when the airplane is in the air, wherein when the hanging point is in the putting state, the weight of the hanging point is equal to that of a hanging rack of the hanging point;
judging the validity of the plug-in weight through the plug-in status words, representing whether the received plug-in information is correct or not, if the received plug-in status words do not have illegal plug-in codes, considering that the plug-in information is valid, and if the received plug-in status words have illegal plug-in codes, considering that the plug-in information is invalid, and setting the longitudinal limit overload limiting value as a safety value.
4. The aircraft longitudinal limit overload limit value calculation and alarm method of claim 1, wherein collecting mach number information and monitoring and voting validity of the collected mach number signals comprises:
when the received Mach number signal has no fault, according to the principle of majority voting, taking the median of the Mach number signal with the large residual number and the small residual number as the Mach number voting value;
when the 1 st fault occurs in the received Mach number signal, the fault Mach number signal is cut off according to the principle of majority voting, and the Mach number voting value is the median value of the residual three-redundancy signals;
when the 2 nd fault occurs in the received Mach number signal, the fault Mach number signal is cut off again according to the principle of majority voting, and the Mach number voting value is the average value of the residual binary redundancy signals;
when the 3 rd fault occurs in the received Mach number signal and the status words of the residual 2-redundancy Mach number signal are all 'invalid' or 'valid' in the last fault, the current Mach number received by the flight control system is considered to be invalid, and the longitudinal limit overload alarm is set to be invalid;
when the singular fault occurs in the received Mach number signal, and the Mach number signal status words with the singular fault are all invalid or all valid, the current Mach number received by the flight control system is considered invalid, and the longitudinal limit overload alarm is set to be invalid.
5. The aircraft longitudinal ultimate overload limit value calculating and warning method of claim 1, wherein the total aircraft weight G is calculated as follows:
g is the empty weight of the airplane containing the pilot and the residual oil Go+ external hanging weight Gw
Go＝Go1+Go2
Gw＝∑Gi,i＝1,2,3......
In the formula: the empty weight of the airplane is a pre-loaded fixed numerical value obtained by weighing; residual oil amount GoIncluding the residual fuel quantity G in the aircraft fuel tanko1The residual oil quantity G in the external oil tanko2；GwThe total weight of the external hanging is equal to the weight G of each external hanging pointiAnd when the corresponding hanging point is hung externally, GiOnly the weight of the pylon.
6. The method for calculating and alarming the longitudinal limit overload limit value of the airplane as claimed in claim 5, wherein when any one of the remaining oil quantity or the externally hung weight has a fault, G takes the safety value as follows:
GSecureaircraft empty weight + G including pilotSet value。
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