WO2017162197A1

WO2017162197A1 - Aircraft data acquisition, processing and flight status monitoring method and system

Info

Publication number: WO2017162197A1
Application number: PCT/CN2017/077954
Authority: WO
Inventors: 冯春魁
Original assignee: 冯春魁
Priority date: 2016-03-23
Filing date: 2017-03-23
Publication date: 2017-09-28
Also published as: CN108883824A

Abstract

A method and a system for aircraft data acquisition and processing, and for flight status monitoring. In the aircraft data acquisition method, a measurement target is any one parameter or plurality of parameters among the flight parameters of an aircraft; acquiring aircraft input parameter data, an input parameter being a parameter needed for calculating combined operating data of the measurement target on the basis of flight power balance rules; on the basis of the acquired input parameter data and the flight power balance rules, obtaining combined operating data for the measurement target. At least one type of data in an original power parameter among the input parameters is determined on the basis of an actual value, a measured value or a command value, and/or, at least one type of data in a mechanical operation parameter among the input parameters is determined on the basis of an actual value, a measured value or a command value.

Description

Method and system for acquiring, processing and monitoring flight conditions of aircraft data

Technical field

The present invention relates to the field of aircraft (ie, aircraft) technology, and more particularly to a method and system for acquiring, processing, and monitoring flight conditions of an aircraft.

The aircraft of the present invention comprises an aircraft that generates a main lift 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 (for example, 60%); the aircraft of this type may be called Class A aircraft; such as common civil airliners and transport aircraft (such as Boeing 737, Airbus A320, Airbus A380, Yun 20) and common fighters (such as 歼20, 歼10, F22, F16, etc.), all belong to the present invention Class A aircraft; generally, in the absence of a limited description or additional instructions (such as Class B or Class C aircraft), the aircraft of the present invention refers to Class A aircraft; it is obvious that the type A aircraft is fixed. a jet propeller, the thrust is directed forward along the axis of the aircraft; a propulsion system or propeller capable of generating a forward (ie forward) thrust may be referred to as a forward propulsion system or a forward propeller; The angle between the thrust and the horizontal line is usually small (less than a preset value (for example, 20 degrees)), and the thrust of the aircraft can also be parallel to the horizontal line when flying; therefore, the forward propulsion system can also be called a horizontal propulsion system or A Class propulsion system Forward thrusters can also be called horizontal thrusters or class A thrusters; Class A aircraft usually have forward propulsion systems or forward propellers; and a special case where some models of propellers are vector a jet propeller, that is, the aircraft can deflect the thrust generated by the engine by nozzle deflection; when the nozzle of the vector jet propeller is not deflected or the deflection angle is less than a preset value (eg, less than 20 degrees), At this time, the thrust generated by the vector jet propulsion device is still dominated by the forward thrust (that is, the ratio of the absolute value of the forward component of the thrust to the thrust exceeds a preset value (for example, 60%)), and the vector formula The jet propeller is still a forward propulsion system or a forward propeller, at which point the aircraft still belongs to the Class A aircraft;

The aircraft of the present invention also includes an aircraft capable of realizing vertical ascending flight. This type of aircraft may be referred to as a Class B aircraft; for example, a common helicopter or a vertically-rotating multi-rotor or jetpack is a Class B aircraft; To achieve vertical lifting, Class B aircraft usually have thrusters that can generate thrust in the vertical direction. The thrusters can be called Class B thrusters; for example, helicopters or rotors of vertically-rotating multi-rotor aircraft, jet propellers of jetpacks are It belongs to Class B thrusters; of course, Class B aircraft can also fly in the horizontal direction, and the horizontal flight power can also be provided by Class B thrusters; the main lift of Class B aircraft in the vertical direction is usually generated by Class B thrusters. 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%); and in a special case, the propeller of some models of the aircraft is a vector jet propeller. The aircraft can generate lift from both the fixed wing and/or the fixed body, and the aircraft can also be deflected by the nozzle to utilize the launching The generated thrust generates lift; when the deflection angle of the nozzle of the vector jet propeller has exceeded a preset value (eg, greater than 70 degrees, or close to 90 degrees), the vector jet propeller has now functioned as B The role of the class propeller belongs to the class B propeller. The thrust generated by the vector jet propeller is mainly the vertical thrust, which becomes the main lift of the aircraft. At this time, the aircraft belongs to the class B aircraft.

The aircraft of the present invention also includes a main lift generated by both the fixed wing and/or the fixed body (this lift can also be referred to as a first lift), and also a main lift generated by the rotor and/or vertical propulsion system (this lift can also be called For a second lift) aircraft, the main lift means that the lift and total lift ratio exceeds a set value (for example, 20%). This type of aircraft may be called a Class C aircraft; for example, a common helicopter with a fixed horizontal wing belongs to Class C. Aircraft, which produce lift, which can also generate lift when moving forward. The rotor is usually driven by a powertrain; as is the case with common unpowered rotors that generate lift and fixed-wing wings. It belongs to Class C aircraft. The rotorcraft usually also has a forward propulsion system or a forward propeller. The unpowered rotor is a self-rotating rotor that rotates automatically in the airflow. It does not need to be driven by the aircraft's power system. There is also a special one. In some cases, the propeller of some models of aircraft is a vector jet propeller, which can generate lift from both the fixed wing and/or the fixed body. May also be deflected by the nozzle, is generated by the engine The thrust generates lift; when the deflection angle of the nozzle of the vector jet propeller of the propeller is within a preset range (for example, greater than 20 degrees and less than 70 degrees), at this time: the vector jet propeller is both forward The propulsion system or forward propeller generates forward thrust, and the aircraft generates lift when the aircraft is in forward running and the fixed wing and/or fixed body of the aircraft; and the vector jet propeller is also used as a vertical propulsion system or a vertical propulsion propeller The vertical thrust is also generated directly, that is, the lift, and the aircraft belongs to the class C aircraft.

Background technique

An aircraft capable of flying in the air is one of the most important and basic transportation tools in the world; improving the safety monitoring performance of aircraft operations is always the core focus of aircraft technology;

Structurally, an aircraft usually has a power system that generates power and a mechanical transmission system that transmits power; the power system usually has an energy supply device, a power control device, and a power device;

From the type of power system, the aircraft has a fuel power system, an electric power system, a hybrid power system, etc.;

Existing fuel-powered aircraft, including gasoline, diesel, kerosene, natural gas, hydrogen, biogas and other powered aircraft;

Existing electric powered aircraft, including solar powered electric aircraft, energy storage device powered electric aircraft, chemical battery powered electric aircraft, fuel cell powered electric aircraft, etc.; chemical batteries include lithium batteries, lead acid batteries, iron batteries, etc.; The energy storage device includes a capacitor (especially a super capacitor) and the like;

Existing fuel powered aircraft, typically having a fuel power system; the fuel power system typically includes a fuel supply system, an engine control system, a fuel power unit; an existing electric vehicle, typically also having an electric power system; Generally, it includes a power supply device, a motor drive device, and an electric power device; an existing hybrid aircraft includes two or more power systems, such as a fuel power system and an electric power system;

In the prior art, there are various functions for detecting the current value of an aircraft's easily measurable flight parameters (such as speed, acceleration, engine torque or speed or power) through a sensor to determine whether it is over-limit; The flight parameters that are easy to measure and can be measured refer to the flight parameters that can be detected by the sensor when the aircraft is flying in the air, or the flight parameters that can be measured. Because there are hundreds of possibilities in the operating conditions of the aircraft, the aircraft is always at risk. Low speed/high speed, light load/heavy load, acceleration/deceleration, ascending/descending, etc., so flight parameters (such as speed, acceleration, total mass of the aircraft, lift, drag, engine torque or speed or power, etc.) A large change may also occur in normal operating conditions; therefore, the prior art solutions can only simply exceed the safe range of the current value of the measurable parameter in the flight parameters (eg, the maximum speed limit, the maximum acceleration limit value, the engine Limit torque or machine-selected speed or limit power, etc.); there is also a flight in the flight parameters that is inconvenient to measure during flight. Row parameters (ie, parameters that are not measurable), the prior art lacks effective means for obtaining such flight parameters;

From the perspective of the safety of the aircraft, the prior art is inconvenient when the current value of the measurable parameter in the flight parameter does not exceed the preset safety value, or when the flight parameter variation is inconvenient (or unmeasurable) during flight Realizing the monitoring of the flight safety status of the aircraft is even more difficult to achieve high-sensitivity early monitoring; usually only passive, lagging waiting for the failure of the aircraft occurs, in the event of a serious safety accident (such as a machine crash) Aftermath.

Summary of the invention

One of the technical problems to be solved by the present invention is to provide a method for acquiring data of an aircraft, which can acquire data of the aircraft by means other than sensor measurement and preset; the acquisition method can obtain inconvenience during flight Data of a flight parameter that is (not measurable) or easily measurable (ie, measurable); the data obtained by the acquisition method can be used to reflect the current actual flight conditions of the aircraft, past actual flight conditions, predictions ( The upcoming flight conditions, etc. caused by the received, but not yet executed, control commands; can be used for further, extensive analysis of the flight safety conditions, safety controls, flight controls, etc. of the aircraft.

The object of the present invention is achieved by the following technical solutions:

The invention provides

5. An aircraft monitoring method (#1), the measuring object is any one or more parameters of the flight parameters of the aircraft, and is characterized by:

Obtaining the joint operation data of the measurement object and the reference data of the measurement object, the joint operation data is obtained based on the acquisition method (#1); determining the flight of the aircraft according to the joint operation data of the measurement object and the reference data of the measurement object situation.

6. Further, based on the aforementioned monitoring method (#1), a subdivision monitoring method (#1.1) is obtained, and in the monitoring method (#1.1), the parameters included in the parameters required for the joint calculation data of the measured object are obtained. At least one of the source dynamic parameters is set based on an actual value or an actual measured value or a command value, and/or at least one of the mechanical operating parameters included in the required parameter is based on an actual value or a measured value or At least one of the command value set, and/or the measurable parameter included in the required parameter is set based on the actual value or the measured value or the command value, and/or the required parameter At least one of the included parameters to be measured is set based on an actual value or an actual measured value or an instruction value.

7. Further, based on the foregoing monitoring method (#1.1), a second subdivision monitoring method (#1.1.1) is obtained, in which the reference data of the measurement object is the measurement. a second range of the object, the determining, according to the joint operation data of the measurement object and the reference data of the measurement object, whether the flight condition of the aircraft is abnormal: comparing the joint operation data of the measurement object with the second range, and determining the measurement object Whether the joint operation data exceeds the second range.

Further, based on the foregoing monitoring method (#1.1), a second subdivision monitoring method (#1.1.2) is obtained. In the monitoring method (#1.1.1): the reference data of the measurement object is the measurement object. a second range, the determining the flight condition of the aircraft according to the joint operation data of the measurement object and the reference data of the measurement object: comparing the joint operation data of the measurement object with the second range, and determining the joint operation data of the measurement object Exceeding the second range.

Wherein, when the reference data is the second range, if the measurement object is a variable amplitude parameter, the reference data is actually an actual measured value; if the measured object is a fixed amplitude parameter, further divided into amplitudes Fixed and measurable parameters with fixed amplitude and non-measurable parameters. When the measured object is a fixed and measurable parameter, the reference data is the measured actual value or the preset actual value. When the amplitude is fixed and cannot be measured, the reference data is specifically a preset actual value. The amplitude is variable or the amplitude is fixed according to the degree of change of the measured object during the operation, and the person in the field can understand the actual situation. For example, in an operation flow, the speed of the aircraft can be performed by the driver as needed. Adjusted, its change is irregular and the magnitude of the change can be large, so it is a variable parameter of amplitude; if the acceleration of gravity is lower when the aircraft is flying lower, its size is about 9.8, which is basically the same, even if the change is small. It belongs to the amplitude fixed parameter, that is, the person in the field knows that the actual value is 9.8, and it is preset to 9.8 during the execution. Of course, when the position sensor is installed on the aircraft, the person in the field can also The specific position, the gravity acceleration is calculated, so it can also be a measurable parameter at this time; if the efficiency coefficient is variable, the amplitude is variable and unmeasurable during the flight of the aircraft, so the reference data can only be the preset actual value. , if obtained according to the value or curve obtained before the type test (such as before leaving the factory), that is, the efficiency coefficient of the aircraft during flight It should be of value. Since the unmeasurable parameters can only be obtained by preset, when the measurement object is an unmeasurable parameter, the reference values are all preset actual values.

8. Further, the monitoring method (#1.1.1) includes any one of the following 8A1, 8A2, and 8A3:

8A1. If the measurement object is any one of a source dynamic parameter, a mechanical operation parameter, a mass change item quality, and/or if the measurement object is a measurable parameter, and/or if the measurement object is to be measured The parameter is: 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 value of the reference data and the value of the joint operation data are within a preset time range. ;

8A2. If the measurement object is any one of a source dynamic parameter, a mechanical operating parameter, a mass change item quality, and/or if the measurement object is a measurable parameter, and/or if the measurement object is to be measured The parameter is: the actual value of the measurement object is set according to the historical record value of the measurement object, and the difference between the flight condition at the time of the value of the historical record value and the flight condition at the time of the value of the joint operation data is low. The preset value includes any one or two kinds of data of a historical record original value and a historical record actual value.

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

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

10. Further, based on the foregoing monitoring method (#1.1), a second subdivision monitoring method (#1.1.2) is obtained. In the monitoring method (#1.1.2), the reference data of the measuring object includes or is the Calculating the rated range of the object, determining the flight condition of the aircraft based on the joint operation data of the measurement object and the reference data of the measurement object: comparing the joint operation data of the measurement object with the rated range of the measurement object, and determining the measurement target The joint operation data exceeds the rated range of the measurement object.

11. Further, based on the foregoing monitoring method (#1.1), a secondary subdivision monitoring method (#1.1.3) is obtained in the monitoring method (#1.1.3): the reference data of the measuring object includes or is the estimated The safety scope of the object is determined according to the joint operation data of the measurement object and the reference data of the measurement object: comparing the joint operation data of the measurement object with the safety range of the measurement object, and determining the measurement object The degree to which the joint operation data exceeds the safe range of the measurement object.

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

12A, the measurement object is the total mass of the aircraft, the reference data is a safety value of the total mass of the aircraft, and the joint operation data of the measurement object and the reference data of the measurement object determine the flight condition of the aircraft: determining the total mass of the aircraft The degree to which the joint operation data exceeds the safety value of the total mass of the aircraft;

12B, the measurement object is the quality of the carried item, the reference data is a maximum load safety value, and the joint operation data of the measurement object and the reference data of the measurement object determine the flight condition of the aircraft as: a joint of determining the quality of the carried item The degree to which the calculated data exceeds the maximum load safety value.

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

13A, the measurement object is a source dynamic parameter, and the data of the mechanical operation parameter included in the parameter required for calculating the joint operation data of the measurement object is set based on the instruction value; the reference data of the measurement object includes a preset value, Determining, according to the joint operation data of the measurement object and the reference data of the measurement object, the flight condition of the aircraft is: comparing the joint operation data of the measurement object with a preset value of the measurement object, and determining that the joint operation data of the measurement object exceeds The extent of the preset value;

13B. The measurement object is a mechanical operation parameter, and the data of the source dynamic parameter included in the parameter required for calculating the joint operation data of the measurement object is set based on the instruction value; the reference data of the measurement object includes a preset value, Determining, according to the joint operation data of the measurement object and the reference data of the measurement object, the flight condition of the aircraft is: comparing the joint operation data of the measurement object with a preset value of the measurement object, and determining that the joint operation data of the measurement object exceeds The extent of this preset value.

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

14A1. If the result of the determination is yes, the set flight condition exception handling mechanism is activated;

and / or,

14A2. Output and/or save the result of the determination.

15. Further, in the monitoring method (#1), acquiring the joint operation data of the measurement object includes the step of: calculating the joint operation data based on the value of the acquired input parameter of the aircraft, wherein the input parameter is calculating the joint Operand According to the required parameters.

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, calculating the total mass of the aircraft required for the joint operation data is based on prior The rule calculation of the flight dynamic balance is obtained based on the above-described acquisition method (#1).

17. Further, in the monitoring method (#1), among the parameters participating in the calculation, the mass variation type item quality is included.

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

19. Further, in the monitoring method (#1), when the source dynamic parameter is a source-type combined parameter of the energy type, the time of energy accumulation is controlled within one day or within one 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 mm.

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

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 a driving power Pr1 of the power system, and a fuel consumption rate of the power system. And/or fuel flow of the power system, drive torque Tr1 of the power system, gas pressure and/or gas pressure of the power system and/or gas flow rate and/or gas flow rate, rotational speed of the power system, variable pitch Any one or more of the pitch of the propeller (such as an air propeller or a rotor or a fan), the thrust T of the powertrain, and the fuel-powered combination.

22. Further, in the monitoring method (#1), the flight parameters include an aircraft total mass, a source power parameter, and a system operating parameter, and the system operating parameters include a mechanical operating parameter and a system inherent parameter.

23. Further, in the monitoring method (#1), the aircraft is an aircraft that generates a main lift by a fixed wing and/or a fixed body; or the aircraft is a helicopter or a multi-rotor aircraft or a jet pack that can be vertically lifted.

The fourth technical problem to be solved by the present invention is to provide a method for processing data of an aircraft; the processing method can acquire data of the aircraft by means other than sensor measurement, and save and/or output the data of the aircraft. In order to reflect the current actual flight conditions of the aircraft, past actual flight conditions, predicted (caused by but not yet executed control instructions), upcoming flight conditions, etc.; can be used for further, extensive analysis Study the flight safety status, safety control, flight control, etc. of the aircraft.

The invention provides

A method for processing data of an aircraft (#1), wherein the measurement object is any one or more parameters of the flight parameters, and the method includes the steps of: acquiring joint operation data of the measurement object, wherein the joint operation data is The calculation of the flight dynamic balance rule/the joint operation data is obtained based on the above acquisition method (#1); and at least one of the source dynamic parameters included in the parameter required for obtaining the joint operation data of the measurement object is based on The actual value or the measured value or the command value is set, and/or at least one of the mechanical operating parameters included in the required parameter is set based on the actual value or the measured value or the command value, and/or the At least one of the measurable parameters included in the required parameter is set based on the actual value or the measured value or the command value, and/or at least one of the parameters to be measured included in the required parameter The data is set based on actual values or measured values or command values; the joint operation data is output and/or saved.

25. Further, in the processing method (#1), the actual value of the measurement object is also acquired; the joint operation data and the actual value are output and/or saved, and/or the joint operation data and The difference of the actual values is output and/or saved.

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

27. Further, in the processing method (#1), the source dynamic parameter in the rule calculation of the flight dynamic balance is any one or more of the motor drive parameter and the back end electrical power parameter.

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 a driving power Pr1 of the power system, and a fuel consumption rate of the power system. And/or fuel flow of the power system, drive torque Tr1 of the power system, gas pressure and/or gas pressure of the power system and/or gas flow rate and/or gas flow rate, rotational speed of the power system, variable pitch Any one or more of the pitch of the propeller (such as an air propeller or a rotor or a fan), the thrust T of the powertrain, and the fuel-powered combination.

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 wristband.

The invention also provides

30. A monitoring system for an aircraft, the measurement object being any one of flight parameters of the aircraft, wherein the monitoring system comprises a judgment parameter acquisition module (1) and a flight condition determination module (2);

The judgment parameter obtaining module (1) is configured to: acquire joint operation data of the measurement object and reference data of the measurement object; the joint operation data is calculated based on a flight dynamic balance rule/the joint operation data is based on the obtaining Method (#1);

The flight condition judging module (2) is configured to: determine a flight condition of the aircraft according to the joint operation data of the measurement object and the reference data of the measurement object;

Preferably, in the monitoring system, determining the flight condition of the aircraft is to determine whether the flight condition of the aircraft is abnormal, and the monitoring system further includes a flight condition abnormality processing module (3), an output module (4), and a saving module (5). Any one or more modules;

The flight condition exception processing module (3) is configured to: if the result of the determining is yes, initiate a set flight condition exception processing mechanism;

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

The saving module (5) is configured to: save the determination result of the flight condition determining module (2).

The invention also provides

31. A data processing system for an aircraft, the measurement object being any one or more parameters of a flight parameter, wherein the processing system comprises a joint operation data acquisition module (1), the processing system further comprising an output Module (2) and / or save module (3):

The calculation object joint operation data acquisition module (1) is configured to: acquire joint operation data of the measurement object, and the joint operation data is calculated by a flight dynamic balance rule/the joint operation data is based on the above acquisition method (#1) And obtaining at least one of the parameters required for the joint operation data of the measurement object is set based on the actual value or the measured value or the command value, and/or the mechanical operation parameter included in the required parameter At least one of the data is set based on an actual value or an actual measured value or an instruction value, and/or at least one of the measurable parameters included in the required parameter is based on an actual value or a measured value or an instruction value. Setting, and/or at least one of the parameters to be measured included in the required parameter is set based on an actual value or a measured value or an instruction value;

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

The saving module (3) is configured to: save the joint operation data.

The invention also provides a

32. An acquisition system for data of an aircraft, the measurement object being any one or more parameters of flight parameters of the aircraft, wherein the acquisition system is configured to:

Obtaining data of an input parameter of the aircraft, the input parameter is a parameter required for calculating the joint operation data of the measurement object based on a flight dynamic balance rule, and the measurement object is obtained based on the acquired data of the input parameter and the rule of the flight dynamic balance Joint operation data; the acquisition system further includes any one or more of the following A1, A2, A3, and A4:

A1. At least one of the source dynamic parameters included in the input parameter is based on an actual value or an actual measured value or an instruction value. Set

A2. At least one of the mechanical operating parameters included in the input parameter is set based on the actual value or the measured value or the command value;

A3. At least one of the measurable parameters included in the input parameter is set based on an actual value or an actual measured value or a command value; preferably, the measurable parameter includes a source dynamic parameter and/or a mechanical operating parameter;

A4. At least one of the parameters to be measured included in the input parameter is set based on an actual value or an actual measured value or a command value; preferably, the parameter to be measured includes a source dynamic parameter and/or a mechanical operating parameter.

DRAWINGS

Figure 1 is a schematic diagram of the force condition of a Class A aircraft in a straight-rising flight condition;

Figure 2 is a schematic view of the force condition of a Class A aircraft in a level flight condition;

Figure 3 is a schematic view of the force condition of the Class A aircraft under sliding conditions;

Figure 4 is a schematic view of the force condition of the Class A aircraft under ground sliding conditions;

Figure 5 is a schematic view of the force condition of a Class A aircraft under hovering or turning or turning conditions;

Figure 6 is a schematic view of the force condition of a Class B aircraft during vertical lifting or hovering;

Figure 7 is a schematic view of the force condition of a Class B aircraft when flying at a non-zero speed in the horizontal direction;

Figure 8 is a schematic illustration of the force condition of a Class B multi-rotor aircraft during vertical lifting or hovering.

detailed description

Obviously, the flight of the aircraft can be understood in conjunction with well-known techniques. The present invention has a textual description of the parameters of the speed, thrust, drag, lift, gravity, angle of attack, etc. of the aircraft; the drawings in the present invention also It may be convenient to understand the textual content of the present invention; if the flight of the aircraft is a flight that is not limited to level flight (or sliding flight or ground taxiing or hovering or turning or turning), reference may be made to FIG. 1 for easier understanding; The flight is level flight (including variable speed leveling and uniform speed flying), please refer to FIG. 2 for easier understanding; if the flight is a down flight, refer to FIG. 3 for easier understanding; The flight is ground taxiing (or sliding), please refer to FIG. 4 for easier understanding; if the flight is hovering or turning or turning, reference can be made to FIG. 5 for easier understanding;

Obviously, the flight of the present invention mainly refers to a flight in which the aircraft is not mechanically connected to the ground facility; for example, the most common flight in the air or ground taxiing of a Class A aircraft belongs to the flight of the present invention; (Class B) aircraft are most common Vertical flight or hovering in the air or at a non-zero speed in the horizontal direction is a flight of the present invention; for example, flight of an aircraft on a test rig is not a flight of the present invention.

In the present invention, the suspension of the Class B aircraft refers to the state in which the Class B aircraft is stationary in the air; unlike the stationary state on the ground, the Class B aircraft still needs to be in working state when hovering, and the thrusters of the Class B aircraft need to be vertically upward. It is possible for the thrust to hover.

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

Flight dynamics is the study of the motion law of aircraft under the action of external forces and external moments; aerodynamics, the study of air movement and the interaction of air and object relative motion

Relationship between aerodynamics, aerodynamics, and flight control: aerodynamics provide the initial analysis and design basis for flight dynamics and flight control, while aerodynamic and flight control designs provide aerodynamically optimized design Hysteresis; the three are closely related and mutually infiltrated, and through iterative optimization, the determination of the flying mechanism type is completed.

2. Basic description of aerodynamics:

Aerodynamics is the science of studying the law of air movement and its force when the object moves relative to the air. In relative motion, the force of air acting on the object is called aerodynamic force, indicating the resultant force acting on the outer surface of the object. For For aircraft, aerodynamics is a major external force. According to its different effects on aircraft flight, it is divided into lift and resistance. The principle of aerodynamic generation is mainly due to the Magnus effect of air and objects.

Fluid continuity equation:

m=ρ*V ₁ *A ₁ =ρ*V ₂ *A ₂ (Equation 2-16)

V ₁ *A ₁ =V ₂ *A ₂ =V*A (Equation 2-17),

Bernoulli equation:

P is a gas static pressure,

For gas dynamic pressure,

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

K=1.4, Rg=287m ² /(s ² .K), the speed of sound is available

At sea level, under standard atmospheric conditions, T ₀ = 288.16 K (15 ° C), a ₀ = 340.26 m / s;

2.3.2, aircraft motion aerodynamic calculation:

The aerodynamic forces received by the 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, ε are the corresponding exponential constants; when air viscosity and compressibility are not considered, δ = ε = 0, α = 1 , β = γ = 2, with the reference area S instead of the body size length l, then:

Pneumatic derivative: C _Aero =C _Aero (α, Ma, Re), (Equation 2-48),

Lift is:

The resistance is:

C _L is the lift coefficient, C _D is the drag coefficient, and S is the wing reference area;

The total aerodynamic forces received by the aircraft coordinate system, including axial force, lateral force, and normal force, are:

The aerodynamic torque of the body coordinate system, including the rolling moment, the pitching moment, and the yaw moment, are:

Where C _x , C _y , and C _z are aerodynamic coefficients; C _l is the rolling moment coefficient, C _m is the pitching moment coefficient, and C _n is the yaw moment coefficient; factors affecting these aerodynamic coefficients are air density, Aircraft size parameters, viscosity, sound speed, etc.;

Low speed air means

Part I: Flight performance of (Class A aircraft) aircraft:

Part A of 3.1: Flight performance of Class A aircraft: The motion parameters of the aircraft in the air often change with time and are unsteady movements;

3.1.1, the coordinate system commonly used in aircraft; the coordinate system is said to use the right-handed rectangular coordinate system.

1), the body coordinate system, the ground coordinate system, the airflow coordinate system (the angle of attack α (also called the angle of attack), the three components of the aerodynamic force (lift L, resistance D, lateral force Y) are defined in the airflow coordinate system ), stable coordinate system, track coordinate system: track coordinate system Ox _k y _k z _k , origin is the center of mass of the aircraft; Ox _k axis points to the ground speed direction of the aircraft, Oz _k axis is perpendicular to the vertical plane of the Ox _k axis Pointing downward, the Oy _k axis is perpendicular to the Ox _k z _k plane pointing to the right, and its pointing is in accordance with the right-hand principle; the definition of the coordinate system and the transformation between the coordinate systems are the basis for establishing the kinematics and dynamics model, and each coordinate can pass Arbitrary transformation of mathematical formulas;

3.1.2. Analysis of flight angle: The angle of the aircraft has an angle of attack α, the engine installation angle φ _T , the pitch angle θ, the track inclination angle γ, which satisfies θ=α+γ; for the engine installation angle, usually the engine axis and the fuselage axis With an angle of 3°, the engine tail nozzle axis has an angle of 5° with respect to the engine shaft; FIG. 1 is helpful for understanding the present invention, and O-O1 is a horizontal line;

3.1.3. Analysis of aircraft force:

3.1.3.1. Generally, the force of the aircraft is gravity G, lift L, resistance D, thrust T; gravity G=mg, m is the mass of the aircraft, g is the acceleration of gravity, and the direction of gravity is vertical downward;

3.1.3.2, lift L: lift

The direction of lift is perpendicular to the direction of flight speed in the plane of symmetry of the aircraft, where C _L is the lift coefficient, and C _L depends on the aerodynamic layout of the aircraft (airfoil, wing plane shape, flap yaw angle, flat tail yaw angle) and flight state ( Height, Mach number, angle of attack, etc.), in the small angle of attack, there are: C _L = C _Lα (α-α0) + C _Li i _t (Equation 3-12) In this formula, C _Li is caused by flat tail deflection The lift coefficient changes, i _t is the flat tail deflection; α0 is zero lift angle of attack; C _Lα is the slope of the lift line.

3.1.3.3, resistance:

Generally, the resistance is divided into friction resistance, differential pressure resistance, induced resistance, interference resistance, zero-lift resistance, and rise-induced wave resistance according to the cause. Resistance can be divided into rise resistance (induced resistance, rise-induced wave resistance), zero-lift wave resistance (friction resistance, differential pressure resistance, interference resistance) according to whether it is related to lift.

Resistance characteristics: The relationship between the drag coefficient and the lift coefficient is called the lift-resistance curve. This curve can usually be written in the form of a parabola, ie: C _D = C _D0 + C _Di = C _D0 + A C _L ² (Equation 3-13 )

In this formula, C _D is the drag coefficient, C _D0 is the zero rise resistance coefficient, C _Di is the lift-induced drag coefficient, and A is the induced drag factor; at low speed, the pole curve does not change much, and the lift-to-drag ratio is defined as: K=L/ D=C _L /C _D (Equation 3-14)

3.1.3.4. Thrust: The thrust of the aircraft is provided by the (engine-passing) propulsion system; obviously, the thrust is generally consistent with the direction of the axis of the propeller in the propulsion system, pointing in the direction of the force (usually aerodynamic) generated by the propeller; When the propeller (eg, air propeller, rotor, fan, etc.) generates a thrust in a rotational manner, the direction of the thrust is naturally in the same direction as the axial direction of the rotating shaft of the propeller; when the propeller is a jet propeller, The direction of the thrust is naturally the direction of the axis of the nozzle of the propeller; the axis of the fixed propeller is generally the same or close to the axis of the aircraft (usually referred to as the body axis Ox _b ), where the direction of the thrust can be considered as the aircraft The axis (usually the body axis Ox _b ) is the same or close.

3.2. Constant straight-line flight performance: Under the quasi-steady condition, the dynamic equation of the aircraft's constant-speed linear flight can be established. Hypothesis

Less than a preset value, negligible, then:

According to Newton's law, a powerful equilibrium equation:

Obviously, the force F _x and the acceleration a _{x are in the} same direction as the velocity V; the force F _z and the acceleration a _z are in the plane of symmetry, and the direction perpendicular to the velocity V in the vertical plane;

which is:

When the angle of attack is small (less than a preset value), α≈0, then sinα≈0, cosα≈1, the equation can be simplified as:

(Equation 3-22) 3.2.1, straightening and leveling performance: (Figure 2 helps to understand the situation; O-O1 is the horizontal line);

Steady straight-line flight: constant-speed horizontal straight-line flight; also known as constant-level flight; the simplification of the straight-line dynamic equation of the equation is:

It can be seen that when straightening and leveling, the thrust of the engine is equal to the resistance, the lift is equal to the gravity, the aircraft is in equilibrium, and the thrust _Fpx required for the level flight is actually equal to the heading resistance when the aircraft is in the same speed straight line, ie:

Therefore, the thrust required for Pingfei is: T _px =mg/K (Equation 3-27), and K is the lift-to-drag ratio;

When the aircraft mass and polar curve are known, given the flight state (height, Mach number), the required thrust can be calculated as follows;

(1), by the normal force equation

Solving C _L , C _L satisfies:

formula,

(2) Solving the C _D and the lift-to-drag ratio K from the polar curve;

(3) Solve T _px by the lift-to-drag ratio K and the formula (3-27);

The composition of the thrust curve required for level flight: by the relation: C _Di =A C _L ² ,

Available:

3.2.2, straightening performance: Figure 1 helps to understand the situation; hypothesis

Less than a preset value,

The kinetic equation for straightening up: T = D + mg sin γ, L = mg cos γ (Equation 3-34)

ΔT=T _ky -T _px =mg sinγ (Equation 3-35)

3.2.3. Straightening down performance: The flight path of the aircraft is inclined downwards, but the flight with a small inclination is close to a straight line. This is to help understand the situation. Figure 3 is helpful to understand the situation; Zero is called gliding;

Assume that the steady-state sliding of the aircraft is a constant-speed linear motion, and the sliding angle is constant. At this time, the engine is in the idle state, and the engine thrust is close to zero. At this time, the aircraft motion force balance equation: L=G cosγ, D=-G sinγ, (formula 3-43)

3.3, the aircraft's battery life and take-off and landing performance;

3.3.1. Performance analysis during the takeoff phase: Aircraft takeoff refers to the process in which the aircraft cabin is stationary and begins to accelerate off the ground and rise to a safe altitude in the air. L is lift, D is resistance, T is thrust, G is gravity, N is ground support force, F is ground friction; when the airplane is slid at 3 o'clock on the horizontal ground (Figure 4 helps to understand the situation), The mechanical equilibrium equation of the aircraft at this stage is as follows:

Self-extraction formula: (Equation 3-87)

When the aircraft accelerates, the dynamics model is as follows:

3.3.2. Performance analysis during the landing phase:

3.4, the maneuverability of the aircraft:

Pingfei acceleration and deceleration dynamics model:

3.4.4, hovering:

Normal hovering: do a uniform circular motion in the horizontal plane, so γ = 0, and rewrite the normal inertial force form as

R is the normal hovering radius; Figure 5 is helpful to understand the situation;

Horizontal directional dynamics:

Vertical force balance:

There is a normal overload:

The normal hovering time and the hovering radius can be obtained from the calculation formula (3-135);

4. Chapter 4: Static stability and control of the aircraft:

4.1. Longitudinal straightening flight force balance and torque balance: aircraft landing performance, whether it is on the ground, or in the process of climbing or sliding, the flight speed changes greatly, and its performance is determined according to unsteady motion; Chapter 3 analysis, when the straight-line flight is fixed, the external force and external torque acting on the aircraft should be in equilibrium, that is:

among them,

Mounting angle for the engine;

For straight horizontal flight, the track inclination angle γ=0, and then considering that the angle of attack is not too large, and after some minor factors are omitted, the above equilibrium equation is expressed by the coefficient, which can be simplified as:

Where the gravity coefficient

4.1.1, the form of motion and its performance indicators: According to different flight conditions, the flight performance of the aircraft includes level flight performance, ascending performance, endurance performance and landing performance; here are three types of motions: constant leveling, steady rising and steady falling. And its performance is discussed:

Constantly leveling: when standing normally, dV/dt=0, dγ/dt=0, γ=0; the corresponding equation of motion is:

Hypothesis

Small enough (

Less than a preset value), the above equation can be simplified as: T = D, L = G (Equation 4-4)

The steady rise and fall of the aircraft; dV/dt=0, dγ/dt=0, γ>0 when the constant rises; the equation of motion (Equation 4-1) can be simplified as:

Obviously, the lift force when straightening up is smaller than the lift force required when straightening and leveling, so the resistance D when straightening up is smaller than that of the straightening required thrust _Tpx ; In order to achieve a straight rise in consideration of the straightening rise, Equation (4-5) can be rewritten as:

5. Chapter 5: The equation of motion of a rigid-body aircraft:

5.1. Aircraft motion hypothesis: For the Earth, assume: ignore the rotation and revolution; do not consider the Coriolis acceleration generated by the Earth; ignore the curvature of the Earth; do not consider the centrifugal acceleration generated during level flight; gravity does not change with altitude, the gravitational acceleration g does not change; Flight conditions are limited to Ma<3, H<30km. For the aircraft, assume: ignore the gyroscopic effect of the engine rotor; ignore the elastic deformation, control surface movement; ignore the jet flow effect; ignore the mass change; the aircraft is regarded as a rigid body, the mass is constant;

5.2.1. Centroid dynamics: According to Newton's second law, the differential equation of particle relative motion is: F=ma, :m is the total mass of the aircraft, a is the acceleration of the aircraft, and F is the resultant force vector acting on the external force at the centroid. The linear equation of motion of the aircraft under the action of the external force F, namely:

Where F _x , F _y , F _z are the resultant forces acting on the body axis, a _x , a _y , a _z are the accelerations on the three axes of the body, u, v, w are the relative speeds of the body relative to the inertial line , p, q, r is the relative angular velocity of the body.

5.2.2. Dynamics of rigid body rotation: It is known from theoretical mechanics that the rotational motion of a rigid body around the centroid can be expressed by the momentum moment theorem, namely:

Where h is the momentum moment of the aircraft to the origin of the coordinate system, and M is the moment of the external force acting on the aircraft on the origin (center of gravity) of the body axis.

In the moving coordinate system (the body axis coordinate system), the angular motion equations of the aircraft under the external moment are:

In the formula, L, M, and N are the projections of the external moment M on the body axis (x, y, z);

5.3. Kinematics equation:

5.4. Vertical and horizontal separation of aircraft movements:

5.4.1. Vertical and horizontal separation of the aircraft: The general aircraft has a symmetry plane (shape and mass symmetry). Considering the aircraft's reference motion, it is symmetrical and steady straight, and the plane of motion and the vertical plane are at this time.

The symmetry plane coincides (β = 0); for the reference motion, there is the following inference: the longitudinal aerodynamic forces and the moments of the lateral lateral motion parameters in the reference motion state are all zero; the lateral lateral aerodynamic forces and the moment versus the longitudinal parameters are in the reference The derivative of the motion state is zero;

5.4.2, longitudinal motion equation;

when

Not large, less than a preset value, set:

then:

If the aircraft is flying in a straight line in a vertical plane,

As a level flight acceleration and deceleration flight, γ = 0, there are:

As a constant speed,

The corresponding kinematics equation is:

When the aircraft has no asymmetrical motion (side force, yaw moment, rolling torque is zero), its side slip angle, aileron, rudder angle is zero, ignoring the lateral lateral dynamics equation, there are: only consider the longitudinal symmetry plane The force situation: the aircraft is subjected to gravity G, lift L, resistance D, engine thrust T, and pitching moment M; the equation of force and moment balance:

Obviously, the above formula 5-34 to formula 5-39, formula 5-130, is obtained when the aircraft is in the vertical plane motion; as shown in FIG. 1, it can be helpful to understand the content; when leveling, As will be further appreciated by reference to Figure 2, this can be understood.

The second part: Basic technology of (A class) aircraft (also known as aircraft) flight: basic working principle of aviation gas turbine engine and design point performance description;

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

1.1.1, turbojet engine:

1.2, the main performance indicators of aviation gas turbine engines:

1.2.1. Thrust: The expression of the effective propulsive force F _eff of the turbojet engine system is:

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

The formula for calculating the non-installation thrust of the engine is:

F=W _g V ₉ +(p _s9 -p _s0 )A ₉ -W _a V ₀ Formula (1-23), where W _a is the engine inlet air flow rate; W _g is the engine exhaust gas flow rate; V ₀ For the flight speed; V ₉ is the tail nozzle exhaust speed; p _s0 is the atmospheric pressure; p _s9 is the tail nozzle discharge pressure; the thrust unit is Newton; generally W _g V ₉ +(p _s9 -p _s0 ) A ₉ becomes the total thrust F _g ; W _a V ₀ can be called the stamping resistance F _D , and it can be known from gas dynamics: W _a V+pA=p _t Af(λ), so the total thrust can be written as follows:

F _g =W _g V ₉ +p _s9 A ₉ -p _s0 A ₉ =A ₉ [p _t9 f(λ ₉ )-p _s0 ] Formula (1-24),

The additional resistance is expressed by X _a and its calculation formula is:

The differential pressure resistance of the outer surface of the engine is indicated by the symbol X _p , which is calculated as:

2), mixed exhaust turbofan engine,

Separate thrust, unit thrust, fuel consumption, thrust-to-weight ratio, thermal efficiency, propulsion efficiency and total efficiency of the exhaust turbofan engine,

Total efficiency, air flow, total boost ratio, turbine front temperature, fan boost ratio, bypass ratio, throttle ratio, afterburner outlet temperature, axial compressor and fan, boost ratio, efficiency, unit Working fluid compression work L _C and power, component performance parameters (including efficiency of various components, total pressure recovery coefficient; total pressure recovery coefficient for inlet performance parameters), turbine function and performance parameters (expansion ratio, efficiency), turbine cooling The influence on the turbine characteristics, the function and performance parameters of the combustion chamber and afterburner (total pressure recovery coefficient, combustion efficiency: π _B ), etc., are all defined and available in the prior art;

Common working and control rules for aviation gas turbine engine components ((1) control engine speed by controlling fuel flow; (2) control engine pressure ratio by adjusting nozzle throat area, which is defined as turbine outlet section and fan The ratio of the total cross-flow airflow of the inlet section. (3), the area ratio of the expansion and discharge nozzle A ₉ /A ₈ control; (4), engine acceleration and deceleration control; (5), engine start control; (6), fan guide vane And compressor stator blade installation angle control; (7), turbine tip clearance active control; (8), compressor stage deflation control (9), internal and external culvert duct area control; (10), cooling System control; (11), reverse thrust control; (12), vector thrust nozzle control; (13), turbine blade temperature limit control; (14), flame detection and auto-ignition control; (15), stall / asthma Vibration protection control; (16), engine over temperature, over-rotation, over-pressure protection control;) are prior art;

Steady-state performance control law for re-ignition afterburner engine (maximum state (full force), intermediate state (maximum force), throttled throttling, throttling state (not in the afterburning zone); In the afterburning state of the engine, in addition to the main combustion chamber fuel supply amount as the control amount, it is necessary to increase the boosting oil supply amount as another control amount, so there are two control amounts, corresponding to two controlled parameters. In addition to the above-mentioned selectable speed or temperature as the controlled parameter, in the afterburning state, the increased controlled parameter may select the afterburner outlet total temperature or the total residual gas coefficient as the controlled parameter.

3.2.2, the control law of the two-axis large bypass ratio turbofan engine:

5. Aviation gas turbine engine transient state performance:

5.2.2, the equation of rotor motion during engine acceleration and deceleration:

M _T -M _A -M _K =J _Z dω/dt (5-1), where M _T and M _K are the torques of the turbine and the compressor respectively; M _A is required to drive the attachment and overcome the frictional motion of the rotor Torque; J _Z is the moment of inertia of the rotor; dω/dt is the angular acceleration.

If the mechanical efficiency η _{m is} expressed by (1-M _A /M _T ), the above formula is written as:

M ₁ η _m -M _K =J _Z dω/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 engine (shaft power P, fuel consumption rate sfc, jet thrust F ₉ ), such as the propulsion power generated by the jet thrust is converted into the superposition of the shaft power and the output power to obtain the equivalent power P _e and the corresponding equivalent The fuel consumption rate sfc _e , V ₀ is the flight speed, η _B is the propeller efficiency; the calculation of F ₉ is related to the nozzle installation angle and the engine intake mode.

P _e =P+(F ₉ *V ₀ )/η _B

Sfc _e =(3600*W _f )/P _e

8. Aviation gas turbine engine installation performance:

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

8.1.1, the propulsion system

The general formula for the installation thrust F _A is expressed as: F _A =F _R -X _in -X _NZ (8-10),

The thrust loss ΔF caused by the engine installation is the difference between the non-installation thrust F and the installation thrust F _A , and the calculation formula is as follows: ΔF=FF _A =(FF _R )-X _in -X _NZ (8-11),

9. Aircraft/engine performance matching and optimization:

9.1. Aircraft performance model: The aircraft is usually regarded as a mass point. It is considered that the mass of all aircraft is concentrated on the center of mass. It is assumed that the forces acting on the aircraft meet the centroid and have no torque. According to Newton's second law, the momentum can be obtained. The theorem describes the centroid motion equation of the aircraft:

Where F _A is thrust, X is resistance, W is gravity, and Y is lift;

Along the direction of movement:

Along the normal:

Where, m aircraft mass kg is also the total mass of the aircraft, F _A available thrust (N); α is the angle of attack, θ is the track inclination;

It is the angle between the engine thrust line and the axis of the aircraft. The general engine thrust line and the engine and engine axis are coincident, so

It is called the engine mounting angle. Engine with thrust reversing device

Can be greater than 90°; but general aircraft, under most flight conditions, aircraft angle of attack and engine mounting angle

Not too big, so the above two can be simplified to:

The ratio of lift Y to aircraft gravity is called overload n _f :n _f =Y/mg (9-6)

Substituting (9-5) can be obtained:

9.2 Calculation of the basic flight segments of the aircraft:

If the aircraft is doing a straight-line motion, then

Therefore, the formula (9-4) and the formula (9-5) can be simplified as: F _A = X + mg sin θ (9-13)

Y=mg cosθ (9-14)

1), constant speed leveling: For constant speed leveling, the track inclination angle θ is zero, the available thrust is used to overcome the aircraft resistance, and the lift is used to balance the aircraft gravity;

F _A =C _x q ₀ S (9-15)

Mg=C _y q ₀ S (9-16)

2), climb or slide: For the sake of simplicity, a climbing section can be divided into 5-10 equal speed climbing sections; on each climbing section:

Thus formula (9-4) can be written as:

F _A =X+mg sin θ (9-26)

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

N=mg-Y (9-65)

f=μN=μ(mg-Y)

μ is the coefficient of friction, that is, the rolling resistance coefficient f;

10. Performance problems during the use of aviation gas turbine engines;

10.1 Important performance indicators: thrust, fuel consumption, fuel flow. In addition to the dedicated flight test rig, on military civilian aircraft, thrust and fuel consumption rates are generally not directly measured, but fuel flow can be measured. Since engine thrust and fuel consumption are determined by engine operating process parameters such as exhaust temperature and pressure, nozzle area, engine pressure ratio, etc., the engine can measure these parameters to estimate thrust and in flight. Oil rate.

10.5. Measurement parameters and data acquisition criteria for engine performance:

1) Performance monitoring and fault diagnosis: The measured aerodynamic thermal parameters of the engine are used to analyze the performance level and performance attenuation of the engine and pneumatic components, and the fault can be isolated to the pneumatic related components. The gas path components include a fan, a compressor, a combustion chamber, a turbine, a nozzle, and the like. Related systems for pneumatic components include high pressure compressor adjustable stator blade systems, bleed air systems, aircraft air conditioning bleed air systems, turbine clearance control systems, and anti-icing systems. Problems discovered through data analysis can be confirmed by further exploration, non-destructive inspection and testing.

2) Mechanical condition monitoring and fault diagnosis: Monitor the health of the engine structural system, such as the rotor system, bearings, gears, etc., using measured vibration data, oil parameters, and detection and analysis results of metal powder contained in the lubricating oil. And can isolate faults to these components;

3), non-destructive testing and testing: special equipment, credit testing, such as hole exploration, eddy current, isotope photography, ultrasonic, magnetic flaw detection, liquid penetration inspection.

10.8. Engine performance monitoring and fault diagnosis: Process of engine performance monitoring and fault diagnosis: According to the measurement parameters recorded when the engine is in stable working state, various data processing algorithms are used to obtain the change of performance parameters of the pneumatic components (or unit). Valuation is the trend of performance change; although the algorithm is diverse, it is essentially the monitoring and analysis of aerodynamic thermal parameters, which is collectively referred to as the Gas Path Analysis Method (GPA). Common performance-related failures include: fan, booster stage, high pressure compressor efficiency and/or reduced flow capacity; high or low pressure turbine efficiency reduction; high pressure or low pressure turbine pilot area change; high pressure compressor adjustable stator blades The VSV is normally closed or opened; the adjustable venting valve VBV is abnormally closed or opened; the air venting system of the aircraft is not normal from the compressor; the bleed air for the high pressure and low pressure turbine clearance control system is not Normal; transitional deflation valve TBV is abnormally closed or opened. In addition, there are incorrect measurement parameters caused by sensors, measuring systems or indicating system faults. Common methods include: over-limit monitoring, parameter comparison, trend analysis, fault diagnosis of pneumatic components and related systems, engine management of fleets, and performance queuing. Performance monitoring requires attention to both short-term and long-term trends in engine parameter deviations. Changes in parameter deviations in the short term indicate that the engine is faulty, and long-term deviation changes usually reflect engine performance degradation. 10.8.1 Overrun monitoring: Check whether the engine measurement parameters exceed the specified threshold and monitor the engine for health.

10.8.2. Comparison of parameters: Compare the difference between the parameters of the same name of each engine recorded at the same time in flight and its changing trend, and quickly find the engine with abnormal operation;

Exhaust temperature margin EGTM or atmospheric temperature limit OATL is widely used as a key parameter for take-off monitoring; engine health will significantly affect the exhaust temperature margin EGTM, as efficiency degradation due to engine component degradation or component failure will result in The exhaust gas temperature EGT increases and the exhaust gas temperature margin EGTM decreases. When determining the takeoff performance monitoring parameter EGTM, the takeoff state must be given, including engine power state, flight Mach number Ma ₀ , airport altitude H, ambient atmospheric temperature OAT , bleed air state. Methods for monitoring exhaust temperature margin EGTM include overrun monitoring and trend monitoring.

10.8.5. Fault diagnosis of pneumatic components: The fingerprints can be used to initially determine the faults in the engine, but this is only a qualitative assessment of the engine state. In order to quantitatively determine the attenuation of the engine component efficiency flow capacity and to isolate the fault to the unit body, it is necessary to use an extended performance monitoring system and an advanced fault diagnosis algorithm to intelligently judge the engine fault.

Short-term unit performance analysis report: The short-term report includes the efficiency EFT and flow capacity (F/C) of five rotating components (ie fan FAN, low pressure compressor LPC, high pressure turbine HPC, high pressure turbine HPT and low pressure turbine LPT) over time The changing trend graph, the flow capacity of the high pressure and low pressure turbine components, is indicated by the guide outlet areas A ₄ and A ₅ . Attenuation of the unit body performance causes a decrease in the efficiency of these components, a decrease in the flow capacity of the compression member, and an increase in the turbine guide outlet area. The trend graph directly indicates the faulty unit body and the severity of the fault, and has the ability to diagnose faults.

10.8.6. Algorithm for unit body performance analysis: There are three main types of mainstream algorithms: small deviation fault equation method based on linear model, nonlinear model based method, artificial intelligence based method.

Diagnostic method based on linear model: When the engine is stable under known flight altitude, Mach number and throttle state, the following linear relationship is satisfied between the measured parameters and the component performance parameters: Z=H _E X _E +H _S X _S + θ (10-6), where Z is the vector of the change in the measured parameter.

Diagnostic method based on nonlinear model; considering the strong nonlinearity of engine performance, the diagnosis based on nonlinear model comes into being. For the actual engine, the actual component performance X at the run time can be regarded as input. The output is the measured measurement parameter Z. The calculation of the engine nonlinear model is that the flight altitude, flight Mach number, throttle position, aircraft bleed air and power extraction should be consistent with the actual values of the engine running, input component performance estimates

Output calculated value of measurement parameter

Figure 10-17 shows the estimated component performance.

It is the sum of the initial characteristic value X ⁰ of the component and the amount of change ΔX of the component characteristic. Compare the calculated and measured values of the measured parameters and select the following objective function:

Where m is the number of measurement parameters; σ is the standard deviation of the measurement parameters.

Development of gas path component fault diagnosis algorithm: fault diagnosis based on support vector machine, fusion diagnosis technology, data mining technology.

Part III: Aerodynamic calculation of Class B aircraft and flight performance of Class B aircraft: 1. Force analysis of Class B aircraft:

1.1. Gravity G; Class B aircraft is subjected to gravity G, resistance D, thrust T; gravity G=mg, m is the total mass of the aircraft of Class B aircraft, g is the acceleration of gravity, and the direction of gravity is vertically downward;

1.2. Thrust: The thrust of a Class B aircraft is provided by an (engine-passed) propulsion system. Obviously, the thrust is generally consistent with the direction of the axis of the propeller in the propulsion system, pointing in the direction of the force (usually aerodynamic) generated by the propeller; When the thruster (eg, a rotor, a fan, etc.) generates a thrust in a rotational manner, the direction of the thrust is naturally in the same direction as the axial direction of the rotating shaft of the propeller; the thrust of the helicopter is usually generated by a rotor driven by a turboshaft engine; The thrust of a multi-rotor is usually generated by a plurality of fixed pitch rotors (or fans) that are typically driven by a motor; for example, in a jetpack, when the thruster is a jet thruster, the direction of the thrust Naturally the axial direction of the airflow blown by the nozzle of the propeller;

The direction of motion of the Class B aircraft (ie, the direction of the speed) V is generally determined by the thrust, gravity, and resistance experienced by the aircraft; that is, the direction of the velocity) V is not determined solely by the direction of the thrust T;

Lift H: In order to avoid confusion with the lift of the Class A aircraft, the lift of the Class B aircraft can be expressed by H. When the Class B aircraft has no additional lift generating device other than the Class B thruster, the lift H is based on the Class B thruster. The thrust is calculated; when the thrust T is vertically upward (the B-type aircraft is usually in a vertical lift or hover state), as shown in Fig. 6, the angle T between the thrust T and the vertical upward direction (oz line) is zero. Lift force H = T * cos θ = T; when the thrust T is not vertically upward (when the B-type aircraft is usually in a horizontal direction at a non-zero speed flight state), as shown in Figure 7, the thrust T and the vertical upward direction The angle of the (oz line) is θ; H = T * cos θ (Equation 3-1);

1.3, resistance:

According to the cause, the resistance can be simply divided into the resistance D _T generated by the B-type propeller and the resistance D3 generated by the movement of the aircraft in the air;

When the pusher B type (in particular a helicopter or rotorcraft rotor) work, while generating thrust, the downwash flow naturally prone to resistance; resistance D _T Class B produced by the pusher, and the pusher typically Class B The parameters are related (for example, thrust L, rotor speed n5, etc.); in order to simplify the calculation, the resistance D _T generated by the class B thruster can be decomposed into two directions of resistance, one for D1 and the other for D2; D1 is The resistance generated by the class B thruster is in the horizontal direction, D1 is opposite to the horizontal component of the velocity; D2 is the component of the resistance generated by the class B thruster in the vertical direction, and D2 is in the same direction as the gravity;

D _T =T*C _T , (Equation 3-2), C _T is the drag coefficient of the resistance generated by the Class B thruster, and T is the thrust;

D1=T*C _D1 (Equation 3-3), C _D1 is the resistance coefficient of the resistance generated by the B-type thruster in the horizontal direction. C _D1 can be set independently or C _D1 =sinθ*C _T , T is the thrust, and θ is the angle between the thrust T and the vertical upward direction (oz line);

D2=T*C _D2 (Formula 3-4), C _D2 is the resistance coefficient of the resistance generated by the Class B thruster in the vertical direction. C _D2 can be set independently or C _D2 =cosθ*C _T , T is the thrust, and θ is the angle between the thrust T and the vertical upward direction (oz line);

The resistance D3 generated by the movement of the aircraft in the air refers to the resistance generated by the air in the environment when the class B aircraft moves in the air; the resistance generated by the movement of the aircraft in the air can also be divided into friction resistance, differential pressure resistance, interference resistance, etc.;

The resistance D3 generated by the movement of the aircraft in the air is usually related to the parameters such as the speed of movement, the direction of motion, the local wind speed, and the local air density. The resistance D3 is the force that prevents the movement of the Class B aircraft, and its direction is constant and the direction of motion (ie, speed V). The opposite; the formula for the resistance D3:

C _D3 is the drag coefficient of the B-type aircraft moving in the air, ρ is the air density, V is the speed, S _B S is the windward area of the B-type aircraft; the drag coefficient C _D3 and the wind-up area S _B S are the self-structure of the B-type aircraft Decided, because the class B aircraft can move forward, backward, left and right in any direction, the angle γ between the velocity V and the horizontal plane, the angle θ between the thrust T and the vertical upward direction (oz line), and the inclination angle of the body itself relative to the horizontal plane may be Different; therefore, in different motion states, the drag coefficient C _D3 and the windward area S need to take corresponding preset values to improve the calculation accuracy;

First consider the vertical force when lifting or hovering: when it rises vertically: γ=90°, sinγ=1, D3sinγ=D3; when it falls vertically: γ=270°, sinγ=-1, D3sinγ=-D3 ;

When the Class B aircraft rises or falls vertically (as shown in Figure 6): θ = 0, D1 = 0, a _x = 0; there is no movement in the horizontal direction; the balance formula of the force in the vertical direction is:

When the Class B aircraft rises vertically at a constant speed or falls vertically at a constant speed (as shown in Figure 6):

θ=0, D1=0, a _x =0; no movement in the horizontal direction; the balance formula of the force in the vertical direction is:

(T-D2)-mg-D3sinγ=0; (Formula 4-2);

Because the vertical lifting speed of the Class B aircraft is usually not high, the resistance D3 generated by the movement of the aircraft in the air is usually negligible, or it can be directly set: D3sin γ = 0;

That is, the vertical rise or fall of the Class B aircraft (Equation 3-1) can be changed to:

That is, the B-type aircraft can be vertically raised or lowered at a constant speed (Equation 3-1) and can be changed to: (T-D2)-mg=0; (Formula 4-2A); this formula is also the force balance when the Class B aircraft is hovering. formula;

The force condition of the Class B aircraft is complex. For ease of understanding and description, as shown in Figure 7, o is the center of mass of the Class B aircraft, ox is the horizontal line passing through the center of mass, and oz is the line passing through the center of mass and perpendicular to the horizontal plane; The angle between T and oz is θ; the angle between the velocity V and the horizontal plane is γ; at the same time, the moving component of the flight motion (ie, velocity) of the ox and the class B aircraft in the horizontal direction is coincident, that is, the ox points to the class B aircraft. The component of the velocity direction in the horizontal direction; of course, allows the user to arbitrarily define other coordinate systems.

In combination with the foregoing calculation method, all the calculation formulas (T-D2) in the present invention can be replaced by (T(1-C _D2 )); all calculation formulas (T cos θ-D2) can be used in the present invention (T cos θ (1-CT) ))); all calculation formulas (T sin θ-D1) in the present invention can be replaced by (T sin θ (1-C _T )); when any of the C _T , C _D1 , C _D2 of the B-type aircraft is small (When it is less than a corresponding preset value), it can be directly set to 0; for example: if C _D2 =0, then it is: T=(T(1-C _D2 )); if D _T , D1 If any resistance in D2 is less than the corresponding preset value, it can be set to zero.

Basic technology for flight of aircraft (also known as Class B aircraft): basic operating principles and design point performance specifications for aviation gas turbine engines;

Rotors and propellers: Both the rotor and propeller blade chords have an angle of inclination to the plane of rotation, called the blade angle. The angle between the relative airflow velocity and the blade string is called the angle of attack. In order to achieve high paddle efficiency, a suitable angle of attack between the blade and the relative airflow velocity needs to be maintained. The blade angle varies with the leaf height. The closer to the tip of the blade, the greater the tangential speed of the blade and the smaller the blade angle. Generally, the blade angle at 75% of the blade height is defined as the blade angle of the entire propeller. The distance of the spiral formed by one rotation of the same blade is called the pitch. The larger the angle of the blade is, the larger the pitch is. When the angle of the rotation plane is 0, the pitch is also 0; the "distance" of the pitch is the pitch of the spiral formed by the rotation of the blade, and the pitch is divided into geometric slurry. Distance and effective pitch. The geometric pitch refers to the distance that the helicopter's rotor rotates one week and the Class B aircraft moves upwards in an incompressible medium. The effective pitch refers to the actual distance that the blade moves one turn and the Class B aircraft moves upward. The difference between the two is called the slip caused by the slipstream effect, and the slip reflects the degree of compression of the blade against the air flowing through it. The greater the pitch, the longer the distance the Class B aircraft advances as the blade rotates. The pitch is constant, the higher the speed, the longer the distance traveled by the Class B aircraft per unit time. If the slip current and flight speed remain unchanged, and the propeller speed does not change, as the blade angle increases, the control (air) mass of the propeller discharge increases per unit time, and the propeller thrust increases; if the blade angle does not change, As the propeller speed increases, the control (air) mass of the propeller discharge per unit time increases, and the propeller thrust also increases. Rotors and propellers can be divided into fixed pitch and variable pitch propellers, which can be divided into two types: variable pitch and constant pitch.

5. Important performance indicators of the engine: thrust, fuel consumption, fuel flow. In addition to the dedicated flight test rig, on military civilian Class B aircraft, thrust and fuel consumption rates are generally not directly measured, but fuel flow can be measured. Since engine thrust and fuel consumption are determined by engine operating process parameters such as exhaust temperature and pressure, nozzle area, engine pressure ratio, etc., the engine can measure these parameters to estimate thrust and in flight. Oil rate.

Special statement 1: 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 present invention described later may be performed by the foregoing method; Known techniques are carried out.

Part IV: Analysis, research, and refinement of the intrinsic characteristics of various common flight parameters and aircraft data;

1. Basic explanation:

In the present invention, the data is the value, and the data is equivalent to the value; for example, the joint operation data is equivalent to the joint operation data, the measured value is equivalent to the measured data, the command value is equivalent to the command data, the preset data is the preset value, and the system preset data is That is, the system preset value, the manual preset data, that is, the manual preset value, the system default data, that is, the system default value, the fuzzy algorithm data, that is, the fuzzy algorithm value, the historical record data, that is, the historical record value, that is, the historical data, the historical value, etc.; In the present invention, the meaning of the direct combination of a plurality of well-known names is equivalent to the meaning of the connection of the words of the plurality of publicly-known words plus a "word", for example, the measured data is the measured data, and the preset data is preset. Data, etc.; the meaning of the direct combination of a non-public well-known word and a publicly-known word is equivalent to the meaning of the connection between the non-public-known word and the public-known word plus a "" word, for example: joint operation data, that is, joint operation data (ie, The data obtained through joint operations), the state of power transmission, that is, the state of power transmission, etc.; and so on, all nouns can be understood In this manner the reasoning income.

In the present invention, the calculation rule, that is, the rule, may also be referred to as a correspondence relationship; in the present invention, it is equivalent to based on (ie, passing or passing); setting data A or data A according to data B is set based on data B, which may be In any of the following cases, the data B is directly set to the data A, and the data B is subjected to some additional processing (for example, adding a certain offset value and multiplying a certain coefficient) into the data A and the like; in the present invention, Some kind of data A is set based on data B, including any of the following cases: data A is data B, data A is data B after some additional processing (such as adding a certain offset value, and a certain coefficient The result after multiplication, etc.; in the present invention, the proximity of A and B is that the absolute value of the difference between A and B is less than a preset value, when the parameters of A and B are The size of the preset value is different when the type is different, and the size of the preset value can be reasonably adjusted by the system.

Analytical research of data: The data (ie, the value of a parameter) in the present invention usually has various attributes, such as a time attribute, an acquisition path, a value range, etc.; the time of the data (or the value of the parameter), usually refers to the data ( Or the generation (or generation) of the value of the parameter, not the time of the value;

Differentiating from the time attribute, the data (or the value of the parameter) can be divided into current data (or current value), historical data (or historical value), and predicted data (that is, predicted value, that is, based on a certain time point forward prediction) The data is also the future value; it is generally understood that the current data (or current value) is the data (value) that is now and correctly generated at this time, and can also be understood as real-time data (real-time value), and the current data (or current value) is Data indicating the current state; history data (or historical value) refers to data that has been generated and generated at a past point in time;

Differentiating from the time attribute, the data (or the value of the parameter) can be divided into current data (ie, current value), historical data (ie, historical value), and predicted data (that is, predicted value, that is, data predicted based on a certain time point) That is, the future value); the current data (or the current value) is the data (value) that is now and correctly generated at this time, and can also be understood as real-time data (real-time value), and the current data (or current value) is the data indicating the current state. The current value is the real-time value when there is no limit; the historical data (or historical value) refers to the data generated in the past time point; the time of the data (or the value of the parameter), the priority refers to the data (or the value of the parameter) Generate (or generate) time, not priority time;

Differentiating from the access route, the data (or the value of the parameter) can be divided into measured data (or measured value), preset data (or preset value), joint operation data (or joint operation data);

Differentiating from the access route, the data (or the value of the parameter) can be divided into actual measurement, setting, and joint operation; the measured value can be called measured data (or measured value), and the set data is called setting data ( The data obtained by the joint operation (that is, calculated based on the rules of flight dynamic balance) is called joint operation data (or joint operation data); the setting data (or set value) can be divided into system settings. Data, manual setting data; system setting data is data that is not manually set.

The time of the integration time and the acquisition route, the data (or the value of the parameter) can be further divided into: the current measured data (or measured value), the current joint operation data (or joint operation data), the current setting data (or Fixed value), past measured data (or measured value), past preset data (or preset value), past joint operation data (or joint operation data), etc.; past joint operation data (or joint operation data) ) that is, the time-first joint operation data (or joint operation data);

Based on the knowledge of those skilled in the art or common sense courses: in actual applications (such as security monitoring), current measured data (or measured values), current joint operational data (or joint operational data) are common; and current Setting data (currently set by the machine or manually) for the current actual application is rare; setting data usually refers to the set data (such as data that has been set by the system, has been manually set) In addition to the explicit definition (for example, limited to "current" setting data), in the case of no limitation, the setting in the present invention means that the setting is preset, and the setting data is the set data. That is, the preset data (that is, the preset value); in the present invention, the past measured value, the past set value, and the past joint operation data belong to the set data for the current application, That is, preset data.

It is understood by common knowledge known to those skilled in the art, or based on the main content of the present invention: the actual value and the true value of the present invention are different concepts; the real value is usually a natural and true value of a certain attribute of a certain parameter. For example, the airborne mass m0 of an aircraft is 1500KG, the mass of the carried goods is 200KG (for example, 150KG for humans, and the cargo is 50KG). The true value of the total mass of the aircraft is assumed to be 1700KG if other masses are zero; The actual value of the total mass of the aircraft is set at the moment (for example, manual input, or a rule calculation based on flight dynamic balance). The actual value of the total mass of the aircraft is likely to be set to 1680 KG due to comprehensible errors, accuracy, and the like. Then the 1680KG can be regarded as the actual value of the total mass of the aircraft at the time of setting (but not the actual value); the actual value is a practical data in the present invention, and the actual value is naturally set with the setting time of the parameter. , setting method, setting accuracy and other factors are related; in the absence of a limited description, the actual value of the parameter in this article refers to the actual value when the parameter is set or An equal value; for example, when the actual value is set according to a preset value, the actual value is also the actual value of the parameter; for example, when the actual value of the parameter In order to set according to the system default value in its preset value, the actual value is also the actual value (that is, the calibration value) of the parameter in the system default (usually the standard state); for example, when the actual value is set When the setting method is based on the learning mode, the actual value is also the actual value (ie, the learning value) when learning; if there is no limit description, the actual value means that the parameter is in a practical application (for example In any of the methods for obtaining a measurement, a monitoring method, a monitoring method or a processing method, the actual value of the current state of the acquisition time of the value of the input parameter is obtained, that is, the current value of the parameter. In the present invention, when there is no limitation, the current or current time refers to the acquisition time of the value of the input parameter in a certain practical application (for example, in any acquisition measurement method, monitoring method, monitoring method or processing method in the present invention). In the present invention, the actual value of the parameter is the current actual value of the parameter without any limitation; when there is no limit, the current value of the 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), instruction data (or command value); Data (or manual presets) can also be referred to as manual input data (or manual input values);

Distinguishing from the value range, the data (or the value of the parameter) can be divided into a maximum value (ie, an upper limit value), a minimum value (ie, a lower limit value), an intermediate value, or a center value;

Differentiating from the special nature of data, data can be divided into ordinary data, actual data (that is, actual value), instruction data (or command value), reasonable range (including reasonable value), safety range (safety value), special meaning value, Simulation data (or simulation values), etc.; because the instruction data (or instruction value) has special meaning in security, it is also allowed to be drawn from the preset data as an independent data type; the special meaning has been set. a value such as 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 operate at a low energy consumption, and a value that can multiply the speed of the aircraft by a multiple of a positive integer of the speed of sound; A positive integer can be either 1 or 2 or 3 or 4 or 5 other positive integers.

The time of the integration time and the acquisition route, the data (or the value of the parameter) can be further divided into: the current measured data (or measured value), the current preset data (or preset value), the current joint operation data (or joint Operational data), past measured data (or measured values), past preset data (or preset values), past joint operation data (or joint operation data), etc.; past joint operation data (or joint operation data) ) that is, the time-first joint operation data (or joint operation data);

The measured data (or measured value) is relatively easy to understand, and refers to the value measured based on the sensor (hardware facility, instrument, etc.); in the present invention, the actual measurement, that is, the measurement refers to the measurement based on the sensor (including hardware facilities, instruments, etc.); The measured fuel quality value, such as the speed of the aircraft measured by the speed measuring instrument, such as the acceleration measured by the acceleration sensor, such as the angle of attack measured by the inclination measuring instrument, the slope of the road, etc.; the measured value is also the measured value; The estimated value refers to the calculated value based on a measured value; the measured value is usually used to estimate the fuel mass: such as the value of the fuel mass mf2 at the known historical point, based on the number of kilometers traveled and the unit kilometers after the historical record point. The fuel consumption estimates the value of the consumed fuel mass mf1 or the remaining fuel mass mf0; the value of the position and velocity measured based on the information of the satellite navigation system (such as Beidou or GPS) is also the measured value, and the satellite navigation system (such as Beidou or GPS) information can understand a kind of radio positioning and measurement information.

Command data (or command value or command), also referred to as command preset data (or command preset value), is the aircraft's mechanical operating parameters (especially speed and / or acceleration) and / or source power parameters (especially The control command data (or command value) of the data such as thrust or) is used to control the parameters of the aircraft's mechanical operating parameters (especially for speed and / or acceleration) and / or source dynamic parameters (especially for thrust or) Data (or target value); if the current speed is 100KM/H, when the system issues command data (or command value) of 200KM/H speed, the aircraft needs an acceleration process to reach the target speed;

The simulated value may also be referred to as a virtual estimated value; it refers to a numerically calculated value according to a computer or network system, which can simulate/simulate the operation of the aircraft;

The learning value of the secondary operation generally refers to a value obtained based on the acquired joint operation data performed when the set condition is satisfied in the current running process;

The historical record value generally refers to the value that has been learned by going through the learned record; the historical record value, including the historical record original value, the historical record actual value, the historical record correlation factor value, etc., and the specific formation manner thereof is described later;

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

The system default data (or system default) is the simplest way to set the data. Obviously, the system default (accurate) data (or value); the system default data (or system default) can include the factory defaults, Corrected or adjusted default values; factory defaults are factory default values, raw values; in general, system defaults can be applied more widely than factory defaults;

Manual preset data (or manual preset value) refers to the value set by the aircraft controller according to the actual situation;

In the present invention, any scheme or data can be equivalently substituted into other technical solutions; any formula in the present invention can be arbitrarily modified to move any parameter in the formula to the left side of the formula equal sign as a target parameter, and Equivalently move other parameters to the right to calculate the target parameter;

From the feasibility of the measurement of the parameters, the present invention divides the parameters into measurable parameters and non-measurable parameters; measurable parameters generally refer to the value of the parameter in the operation of the aircraft can be obtained by the measured way; in general, For example, the speed, source dynamic parameters, acceleration, mass-variant item quality (especially the fuel mass therein) are all measurable parameters; the unmeasurable parameters of the invention are non-measurable parameters, generally referring to the value of the parameter during operation of the aircraft. It cannot be obtained by means of actual measurement; during the flight of the aircraft, most of the inherent parameters of the system, such as no-load mass m0, efficiency coefficient, rolling resistance coefficient, integrated gear ratio im, drive wheel radius R1 (also denoted by R), gravitational acceleration g The frictional resistance coefficient is generally not set by a special sensor for measurement, and therefore is generally unmeasurable in operation; measurable means that a sensor for measuring the parameter is provided on an aircraft that implements the technical solution provided by the present invention, and the aircraft The measurement result of the parameter can be obtained based on the sensor during flight; correspondingly, not measurable The sensor that measures the parameter is not provided on the aircraft and/or the measurement result of the parameter cannot be obtained based on the sensor; the measurable and unmeasurable classification basis is based on the specific aircraft, and the aircraft can be in flight according to the aircraft. No measurement is correct; for example, the same type of parameter is physically measurable in some aircraft and may not be measurable in another aircraft; for example, the thrust of an aircraft can be measured on a ground facility or on a dedicated test rig, but in flight It cannot be directly measured; it can only be calculated based on other non-thrust source dynamic parameters.

The invention also provides a technical solution for the identification of another parameter type: if a certain parameter (for example, a measurement object/or an input parameter) has a allowable change amount in flight greater than a preset threshold, then the parameter (calculation) The object / or input parameter) is a class A parameter (measurement object / or input parameter); the threshold may be referred to as a first comparison threshold; if the parameter (measurement object / or input parameter) changes in flight is less than or equal to the pre- Set the threshold (that is, the first comparison threshold), then the parameter (measurement object / or input parameter) is a class B parameter (measurement object / or input parameter); the allowed change amount is used to measure the parameter in flight The degree of fluctuation, the larger the allowable change, the greater the fluctuation of the parameter in flight; the type A parameter can also be called the amplitude (ie, size) variable parameter, and the class B parameter can also be called the amplitude fixed parameter. For example, the preset first comparison threshold can be generally set to 0.1 (of course, the preset first comparison threshold can also be preset to other values such as 0.3, etc.); if the types of parameters are different, the allowed variation of the parameters And the corresponding preset first contrast threshold The values may naturally differ; the allowed amount of change can be achieved in a number of ways, for example the allowable amount of change is the maximum absolute value of the parameter (ie the maximum value in the absolute value) and the minimum absolute value (ie the minimum value in the absolute value) a ratio of the difference to the maximum absolute value, which may also be referred to as a first amount of change, which may be referred to as a first comparison threshold; the allowed amount of variation may also be measured in other ways, such as The amount of change is the ratio of the maximum value to the minimum value of the parameter, and the corresponding first comparison threshold value needs to be separately set and adjusted; the allowed change amount and the preset first comparison threshold value can be known based on the preset value. ;

In a practical sense, the class A parameter is also the parameter to be measured, that is, the actual value of the parameter can usually only be obtained by actual measurement; the parameter to be measured according to the invention refers to a certain moment at the time of normal operation of the aircraft, based on the pre- The difference between the value of the obtained parameter and the current value of the parameter exceeds a preset reasonable (or prescribed) range, that is, the value of the parameter obtained based on the preset cannot be used to describe the true condition of the parameter. Cannot be used normally, that is, the current value of the parameter cannot be obtained by preset mode. The parameter is an unpredeterminable parameter; usually, for example, source dynamic parameter, speed, longitudinal acceleration, wind The resistance fw, the mass change type of goods (especially the fuel quality therein) are all parameters to be measured; the parameters to be measured can also be understood as variable parameters, and the maximum and minimum values of the parameters are normal when the aircraft is working normally. The absolute value of the difference is outside the preset range; the preset range can be adjusted by the user or the manufacturer, that is, the manufacturer or the user can freely select the number of parameters to be measured, and the more parameters to be measured, the accuracy of the parameter is improved. The more parameters that can be preset, the lower the cost; in general, the values of the parameters to be measured and the values of the measurable parameters are obtained based on the measured values of the sensors.

The B-type parameter can also be a preset parameter, that is, the actual value of the parameter can be obtained by actual measurement or can be obtained based on a preset manner; the preset parameter of the present invention refers to the maximum value of the parameter when the aircraft is working normally. The absolute value of the difference from the minimum value is within a preset range, that is, the difference between the value of the parameter obtained based on the preset and the current value of the parameter is within a predetermined reasonable (or prescribed) range, That is, the value of the parameter obtained based on the preset can be used to describe the true condition of the parameter; for example, the no-load mass m0, the efficiency coefficient, the rolling resistance coefficient, the integrated gear ratio im, the gravitational acceleration, the tire radius, etc. are all preset parameters. Generally speaking, the value of the preset parameter can be set based on a preset value, which is usually a calibration value; for example, the efficiency coefficient, the calibration value can be a preset value of the aircraft factory; gravity acceleration and tire radius, etc. The calibration value is equal to the preset value when the aircraft is shipped from the factory; the calibration value of the rolling resistance coefficient is equal to the theoretical value of the tire on the preset type of road surface (cement road, asphalt road, etc.). The calibration value can be a fixed value or a variable function value, such as the efficiency coefficient described above, which is a function that gradually decreases as the total flight time and/or total flight distance changes.

The inventors in the previous version of the concept of the invention are commonly implemented embodiments; for example, the mechanical operating parameters (the road gradient in the road) are obtained by actual measurement, for example, the air density p0 in the system inherent parameters is obtained by default; The newly added two technical solutions can set the road gradient to a preset parameter in some models of aircraft to reduce the cost, for example, reading preset values of the road gradient of the road through preset map data and position information; For example, the air density p0 can be used as a measurable parameter in another type of aircraft to improve the measurement accuracy of wind resistance fw in your altitude or temperature environment; therefore, the new scheme facilitates further calculation based on flight dynamic balance rules. Achieve better monitoring performance or cost.

Flight parameters: Obviously, all parameters affecting flight conditions and/or all parameters related to aircraft operation and/or all parameters of the aircraft and/or all parameters in the flight environment may be referred to as flight parameters; The source dynamic parameters, the quality type parameters, the system operating parameters (including the mechanical operating parameters and the system inherent parameters) of the present invention are all flight parameters; the parameters in this document do not refer to a single parameter, but also may be multiple parameters or Parameter group; the system operation parameter in this paper is also the system operation parameter group; the data of the flight control system is read through the interface of the flight control system connected to the aircraft, and the values of many flight parameters can be obtained; Other parameters can be classified according to the parameter value path and technical characteristics.

Parameters of the aircraft: The parameters that can represent or calculate the force or torque or power that drives the aircraft's operation are the source dynamic parameters; the force refers to the force formed by the power system (ie, the propulsion system); The torque formed by the propulsion system; the power refers to the power formed by the power system (ie, the propulsion system); the source power can also be referred to as the power; the source power parameter is also the power parameter; The force formed by the propulsion system refers to the thrust and/or lift (the lift force when running in the vertical direction, the thrust when running in the horizontal direction, and the rest is the combined force of the thrust and the lift); the thrust can also be called the tensile force; the formation can be understood as the generation ;;; the thrust usually refers to the thrust generated by the propulsion system (or power system) of the aircraft, also known as the thrust of the aircraft, which is mainly generated by the engine of the aircraft; because the thrust itself is also one of the source dynamic parameters, in order to identify Conveniently, other source power parameters that are not thrust are called non-thrust source power parameters; depending on the type of power system; sources that can be generated based on the electric power system The power parameter is called an electric power parameter; the source power parameter generated based on the fuel power system is referred to as a fuel power parameter; if the source power parameter generated based on two or more power systems at the same time is referred to as a hybrid power parameter.

Wherein, the electrical power parameters include motor drive parameters, electrical power parameters of the rear end, etc.; the present invention classifies electrical power parameters having electrical parameter properties into motor drive parameters (also referred to as electrical drive parameters or front end electrical power parameters); There is also an electrical power parameter of a non-electrical parameter type, which can be referred to as an electrical power parameter of the back end; the electrical power parameter of the non-electrical parameter type is usually obtained at the rear end of the motor (such as a motor output shaft, a propeller, Motor output The mechanical power transmission component between the shaft and the thruster, etc.) is a mechanical type of electrical power parameter, so it can also be called the electrical power parameter of the rear end;

For convenience of description, a source dynamic parameter of a non-motor drive parameter type may be defined, and a source dynamic parameter of the non-motor drive parameter type includes any one or more of the source dynamic parameters of the back end electrical power parameter, fuel power parameter, and hybrid power parameter. ;

Special statement: Hybrid aircraft, if the operation of the aircraft is only driven by the electric power unit during a certain period of time, then the power unit of the hybrid aircraft is an electric power unit (not called a hybrid unit) during that time period. The section is called “when the aircraft is controlled by the electric power unit” or “the aircraft is controlled by the motor”, and the corresponding source power parameter is the electric power parameter; if the operation of the aircraft is only directly driven by the fuel engine during a certain period of time During this period of time, the power unit of the hybrid aircraft is a fuel power unit (also referred to as a hybrid power unit), and the period of time is referred to as “the aircraft is controlled by the fuel power unit” or “the aircraft is controlled by the fuel engine”. The corresponding source power parameter is the fuel power parameter; the power device is the hybrid device only when the aircraft is operated by the direct drive of two or more power systems, and the corresponding source power parameter is the hybrid power. parameter;

The quality type parameter of the present invention refers to all parameters belonging to the quality type, such as the total mass m2 of the aircraft, the mass of the carried item m1, the mass of the empty load m0, the quality of the quality-changing item, etc.; unless otherwise specified, the mass of the aircraft generally refers to the total number of aircraft Quality, the total mass of the aircraft can be expressed by m2 (also denoted by m); the mass unit can be expressed in kilograms (KG or kg); the total mass m2 of the aircraft is usually composed of the mass of the carried item m1, the no-load mass m0, and the mass-variable item mass mf. Any one or more of the total mass m2 of the aircraft, the mass of the carried item m1, the no-load mass m0, and the mass-variant item quality may be referred to as a quality type parameter (ie, a parameter of the quality type).

The mass of the carried item m1 refers specifically to the quality of the loaded personnel other than the net weight of the aircraft, and may also be referred to as the quality of the carried item. The obvious meaning of the two is the same, and the two are equivalent;

The no-load mass m0 is the mass or net mass of the aircraft when it is unloaded; it can be accurately known by preset (for example, reading factory parameters, etc.) or weighing on the scale, without counting;

The quality change item quality mf refers to the variable quality during flight; mf mainly includes the fuel quality, so it can be calculated by using the fuel quality instead of the mass change type item in the calculation;

The operating parameters of the system (that is, the system operating parameter group) of the present invention refer to all parameters of the flight parameters except the quality type parameters (especially the aircraft mass) and the source dynamic parameters; the main parameters include the following two types of parameters: Mechanical operating parameters, system inherent parameters.

The mechanical operating parameter of the present invention: when the operating environment of the aircraft is constant, the size (ie, amplitude) of a certain parameter may change with time, the parameter may be referred to as a mechanical operating parameter; and/or: The size of the parameter (ie, the amplitude) of the flight parameter other than the source dynamic parameter and the quality type related parameter may be a mechanical operating parameter controlled by the operator; and/or: and/or: (except the source The parameters to be measured in the flight parameters other than the parameters of the dynamic parameters and the quality type are mechanical operating parameters;

Intrinsic parameters of the system according to the invention: refers to parameters relating to the inherent properties of the aircraft and/or the environment; and/or: (in addition to parameters of the source dynamic parameters and quality types) the size of the parameters in the flight parameters (ie Amplitude) a parameter that is not controlled by the operator is a system intrinsic parameter; and/or: a predefinable parameter in the flight parameter (other than the source dynamic parameter and the quality type parameter) is a system intrinsic parameter; System inherent parameters may also be referred to as system setting parameters;

The flight condition correlation factor of the present invention refers to a parameter directly or indirectly related to the flight of the aircraft, and particularly refers to a parameter directly or indirectly related to the flight condition determination of the aircraft, including the flight condition (flight speed, altitude, Any one or more parameters of angle of attack, air density, sound speed, etc., road condition information, load condition information, aircraft total mass, source power parameters, system operating parameters, power plant operating conditions; Mainly refers to the condition of the power system of the aircraft and/or the condition of the pneumatic system; the mechanical system of the aircraft is good, the lubrication is good, the wear is small, and the efficiency is high, the condition of the power system is high; if the power system of the aircraft is seriously worn, If the efficiency is low, the condition of the power system is low; the road condition information mainly refers to the flatness of the road surface, and the smoother the road surface, the road condition is good and the index is high; The condition of the load mainly refers to the condition of the aircraft loader or article. If the personnel in the aircraft frequently jump or the item rolls freely in the aircraft, the good condition index is low; the position information according to the present invention can be based on satellite navigation (for example, Beidou, GPS, etc.) ), digital maps, etc.;

Derived parameters: any parameters described in the present invention, derived, deformed, renamed, expanded, reduced, increased offset values, filtered, weighted, averaged, estimated interference, compensated interference, RLS algorithm processing, recursive minimum two The parameters obtained by the power processing and the like are all referred to as derived parameters of the parameters, and all the derived parameters still belong to the original parameter type;

The second range of the present invention refers to a range for identifying whether the working condition of the second system of the aircraft is abnormal; the second system refers to movement with respect to the aircraft (including movement in a direction perpendicular to the direction of motion and/or perpendicular to the direction of motion) Force-related system; it is obvious that the force in the direction perpendicular to the direction of motion in the present invention includes at least lift (thrust) and gravity (or respective components); lift is related to the aerodynamic shape of the aircraft; The force of the direction includes at least the thrust and the resistance (or the respective components), and the resistance is also related to the aerodynamic shape of the aircraft; the thrust is generated by the power system (or propulsion system) of the aircraft; therefore the direction of motion in the present invention (including Horizontally related force-related systems, including the power system (or propulsion system) of the aircraft and the system associated with the aerodynamic shape; therefore, the second system refers to the aerodynamics of the aircraft including the power system (or propulsion system) of the aircraft and the aircraft Shape (ie including the body, wing and main control surface, auxiliary control surface) and / or system related to the total mass of the aircraft ;

The third range referred to in the present invention may also be referred to as a conventional range (that is, in accordance with a conventional range) and may also be referred to as a reasonable range; the third range refers to a normal range or a calibration range or a nominal range or a standard range or rating of the parameter. Range; normal range refers to the range when the parameter is in the preset or reasonable normal state; the calibration range refers to the range when the parameter is in the preset or reasonable calibration state; the nominal range means that the parameter is in the preset or reasonable nominal The range of the state; the standard range refers to the range when the parameter is in a preset or reasonable standard state; the rated range refers to the range when the parameter is in a preset or reasonable rated state; the calibration state is also the nominal state or the standard state; The calibration range can also be a nominal range or a standard range;

In the non-limiting description, the reasonable range in the present invention refers to the standard range (ie, the calibration range); in the absence of a limitation, the reasonable value in the present invention refers to the standard value (that is, the calibration value); especially when the parameter is an unmeasurable parameter And/or predefinable parameters and/or system intrinsic parameters, the reasonable value in the present invention refers to a standard value (ie, a calibration value).

Correspondingly, the conventional finger (that is, the reasonable value) of the parameter in the present invention is the normal value or the calibration value or the nominal value or the standard value or the rated value of the parameter; the normal value of the parameter refers to the value in the normal range of the parameter. And preferably a central value in the normal range; the nominal value of the parameter refers to the value in the calibration range of the parameter, and is preferably the central value in the calibration range; the nominal value of the parameter refers to the value in the nominal range of the parameter, and Preferably, the central value in the nominal range; the standard value of the parameter refers to the value in the standard range of the parameter, and is preferably the central value in the standard range; the nominal value of the parameter refers to the value in the nominal range of the parameter, and is preferably rated The central value in the range; obviously, the regular finger of the parameter (ie, the reasonable value) is usually the value in the third range.

The fourth range described 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 or a safety permission value or a safety threshold or a safety limit threshold or a safety threshold or a safety value), A preset value of the flight parameter that is usually generated to prevent abnormal flight conditions or cause a flight safety accident, or a preset value to avoid damage to the device according to the design specifications of the power unit or the power control device or the energy supply device, such as current Safety value I_ena, voltage safety value U_ena, driving torque safety value T_ena, power safety value P_ena, etc.; the safety value of the parameter may also include a value set according to the natural limit attribute of the flight parameter; such as the safety range of the quality of the carried item The upper and upper limits are naturally the maximum load safety value of the aircraft m_ena (also known as the legal load or the maximum safe load mass of the aircraft). The lower limit of the safety range of the quality of the carried goods is naturally 0; the safety value of the total mass of the aircraft is null. The sum of the safety value of the mass and the quality of the carried goods; if the upper limit of the safety range of the residual fuel mass mf0 is naturally fuel The maximum mass of fuel of this type of fuel that can be loaded by the device, the lower limit of the safety range of the remaining fuel mass mf0 is naturally 0; the upper limit of the safety range of the fuel consumption rate fm2 is naturally various limit states (such as the maximum load) , the maximum slope, the maximum slope, the maximum speed, the maximum acceleration, the maximum fuel supply per unit time provided by the fuel supply pipeline, etc.), the limit value of the comprehensive determination, the lower limit of the safety range of the fuel consumption rate fm2 Is 0;

In the present invention, the lower limit value in the safety range is also the minimum value among the safety values; the upper limit value in the safety range is also the safety value. Maximum value; Obviously, the safety value of the flight parameter is generally a preset value (especially the system preset value, and secondly, it can also be a manual input value). The safety value is usually given by a preset unless otherwise specified.

The acceptable range of the parameter (ie, the qualified range) refers to the range of the parameter that can achieve a useful value or the natural attribute of the parameter (including the input parameter); the acceptable range in the present invention can be The third range may also be the fourth range or the second range, depending on the application; for example, the flight condition monitoring (identification of flight condition anomalies) according to the present invention, reflecting, analyzing the operating condition of the power system (wear and Any one or more of the conditions for analyzing the aerodynamic shape-related system are all useful applications; the scope of the invention is an acceptable range when not limited ( That is, the acceptable range); an acceptable value of the parameter refers to the value of the parameter in the acceptable range (ie, the qualified range).

From the perspective of the value range, generally, the third range is within the fourth range; in the present invention, the second permission range may be simply referred to as the second range; the first permission range may be simply referred to as the first range; When the parameter needs to be measured (that is, the parameter is changed), the second range may float with the normal change of the actual value of the parameter, and even the curve may float following the actual value; it may be within the third range and beyond the third range; The absolute value can be much smaller than the absolute value of the fourth range; in some special cases, it can be greater than the absolute value of the fourth range; when a parameter is a presettable parameter, the second range of the parameter can be The acceptance range is coincident and can also be within the acceptable range;

A range is within B range: the upper limit of the A range is less than the upper limit of the B range, the lower limit of the A range is greater than the lower limit of the B range; the A range is out of range: the upper limit of the A range is greater than The upper limit of the B range, and/or: the lower limit of the range A is less than the lower limit of the B range;

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 may be preset, and may be preset values (especially system preset values, Secondly, it can also be a manual input value); any parameter can preset its standard value, third range, and fourth range; for example, the standard value of gravitational acceleration g can be preset to 9.81; the third range of gravitational acceleration g can be The preset is (9.5 ~ `10.5), the fourth range of gravitational acceleration g can be preset to (8.5 ~ `11.5), and so on; and any of the standard value, the third range, and the fourth range of any parameter Can be preset and adjusted according to the site conditions and actual conditions.

All of the parameters or data or solutions that are not explained in detail in the present invention can be reasonably explained, described, and summarized by the technical solutions or concepts provided by the present invention; and can be combined with the prior art and common knowledge.

In the present invention, all preset data (that is, preset values (especially system preset values)) can pass through the manufacturer of the aircraft, professional testing institutions, manual trial and error methods, limited trials, type tests, existing Any one or more of the technologies are known; the user can also test, verify, adjust, and set the aircraft by itself; for example, the deviation of the preset data (that is, the preset value (especially the system preset value)) Even the error causes the monitoring effect of the monitoring method to decrease, and does not affect the effectiveness of the technical solution;

In the present invention, the relationship between the height and the sound velocity and the air density data, the meaning and representation of the coordinate system commonly used in the class B aircraft, and the mathematical transformation of each coordinate system, the fuel consumption rate, and the flight conditions (height H, speed n, and thrust T) Relationship curve, engine speed characteristic curve, relationship between thrust and flight conditions (such as altitude, speed, etc.), lift-resistance pole curve (also referred to as pole curve), lift and aerodynamic layout of Class B aircraft and flight conditions ( The relationship between altitude, Mach number, angle of attack, etc., as well as all other flight-related basic knowledge, can be passed through the aircraft manufacturer, professional testing agency, manual test method, limited test, type test, prior art Any or more of the pathways.

Obviously, the flight of the present invention mainly refers to a flight in which the aircraft is not mechanically connected to the ground facility; for example, the most common flight or ground taxiing of an aircraft belongs to the flight of the present invention; for example, the flight of the aircraft on the test bench does not belong to The flight of the present invention.

The aircraft of the present invention refers to an aircraft that generates main lift by a fixed wing and/or a fixed body; the main lift means that the lift and the total lift ratio of the aircraft exceed a set value (for example, 60%); for example, a common passenger airliner and a transport aircraft (such as Boeing 737, Airbus A320, Airbus A380, Yun 20) and common fighters (such as 歼20, 歼10, F22, F16, etc.) belong to the aircraft of the present invention.

1.1. The aircraft of the present invention has a power generating power system, which generally has an energy supply device, a power control device, and a power device; the present invention is mainly applicable to an aircraft that is controlled by a power device to fly in the air; the power system can also Known as the propulsion system and its control system;

1.2. Overview of power plant: refers to the device that can drive the aircraft to fly in the air; the battery that provides illumination energy for ordinary fuel-powered aircraft, the vacuum pump motor for pure braking, can not be regarded as the power device according to the present invention; The device is composed of a power generating device and a propeller driven thereby; the power generating device refers to a device that converts energy into power, such as an electric motor and a fuel engine; the electric machine converts electrical energy into mechanical energy and power; and the fuel engine converts fuel into fuel For mechanical energy and power. The power unit can be regarded as the propulsion system of the aircraft; of course, the power unit and the corresponding air circulation system (such as the intake port) can also be referred to as a propulsion system.

1.2.1. The power unit of the electric power system is a motor and a propeller driven thereby, which may be simply referred to as an electric power unit; the motor according to the present 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. In: AC asynchronous motor, AC synchronous motor, DC motor, switched reluctance motor, permanent magnet brushless motor, linear motor, hub motor, etc.; the propeller driven by the motor, usually air propeller, rotor, fan, etc.;

1.2.2. A power plant of a fuel power system refers to a fuel engine capable of driving an aircraft to fly in the air and a propeller driven thereby, which may be referred to simply as a fuel power device; the fuel engine includes a common turbojet engine, a turbofan engine, and a turboprop Engines, ramjet engines, piston aeroengines, etc.; piston-type aero-engines provide reciprocating internal combustion engines that provide flight power to aircraft. The engine drives a propeller such as an air propeller to generate propulsion (ie, thrust); the propeller driven by the fuel engine is usually a jet propeller, an air propeller, a rotor, a fan, etc.; the jet propeller is usually integrated with the fuel engine. Or installed in a fuel engine, such as a turbojet engine, a turbofan engine, a ramjet engine, etc.; further, the jet propeller is divided into a fixed jet propeller, a vector jet propeller, etc.; Fixed jet propellers, the thrust is forwards along the axis of the aircraft, the direction can not be changed; the aircraft using the vector jet propeller, that is, the aircraft using the thrust vector technology, is deflected by the nozzle, using the thrust generated by the engine, Obtain extra control torque to achieve attitude control of the aircraft. Its outstanding feature is that the control torque is closely related to the engine, and is not affected by the attitude of the aircraft itself. Therefore, it can be ensured that the aircraft maneuver is controlled by the additional steering torque provided by the thrust vector when the aircraft is maneuvering at a low speed and a large angle of attack and the steering surface is nearly ineffective.

1.2.3. A powerplant of a hybrid power system is a hybrid power plant capable of driving an aircraft to fly in the air; a hybrid power plant means that the device is driven by two or more types of power (such as a motor and a fuel engine) to simultaneously operate the aircraft; Hybrid power units typically include both the power unit of the electric power system (the motor and the propeller driven thereby) and the power unit of the fuel power system (the fuel engine and the propeller driven thereby) that are driven by the propeller and fuel engine The thruster can be either a split device or an integrated device;

1.3, overview of the power control device:

1.3.1. The power control device of the electric power system is a motor drive device, and refers to a device capable of driving the motor of the present invention and a connection cable thereof, including but not limited to: a frequency converter, a servo drive, a DC motor controller, a switch Reluctance motor drive device, permanent magnet brushless motor driver, linear motor driver, integrated controller with motor drive capability, etc.; if the motor is directly powered/powered through a feed switch, the feed switch is also visible For a simple motor drive;

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 system is a hybrid control system;

1.4 Overview of the energy supply device:

1.4.1. The energy supply device of an electric power system, which can be called a power supply device, refers to a device that can provide driving energy to a motor drive device, a motor, and an aircraft, and a connection cable thereof, including a power battery pack, a hydrogen fuel cell, and a nuclear power. Power, solar power, cable-powered power supplies, energy storage devices (such as super capacitors);

1.4.2. The energy supply device of a fuel power system, which may be referred to as a fuel supply system, refers to a device capable of providing fuel to a fuel engine, including a fuel container (such as a fuel tank), a fuel delivery pipe (such as a fuel pipeline), and a fuel injection system (such as Fuel injection Pumps, etc.; the connection relationship is usually: the fuel in the fuel container passes through the fuel delivery pipe and is injected into the combustion chamber of the fuel engine through the fuel injection system, and the fuel is burned in the combustion chamber and then passed through the propeller to generate power (thrust or pull).

1.4.3. The energy supply device of a hybrid power system, which may be referred to as a hybrid energy supply system, refers to a device capable of providing energy to a hybrid control system and a hybrid power device, and may include two or more energy supplies at the same time. Devices such as fuel supply systems and power supply units;

1.5. Description of the components included in the power system: The power system of the present invention, the scope of the included device depends on the collection point of the specific source power parameter signal; generally, the power system refers to all the power of the whole machine. A component of the power system contained in the system comprising the signal of the source power parameter and a signal acquisition system for the signal of the source power parameter; it is apparent that the acquisition point is based on a signal (or energy or The general process of powering to distinguish.

1.5.1. The electrical power system of the present invention, the category of the device included depends on the collection point of the specific source dynamic parameter signal;

For example, if the collection point of the source power parameter signal is at the input end of the power supply device, the electric power system includes the power supply device of the aircraft, the motor drive device, the motor and the propeller driven by the device; for example, the collection point of the source power parameter signal is The output of the power supply device or the input end of the motor drive device, the electric power system includes the motor drive device, the motor and the propeller driven by the device; if the source power parameter signal is collected at the output of the motor drive device or the motor At the input end, the electric power system comprises a motor and a propeller driven thereby; if the collection point of the source power parameter signal is at the output of the motor or the input of the propeller, the electric power system comprises a propeller; any of the above electric power The system naturally also includes a signal acquisition system of source power parameters set at the collection point of the source power parameter signal; if the collection point of the source power parameter signal is at the output of the propeller, the electric power system only includes the source power a signal acquisition system for a source power parameter signal of a collection point of a parameter signal;

1.5.2. In the fuel power system of the present invention, for example, if the collection 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 includes the fuel injection system of the aircraft, the fuel engine and the drive thereof. a device such as a propeller; if the collection 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 includes the fuel engine and the propeller driven thereby; for example, the collection point of the source power parameter signal is The output of the fuel engine of the aircraft, the fuel power system includes a propeller, etc.;

1.5.3, the power device, the power control device, and the energy supply device according to the present invention are mainly functionally classified; from the device structure, any two or three of the three may be combined into any of the following Integrated system: two-in-one integrated system of power control device and power device, two-in-one integrated system of energy supply device and power control device, three-in-one integrated system of energy supply device and power control device and power device; the present invention The specification and claims also encompass any of the above two-in-one, three-in-one integrated systems.

1.6. The value of the parameter group or parameter obtained by the present invention is obtained as follows:

1.6.1, the acquisition of parameter values, including but not limited to the following:

1.6.1.1, directly measure the parameter value with a hardware sensor; or first measure the intermediate parameter value with a hardware sensor, and then calculate the parameter value;

1.6.1.2. Read the parameter values calculated and output by an external device (such as a power control device);

1.6.1.3, reading a preset value (such as a system preset value or a manual input value) to obtain a parameter; such as a rolling resistance coefficient; etc.; the system preset value of the present invention is also a system setting value;

1.6.1.4. Acquire data by using the method for acquiring data of the aircraft provided by the present invention.

1.6.2. The reading parameter value according to the present invention includes reading a local parameter value, reading a parameter value through a communication method (such as CAN, 485, 232, WIFI, Bluetooth, infrared, etc.), and transmitting the data through the network (for example, Various wired and wireless networks) remotely read flight parameter values and other methods;

2. The definition of the source power parameter of the aircraft; the parameter that can represent or calculate the force or torque or power that drives the aircraft to operate is the source power parameter; the force refers to the force formed by the power system (ie, the propulsion system); Torque refers to the power system The torque formed by the propulsion system; the power refers to the power formed by the power system (ie, the propulsion system); the source power can also be referred to as the power; the source power parameter is also the power parameter; The force formed by the propulsion system refers to the thrust and/or lift (the lift force when running in the vertical direction, the thrust when running in the horizontal direction, and the rest is the combined force of the thrust and the lift); the thrust can also be called the tensile force; the formation can be understood as the generation Because the thrust itself is also one of the source dynamic parameters, for the convenience of identification, other source dynamic parameters that are not thrust are called non-thrust source dynamic parameters; depending on the type of power system; can be generated based on the electric power system The source power parameter is referred to as an electric power parameter; the source power parameter generated based on the fuel power system is referred to as a fuel power parameter; if the source power parameter generated based on two or more power systems at the same time is referred to as a hybrid power parameter.

The gravity of the aircraft is not a source dynamic parameter; gravity is a combined parameter, which is a combination of m and g.

Wherein, the electrical power parameters include motor drive parameters, electrical power parameters of the rear end, etc.; the present invention classifies electrical power parameters having electrical parameter properties into motor drive parameters (also referred to as electrical drive parameters or front end electrical power parameters); There is also an electrical power parameter of a non-electrical parameter type, which can be referred to as an electrical power parameter of the back end; the electrical power parameter of the non-electrical parameter type is usually obtained at the rear end of the motor (such as a motor output shaft, a propeller, The mechanical power transmission component between the motor output shaft and the thruster, etc.) is a mechanical type of electrical power parameter, so it can also be called the electrical power parameter of the rear end;

2.1. Definition of the electrical power parameters of the aircraft:

2.1.1. Distinguishing from physical properties, conventional electrical parameters mainly include, but are not limited to, the following: electrical power, electromagnetic torque, current, voltage, motor speed;

2.1.2. From the device, it can be divided into electrical parameters of motor, motor drive device and power supply device;

2.1.3. The electrical parameters of the motor mainly include and are not limited to the following parameters: motor voltage Uo, motor current Io, power factor φ1 (also denoted by φ), electrical power Po (also denoted by Pm), electromagnetic torque Te, motor Rotation speed n1, rotating magnetic field speed n0;

2.1.4. The electrical parameters of the motor drive device mainly include and are not limited to the following parameters: output voltage U2o, output current I2o, output power factor φ2, 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 DC bus voltage Udc, torque current component iq;

The torque current component iq refers to a vector-controlled motor drive device (such as a frequency converter or a servo drive). After vector transformation, the motor current is stripped of the torque component of the excitation component; the torque current component iq, and the motor torque have Comparing the direct correspondence; the conversion coefficient Ki, Ki*iq through the torque current and the electromagnetic torque can be used to directly calculate the torque;

2.1.5. The electrical parameters of the power supply unit mainly include but are not limited to the following parameters:

The usual power supply device may include the following output electrical parameters: output voltage U3o (also represented by Ub1), output current I3o (also denoted by Ib1), output electrical power P3o, power factor φ3;

The external power supply type (such as a railroad electric locomotive) power supply unit may also include the following input electrical parameters: input voltage U3i, Input current I3i, input electrical power P3i;

When the motor brakes, the voltage U4 (which can also be represented by Ub2) fed back into the power supply device from the motor power generation, and the current I4 fed back to the power supply device from the motor when the motor brakes (also indicated by Ib2).

2.1.6. The electrical parameters of the adjacent preamp outputs on the functional connection and the electrical parameters of the subsequent inputs can be substituted for each other in the calculation; for example, Uo=U2o, such as Io=I2o, such as φ1=φ2, such as P2o=Po For example, Te of motor and motor drive device, such as U2i=U3o, such as I2i=I3o, such as P2i=P3o, etc.

2.1.7 Special Description of Electromagnetic Torque Te: The electromagnetic torque Te according to the present invention refers to the motor torque calculated according to the voltage or current or magnetic field parameters of the motor, including the electromagnetic torque calculated inside the motor drive device. Te also includes the electromagnetic torque Te calculated by measuring the motor voltage and the motor current outside the motor drive device; the measurement of the electromagnetic torque Te according to the present invention is very simple, low in cost, and high in precision. The electromagnetic torque Te does not include the mechanical torque machine obtained by installing the mechanical stress measurement principle (such as the dynamic torque tester) on the motor output shaft or other mechanical drive shaft or flywheel; the two are in the measurement principle, the measurement path, and the cost performance of the measurement. There are significant differences.

2.1.8. The electrical parameters of the present invention are further divided into motor drive parameters and electrical auxiliary parameters;

2.1.8.1, common motor drive parameters include but are not limited to the following types: electrical power, electromagnetic torque, current, motor speed, motor voltage, AC motor drive output frequency, electromechanical combination parameters, etc.:

2.1.8.1.1, the first type: electrical power; in the absence of additional instructions or qualifications, the electrical power of the present invention refers to active power; the way to obtain electrical power is as follows:

Electrical power value acquisition method 1: first obtain current and voltage, and then indirectly obtain power value by calculation; such as (Uo, Io, φ1), or (U2o, I2o, φ2), or (U2i, I2i), or (U3o, I3o, φ3), or (U3i, I3i); calculating electrical power by voltage and current, is a well-known technique;

Electric power value acquisition method 2: first obtain electromagnetic torque and motor speed, and then indirectly obtain power value through calculation; such as Te and n1, two parameter combination can be used to calculate power; P(kw)*9550=Te*n1, then P (w)=Te*n1/9.55; P(kw) indicates that the power is in KW, and P(w) indicates that the power is in W.

Electrical power value acquisition method 3: directly read the internal parameters of the motor drive device to obtain electrical power values; such as Po, Pm, P2o, P2i, P3o, P3i;

Electrical power value acquisition method 4: Obtain electrical power value by measuring with active power meter; such as Po, Pm, P2o, P2i, P3o, P3i;

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

Electromagnetic torque Te value acquisition mode 1: directly read the internal parameters of the motor drive device to obtain the Te value; such as directly reading the electromagnetic torque Te value in the inverter or servo drive;

Electromagnetic torque Te value acquisition method 2: first obtain the electric power value and the motor speed value, and then indirectly obtain the Te value by calculation; because the power P(w)=Te*n1/9.55=U*I, the electrical power can be measured The Te in the device can be calculated by simple calculation, and the formula is: Te=P(w)*9.55/n1;

Electromagnetic torque Te value acquisition mode 3: By measuring the output voltage and output current of the motor drive device, and indirectly obtaining the Te value by calculation;

2.1.8.1.3, third: current; this parameter can be used to calculate torque and force; iq, Io*cosφ1, I2o*cosφ2, I3o*cosφ3, etc.; without additional explanation or qualification, the present invention Current, usually referred to as the torque current component, or the active component or direct current in the current;

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

The current value acquisition mode 2: the current sensor is used to measure the current of the device, the power factor factor is used to measure the power factor, and then the current value is obtained by calculation;

2.1.8.1.4, the fourth type: motor speed, motor voltage, output frequency of the AC motor driver; the AC motor driver is the aforementioned inverter, servo driver, etc.; the engine speed can be obtained by the parameters associated with it; Operating frequency FR of power control device, angular velocity of power plant, angular frequency of power control device, gear speed, intermediate rotation The angular velocity of the piece, the intermediate transmission line speed; the frequency FR has a certain correspondence with the engine speed n1, for example, the rated frequency of the frequency converter generally corresponds to the rated speed of the engine;

If the motor load nature is dominated by constant torque, generally the motor speed and motor output voltage cannot indicate torque or power separately; however, the thrust of the motor that drives the aircraft is driven by its propeller (eg air propeller, rotor, Fan, etc.), the load is usually a square torque load, that is, the square of the motor speed is proportional to the motor torque. The cube of the motor speed is proportional to the motor power, so the motor torque or motor power can be calculated based on the motor speed. Therefore, the motor speed can also be classified into the electric power parameters, which are classified into the source power parameters. Because the motor voltage and the motor speed usually have a certain linear relationship, the motor speed can be calculated based on the motor output voltage, so the motor voltage can also be classified. The electrical dynamic parameters are classified into source dynamic parameters;

The relationship between the voltage and the speed of the AC motor can also be described by the output voltage and output frequency of a typical AC motor driver-inverter, because the output frequency has a corresponding relationship with the motor speed. Typical formulas are: n=60f(1- s) / p, in this formula, n is the motor speed (rev / min), 60 - per minute (seconds), f is the power frequency (Hz), p is the pole pair of the motor's rotating magnetic field ; s is the motor Slip rate; s = (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 the interaction between the magnetic flux of the motor and the current flowing through the rotor. At the rated frequency, if the voltage is constant and only the frequency is reduced, the magnetic flux is too large, and the magnetic circuit is saturated. The motor will be burned. Therefore, the frequency and voltage should be changed in proportion, that is, the frequency of the inverter is controlled while changing the frequency, so that the magnetic flux of the motor is kept constant to avoid the occurrence of weak magnetic and magnetic saturation. This type of control is mostly used for energy-saving inverters such as fans and pumps.

1) According to the potential balance equation (no load): U = E + IoR, E = 4.44fNΦ = 2πfL × Io

2) IoR (the pressure drop of the stator no-load excitation current Io on the winding resistance) is ignored: U≈E=4.44fNΦ, U/f=4.44NΦ=CΦ= fixed value, where f is the frequency of the motor power supply, N is the pole logarithm and Φ is the motor flux;

When the frequency f is low and away from 50 Hz, the voltage value is also low, the magnetic flux is also low, and the torque is insufficient;

3) Do not ignore IoR: U=E+IoR=4.44fNΦ+IoR=2πfL×Io+IoR, U/f=2πL×Io+IoR/f=Io(2πL+R/f)

When the frequency f is large and close to 50 Hz: U/f=U/f(f) is not a fixed value, it is a function of the frequency f, R/f is small and negligible, U/f=set; when the frequency f is small When moving away from 50Hz: U/f=U/f(f) is not a fixed value, it is a function of frequency f, R/f is very large and can not be ignored, U/f=IoR/f, U=IoR, to ensure constant flux!

3) So the correct statement is:

1) When the frequency f decreases, the voltage U also decreases, U/f=U/f(f) is not a fixed value and is a function of the frequency f;

2) When the frequency f is high/close to 50 Hz, U/f=setting = 380/50;

3) When the frequency f is low and far away from 50Hz, R/f is very large and can not be ignored, U/f=IoR/f is very large, U>IoR, to ensure the magnetic flux is constant!

5), due to the U/f= fixed value mode, the torque is insufficient at low frequencies, so it is suitable for equipment with low speed load, such as centrifugal fan, water pump, etc.

6) For low speed, when fully loaded and heavy, U/f=IoR/f is very large, U>IoR, to ensure constant magnetic flux and ensure sufficient torque!

7) If the U/f= fixed value mode of the inverter is controlled, the motor magnetic field is weakened at low frequency and the torque is insufficient;

8) If the inverter is not fixed according to U/f=U/f(f) mode, it is a function of frequency f. The motor magnetic field is constant, the motor torque is stable, and the high and low frequency characteristics are consistent.

The voltage and speed of the DC motor also have a corresponding relationship. The speed of the DC motor is proportional to the voltage, and the torque of the DC motor is proportional to the current.

For example, a typical DC motor parameter calculation formula 1 is as follows: n=(U-2ΔUs-IaRa)/(CeΦ), where n is Speed, U is the motor terminal voltage, ΔUs is the brush pressure drop (when the DC motor is DC brushless, the motor has no brush, ΔUs=0), Ia is the armature current, and Ra is the motor armature winding resistance. Ce is the motor constant and Φ is the motor air gap flux.

For example, the typical DC motor parameter calculation formula 2 is as follows: DC motor speed n=(U-IR+L*di/dt))/Kφ, where U is the armature voltage, I is the armature current, and R is the armature circuit. Resistance, φ is the excitation flux, k is the induced electromotive force constant; so it can be seen from the formula that in order to speed the DC motor, there are two general methods: one is the excitation control that controls the excitation flux φ The method is an armature voltage control method for controlling the armature voltage U; in most cases, the motor speed is adjusted by controlling the armature voltage.

One of the methods for obtaining the motor voltage: the motor voltage parameter value can be conveniently measured by the voltmeter; the voltage parameter value can also be read by reading the internal parameters of the motor driver;

One of the ways to obtain the motor speed: the motor speed value can be conveniently measured by a rotary encoder or an absolute encoder mounted on the motor output shaft; the motor speed parameter value can also be read by reading the internal parameters of the motor driver;

One of the acquisition modes of the AC motor driver output frequency: the output frequency value can be conveniently measured by the AC frequency measuring device; the output frequency value can also be read by reading the parameters of the AC motor driver;

2.1.8.1.4, the fifth type: the electromechanical combination type parameter refers to the parameter calculated according to the combination of the motor drive parameters mentioned above, and the specific definition manner thereof is described later;

2.1.8.2. Electrical auxiliary parameters refer to parameters that can be used to identify the operating conditions of the motor and the state of the motor. The main parameters include, but are not limited to, the following parameters: motor flight status word, motor control command word, etc.; because existing motor drive devices such as frequency conversion The device can output fault information such as accelerating overcurrent, deceleration overcurrent, constant speed overcurrent, etc., so it is also possible to obtain acceleration, deceleration, constant speed and other flight states from the inside of the motor driving device through relevant electrical auxiliary parameters;

The method of obtaining the electrical auxiliary parameter value 1: reading the internal parameters of the motor drive device and obtaining;

2.1.9. The electrical power parameters at the rear end mainly include the rotational speed of the propeller (such as an air propeller or a rotor or a fan), the torque of a propeller (such as an air propeller or a rotor or a fan), and a propeller (such as an air propeller or a rotor or a fan). The thrust of a thrust, a variable pitch thruster (such as an air propeller or a rotor or a fan), the propulsion power of a propeller (such as an air propeller or a rotor or a fan);

The measurement method or acquisition mode of the electrical power parameters of the back end may refer to the measurement mode or acquisition mode of the subsequent fuel dynamic parameters;

2.2. Classification of fuel dynamic parameters: From the classification of parameter properties, common fuel dynamic parameters include, but are not limited to, the following types: drive power Pr of the power system, fuel consumption rate of the power system, and/or fuel flow of the power system. Drive torque Tr of the power system, gas pressure and/or gas pressure of the power system and/or gas flow rate and/or gas flow rate, speed of the power system, variable pitch propeller (such as air propeller or rotor) Or the pitch of the fan, the thrust T of the power system, the fuel-power combination type parameters, etc.; for ease of description, calculation, and understanding of the present invention, the fuel dynamic parameters of the present invention are generally converted into propellers (such as air propellers). Or the thrust or tension T of the rotor or fan or jet propeller; of course, in practical applications, the user can also set the fuel dynamic parameters for other parts;

2.2.1, the first type: the driving power of the power system Pr:

The drive power Pr of the powertrain mainly includes, but is not limited to, the following parameters: power Pr1 of the components inside the engine (such as fans and/or compressors and/or rotors and/or turbines), propellers (such as air propellers or rotors or fans or Propulsion power of the jet propeller) Pr2;

Driving power value acquisition mode 1: Some engines can obtain the percentage of power through the engine load report data, and then multiply the maximum power of the engine to obtain the power value Pr1;

Driving power value acquisition mode 2: first obtain the torque and speed of the signal collection point, and then indirectly obtain the power value through calculation; for example: Pr1(kw)*9550=Tr1*n1, then Pr1(w)=Tr1*n1/9.55 N1 is the fuel engine speed; Pr1(kw) means the power is in KW, and Pr1(w) means the power is in W.

2.2.2, the second: the fuel consumption rate of the power system and / or the fuel flow of the power system, which mainly includes It is limited to the following parameters: the fuel consumption rate of the fuel supply system and/or the fuel flow rate of the fuel supply system; the fuel consumption rate within the engine;

Wherein, 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 of the combustion chamber, and/or a fuel supply amount. , the throttle position of the engine, the throttle lever angle, the fuel consumption rate in the fuel supply pipe from the fuel tank to the engine (or fuel injection pump);

How to Obtain Fuel Consumption Rate and/or Fuel Flow Rate: There are various technical solutions in the prior art, such as directly measuring the fuel consumption rate flowing through the sensor probe through the flow sensor, the injection frequency and pulse width through the fuel injection system, and passing through the engine. The throttle position, the throttle lever angle and the like are processed to obtain the fuel consumption rate; for the gasoline engine, the fuel consumption rate can be calculated by the air flow flowing through the engine; further the air flow is further divided into fresh air flow, exhaust gas flow, etc. If the fuel consumption rate is first obtained, it can be converted into the driving power Pr1 of the fuel engine by an energy conversion coefficient;

2.2.3. Third: The drive torque Tr of the powertrain, which mainly includes but is not limited to the following parameters: torque Tr1 of components within the engine (such as fans and/or compressors and/or rotors and/or turbines). The torque Tr2 of the propeller (such as an air propeller or a rotor or a fan);

Driving torque value acquisition mode 1: Tr value is obtained by measuring with a torque sensor;

Driving torque value acquisition mode 2: first obtain the driving power value and the rotational speed value of the signal collecting point, and then obtain the torque value indirectly through calculation; for example: Tr1=Pr1(w)*9.55/n1;

Drive torque value acquisition mode 3: Some engines can obtain the percentage of the maximum torque through the engine load report data, and then multiply the engine maximum torque to obtain the torque value;

2.2.4. Fourth: gas pressure and/or gas pressure and/or gas flow and/or gas flow rate of the power system, which mainly includes but is not limited to the following parameters: gas pressure and/or gas pressure within the engine and / or gas flow and / or gas flow rate, gas pressure and / or gas pressure of the jet propeller and / or gas flow and / or gas flow rate, engine pressure ratio EPR, etc.; where the gas includes air or combustion gas or mixing Gas, etc.; typical gas pressure can be divided into engine gas inlet pressure Fp1, engine internal combustion chamber pressure Fp2, propeller output pressure Fp3, etc.;

One of the ways in which the gas pressure value Fp is obtained: for example, using a pressure sensor to obtain the value of the thruster output pressure (that is, the gas pressure of the nozzle of the jet propeller or a position behind it) Fp3; in general, Fp3 is averaged/or The processing such as filtering and the related efficiency coefficient are converted into the thrust T; if the engine is a piston aeroengine, when the gas pressure is measured based on the cylinder pressure in the piston, the combustion ignition phase of the cylinder pressure Fp2 in the piston must be noted, and relevant correlation is taken. The average value can be obtained as the thrust T; the fuel engine is usually a multi-cylinder engine. When the piston of a single cylinder is at the top dead center (or the smallest combustion chamber space), the Fp2 instantaneous value is the largest when the fuel is ignited and burned, and the Fp2 is instantaneous when the piston descends. The value becomes smaller;

The gas flow rate and/or the gas flow rate can be obtained by a gas flow sensor or a gas flow rate sensor; the gas flow sensor can be divided into a volumetric flow, a speed type, a differential pressure type, an area type, a mass type, and the like. meter;

The gas pressure is divided by the area to obtain the gas pressure; in a certain gas pipeline, the pressure difference or pressure difference at both ends of the pipeline determines the gas flow rate; conversely, based on the gas flow rate, the pressure difference between the two ends of the pipeline can be obtained, and the pressure difference is multiplied by the area. The pressure difference is obtained; the gas flow rate is multiplied by the cross-sectional area of the pipeline to obtain the gas flow rate; the gas flow rate is divided by the cross-sectional area of the pipeline to obtain the gas flow rate; the pressure difference between the two ends of the gas pipeline of the engine can obtain the thrust T of the engine;

The flow rate is the amount of fluid passing through a certain cross-sectional area per unit time ; this amount is expressed by the volume of the fluid as the instantaneous volume flow (qv), which is referred to as the volume flow; the mass of the flow is called the instantaneous mass flow (qm), Referred to as mass flow. The measurement of the flow rate of a fluid flowing in a certain channel is collectively referred to as a flow metering amount. Gas flow rate using gas flow rate meter. The gas flow measurement unit uses standard cubic meters . We often call it the mass unit. Because it looks like a volume unit, it is actually a mass unit. It has nothing to do with the pressure and temperature of the place of use. Volumetric flow rates are generally measured in the gas industry using volumetric flow rates in m3/h (or L/h). Since the volume of the gas is related to temperature, pressure and humidity, the volume flow is generally referred to as a standard state (temperature is 20 ° C, pressure is 0.101 MPa, relative humidity is 65%), and the flow rate at this time is Nm3. /h is the unit, "N" means the standard status. Sometimes also abbreviated as non-standard h-1. Nm3 /h = 1000 L / 60 min = 16.667 L / min.

2.2.5, the fifth type: the speed n of the power system, which mainly includes but is not limited to the following parameters: the speed of the engine components (such as fans and / or compressors and / or rotors and / or turbines) n1, propeller The speed n2 (such as an air propeller or a rotor or a fan) is the same as the principle that the motor speed is classified as an electric power parameter; the engine speed n1 and the propeller speed n2 are also square torque loads, that is, the square of the speed. In proportion to the torque, the cube of the speed is proportional to the power, so the thrust T can be calculated based on the speed, so the speed can also be classified into the fuel power parameter, that is, a source power parameter; the engine speed can be passed Parameter acquisition associated with it; such as power unit angular velocity, gear speed, intermediate rotor angular velocity, intermediate transmission line speed;

One of the acquisition methods of the rotational speed n of the power system: measuring the rotational speed of the power system through a rotary encoder, a Hall sensor, an optical sensor, an infrared sensor, or the like;

2.2.6. Sixth: the pitch of a propeller with a variable pitch (such as an air propeller or a rotor or a fan); for a pitch of a propeller with a variable pitch, this parameter is a parameter of a special nature. When the speed of the propeller (such as an air propeller or a rotor or a fan) is constant, the thrust T value of the propeller can be directly adjusted by adjusting the variable pitch of the pitch; the variable pitch can be correlated Position sensor or angle sensor or force sensor measured;

2.2.7. Seventh: The thrust T of the power system is equivalent to the thrust T of the propeller (such as an air propeller 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 for direct measurement; However, the thrust T can be derived based on other types of source dynamic parameters that can typically be measured by hardware or sensors or instruments; when the thrust T value is derived from other types of source dynamic parameters. The thrust T value is also an actual measured value based on hardware or a sensor or an instrument;

One of the thrust T acquisition methods of the power system: the power value Pr/or the torque value Tr is obtained by the engine load report data, and the thrust T value is obtained by multiplying the torque value Tr by the correlation coefficient; dividing the power value Pr by The speed of the aircraft can obtain the thrust T value;

2.2.8, the eighth type: fuel power combined type parameter, refers to the combination of fuel dynamic parameters according to the aforementioned parameters, the specific definition of which will be described later;

When the power system of the aircraft has load report data, it is a simple and feasible method to obtain the value of the source power parameter based on the load report data of the power system; the load report data of the power system may include the engine speed, the rotor torque, The current value of the parameter such as output power or the ratio of the current value to the maximum value;

2.3. Hybrid parameters: Obviously, the hybrid parameters usually include both electric and fuel parameters; the specific parameter types and the acquisition methods and measurement methods of the parameters may refer to the aforementioned electrical and fuel parameters. The content description is known;

2.4. The source dynamic parameter described in the present invention includes at least one set of source dynamic parameters in the parameter content, and may also include multiple sets of source dynamic parameters;

3. The aircraft mass of the present invention refers to all the parameters belonging to the quality type, that is, the quality type parameters, such as the total mass m2 of the aircraft, the mass m1 of the carried item, the mass m0 of the no-load mass, the quality of the quality-changing item, etc.; The mass of the aircraft usually refers to the total mass of the aircraft. The total mass of the aircraft can be expressed by m2 (also denoted by m); the mass unit can be expressed in kilograms (KG or kg); the total mass m2 of the aircraft is usually the mass of the carried item m1, the mass of the no load m0, the mass The variable item mass mf is composed; any one or more of the aircraft total mass m2, the carrying item mass m1, the no-load mass m0, and the mass-changing item quality may be referred to as a quality type parameter (ie, a quality type parameter).

3.1. The mass of the carried item m1 refers specifically to the quality of the loaded personnel other than the net weight of the aircraft. It can also be called the quality of the loaded goods. The obvious meaning of the two is the same, and the two are equivalent;

3.2, the no-load mass m0 can be accurately known by preset (such as reading factory parameters, etc.) or weighing on the scale, no need to measure;

3.3. The quality of the quality change item mf mainly includes the fuel quality, so the fuel quality can be used to calculate the mass of the quality change item in the calculation;

4.B. Fuels in fuel-powered aircraft mainly include gasoline, diesel, kerosene, gas, etc. In electric vehicles powered by fuel cells, fuels mainly include, but are not limited to: hydrogen, ethanol, hydrocarbon, methane, ethane, toluene. , butene, butane, proton exchange membrane, alkaline fuel, phosphoric acid, dissolved carbonate, solid oxide, direct methanol, other regenerative fuels, etc.;

Special statement: In the present invention, in a fuel cell powered electric vehicle, the fuel refers to the type of energy supply; since the power device that directly drives the aircraft to operate is a motor, it can be used in a fuel cell powered electric vehicle. Still classified as an electric powered aircraft;

In the operation of the aircraft, the fuel is continuously consumed and the fuel quality is constantly changing; The fuel mass mf of the present invention includes any one or more of the remaining fuel mass mf0, the consumed fuel mass mf1, and the fuel mass mf2 of the historical record point;

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

The total mass m2 of the aircraft in a pure fuel powered aircraft (or a fuel-powered hybrid aircraft) is calculated as follows: m2 = m1 + m0 + mf0, or: m2 = m1 + m0 + mf2 - mf1;

The total mass m2 of the aircraft of the fuel cell type electric aircraft is calculated as follows: m2=m1+m0+mf0, or: m2=m1+m0+mf2-mf1; in the formula, mf0, mf2, and mf1 are fuels of fuel cells (such as hydrogen) )the quality of;

Fuel cell power and fuel-powered hybrid aircraft contain two fuel qualities, one is the quality of fuel cells (such as hydrogen), and the other is the quality of ordinary fuels (such as gasoline, diesel, etc.);

The total mass m2 of the aircraft of a pure electric aircraft can be calculated by the following formula: m2=m0+m1;

3.5. When the value of the mass of the carried item m1 and the remaining fuel mass mf0 are both close to 0, the value of the total mass m2 of the aircraft is close to the no-load mass m0. At this time, the value of m0 can be used instead of the value of m2 to calculate the balance of the aircraft motion. However, the actual technical solution has not changed.

4. The operating parameters of the system (ie, the system operating parameter group) of the present invention refer to all parameters of the flight parameters except the quality type parameters (especially the total mass of the aircraft) and the source dynamic parameters; Class parameters: mechanical operating parameters, system intrinsic parameters.

4.1. Mechanical operating parameters according to the present invention: When the other operating conditions of the aircraft are unchanged, the size (ie, amplitude) of a certain parameter may change with time, and the parameter may be referred to as a mechanical operating parameter; and / Or: (in addition to the source dynamic parameters and quality type related parameters) the size of the parameter (ie, the amplitude) of the parameter that can be controlled by the operator is a mechanical operating parameter; and / or: and / or: The parameters to be measured in the flight parameters (except the parameters of the source dynamic parameters and the quality type are mechanical operating parameters; the mechanical operating parameters mainly include but are not limited to the following parameters: speed V, acceleration

Angle of attack [alpha], partial elevator δ _e, resistance class A fixed-wing aircraft and / or the body to produce lift L, drag D (e.g. D _T resistance class B produced pusher, the pusher Class B produced in the horizontal The component of the direction D1, the component D2 generated by the thruster in the vertical direction, the resistance D3 generated by the aircraft moving in the air, the pitch angle θ (or the angle T between the thrust T and the vertical upward direction (oz line) θ , track inclination angle γ, yaw angle ψ, roll angle φ, flight altitude, aircraft position... θ = α + γ.

4.1.1, the speed V acquisition, there are a variety of ways; it is worth noting that the speed V usually refers to the displacement speed of the aircraft, not the engine speed;

Speed V value acquisition method 1: directly obtain the speed V value by measuring the speed sensor (such as the airspeed tube) set on the aircraft; the speed V unit can be expressed in kilometers per hour (abbreviated as KM/H), and can also be used in meters per second. (m/s) indication;

Speed V value acquisition method 2: measure the speed V value by means of GPS, Beidou signal speed measurement, radio signal speed measurement, laser speed measurement, etc.;

V value acquisition mode 3: through acceleration

Indirectly obtain the V value; the calculation formula for reference is as follows:

t is the unit time, V _x _0 is the V _x value of the previous time period, and V _x _1 is the speed V _x value of the current period;

4.1.2, acceleration

(Also written as a) can also be understood as the rate of change of velocity (that is, the amount of change in velocity per unit time) or the derivative of velocity versus time; acceleration

There are several ways to get it:

Value acquisition method 1: directly measured by an acceleration sensor, a gyroscope, or the like provided on the aircraft;

Value acquisition method 2: Obtained by indirect measurement of velocity V; the calculation formula for reference is as follows:

Further, the acceleration may also be divided into a longitudinal acceleration a _x , a vertical acceleration a _{z ,} and the like;

4.1.3, angle of attack α: angle of attack α can also be called angle of attack, which is an important operating parameter of the aircraft;

Angle of attack α value acquisition mode 1: obtaining an angle of attack α value by direct measurement by a longitudinal inclination sensor or level set on the aircraft;

Angle of attack α value acquisition mode 2: through the acceleration sensor, gyroscope based data may indirectly calculate the angle of attack α;

4.1.4. The pitch angle θ, the track inclination angle γ, the yaw angle ψ, and the roll angle φ can also be obtained by referring to the above-mentioned angle of attack α value acquisition method;

4.1.5. For the method of obtaining the lift L and the resistance D generated by the fixed wing and/or the body of the Class A aircraft, refer to the scheme described elsewhere in the present invention:

4.2. Intrinsic parameters of the system according to the invention: refers to parameters relating to the inherent properties of the aircraft and/or the environment; and/or: (in addition to parameters of the source dynamic parameters and quality types) the size of the parameters in the flight parameters ( a parameter that is not controlled by the operator is a system inherent parameter; and/or: a preset parameter in the flight parameter (other than the source dynamic parameter and the quality type parameter) is a system inherent parameter; the invention The system inherent parameters may also be referred to as system setting parameters;

4.2.1. Common system intrinsic parameters include, but are not limited to, the following: efficiency coefficient η of power system, source dynamic parameter of non-thrust and corresponding coefficient of thrust (represented by Ka), air density or atmospheric density ρ, rolling resistance coefficient f (also can be expressed by μ1), engine mounting angle

The integrated transmission ratio of the power system, the integrated transmission ratio of the ground taxi system, the conversion coefficient Ki of the torque current and the electromagnetic torque, the conversion coefficient of the motor current active component and the electromagnetic torque, and the rotational inertia L0 of the internal integrated rotating rigid body. , the wing reference area S, the gravitational acceleration g (also referred to as the gravitational acceleration factor, the meaning, the value 9.8 are all known techniques, the most basic physical common sense), the drag coefficient C _D (for example, the B-type propulsion The resistance coefficient of the resistance generated by the device C _T , the resistance coefficient generated by the type B thruster in the horizontal direction is the resistance coefficient C _D1 , the resistance generated by the type B thruster is the resistance coefficient C _D2 in the vertical direction, and the class B aircraft is in the air. The resistance coefficient C _D3 in the middle movement, the lift coefficient C _L , the lift-to-drag ratio K, the flow capacity of the high-pressure and low-pressure turbine components are changed to the guide outlet areas A ₄ and A ₅ , the preset time range of the parameter values, and the like. The system intrinsic parameters of the present invention also include all other parameters other than the total mass of the aircraft that can be preset by the system for the magnitude of its normal condition.

Further, the required parameters of the drag coefficient C _D or the lift coefficient C _L are calculated: the lift line slope C _Lα , the zero lift angle α0, the lift coefficient change amount C _Li caused by the flat tail deflection, the zero rise resistance coefficient C _D0 , and the rise Resistance coefficient C _Di , induced drag factor A, etc., such parameters naturally belong to the system inherent parameters; total boost ratio, turbine front temperature, fan boost ratio, bypass ratio, throttle ratio, inlet performance parameters (such as The total pressure recovery coefficient), the performance parameters of the compressor (such as adiabatic efficiency), combustion efficiency, compressor efficiency, turbine expansion ratio, turbine efficiency, turbine tip clearance, nozzle throat area, tail nozzle area are all System inherent parameters.

A detailed description of the system's inherent parameters is as follows:

4.2.2, the efficiency coefficient of the power system η: the efficiency coefficient η can be further divided into the efficiency of the rotating parts (ie fan FAN, low pressure compressor LPC, high pressure compressor HPC, high pressure turbine HPT and low pressure turbine LPT) EFT, combustion efficiency, Propeller efficiency, thermal efficiency, power unit efficiency, motor drive efficiency, motor efficiency Ke, power system machinery The efficiency coefficient Kt of the transmission system, the efficiency coefficient Km of the mechanical transmission system of the ground taxi system, etc.; when the flight conditions (flight speed, altitude, angle of attack, air density, speed of sound, etc.) are different and/or the properties of the source dynamic parameters are different and / When the signal acquisition points of the source dynamic parameters are different, the efficiency coefficient η value needs to be adjusted accordingly; an efficiency coefficient η and flight conditions (flight speed, altitude, angle of attack, air density, speed of sound, etc.) and/or source power can be established. Corresponding functions of the nature of the parameters and/or signal acquisition points of the source dynamic parameters (eg tables); signal acquisition based on acquired current flight conditions of the aircraft and/or properties of the source dynamic parameters and/or source dynamic parameters, if required The data of the point, and the corresponding function (such as a table) can obtain the current value of the efficiency coefficient η;

4.2.3. Corresponding coefficient of non-thrust source dynamic parameters and thrust Ka (ie, conversion coefficient Ka): when flight conditions (flight speed, altitude, angle of attack, air density, speed of sound, etc.) are different and/or source dynamic parameters When the signal acquisition points of different nature and/or source dynamic parameters are different, the corresponding coefficient Ka value needs to be adjusted accordingly; a corresponding coefficient Ka and flight conditions (flight speed, altitude, angle of attack, air density, sound speed, etc.) and/or Or the corresponding function of the source power parameter and/or the signal acquisition point of the source dynamic parameter (such as a table); if necessary, input the relevant data into the corresponding function (such as a table) to obtain the current value of the corresponding coefficient Ka; Divided into a plurality of subdivision parameters, specifically K1, K2, K3...Kn, etc.; in order to simplify the design of the system, the corresponding coefficient Ka of the non-thrust source dynamic parameters and thrust (ie, the conversion coefficient Ka) usually includes the corresponding system. Efficiency factor (or component or device);

4.2.3.1 For example, when the source dynamic parameter is the source dynamic parameter P of the power type, it is usually necessary to obtain the aircraft speed V value, and calculate the thrust T based on the power type source power parameter P value, the aircraft speed V value and the corresponding coefficient Ka. The value is as follows: T = Ka * P / V (Equation 1-1); more examples are as follows:

For example, when the output electrical power P3o of the power supply unit and the aircraft speed V value have been obtained, the corresponding coefficient Ka at this time is K11, then: T=K11*P3o/V (Equation 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, the corresponding coefficient Ka at this time is K12, then: T = K12 * Po / V (Equation 1-1-2) );

For example, when the output electric power P2o of the motor drive device and the aircraft speed V value have been obtained, the corresponding coefficient Ka at this time is K13, then: T=K13*P2o/V (Equation 1-1-3);

In the above (Formula 1-1-1), (Formula 1-1-2), (Formula 1-1-3), the units of electric power are all W (Watts), and the speed of the aircraft V is m/s. The thrust T unit is N (Newton), K11, K12, K13 have no unit and are dimensionless parameters;

4.2.3.2. For example, when the source dynamic parameter is the source dynamic parameter of the fuel consumption rate type, there are two treatment schemes of 4.2.3.2.1 and 4.2.3.2.2 at this time;

4.2.3.2.1: The source dynamic parameter of the fuel consumption rate type is regarded as an energy parameter per unit time, that is, the power parameter. At this time, it is usually necessary to obtain the aircraft speed V value, and the source dynamic parameter based on the fuel consumption rate type. One of the methods for calculating the thrust T value by the fm value, the aircraft speed V value and the corresponding coefficient Ka is as follows: T = Ka * fm / V (Equation 1-2-1); the fuel consumption rate can be selected in a variety of unit systems, such as The mass of fuel (kg) consumed per 1 Newton thrust per unit time (per second), in kg/(N*s), such as the mass of fuel (kg) consumed per unit of time (per second), in kg/s Etc.; more examples 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 acquired, the corresponding coefficient Ka at this time is K21, then: T = K21 * fm1/V (Equation 1-2-1-1) , assuming fuel consumption rate fm1 is the fuel mass (kg) consumed per unit time (per second), the unit is kg / s; aircraft speed V unit is m / s; thrust T unit is N (Newton);

When the source power parameter is the fuel consumption rate collected by the signal collection point at other places, such as the fuel consumption rate fm2 in the engine, the corresponding coefficient Ka at this time is K22, then: T=K22*fm2/V (Equation 1-2) -1-2);

4.2.3.2.2: The source dynamic parameter of the fuel consumption rate type is regarded as a force parameter (that is, a parameter similar to flow or pressure or pressure), and the source dynamic parameter fm based on the fuel consumption rate type at this time. The value and the corresponding coefficient Ka are calculated as follows: T = Ka * fm (Equation 1-2-2); more examples are as follows:

For example, when the fuel consumption rate fm3 of the fuel injection system injection input side has been acquired, the corresponding coefficient Ka at this time is K23, then: T = K23 * fm3 (Equation 1-2-2-1), assuming fuel consumption rate fm3 The fuel mass (kg) consumed per unit time (per second) in kg/s; the thrust T unit is N (Newton);

For example, when the fuel consumption rate fm4 on the injection output side of the fuel injection system has been acquired, and the corresponding coefficient Ka at this time is K24, then: T = K24 * fm4 (Formula 1-2-2-2), assuming fuel consumption rate fm4 The fuel mass (kg) consumed 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 (Equation 1-2-2-3), assuming that the fuel consumption rate fm3 is unit time (per Second) the mass of fuel consumed (kg) in kg/s;

4.2.3.3. For example, when the source dynamic parameter is the source dynamic parameter of the torque type (such as the electromagnetic torque Te of the motor or the torque Tr1 of the propeller (such as an air propeller or a rotor or a fan), the source based on the torque type The method of calculating the thrust T value by the dynamic parameter value and the corresponding coefficient Ka is as follows:

For example, when the source dynamic parameter is the electromagnetic torque Te of the motor and the corresponding coefficient Ka is K31, a method of calculating the thrust T value based on the electromagnetic torque Te and the corresponding coefficient Ka is calculated: (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, a method of calculating the thrust T value based on the propeller torque Tr2 and the corresponding coefficient Ka is calculated: (T=K32*Tr2) (Formula 1 -3-2); the unit of the electromagnetic torque Te and the torque Tr2 of the propeller is Nm. Obviously, the corresponding coefficient Ka (K31, K32) includes information of a force arm or a radius parameter;

Because the current (such as torque current, motor current active component, motor apparent current) has a corresponding relationship with electromagnetic torque, the current (such as torque current, motor current active component, motor apparent current) can be converted into electromagnetic Torque, and further, referring to the above method for calculating the thrust T value based on the source type parameter value of the torque type and the corresponding coefficient Ka, obtaining the thrust T value;

4.2.3.4. For example, when the source dynamic parameter is the source dynamic parameter of the gas flow rate type (or gas flow or gas pressure or gas pressure or gas pressure ratio, etc.), the source dynamic parameter V _gas and the corresponding coefficient Ka are calculated based on the gas flow rate type. The method of thrust T value is as follows:

For example, when the source dynamic parameter is the gas flow rate V _gas 3 of the nozzle of the jet propeller, the corresponding coefficient Ka is K41, the method of calculating the thrust T value based on the gas flow velocity V _gas 3 of the nozzle and the corresponding coefficient Ka: (T=K41 *V _gas 3) (Equation 1-4-1); the unit of gas flow rate V _gas 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, the method of calculating the thrust T value based on the engine pressure ratio EPR and the corresponding coefficient Ka is calculated: (T=K42*EPR) (Formula 1-4-2) The engine pressure is unitless than the EPR, 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 and the corresponding coefficient Ka is K43, a method of calculating the thrust T value based on the combustion chamber pressure Fp2 of the jet engine and the corresponding coefficient Ka is calculated: (T=K43*Fp2) ( Formula 1-4-3); 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 dynamic parameter is the source dynamic parameter of the rotational speed type, the thrust of some aircraft may be obtained as the reaction force of the fluid-based injection. At this time, the source dynamic parameter of the rotational speed type may also be regarded as a gas. The source dynamic parameter of the flow rate type (or gas flow or gas pressure or gas pressure or gas pressure ratio, etc.), one of the methods for calculating the thrust T value based on the source dynamic parameter n of the rotational speed type and the corresponding coefficient Ka is as follows: T = Ka* n ² ; (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, a method of calculating the thrust T value based on the motor speed n1 and the corresponding coefficient Ka is calculated: (T=K51*n1) (Equation 1-5) -1); the unit of motor speed n1 is r/min;

For example, when the source power parameter is the speed n2 of the propeller (such as an air propeller or a rotor or a fan) and the corresponding coefficient Ka is K52, the calculation is based on the rotational speed n2 of the propeller (such as an air propeller or a rotor or a fan) and the corresponding coefficient Ka. Method of thrust T value: (T=K52*n2) (Equation 1-5-2); Rotation speed of propeller (such as air propeller or rotor or fan) The unit of n2 is r/min;

Since the motor voltage or the output frequency of the AC motor driver has a corresponding relationship with the motor speed, the motor voltage or the output frequency of the AC motor driver can be converted into the motor speed first, and then the source power parameter n and the corresponding coefficient based on the above-mentioned speed type can be referred to. Ka calculates the thrust T value and obtains the thrust T value;

4.2.3.6. For example, when the source dynamic parameter is the pitch l _{r of the} propeller with variable pitch (such as air propeller or rotor or fan) and the corresponding coefficient Ka is K6, the propeller based on the variable pitch (such as air) rotors or propellers or fans) l _r from the slurry method and a corresponding thrust coefficient Ka value T calculated as _{follows: T = K6 * l r;} ( equation 1-6); l _r in meters, K6 units of N / m.

4.2.3.7. For example, when the source dynamic parameter is the source dynamic parameter of the rotational speed type, another idea may be adopted; since the load of the propeller is air, the square of the rotational speed n of the power system is proportional to the torque, and the rotational speed is proportional to the torque. The cube is proportional to the power; at this time, another method for calculating the thrust T value based on the source dynamic parameter n and the corresponding coefficient Ka of the rotational speed type is as follows: T = Ka * n ² ; (Formula 1-7);

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

For example, when the source power parameter is the speed n2 of the propeller (such as an air propeller or a rotor or a fan) and the corresponding coefficient Ka is K72, the calculation is based on the rotational speed n2 of the propeller (such as an air propeller or a rotor or a fan) and the corresponding coefficient Ka. The method of thrust T value: (T=K72*(n2) ² ) (Equation 1-7-2); the speed of the propeller (such as air propeller or rotor or fan) n2 is r/min; the propeller ( The pitch of the air propeller or rotor or fan is fixed or not adjustable;

Correspondingly, the motor voltage or the output frequency of the AC motor drive can be converted to the motor speed. This solution can also be used.

Since the source dynamic parameters have many acquisition modes and/or multiple signal acquisition points, the non-thrust source dynamic parameters and the thrust corresponding coefficient Ka have more types, and the present invention is not exemplified;

4.2.2.4. Many of the parameters inherent in the system belong to non-measured safety parameters, especially the efficiency coefficient, the non-thrust source dynamic parameters and the corresponding coefficient of thrust Ka are important for the flight safety of the aircraft;

In the case of flight conditions (flight speed, altitude, angle of attack, air density, speed of sound, etc.) and/or the nature of the source dynamic parameters and/or the signal acquisition points of the source dynamic parameters are at set values or set states, the power system The current value of the efficiency coefficient η is substantially determinable and substantially unchanged;

The efficiency coefficient of the motor driver, that is, the efficiency value (that is, the efficiency value of the motor drive unit) means that the internal rectifier bridge of the power supply or the motor driver, the IGBT may have a short circuit, or an open circuit, parameter variation and the like; the change of the motor efficiency value means Variations in the internal rotating magnetic field parameters of the motor, or short-circuiting of the motor windings, or open circuits, which may cause serious consequences;

The current voltage and speed torque in the electric power system of the aircraft can be changed, but the basic power supply device efficiency value, the motor drive efficiency value, and the motor efficiency value cannot be changed; therefore, the power supply device efficiency value and/or the motor drive device efficiency value And / or motor efficiency values not only as the efficiency coefficient of the electric power system, but also as an important basis for the safety status of the electric power system;

The value of the efficiency coefficient of the fuel power system (such as fan efficiency, combustion efficiency, compressor efficiency, turbine efficiency, propeller efficiency, thermal efficiency, etc.), usually reflecting the working state and safety condition of the corresponding components of the fuel power system; therefore, the fuel power system The value of the efficiency coefficient can also be used as an important basis for the safety status of the fuel power system;

The change in the efficiency factor value of the mechanical transmission system of the powertrain may represent the mechanical transmission of the aircraft including the output shaft of the power unit (such as a motor or fuel engine), the propeller, and the intermediate transmission between the output shaft and the propeller. In the system, there are variations such as severe wear, or deformation, or gear brittleness that may cause serious consequences;

The mechanical torque speed of the power system of the aircraft can be changed, and even the friction force can vary with the magnitude of the load, but the efficiency coefficient value of the mechanical transmission system of the power system cannot be greatly changed, or it may be a serious fault; The efficiency coefficient value of the mechanical transmission system of the system can be used not only as the efficiency coefficient of the mechanical transmission component, but also as an important basis for the safety condition of the mechanical transmission component of the power system;

By combining the efficiency coefficient η of the power system as a measurement object to obtain its joint operation data for monitoring; or in the joint of other measurement objects (such as the total mass of the aircraft, other system operation parameters or source dynamic parameters other than the efficiency coefficient η) In the calculation data, the efficiency coefficient η of the power system is used as a parameter required for calculating the joint operation data of the measurement object, that is, an input parameter, which is used for indirectly monitoring the efficiency coefficient η value of the power system, and can be used for monitoring the power system of the aircraft. Operational status, safety status;

Similarly, the non-thrust source dynamic parameter and the thrust corresponding coefficient Ka (ie, the conversion coefficient Ka) usually contain the efficiency factor of the corresponding system (or component or device), that is, the corresponding coefficient Ka also reflects the corresponding system (or The function of the efficiency coefficient η of the component or device, by acquiring the joint operation data of the corresponding coefficient Ka of the power system as a measurement object, for monitoring, or in calculating other measurement objects (for example, the total mass of the aircraft, except for the corresponding coefficient Ka) In the joint operation data of the system operation parameter or the source dynamic parameter, the efficiency coefficient η of the power system is used as a parameter required for calculating the joint operation data of the measurement object, that is, an input parameter, and is used for indirectly monitoring the corresponding coefficient of the power system. The value of Ka can be used to effectively monitor the operating conditions and safety conditions of the power system of the aircraft;

4.2.3. Rolling resistance coefficient f: refers to the drag coefficient of the rolling wheel of the aircraft and the ground when the aircraft is sliding on the ground; the ground sliding in the invention refers to the rolling wheel of the aircraft contacting the ground and rolling along the ground when the aircraft Contact with the ground to slide on the ground; the rolling wheel may also be referred to as a drive wheel; the ground taxi in the present invention does not include the condition of the aircraft traveling along the ground in a non-rolling wheel rolling manner (eg, landing on the ground or landing on the wing) Sliding); rolling resistance coefficient f: 0.03 for dry cement runway, 0.05 for wet cement, 0.07-0.1 for dry grass, and 0.1-0.12 for wet grass.

A system for driving an aircraft to glides on the ground is called a ground taxi system; the system is usually composed of an energy supply device, a power control device, and a ground sliding force device; the ground sliding force device is composed of a power generating device and a rolling wheel driven thereby; 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 and the energy supply device (or power control device or power generation device) included in the power system of the aircraft are used. For the same device;

When the power system of the aircraft is an electric power system, the ground sliding force device is usually composed of a motor and a rolling wheel driven by the same; when the power system of the aircraft is a fuel power system, the ground sliding force device is usually driven by a fuel engine and Rolling wheel composition;

4.2.3.1. For aircraft, inflatable rubber tires can be used. The rolling resistance coefficient f is mainly determined by the air pressure p1 of the tire, the wear condition kt of the tire, and the flatness condition kr of the road surface. The value can be described by a mathematical function: f( K0, p1, kt, kr); k0 is the correction factor, p1 is the tire pressure, kt is the tire wear state, and kr is the road condition. The reference value of the standard wear condition kt and the standard air pressure p1 and the standard road condition kr can be set by the aircraft manufacturer or a professional inspection agency. The f-reference value of the aircraft may change slightly when the speed, load, and even the slope change greatly. The change of the f-reference can be corrected by setting different correction coefficients k0 in different speeds, loads, and road gradient intervals.

The change of the pavement leveling condition kr, or the change of the kt value of the wear condition, will result in a change in the f value; however, the kt change is a slow process that does not cause a sudden change in the f value; the change in the smoothness of the road surface kr causes a change in f, which can be passed The visual and simple identification and resolution of drivers and passengers.

Therefore, when neglecting the change of kt and kr values, the f value will be mainly determined by the tire pressure p1; under the same road condition, under the same load, when the tire pressure p1 is insufficient, the tire deformation is larger (the rounding degree is larger), then The larger the value of f, the greater the running resistance of the aircraft (the more likely it is to heat up and puncture at high speed); the principle is that circular objects are easy to roll, ellipticals are not easy, and polygonal diamonds, squares, and triangular objects roll more. difficult;

The f parameter is directly monitored as the measurement object, or the joint calculation data of other measurement objects includes the f parameter for indirect monitoring, which can be monitored when the aircraft is coasting on the ground (the rolling wheel of the aircraft is in contact with the ground and rolling along the ground). Whether the tire deformation (out of roundness) and the tire wear condition kt are abnormal, so that the risk of the puncture can be predicted in advance. During the high-speed operation period of the aircraft, if a puncture accident occurs suddenly, the gas leakage causes the tire deformation (roundness) to increase rapidly, and the tire air pressure p1 decreases rapidly, which may cause a large change in the joint operation data of the measurement object, so the present invention is utilized. The technical method is provided to quickly send out a precious warning signal at the moment of a puncture.

From the working principle of the inflatable tire, due to the pressure generated by the self-weight of the aircraft, the internal pressure change is also slow before the gas leaks greatly, and the wheel speed change is also slow; but as long as the tire leaks slightly, the heavy pressure of the aircraft causes Tire deformation (out of roundness) will occur immediately; therefore, monitoring of abnormal flight conditions by monitoring changes in operating resistance (caused by deformation of the drive wheel) may be more effective than prior art techniques that rely on air pressure or rely on wheel speed to monitor tire pressure Fast and effective.

4.2.4, the overall transmission ratio of the power system it: refers to the transmission ratio of the power system of the aircraft; the integrated transmission ratio of the power system it refers to the output shaft including the power generation device (motor or fuel engine), the propeller (air propeller or a rotor or fan, etc.) and an overall transmission ratio of the intermediate transmission member between the output shaft and the propeller; the efficiency coefficient Kt of the mechanical transmission system of the power system generally refers to the efficiency coefficient of the transmission system between the output shaft and the propeller The overall transmission ratio of most aircraft is a fixed value; the integrated transmission ratio of some aircraft may vary according to the transmission gear position; if the integrated transmission ratio is variable, it needs to be given by the central controller during the calculation. Current value;

4.2.5, description of other parameters:

The overall transmission ratio of the ground taxi system is: the transmission ratio of the ground taxi system of the aircraft; the integrated transmission ratio im of the ground taxi system refers to the output shaft including the power generating device (motor or fuel engine), the drive wheel and the output shaft and The overall transmission ratio of the intermediate transmission components between the drive wheels; the efficiency coefficient Km of the mechanical transmission system of the ground taxi system generally refers to the efficiency coefficient of the transmission system between the output shaft and the drive wheels; the overall transmission ratio im of most aircraft is one Fixed value; the overall transmission ratio im of some aircraft may vary according to the transmission gear position; if the integrated transmission ratio im is variable, the current value needs to be given by the central controller during the calculation;

4.2.6. The values of the inherent parameters of the system are generally preset values (especially the system preset values), which can be given by the central controller of the aircraft. The correctness is also guaranteed by the central control of the aircraft; obviously, there is no For special instructions, the value of the system-specific parameters is usually given by a preset (especially for system presets);

5. Definition of data priority and interpretation of source and power combination parameters:

The source dynamic parameters, the total mass of the aircraft, and the operating parameters of the system are the three parameters; the source and power combination parameters are also classified into the source dynamic parameters; according to the different types of power systems, the source and power combination parameters are also divided into electric power. Combined parameter, fuel-power combined parameter, hybrid combined parameter; wherein the electric power combined parameter includes electromechanical combined parameter and back-end electric power combined parameter;

An example of a typical electromechanical combination parameter is as follows: eg ((Ke*Km)*(k12*Po/V) represents a driving force of a ground taxi system calculated according to the motor power; eg ((Ke*Kt)*(k12* Po/V) represents a thrust calculated according to the motor power; K11*P3o/V represents the thrust calculated based on the output electrical power P3o of the power supply unit and the V value of the aircraft speed; eg (Te*im/R) represents an electromagnetic The driving force of the ground taxi system calculated by the torque Te; for example, (Te*im/R) represents the driving force of the ground taxi system calculated according to the electromagnetic torque Te; if K31*Te represents the calculation of the electromagnetic torque Te based on the motor Thrust

An example of a typical fuel-powered combination parameter is as follows: (K21*fm1/V) represents a thrust calculated based on the fuel consumption rate fm1 of the fuel supply system and the V value of the aircraft speed; eg (K52*n2) represents a propulsion-based ( The thrust calculated from the speed n2 of the air propeller or rotor or fan);

An example of a typical hybrid combination type parameter is as follows: (Tr3*im3/R) indicates a driving force calculated based on the driving torque Tr3 of the hybrid system;

The source power combination type parameter has an infinite number of expressions, and the present invention is not exemplified;

The acquisition method of the source power combined type parameter value 1: obtain the value of the source dynamic power parameter in the source power combined type parameter by the foregoing manner, obtain the value of the other parameter in the source power combined type parameter by the foregoing manner, and further adopt the source power combined type Obtaining the value of the source power combination parameter by calculating the calculation formula of the parameter;

6. Combined parameters that do not contain source dynamic parameters:

6.1. Mechanical combination 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 mechanical operating parameters, the calculation formula becomes a mechanical combination parameter, mechanical combination Type parameters are also classified as mechanical operating parameters;

An example of a typical mechanical combination parameter is as follows: eg (g*f*cosθ+g*sinθ+a) represents a comprehensive force factor associated with mass, eg (m2*g*f*cosθ) represents the drive wheel friction of the ground taxi system The resistance, such as (m2*g*sinθ), represents the slope resistance of the aircraft. For example, (m2*a) represents the shifting resistance of the aircraft, such as (m2*g*f*cosθ+m2*g*sinθ+m2*a+fw) It represents the comprehensive operational force of the aircraft's machinery; in this paragraph, θ does not refer to the pitch angle, but refers to the slope of the aircraft when it glides on the ground.

The method for obtaining the mechanical combination type parameter value 1: obtaining the value of the mechanical operation parameter in the mechanical combination type parameter by the foregoing method, obtaining the value of the other parameter in the mechanical combination type parameter by the foregoing manner, and further calculating the calculation formula of the mechanical operation parameter And obtaining the value of the source power combination parameter;

6.2. When two or more system intrinsic parameters are combined into one calculation formula (such as ((Ke*Km)*(im/R)), or (im/R), etc.), the calculation formula is still classified into the system. Inherent parameters.

7. Flight parameters: Obviously, all parameters affecting the flight state of the aircraft, or all parameters related to the operation of the aircraft, may be referred to as flight parameters; the source dynamic parameters, the total mass of the aircraft, and the operating parameters of the system according to the present invention. (including the mechanical operating parameters, system inherent parameters), all belong to the flight parameters; the system operating parameters in this paper is also the system operating parameter group; the data of the flight control system can be read by the interface of the flight control system connected to the aircraft. The value of the flight parameter; other parameters not described in the present invention may be classified according to the parameter value path and the technical characteristic.

The flight condition correlation factor of the present invention refers to a parameter directly or indirectly related to the flight condition determination of the aircraft, including the flight conditions (flight speed, altitude, angle of attack, air density, sound speed, etc.), road condition information, and Condition information, aircraft total mass of the aircraft, source dynamic parameters, system operating parameters, power plant operating conditions, any one or more parameters; the flight conditions of the present invention mainly refer to the condition of the aircraft's power system and / or the pneumatic system The condition of the aircraft's power system is good, the lubrication is good, the wear is small, and the efficiency is high, the condition of the power system is good. If the power system of the aircraft is seriously worn and the efficiency is low, the condition of the power system is good. The road condition information, Mainly refers to the flatness of the road surface. The flatter the road surface, the road condition is good and the index is high. The load condition mainly refers to the condition of the loader or the item of the aircraft. If the personnel in the aircraft frequently jump or the item rolls freely in the aircraft, the good condition of the load condition is low; The location information of the present invention can be based on satellite navigation (eg, Beidou, GPS, etc.), number Map etc;

The safe range of flight parameters (also known as safety limit thresholds or safety permissible values or safety thresholds or safety limit thresholds or safety thresholds or safety values), usually to prevent flight conditions from occurring or resulting in flight safety accidents The preset value of the parameter, or a preset value for avoiding device damage according to the design specifications of the power unit or the power control device or the energy supply device, such as the current safety value I_ena, the voltage safety value U_ena, the driving torque safety value T_ena, The power safety value P_ena, etc.; the safety value of the parameter may also include a value set according to the natural limit attribute of the flight parameter; for example, the upper limit of the safety range of the quality of the carried item is naturally the maximum load safety value m_ena of the aircraft (also called For the legal load or the maximum safe load mass of the aircraft), the lower limit of the safety range of the quality of the carried goods is naturally 0; the safety value of the total mass of the aircraft is the sum of the safe value of the no-load mass and the quality of the carried goods; The upper limit of the safety range of mf0 is naturally the fuel mass of the maximum volume of this type of fuel that can be loaded by the fuel container. The lower limit of the safety range of the remaining fuel mass mf0 is naturally 0; the upper limit of the safety range of the fuel consumption rate fm2 is naturally various limit states (such as maximum load, maximum gradient, maximum gradient, maximum speed, maximum acceleration, fuel) The limit value of the maximum fuel supply per unit time provided by the supply pipeline, etc.), the lower limit of the safety range of the fuel consumption rate fm2 is naturally 0;

In the present invention, the lower limit value of the safety range is also the minimum value of the safety value; the upper limit value of the safety range is also the maximum value of the safety value; obviously, the safety value of the flight parameter is generally a preset value (especially the system) The preset value can also be a manual input value. The safety value is usually given by a preset unless otherwise specified.

For the specific manner of obtaining the parameter values in the subsequent embodiments of the present invention, all the flight parameters can be obtained in the foregoing manner. For the convenience of description, the specific manner of obtaining the parameter values in the subsequent embodiments may be omitted.

8. Description of the "aircraft controlled by the power unit" according to the present invention:

8.1. The invention stipulates that “the aircraft is controlled by the power unit” refers to the state in which the aircraft is controlled by the power unit alone. This state usually does not include all “aircraft non-powered devices such as aircraft parking, flameout, neutral rolling, or mechanical braking”. The state of control operation; because it is not convenient to monitor the operation of the aircraft by collecting source dynamic parameters and calculations during "aircraft non-powered device control operation".

8.2. The "aircraft controlled by power plant" state or "aircraft non-powered device control operation" state may be identified and given by the central controller of the aircraft; or may be obtained by acquiring the power plant flight status word or the power device control command word. The "forward or reverse or stop" state of the driving state of the power device is recognized and judged, and the current state of the mechanical brake is used to identify that the current state is "the aircraft is controlled by the power plant" or "the aircraft is not controlled by the power plant".

8.3. A method for monitoring an aircraft provided by the present invention, wherein the “aircraft is controlled by the power device” may have a starting point and an ending point in time;

It can be set from the state of "aircraft non-powered device control operation" to the "aircraft controlled by power plant operation" state, as the starting point of the time period of the "aircraft controlled by the power plant", meaning a new "aircraft by The beginning of the time period in which the power unit controls operation;

It can be set from the "aircraft controlled operation of the power unit" to the "aircraft non-powered device control operation" state such as parking, mechanical brake, neutral block, etc., as the end point of the time period of the "aircraft controlled by the power plant" ;

The length of each "aircraft controlled by the power unit" can be as long or as short as long as it is always in the "aircraft controlled by the power unit", which can be as long as several hours, as short as a few minutes or even seconds; The period of time when the "aircraft is controlled by the power unit" is the same as the "operational flow" described in this article.

Even in the same aircraft, during different time periods when the "aircraft is controlled by the power unit" (that is, in different operating procedures), some parameters, especially the cargo mass m1 of the aircraft may change, such as the increase of passengers, m1 Naturally larger, if the passengers decrease, m1 naturally becomes smaller. Assuming a 70-seat aircraft with a no-load mass of 1500KG, assuming a per capita mass value of 80KG, the total mass value of the aircraft may vary from 1500KG to 7100KG at no load and at full load. ;

In order to avoid the normal fluctuation of the total mass of the aircraft, the operation state of the power system of the aircraft cannot be monitored with high precision and high sensitivity, the present invention provides a joint operation data setting method based on the self-learning mechanism and obtained according to the set condition. The technical solution of the reference data can flexibly adjust the reference data by automatically following the normal change of the load, and is particularly suitable for the monitoring of an aircraft whose quality of personnel or articles can be greatly changed each time.

9. The operating conditions of the power unit, including the driving state of the power unit and the braking state of the power unit;

9.1. When the power device of the aircraft is a motor, the driving state of the power device may be referred to as the electric state, and the braking state of the power device is the motor braking state; wherein the motor braking state includes the regenerative feedback generating braking and the energy braking When the power device of the aircraft is a fuel engine, the operating 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 device, the power device operating device The condition is divided into the driving state of the hybrid device, the braking state of the hybrid device, and the like;

For ease of description and understanding of the present invention by those skilled in the art, in the first to third embodiments of the present invention provided below, the aircraft defaults to forward running in the direction of the front of the vehicle under the control of the power unit. Reversing is a very short process, and monitoring during reversing has little practical significance; of course, it is also possible to use the series of technical solutions provided by the present invention to perform related monitoring and protection during reversing.

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

9.2. In the later-described embodiment of the present invention, when the power device of the aircraft is a motor and when the operating condition of the motor is in an electric state, the motor speed n1 and the speed V _{X of the} aircraft are all agreed to be positive values; The electric power, the electromagnetic torque Te, the torque current component iq, and the motor current Io) are all positive values; the mechanical driving force calculated according to the electrical energy is also a positive value, indicating that the motor is in a state of converting electrical energy into mechanical energy at this time;

Similarly, when the power device of the aircraft is a fuel engine and the operating condition is in the fuel engine driving state, the engine speed n1 and the aircraft speed V _X are all agreed to be positive values: each fuel power parameter is positive, indicating that the fuel engine is at this time. In a state of converting fuel into mechanical energy;

Similarly, when the power device of the aircraft is a hybrid device and the operating condition is the driving state of the hybrid device, the engine speed n1 and the aircraft speed V _X are all agreed to be positive values: each hybrid power parameter is positive;

9.3. In the later-described embodiment of the present invention, when the motor operating condition is in the motor braking state, the motor speed n1 and the speed V _{X of the} aircraft are still agreed to be positive values: each motor driving parameter (electric power, electromagnetic torque) Te, the torque current component iq) are all negative values; the mechanical driving force calculated according to the electrical energy is also a negative value, indicating that the motor is in a state of converting mechanical energy into electrical energy at this time;

Similarly, when the power device of the aircraft is a fuel engine, when the operating condition is in the fuel engine braking state, the engine speed n1 and the speed V _{X of the} aircraft are still agreed to be positive values; if the fuel power parameter is the passing torque at this time The sensor measurement must be agreed to a negative value;

Similarly, when the power device of the aircraft is a hybrid device and the operating condition is the braking state of the hybrid device, the engine speed n1 and the aircraft speed V _X are all agreed to be positive values, if the hybrid parameter is the torque sensor at this time. The measurement income shall be agreed to a negative value;

9.4. The method for identifying the operating conditions of the power unit provided by the present invention is as follows:

9.4.1. The identification method of the motor operating conditions is as follows:

Method for identifying the operating conditions of the motor for reference 1:

First, the electromagnetic torque Te of the motor and the motor speed n1 are obtained, and then the following identification is performed:

When Te and n1 are in the same direction, the current motor operating condition can be identified as: an electric state;

When Te and n1 are opposite in direction, the current motor operating condition can be identified as: motor braking state;

According to the foregoing convention, the operating condition of the motor can be naturally recognized according to the positive and negative of Te.

For the reference of the AC motor operating conditions identification method 2:

When Udc is less than the peak value of U2i, the current motor operating conditions tend to be motorized;

When Udc is greater than the peak value of U2i, the current motor operating condition tends to the motor braking state;

Motor operating condition identification method for AC asynchronous motor for reference 3:

When n1 < n0, the current motor operating conditions tend to be electric;

When n1>n0, the current motor operating condition tends to the motor braking state;

For the reference of the motor operating conditions identification method 4: Some models of motor drive devices, such as four-quadrant inverters, can also directly identify and determine the motor operating conditions by reading its internal status word.

Critical switching area identification method 5 for reference:

In the motor operating condition, whether in the electric state or the motor braking state, a special stage is included: the critical switching zone; when the motor is in the critical switching zone of the electric state, it means that it is easy to enter the motor braking state; When the motor is in the critical switching zone of the motor braking state, it means that it is easy to enter the electric state;

When the motor operating condition is in the critical switching zone, it may affect the accuracy of the calculation, and the calculation or monitoring of the parameter may be suspended; a critical state identification threshold Te_gate may be set, and when |Te|<Te_gate, the current motor operation may be judged. The working condition is in the critical switching area;

9.4.2. Identification methods for other power plant operating conditions and critical switching zones:

When the source and power parameters of the non-motor drive parameter type (such as the back end electrical power parameter, fuel power parameter, hybrid power parameter, etc.) are measurable (such as using a torque sensor to measure the signal), then according to the source dynamic parameter Positive and negative can identify the operating conditions of the power plant of the aircraft; when the value of the source power parameter is positive, it can be judged that the operating condition of the power device is Driving state, when the value of the source power parameter is negative, it can be judged that the power running condition is the braking state; of course, if the fuel power parameter is a parameter of the fuel consumption rate type, it is not convenient to measure the positive and negative, the fuel engine system It is also not convenient to reverse the energy of the aircraft into fuel in the moving state;

According to the mechanical comprehensive operating force of the aircraft in the mechanical combination parameter (m2*g*f*cosθ+m2*g*sinθ+m2*a+fw), the operating condition of the power plant can also be identified; when the mechanical class is integrated When the value of the running force is positive, it can be judged that the operating condition of the power device of the aircraft is the driving state, indicating that the aircraft needs to absorb the power-driven aircraft running by the source power parameter; when the value of the comprehensive running force of the machine is negative, it can be judged. The operating condition of the power unit of the aircraft is the braking state, indicating that the kinetic energy or potential energy of the aircraft can be fed back to the aircraft or requires braking; when the absolute value of the comprehensive operating force of the machine is lower than a preset threshold (such as the rated value) When 5-10%), it can be judged that the current power plant operating condition is in the critical switching zone.

Some aircraft can also directly read the information of the flight control system (or the power plant control system) to identify the operating conditions and critical switching zones of the aircraft.

10. The network system according to the present invention includes, but is not limited to, various wired or wireless mobile 3G, 4G networks, 5G networks, the Internet, an Internet of Things, an air traffic control center, an operation management center, an aircraft fault diagnosis center, and a GPS. Network, aircraft intranet, local area network, etc.; network system can include corresponding human-computer interaction interface, storage system, data processing system, mobile APP system, etc.; personnel or institutions related to aircraft operation (such as operators, operation management, The air traffic control and fault diagnosis center can monitor the aircraft operation status in real time or afterwards through the network system.

From the feasibility of the measurement of the parameters, the invention divides the parameters into measurable parameters and non-measurable parameters; measurable means that the sensor for measuring the parameter is provided on the aircraft implementing the technical solution provided by the invention, and The aircraft can acquire the measurement result of the parameter based on the sensor during flight; correspondingly, the unmeasurable means that the sensor for measuring the parameter is not set on the aircraft and/or the measurement result of the parameter cannot be obtained based on the sensor; the measurable and The unmeasurable classification is based on the specific aircraft and is based on whether the aircraft can be measured in flight; for example, the same type of parameters in physical properties, measurable in some aircraft, and possibly in another aircraft It is not measurable; for example, the thrust of an aircraft can be measured on a ground facility or on a dedicated test rig, but not directly during flight; it can only be based on other

The invention also provides a technical solution for the identification of another parameter type: if a certain parameter (for example, a measurement object/or an input parameter) has a allowable change amount in flight greater than a preset threshold, then the parameter (calculation) The object / or input parameter) is a class A parameter (measurement object / or input parameter); the threshold may be referred to as a first comparison threshold; if the parameter (measurement object / or input parameter) changes in flight is less than or equal to the pre- Set the threshold (that is, the first comparison threshold), then the parameter (measurement object / or input parameter) is a class B parameter (measurement object / or input parameter); the allowed change amount is used to measure the parameter in flight The degree of fluctuation, the larger the allowable change, the greater the fluctuation of the parameter in flight; the type A parameter can also be called the amplitude (that is, the size) variable parameter, and the type B parameter can also be called the amplitude fixed parameter. For example, the preset first comparison threshold can be generally set to 0.1 (of course, the preset first comparison threshold can also be preset to other values such as 0.3, etc.); if the types of parameters are different, the allowed variation of the parameters And the corresponding preset first contrast threshold The values may naturally differ; the allowed amount of change can be achieved in a number of ways, for example the allowable amount of change is the maximum absolute value of the parameter (ie the maximum value in the absolute value) and the minimum absolute value (ie the minimum value in the absolute value) a ratio of the difference to the maximum absolute value, which may also be referred to as a first amount of change, which may be referred to as a first comparison threshold; the allowed amount of variation may also be measured in other ways, such as The amount of change is the ratio of the maximum value to the minimum value of the parameter, and the corresponding first comparison threshold value needs to be separately set and adjusted; the allowed change amount and the preset first comparison threshold value can be known based on the preset value. ;

In the actual sense, the class A parameter is also the parameter to be measured, that is, the actual value of the parameter can usually only be obtained by the actual measurement; the class B parameter can also be the preset parameter, that is, the actual value of the parameter can be The measured acquisition can also be obtained based on a preset method;

Generally speaking, the mass total mass m2, the no-load mass m0, any one of the system inherent parameters in the quality type parameter (for example, the efficiency coefficient η of the power system, the source dynamic parameter of the non-thrust and the corresponding coefficient Ka of the thrust, the air density) Or atmospheric density ρ, rolling resistance factor f, engine mounting angle

The integrated transmission ratio of the power system (it) is a Class B parameter (also a preset parameter); for example, if the parameter (either the measurement object or the input parameter) is a system-specific parameter (eg, rolling resistance coefficient, efficiency) When the coefficient, the non-thrust source dynamic parameter and the thrust corresponding coefficient Ka), it is obvious that under the set flight conditions (flight speed, altitude, angle of attack, air density, speed of sound, etc.), usually, the parameter The first variation is usually small (assuming it is less than 0.2), and the first variation of the parameter is less than the first comparison threshold (assuming the value is 0.3);

Generally, the quality-variable item quality, the source dynamic parameter, and the mechanical operating parameter included in the quality type parameter (for example, residual fuel mass mf0, electric power, electromagnetic torque Te, propulsion propulsion power Pr2, fuel) The fuel consumption rate, speed V, lift L, resistance D, etc. of the injection system injection output side belong to the class A parameter (that is, the parameter to be measured); obviously, the minimum absolute value of the parameter may be 0, the parameter of the parameter A variation is 1; obviously, the parameters described in the text of this paragraph can also be measurable parameters;

In the present invention, the relationship between the height and the sound velocity and the air density data, the meaning and representation of the coordinate system commonly used in the aircraft, and the mathematical transformation of each coordinate system, the fuel consumption rate, and the flight conditions (height H, rotational speed n, thrust T, etc.) Relationship curve, engine speed characteristic curve, thrust and flight conditions (such as height, speed, etc.), lift-resistance curve (also referred to as pole curve), lift and aircraft aerodynamic layout (airfoil, wing plane shape) The relationship between flight conditions (height angle, flat tail angle) and flight conditions (height, Mach number, angle of attack, etc.), as well as all other flight-related basic knowledge, can be passed through the aircraft manufacturer, professional testing agency, manual Trial, limited trials, type tests, any one or more of the prior art.

Part IV: The specific inventive content and specific implementation of the present invention are as follows:

One of the technical problems to be solved by the present invention is to provide a method for acquiring data of an aircraft, which can acquire data of the aircraft by means other than sensor measurement and preset; the acquisition method can obtain inconvenience during flight Data of flight parameters that are (not measurable) or easily measurable (ie, measurable); the data obtained by the acquisition method can be used to reflect the current actual flight conditions of the aircraft, past actual flight conditions, predictions ( The upcoming flight conditions, etc. caused by the received, but not yet executed, control commands; can be used for further, extensive analysis of the flight safety conditions, safety controls, flight controls, etc. of the aircraft.

The measurement object in the present invention may also be referred to as a measurement parameter or a target parameter or a monitoring parameter or a monitoring object, etc.; the measurement object is any one or more parameters of the flight parameters of the aircraft, that is, the flight parameters of the aircraft Any one or more parameters are used as the measurement object; the flight parameters include a quality type parameter, a source dynamic parameter, and a system operation parameter, and the system operation parameter includes a mechanical operation parameter, a system inherent parameter, and the like.

The invention provides

1. A method for acquiring data of an aircraft (#1), taking any one of the flight parameters as a measurement object (that is, determining any one of the flight parameters as a measurement object), and preset the measurement object and the input parameter. Corresponding relationship; obtaining data of the input parameter; obtaining joint operation data of the measurement object based on the acquired data of the input parameter and the corresponding relationship; the input parameter includes at least one different type from the measurement object parameter. The different types of classification are based on the flight parameters divided into three types of quality type parameters (especially the total mass of the aircraft), source dynamic parameters, and system operating parameters; for example, when the measured object is a quality type parameter, the input parameter At least including source power parameters and/or system operation parameters; for example, when the measurement object is a source power parameter, the input parameter includes at least an aircraft total mass and/or system operation parameters; for example, when the measurement object is a system operation parameter, Input parameters include at least the total mass of the aircraft and / or source dynamic parameters. Further: when the measurement object is a system operation parameter, the input parameter includes at least an aircraft total mass and/or source power parameter and/or other system operation parameters other than the measurement object. Further: when the measurement object is a mechanical operation parameter in a system operation parameter, the input parameter includes at least an aircraft total mass and/or a source dynamic parameter and/or a system inherent parameter and/or other mechanical operations other than the measurement object. a parameter; when the measured object is a system intrinsic parameter in a system operating parameter, the input parameter includes at least an aircraft total mass and/or source dynamic parameter and/or a mechanical operating parameter and/or other system intrinsic parameters other than the measured object ;

Obviously, at least one of the two includes two.

The obtaining method (#1) can also be described as: the measuring object is any one of the flight parameters of the aircraft, and is characterized in that the joint of the measuring object is obtained based on data including at least one parameter different from the measuring object. Operational data; the different types of classification are based on the flight parameters into three types of quality type parameters (especially the total mass of the aircraft), source dynamic parameters, and system operating parameters; for example, when the measurement object is a quality type parameter, The joint operation data of the quality type parameter is calculated based on data including at least a source dynamic parameter and/or a system operation parameter; for example, when the measurement object is a source dynamic parameter, the joint operation data of the source dynamic parameter is based on at least Data calculated including the total mass of the aircraft and/or system operating parameters; for example, when the measured object is a system operating parameter, the joint operational data of the operating parameter of the system is based on at least the total mass and/or source dynamic parameters of the aircraft. The data within the calculations, and so on. Obviously, in the obtaining method, the joint operation data of the measurement object is obtained based on the data including at least one parameter different from the measurement object, and may also be described as: based on including at least one parameter different from the measurement object. Calculating the joint operation data of the measurement object with the corresponding relationship between the data and the measurement object; further, the acquisition method may be described as: presetting at least one data of a parameter different from the measurement object and the measurement object Corresponding relationship, the joint operation data of the measurement object is obtained based on the acquired data including at least one parameter different from the measurement object and the correspondence relationship.

The obtaining method (#1) can also be described as: the measuring object is any one of the flight parameters of the aircraft, and is characterized by being preset between at least two parameters of the system operating parameter, the source dynamic parameter and the quality type parameter. Corresponding relationship is obtained for the joint operation data of the measurement object; the at least two types include any two or three;

When at least two of the three types are used, that is, the measurement object is any one of the flight parameters of the aircraft, and is characterized by being preset between the three parameters of the system operation parameter, the source dynamic parameter, and the quality type parameter. Corresponding relationship is obtained for the joint operation data of the measurement object;

Preferably, the joint operation data of the measurement object is obtained based on a preset correspondence relationship between the system operation parameter, the source dynamic parameter, and the quality type parameter, and specifically includes: calculating, by using at least the source dynamic parameter and/or the system operation parameter. Joint operation data of quality type parameters, or joint operation data for calculating system operation parameters including at least quality type parameters and/or source dynamic parameters, or joint operation for calculating source dynamic parameters using at least aircraft total mass and/or system operating parameters data.

In the acquisition method input parameters, one part can be fixed, and only the required parameters of the other part can be given. If the quality type parameter can be fixed, the source power parameter can be obtained only by inputting the system operation parameter. The implementation may be that after the part of the parameter in the calculation formula is replaced with the constant corresponding to the fixed one, a new calculation formula is obtained for calculation; or the part is fixed, and another part is input, and the preset is The way the lookup is done in the table.

In this paper, the input parameter refers to all the parameters except the measurement object in the correspondence relationship; that is, the parameters required for the joint operation data of the measurement object are obtained according to the preset correspondence relationship.

The joint operation data (that is, the joint operation data of the measurement object) in the present invention may also be referred to as the first data or the estimated data or the estimated data; the joint operation data refers to a data type or a data acquisition path, indicating the data. Is the result calculated based on different types of flight parameters; the correspondence described in any of the above acquisition methods (#1), especially the rules of flight dynamic balance; the rule can be either a formula, or an equation, or Table; calculation of the joint calculation data of the calculation object based on the rules of flight dynamic balance has a variety of implementation formulas; for the data of the aircraft, refer to the following The example is carried out.

The above obtaining method (#1) further includes any one or more of the following A1, A2, A3, A4, and A5:

A1, at least one of the source dynamic parameters included in the input parameter is set based on the actual value or the measured value or the command value;

A4. At least one of the parameters to be measured included in the input parameter is set based on an actual value or an actual measured value or a command value; preferably, the parameter to be measured includes a source dynamic parameter and/or a mechanical operating parameter;

A5. At least one of any one of the total mass of the aircraft, the mass of the carried item, the quality of the empty load, and the inherent parameters of the system included in the input parameter is set based on an actual value and/or a reasonable value; and/or: input At least one of the non-measurable parameters included in the parameter is set based on an actual value and/or a reasonable value; and/or at least one of the predefinable parameters included in the input parameter is based on an actual value And / or reasonable value is set; in the A5 scheme, the reasonable value of the parameter can be known by the preset method or by the joint operation method; the actual value of the parameter can be known by the preset method or by the actual measurement method. Learned, or learned by joint computing.

Preferably, the at least one data in the A1 and/or A2 and/or A3 and/or A4/ or A5 schemes is all data (ie, values of all parameters); as far as the cost is reasonable, as far as possible, Increasing the number of parameters represented by the at least one type (that is, setting as much data as possible based on the measured value or the actual value) is advantageous for improving the accuracy of the joint operation data of the measurement object; The accuracy of the joint operational data naturally contributes to better response to the current actual flight conditions of the aircraft, past actual flight conditions, predicted (caused by but not yet executed control commands), impending flight The situation, etc., is conducive to further and extensive analysis of the flight safety status, safety control, flight control, etc. of the aircraft.

In the acquisition method (#1), it is obvious that at least one of the aircraft total mass and/or system inherent parameters and/or non-measurable parameters and/or preset parameters included in the input parameters is Set based on preset values and/or actual values; generally, all parameters of the aircraft's total mass and/or system-independent parameters and/or non-measurable parameters and/or pre-settable parameters may be based on pre- Set the value; of course, if you increase the total mass of the aircraft and / or the inherent parameters of the system and / or the parameters that are not measurable and / or the number of parameters that can be preset based on the measured value, it is beneficial to improve the Calculate the accuracy of the joint operation data of the object; for example, the air density ρ in the inherent parameters of the system can be used to calculate the lift L and the resistance D. Generally, the air density ρ can be preset based on information such as the international standard atmosphere; Increase the current altitude, ambient temperature, wind speed and other information of the aircraft to obtain a more accurate air density ρ; if the measured value of the air density ρ can be obtained based on the sensor measurement method and used for the lift L The calculation of the resistance D can further improve the accuracy of the joint operation data of the measurement object.

The total mass of the aircraft included in the input parameters, the mass of the carried goods, the mass of the no-load, the inherent parameters of the system, and/or: the non-measurable parameters included in the input parameters, and/or the pre-included parameters included in the input parameters Among the parameters set, at least one of the data is set based on the actual value and/or the reasonable value; from the practical application point of view, the more data is set based on the actual value, the calculation accuracy can be improved naturally; but the cost of the system is increased. Therefore, some data can be set based on the preset reasonable value; in general, the data included in the input parameters can be measured as much as possible; if the actual measurement is not possible, the preset reasonable value should be used as much as possible.

Further, the acquisition method (#1) is performed when the aircraft is in flight;

In the present invention, the aircraft includes four situations when flying: when the aircraft is controlled by the power device to fly in the air or when the power device controls the ground taxiing or when the aircraft is free to glide in the air or the aircraft is free to glide on the ground, the free glide Or free-sliding means that the powerplant of the aircraft does not generate thrust.

Basic setting scheme for the value of the input parameter: Obviously, in any of the solutions of the present invention, the obtained (flying In the rules of dynamic balance) the values of the input parameters are all qualified values (also acceptable values); different input parameters have different acceptable values; acceptable values of parameters (including input parameters) refer to the parameters (including input parameters) can achieve a useful value or a value representing the natural attributes of the parameter (including input parameters); for example, the flight condition monitoring (identification of flight condition anomalies), reflection, analysis power according to the present invention Any one or more of the conditions of the system (wear and/or safety) and the condition of the system that analyzes the aerodynamic shape are useful for a particular purpose; the current actual value of the parameter, or the third The value in the range, or the value in the fourth range, represents the value of the natural attribute of the parameter (including the input parameter);

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

The meaning of the preset actual value of the parameter in the present invention can also be understood as: the actual value of the parameter acquired at a preset time point (not the current time point); or, the preset of the parameter in the present invention. The meaning of the actual value can also be understood as: the actual value indicating the parameter at a preset time point (not the current time point); or the meaning of the actual value preset in the present invention can also be understood as: indicating the preset Indicates the actual value of the parameter under normal working conditions. The actual value in the normal working state can also be understood as the actual value in the normal working range. The actual value of the total mass preset of the aircraft means that the value is close to the actual value of the total mass of the aircraft at a preset time point (not the current time point); it can also be understood as: The actual value of the total mass of the aircraft acquired at the time point (not the current time point); also understood as: the actual value indicating the total mass of the aircraft at a preset time point (not the current time point);

For example, the value of the parameter in the first type parameter other than the total mass of the aircraft included in the input parameter is set based on the current actual value of the parameter, and the current actual value is the input parameter of the first type ( For example, acceptable values for source dynamic parameters, speed, acceleration, etc.; in the present invention, the first type of parameter refers to parameters to be measured and/or measurable parameters and/or source dynamic parameters and/or mechanical operating parameters and / or any one or more types of parameters of quality change item quality; there is also a possibility that if the value of the history value of the parameter is different from the current flight condition, the difference between the flight condition and the current flight condition is lower than a preset threshold And the historical record value is also an acceptable value for the first type of input parameter (eg, source dynamic parameter, speed, acceleration, etc.);

For example, when the measurement object is a quality type parameter, the input parameter includes at least a source dynamic parameter and/or a system operation parameter; the flight condition includes a value of the source dynamic parameter and/or the system operation parameter; when the historical value of the measurement object is The difference between the flight condition at the time of the value and the current flight condition is lower than a preset threshold, that is, the source dynamic parameter and/or the system operating parameter, and the value of the historical value of the measured object is compared with the current value. If the degree of difference is lower than a preset threshold, the historical value of the measured object is also an acceptable value of the input parameter (eg, source dynamic parameter, speed, acceleration, etc.).

For example, when the measured object is a source dynamic parameter, the input parameter includes at least an aircraft total mass and/or a system operating parameter; the flight condition includes a value of the total mass of the aircraft and/or a system operating parameter; when the historical value of the measured object is The difference between the flight condition at the time of the value and the current flight condition is lower than a preset threshold, that is, the total mass of the aircraft and/or the operating parameter of the system, and the value of the historical value of the measured object corresponds to the current value. If the difference in value is lower than the preset threshold, the historical value of the measured object is also an acceptable value of the input parameter (eg, source dynamic parameter, speed, acceleration, etc.).

For example, when the measurement object is a system operation parameter, the input parameter includes at least an aircraft total mass and/or a source dynamic parameter; the flight condition includes a value of an aircraft total mass and/or a source dynamic parameter; when the measurement object has a historical record value The difference between the flight condition at the time of the value and the current flight condition is lower than a preset threshold, that is, the total mass of the aircraft and/or the operating parameter of the system, and the value of the historical value of the measured object corresponds to the current value. If the difference in value is lower than the preset threshold, the historical value of the measured object is also an acceptable value of the input parameter (eg, source dynamic parameter, speed, acceleration, etc.).

For example, the value of the parameter in the second type of parameter other than the total mass of the aircraft included in the input parameter is set based on the current actual value of the parameter or the value in the safety range of the parameter; typically the parameter Value in the safe range The preset mode is set; the current actual value of the parameter or the preset safety range of the parameter is an acceptable value of the input parameter of the second type; in the present invention, the second type parameter refers to the unmeasurable value. Any one or more of parameters and/or preset parameters and/or system intrinsic parameters; for example, efficiency factor, rolling resistance coefficient, integrated gear ratio, drive wheel radius, gravitational acceleration are typically in the second type of parameter Parameter; preferably, the value in the preset safety range is a preset calibration value (ie, a reasonable value);

In the present invention, a parameter representing an attribute of a power system and/or a mechanical transmission system and/or a pneumatic profile related system among unmeasured parameters and/or predefinable parameters and/or system inherent parameters is referred to as power or transmission. The parameters closely related to safety in the system are also non-measured safety parameters; for example, the non-thrust source dynamic parameters and thrust corresponding coefficient Ka, efficiency coefficient, rolling resistance coefficient, integrated transmission ratio of the power system it, ground taxiing The system's comprehensive transmission ratio im, drive wheel radius, drag coefficient C _D , lift coefficient C _L , lift-to-drag ratio K are all parameters related to safety in the power or transmission system; the corresponding source dynamic parameters of non-thrust and thrust The coefficient Ka and the efficiency coefficient anomaly usually indicate the fault of the aircraft's power system; the abnormality of the integrated gear ratio usually indicates the serious failure of the mechanical transmission system of the aircraft; the drag coefficient C _D and the lift coefficient C _L indicate the aerodynamic shape system fault of the aircraft. The abnormality of the radius of the driving wheel usually occurs when there is a serious safety hazard such as a tire puncture or a reduced radius; in the present invention, the power or The parameters closely related to safety in the transmission system belong to the second type of parameters.

Setting of the measurement object type or the value of the input parameter Scheme 2: The acquisition method (#1) also includes any of the schemes A, B, and C:

A. The measurement object is a parameter closely related to safety in the power or transmission system or a parameter containing the parameter; the value of the input parameter is set according to an acceptable reasonable value of the input parameter; for example, the measurement object is an efficiency coefficient Or a parameter including an efficiency coefficient; for example, in Embodiment 9, the efficiency coefficient Kem of the electromechanical transmission integrated of the aircraft is used as a measurement object; (Kem(Te*im/R1)) may also be used as a measurement object, and the measurement object (Kem) (Te*im/R1)) includes an efficiency coefficient Kem; for example, the measurement object is a rolling resistance coefficient or a parameter including a rolling resistance coefficient; for example, in Embodiment 10, the rolling resistance coefficient μ1 of the aircraft is used as a measurement target; (g*μ1*cosθ) is a measurement object, and the measurement object (g*μ1*cosθ) includes a rolling resistance coefficient μ1;

B. The value of the total mass of the aircraft included in the input parameters is set based on the preset actual value of the total mass of the aircraft, not the current actual value based on the total mass of the aircraft; the total mass of the input parameters is excluded. The values of other parameters other than those set are based on acceptable reasonable values for each parameter;

C. At least one of the power included in the input parameter or the safety-related parameter in the transmission system is set based on the preset value, and is not set based on the current actual value of the parameter, the preset value The value in the preset safety range; the values of the other parameters in the input parameters other than the safety-related parameters in the power or transmission system are set according to the acceptable reasonable values of the parameters.

In the acquisition method (#1), the actual value of the total mass of the aircraft is inconvenient to measure during the operation of the aircraft; the actual value of the total mass of the aircraft may be preset by the operator according to the situation on the site, and the manual input method is adopted; Inconvenient, it is not conducive to improve calculation accuracy and safety monitoring; for example, if the input parameters include the total mass of the aircraft, it is assumed that the aircraft's own weight is 1500KG and the load is limited to 500KG. If the aircraft's total mass value is set to 2000KG and 1600KG, in other input parameters. Under the premise of constant conditions, the results of aircraft motion balance calculation may differ by 25%, which will reduce the accuracy of aircraft motion balance calculation and the significance of safety monitoring;

Preferred Embodiment 1 of Setting Scheme 2: Preferably, the value of the total mass of the aircraft included in the input parameter is obtained based on a previously calculated aircraft motion balance calculation; that is, before the acquisition method (#1) is performed, the aircraft is first used The total mass is the calculation object for the aircraft motion balance calculation (this calculation is the previous calculation) out of the total mass of the aircraft, the value is usually the actual value of the previous calculation, and then the actual value is used for the acquisition method (#1 The calculation of the aircraft motion balance in step S2;

Setting Option 2 of Scheme 2: Further, regardless of the A, B, and C schemes, when the second type of input parameters When the parameter in the parameter is set based on the value in the preset safety range, the value in the safety range is the calibration value; this is beneficial to improve the calculation accuracy and the monitoring accuracy; since the safety range is the limit range, the upper and lower deviations are relatively large;

The preferred scheme 3 of setting scheme 2: in any of the A, B, and C schemes, at least one of the first type of parameters other than the total mass of the aircraft in the input parameter is set based on the measured value, such as source dynamic parameter, speed, acceleration And so on; preferably, the at least one is all.

Preferred solution 4 of setting scheme 2: the safety-critical parameter closely related to safety in the transmission system is preferably an efficiency coefficient and/or a rolling resistance coefficient; compared to the overall transmission ratio and/or the driving wheel radius, the efficiency coefficient and/or The rolling resistance coefficient has a more important safety significance.

Set the parameters (or their number) of the measured parameters in the input parameters. These parameters are set based on the measured values; other parameters can be set by the preset values; the more the measured parameters, the higher the accuracy will naturally be, the monitoring The performance is good; the measured parameters are less and the cost is lower; the user and the manufacturer can be customized according to their different situations.

Further, the obtaining method (#1) may further include the following expansion scheme 1: outputting the calculated value of the measured object on the human-machine interface of the electronic device and/or the portable personal consumer electronic product in the aircraft; further, the expansion scheme 1 may further include: obtaining first relevant data of the measurement object, and outputting first related data of the measurement object of the aircraft on a human-machine interface of the electronic device and/or the portable personal consumer electronic product in the aircraft;

Further, the obtaining method (#1) may further include the following expansion scheme 2: outputting and/or saving the calculated value of the measurement object; further, the expansion scheme 2 may further include the following scheme: acquiring the measurement object First relevant data, outputting and/or saving the first related data of the measurement object;

When the measurement object is any one of a quality type parameter, a parameter to be measured, and/or a measurable parameter and/or a source dynamic parameter and/or a mechanical operation parameter and/or a quality change item quality, the measurement object The first relevant data is a second permission range of the measurement object, an actual value, a difference between the joint operation data and the actual value, and any one or more of the first permission ranges; when the measurement object is an unmeasured parameter And/or when any one of the parameter and/or the system intrinsic parameter is preset, the first relevant data of the measurement object is a second permission range, an actual value, a difference between the joint operation data and the actual value of the measurement object, The calibration value, the difference between the joint operation data and the calibration value, and any one or more of the first permission ranges;

In the acquisition method (#1), in particular, if the input coefficient does not include the non-thrust source dynamic parameter and the thrust corresponding coefficient and the efficiency coefficient; the result of the aircraft motion balance calculation will be difficult to reflect the power The security status of the system;

Get the effect of method (#1):

In the A scheme, the measured object is a parameter closely related to safety in the power or transmission system or a parameter containing the parameter, and the value is obtained based on the rules of the flight dynamic balance, which is important for the safety monitoring, monitoring, and data processing of the aircraft. Meaning; if the measured object is the non-thrust source dynamic parameter and the thrust corresponding coefficient or the parameter containing the non-thrust source dynamic parameter and the thrust corresponding coefficient, the calculation result can be used to reflect the non-thrust source dynamic parameter and the thrust corresponding coefficient The condition (ie, the condition of the power system); if the measurement object is an efficiency coefficient or a parameter containing an efficiency coefficient, the calculation result can be used to reflect the working condition of the power system of the aircraft; if the measurement object is a drag coefficient or a parameter including a drag coefficient The calculation result can be used to reflect the condition of the aerodynamic shape system of the aircraft;

In the B scheme: the value of the total mass of the aircraft included in the input parameter is set based on the preset actual value of the total mass of the aircraft, and the total mass of the aircraft is within the time period from the preset time point to the current time. Abnormal changes (such as abnormal tripping of the carrier and abnormal changes in the quality of the cargo) can be reflected by the calculation of the rules of flight dynamics; if the value of the total mass of the aircraft included in the input parameters is current based on the total mass of the aircraft The actual value is set; the calculation result does not reflect the abnormal change of the total mass of the aircraft;

In the C scenario: the rule calculation of the flight dynamic balance is a special technical solution based on the principle of energy conservation and/or Newton's law and/or the characteristics of the aircraft operating characteristics;

Even if the measurement object 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 measurement object can be used to reflect the efficiency coefficient. Status (ie, the working condition of the power system);

Even if the measured object is non-thrust source power parameter and thrust corresponding coefficient or the parameter containing the non-thrust source dynamic parameter and the thrust corresponding coefficient, if the input parameter is included in the non-thrust source dynamic parameter and the thrust corresponding coefficient If the value is a preset value (the value is preferably a calibration value), the calculation result of the measurement object can be used to reflect the condition of the corresponding coefficient of the non-thrust source power parameter and the thrust (that is, the working condition of the power system);

Even if the non-resistance coefficient (or lift coefficient) or the parameter containing the drag coefficient (or lift coefficient) is measured, if the value of the drag coefficient (or lift coefficient) included in the input parameter is a preset value (this value is preferably calibrated) Value), then the calculation result of the measurement object can be used to reflect the condition of the comprehensive resistance coefficient (or lift coefficient) (that is, the working condition of the aerodynamic shape of the aircraft);

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

2A. When the input parameter includes a source dynamic parameter and the source dynamic parameter is a thrust, the thrust is calculated based on a calculation rule of the preset thrust and a value of a parameter required to calculate the thrust according to the calculation rule of the thrust. The required parameters include at least a non-thrust source dynamic parameter and a non-thrust source dynamic parameter and a thrust corresponding coefficient; the required non-thrust source dynamic parameter value is a measured value / or an actual value / or a command value / or special purpose values;

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

2C. The measurement object is a corresponding coefficient of the source dynamic parameter and the thrust of the non-thrust, or a corresponding coefficient of the source dynamic parameter and the thrust including the non-thrust in the input parameter;

The beneficial effects of this technical solution:

The actual thrust of the aircraft during flight is difficult to measure directly. If the actual thrust is directly measured, it will increase the cost or increase the technical difficulty; the parameters that are easy to measure or measurable are the non-thrust source dynamic parameters; but in the prior art, the lack An effective and open method for obtaining thrust of an aircraft based on non-thrust source dynamic parameters; because of the difficulty of the two techniques, the dynamic equation can only be used for modeling, simulation, mathematical research, etc.; The scheme provides a feasible way to calculate the joint operation data of the measured object based on the combination of the non-thrust source dynamic parameters and the dynamic equation; it can effectively reflect the current actual flight condition of the aircraft, the actual flight conditions in the past, Predicting upcoming flight conditions, etc. (caused by received, but not yet executed, control instructions); can be used for further, extensive analysis of flight safety conditions, safety controls, flight controls, etc. of aircraft.

Further, in any one of the above 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 drive parameter.

The implementation of step A of this program is as follows:

Special Note 1: For ease of description and technical personnel in the industry understand the invention: when the measurement object is the total mass of the aircraft, the joint operation data or the non-joint operation data can be directly represented by the parameter name m or m2; when the measurement object is the source power When the parameter or system operation parameter, the expression of the joint operation data may be followed by a suffix after the parameter name: _cal; for the efficiency coefficient parameter name Km of the mechanical transmission system, the joint operation data is represented by Km_cal; for example, the coefficient of the rolling resistance parameter is named Μ1 or f, the joint operation data is represented by μ1_cal or f_cal; the equivalent of the present invention includes the core properties of the two, the technical processing scheme equivalent, etc., and the two can be directly replaced;

In the present invention, the monitoring method of the aircraft can also be expressed as: 1 a method for monitoring the power transmission condition of the aircraft (#2), including the following step A:

S100, taking any one of flight parameters as a measurement object;

S200. Determine a calculation formula for calculating a flight dynamic balance based rule of the measurement object;

S300: Compare and calculate the calculated value of the measurement object and the reference data of the measurement object, and determine whether the power transmission condition of the aircraft is abnormal.

The calculation formula of the aircraft motion balance and the calculation method and the setting method of the parameters in the monitoring method (#1) or the monitoring method (#2) can be referred to the content of any position in this document;

The monitoring method (#1) or the monitoring method (#2) is started from the startup or started after receiving the manual instruction (referred to as manual startup). In the present invention, the monitoring method can be started up automatically, without human operation, and the electronic device integrated with the monitoring method runs after self-powering, and the self-running may start immediately after power-on, or may be pre-evented. It can be run after setting the time. The preset time may be only used as a standby time, and other applications are not executed during the time period, and other applications may be executed within the preset time, and may be further executed by other applications. The degree (such as half of execution or execution completion, etc.) is used as a point in time to start the monitoring method or to start the monitoring method directly with the startup instructions sent by the other applications. In the working mode initiated after receiving the manual operation instruction, the manual instruction is used to control the start of operation of the monitoring method, which is an operation button, a touch screen, a voice system, or other mobile electronic devices (such as a mobile phone) in the vehicle. Produced after human manipulation. The option of starting from the start and starting manually is of great significance; because the monitoring method plays an important role in the operation safety of the aircraft, the self-starting is selected to avoid unfavorable factors such as forgetting to open and misuse, and it is beneficial to record the whole process. Safety monitoring data; in some cases, when the aircraft monitoring method is not adjusted, if you choose to start automatically, it may lead to adverse effects such as increased false alarm rate, so in some cases it is intentional to choose manual start.

The values of the input parameters in the calculation formula based on the rules of flight dynamic 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 For the current actual value based on the total mass of the aircraft or the preset actual value, the current actual value or the preset actual value is a reasonable value of the total mass of the aircraft included in the input parameter; for example, the input parameter The value of the parameter in the first type parameter other than the total mass of the aircraft included in the value is set based on the current actual value of the parameter, and the current actual value is the input parameter of the first type (eg, source power) Reasonable values for parameters, speed, acceleration, etc.; for example, parameters in the second type of parameters other than the total mass of the aircraft included in the input parameters (eg efficiency factor, rolling resistance coefficient, overall gear ratio, drive wheel radius, The value of gravity acceleration, etc.) is based on the current actual value of the parameter or the value in the safety range of the parameter or is set; in general, the value in the safety range of the parameter is pre- Set mode; reasonable values for the input parameters in the parameter value of the current actual or preset safe range of the parameter value of the second type;

Setting of the measurement object type or the value of the input parameter Scheme 2: The calculation method (#1) also includes any one of the schemes A, B, and C:

A. The measurement object is a parameter closely related to safety in the power or transmission system or a parameter including the parameter; the value of the input parameter is set according to a reasonable value of the input parameter;

B. The value of the total mass of the aircraft included in the input parameters is set based on the preset actual value of the total mass of the aircraft, not the current actual value based on the total mass of the aircraft; the total mass of the input parameters is excluded. The values of other parameters other than those set are based on reasonable values of each parameter;

C. At least one of the power included in the input parameter or the safety-related parameter in the transmission system is set based on the preset value, and is not set based on the current actual value of the parameter, the preset value The value in the preset safety range; the values of the parameters other than the safety-related parameters in the power or transmission system are set according to the reasonable values of the parameters;

Preferred Embodiment 2 of Setting Scheme 2: Preferably, in the A, B, and C schemes, when the parameter in the second type parameter in the input parameter is set based on the value in the preset safety range, the safety range is The value is a calibration value; this is beneficial to improve calculation accuracy and monitoring accuracy;

Preferred scheme 3 of setting scheme 2: no matter in the A, B, and C schemes, the input parameters other than the total mass of the aircraft At least one of the parameters of the type is set based on the measured value, such as source dynamic parameters, velocity, acceleration, etc.; preferably, the at least one is all.

Preferably, in the monitoring method (#1) or the monitoring method (#2), the measuring object is a parameter in the aircraft quality, and the input parameter of the measuring object includes a system operating parameter and a source dynamic parameter; or

The measurement object is one of source power parameters, and the input parameters of the measurement object include system operation parameters and aircraft quality; or

The measurement object is one of the system operation parameters, and the input parameters of the measurement object include an aircraft mass number and a source power parameter.

Preferably, in the monitoring method, the measurement object is one of an aircraft quality, a source dynamic parameter, a mechanical operation parameter or a mass change type item, and the reference value of the measurement object is an actual value; or

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

The invention provides a method for acquiring the thrust of an aircraft based on a source power parameter of non-thrust:

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

1), preset or select the calculation rule of the thrust, the calculation rule is called the thrust calculation rule; the thrust calculation rule may select any one or more of the following formulas or their deformation formulas: Formula 1-1 (or its subdivision Formula: Formula 1-1-1, Equation 1-1-2, Equation 1-1-3), Equation 1-2-1 (or its subdivision formula: Formula 1-2-1-1, Equation 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), formula 1-6, Equation 1-7 (or its subdivision formula: Equation 1-7-1, Equation 1-7-2). . . Of course, the calculation rule may also be a table having a corresponding correspondence relationship; according to the table of the corresponding correspondence relationship, the value of the parameter required to calculate the thrust T according to the thrust calculation rule is input, and the thrust can be obtained by looking up the table. The value of T;

2) obtaining a value of a parameter required to calculate the thrust according to a calculation rule of the thrust; the required parameter generally includes at least a source power parameter of non-thrust and a corresponding coefficient Ka of a source power parameter and a thrust of the non-thrust; The parameters of the demand may also include mechanical operating parameters (such as aircraft speed V); the values of the required non-thrust source dynamic parameters are usually measured values (or actual values or command values or special purpose values); the required machinery The value of the operating parameter (aircraft speed V) is usually the measured value (or actual value or command value or special purpose value); the value of the required system intrinsic parameter (which usually includes the corresponding coefficient Ka of the thrust T) is usually based on the pre- A reasonable or actual value obtained by setting a value (such as a system preset value); when the value of the parameter required to calculate the thrust T is related to flight conditions (flight speed, altitude, angle of attack, air density, speed of sound, etc.), First, obtain the values of the parameters in the current flight conditions (flight speed, altitude, angle of attack, air density, sound speed, etc.), and set the value of the parameter required to calculate the thrust T according to the current flight conditions; Easy to see, the calculation of the parameters in accordance with the thrust demand value calculation rule of the thrust force, for the (or each of the plurality of) parameter value demanded at the same time (e.g. when the current value or the time t0 or t1) of;

3), based on the preset calculation formula of the thrust and the obtained value of the parameter required for calculating the thrust according to the calculation formula of the thrust, and obtaining the value of the thrust (generally, the parameter attribute of the value of the thrust is Obtaining the parameter property of the value of the non-thrust source dynamic parameter in the parameter required to calculate the thrust, that is, the type of the thrust value and the non-thrust The types of the values of the source dynamic parameters are sequentially corresponding; when the values of the non-thrust source dynamic parameters in the parameters required for calculating the calculated thrust T are actually measured values, the value of the thrust T is also the measured value; when the obtained calculation is performed When the value of the non-thrust source dynamic parameter in the parameter required by the thrust T is the actual value, the value of the thrust T is also the actual value; the non-thrust source dynamic parameter among the parameters required to calculate the calculated thrust T When the value is the command value, the value of the thrust T is also the command value; when the value of the non-thrust source power parameter in the parameter required for calculating the calculated thrust T is a special use value, the value of the thrust T Also for special purpose values ;)

In the above method for acquiring the thrust of the aircraft based on the non-thrust source power parameter, 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 drive parameter.

An example 1 of the manner in which the thrust of the aircraft is obtained based on the source power parameters of the non-thrust is as follows:

1) The formula for calculating the preset or selected thrust is as follows: T=K21*fm1/V (Equation 1-2-1-1);

2) obtaining a value of a parameter required to calculate the thrust T according to the calculation rule of the thrust; obviously, the value of the parameter required for calculating the thrust T according to the thrust calculation rule is the required (multiple or each) parameter a value within the same time range (eg, current value or t1 or t0); the required parameters typically include a non-thrust source dynamic parameter (fuel consumption rate fm1) and associated system intrinsic parameters (corresponding coefficient K21) and Mechanical operating parameter (aircraft speed V); the required source dynamic parameter (fuel consumption rate fm1) is the measured value (measured by sensor measurement); the required mechanical operating parameter (aircraft speed V) is the value Measured value (measured by sensor measurement); the value of the required system-specific parameter (corresponding to coefficient K21) is usually a reasonable value of a preset (for example, by reading the system preset value);

3) Based on the obtained value of the parameter required to calculate the thrust T and the thrust calculation formula (Equation 1-2-1), the value of the thrust T (actual measured value) is obtained.

An example 2 of a method for acquiring the thrust of an aircraft based on a non-thrust source power parameter is as follows:

1), the formula for calculating or selecting the thrust T is as follows: (T=K31*Te) (Equation 1-3-1),

2) obtaining a value of a parameter required to calculate the thrust T according to the thrust calculation rule; obviously, calculating a value of a parameter required for the thrust T according to the thrust calculation rule, for which the required (multiple or each) parameter is The value of the same time range (for example, the current value or t1 or t0); the required parameters usually include the non-thrust source dynamic parameters (electromagnetic torque Te of the motor) and the associated system intrinsic parameters (corresponding coefficient K31) The required source dynamic parameter (electromagnetic torque Te of the motor) is the measured value (measured by sensor measurement) / or actual value / or command value / or special purpose value; the required system inherent parameters ( The value of the corresponding coefficient K31) is an actual value or a reasonable value obtained according to a preset (for example, by reading a system preset value);

3) Based on the obtained value of the parameter required to calculate the thrust T and the thrust calculation formula (Equation 1-3-1), the value of the thrust T is obtained, the type of the value of the thrust T and the source power of the non-thrust The types of the values of the parameters correspond in turn.

Of course, it is also feasible to directly read the value of the thrust T output by the external device; further, the above-mentioned thrust calculation rule may also be a preset table having a corresponding correspondence relationship, and the input is calculated according to the thrust calculation rule. The value of the parameter required by T can be found by looking up the value of the thrust T;

In the present invention, other parameters (the parameters are target parameters, such as lift L or resistance D or lift coefficient C _L or drag coefficient C _D ) can be obtained by referring to the above method based on non-thrust source power parameters to obtain the thrust of the aircraft. Performing: 1) presetting or selecting a corresponding calculation rule; 2) obtaining a value of a parameter required to calculate the target parameter according to the calculation rule; 3), based on the acquired parameter required to calculate the target parameter a value and the calculation rule, and the value of the target parameter is obtained;

For example, the example 1 of the way to obtain the resistance D is as follows:

Obtain the values of each parameter in the current flight conditions (flight speed, altitude, angle of attack, air density, speed of sound, etc.); if the current value of the flight speed, altitude, angle of attack, etc. is obtained by sensor measurement; by reading the preset value ( For example, the system preset value) obtains the current value or the actual value or the reasonable value of the parameters such as the air density, the sound speed, the wing reference area S, the drag coefficient C _D ; and then passes the preset or selected formula 2-50

Calculate the value of the resistance D under current flight conditions, which is usually the current value (current measured value); where the current value of the drag coefficient C _D can be based on Equation 3-13 (C _D = C _D0 + C _Di = C _D0 +A C _L ² ) calculated, wherein the current value of the lift coefficient C _L can be calculated based on the formula 3-12 (C _L =C _Lα (α-α0)+C _Li i _t ); in the formula, C _Li is the change of lift coefficient caused by flat tail deflection, i _t is flat tail deflection, usually the value of C _Li i _t is relatively small and can be ignored; α0 is zero lift angle of attack; C _Lα is the slope of lift line; The preset value obtains the current value of the parameters such as the lift line slope C _Lα and the zero lift angle α0; the current value of the above resistance D (or the lift coefficient C _L or the drag coefficient C _D ) is calculated by a plurality of data blends, However, they are all based on the measured values of various mechanical operating parameters and the preset values of the inherent parameters of the system, so the current value of the resistance D (or the lift coefficient C _L or the drag coefficient C _D ) cannot be called a joint type. The calculation data is still the measured value.

For example, example 1 of the acquisition method of lift L is as follows:

Obtain the values of various parameters in the current flight conditions (flight speed, altitude, angle of attack, air density, speed of sound, etc.); for example, obtain the parameters such as flight speed, altitude, angle of attack, etc. by sensor measurement (eg current or t1) The value of time or t0); the parameters such as air density, sound speed, wing reference area S, and lift coefficient C _L are obtained by reading preset values (for example, system preset values) in the same time range (for example, current or t1) Actual or reasonable value at time or t0; and then through the formula 2-49 that has been preset or selected

Calculate the value of lift L under current flight conditions, which is typically a value within the same time range (eg, current or t1 or t0); where lift coefficient C _{L is} within the same time range (eg current or t1) The value of time or t0 can be calculated based on the formula 3-12 (C _L = C _Lα (α-α0) + C _Li i _t ); in this formula, C _Li is the change of the lift coefficient caused by the flat tail deflection, i _t For the flat tail deflection, the value of C _Li i _t is usually small and can be ignored; α0 is zero lift angle of attack; C _Lα is the slope of the lift line; the slope of the lift line C _Lα and zero lift are obtained by reading the preset value of the system. The current value of the parameters such as the angle of attack α0; the values of the above-mentioned lift (or lift coefficient C _L ) in the same time range (for example, current or t1 or t0) are calculated by a plurality of data mixtures, but they are all It is known from the measured values of various mechanical operating parameters and the preset values of the inherent parameters of the system (for example, system preset values), so the lift L (or lift coefficient C _L ) is within the same time range (eg current or t1) The value of the time or t0) cannot be called the joint operation data from the type, and is still the measured value.

The following Embodiments 1 to 18 are examples of methods for acquiring data of an aircraft suitable for a Class A aircraft, and demonstrate how to calculate a measurement object based on the rules of flight dynamic balance (any one of the flight parameters of the aircraft) Joint operation data;

Example 1:

The measured object is the thrust T, which is one of the source dynamic parameters;

When the aircraft is flying in the air, the rules for setting the flight dynamics are: (Formula 5-34)

Deformation formula:

Obtaining data of an input parameter of the aircraft; the input parameter is a parameter required to calculate joint operation data of the measurement object based on a flight dynamic balance rule, and the input parameter includes a total mass m of the aircraft, and various system operation parameters (such as resistance D,

Track inclination angle γ, angle of attack α, engine mounting angle

g, etc.; the data of the source dynamic parameters and/or mechanical operating parameters included in the acquired input parameter data are set based on the measured values (or command values or special purpose values);

The track inclination angle γ is both a mechanical operation parameter and a measurable parameter and also a parameter to be measured;

For example, the value of the total mass m of the aircraft can be known by a preset mode (for example, manual input or system preset) (that is, by a preset value) its actual value; the system inherent parameter in the operating parameter of the system (engine mounting angle)

g) The preset value can be read to know the actual value or reasonable value; the total mass m of the aircraft and the engine installation angle

g is both a pre-settable parameter. For most aircraft, in order to save sensor cost, the three data are also unmeasurable parameters;

Mechanical operating parameters in the operating parameters of the system (resistance D, track pitch γ, angle of attack α,

The actual measured value (or command value or special purpose value) can be obtained by the foregoing method; for example, the inclination angle γ and the angle of attack α can be obtained by directly measuring with a tilt sensor or a level on the aircraft; for example, using the speed on the aircraft Sensor or gyroscope acquires velocity V data or acquires acceleration data using an acceleration sensor or gyroscope on the aircraft

Substituting the acquired data of the input parameters into the flight dynamic balance rule (Formula X-5-34-Z-B1) to obtain the joint operation data of the measured object (thrust T); therefore, the thrust T (the parameter type is The calculation result of the source dynamic parameter is 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 flight in the vertical plane, the rule of the flight dynamic balance set in the embodiment 1 is changed to: T _-cal = T = (D + mg sin γ), (Formula X-5-36- Z-B1), then the input parameters include the total mass m of the aircraft, various system operating parameters (such as resistance D, track inclination angle γ, g, etc.); other solutions can be referred to the scheme in Embodiment 1.

Alternative Embodiment 2 of Example 1

When the aircraft is flying in the plumb plane in the vertical plane, the rules for the flight dynamic balance set in the embodiment 1 are changed to:

Then the input parameters include the total mass m of the aircraft and various system operating parameters (such as resistance D,

Etc); other schemes can be carried out with reference to the scheme in Embodiment 1.

Alternative Embodiment 3 of Embodiment 1:

When the aircraft is flying at a constant speed in the vertical plane, the rule of the flight dynamic balance set in the embodiment 1 is changed to the formula (T=D) of (Equation 5-38), and the input parameter is at this time. Including the system operating parameters (such as resistance D); other solutions can be carried out with reference to the scheme in Embodiment 1.

Alternative Embodiment 4 of Embodiment 1 : Based on the ideas of the alternative embodiments 1, 2, and 3 of Embodiment 1 and Embodiment 1, the joint operation data T _{-cal of the} thrust is first acquired, and the source power parameters of different non-thrusts are selected. And the calculation rule of the corresponding coefficient of the source dynamic parameter and the thrust of the non-thrust, obtain one of the data, and obtain another data according to the deformation formula of the calculation rule; according to this idea, any non-thrust source dynamic parameter or corresponding non-can be obtained according to the idea Joint operation data of the source dynamic parameters of the thrust and the corresponding coefficients of the thrust.

Example 2:

The measured object is the total mass m of the aircraft;

Deformation formula:

Obtaining data of an input parameter of the aircraft; the input parameter is a parameter required to calculate the joint operation data of the measurement object based on a flight dynamic balance rule, and the input parameter includes a source dynamic parameter (thrust T) and various system operation parameters (such as resistance D) ,

Track inclination angle γ, angle of attack α, engine mounting angle

g, etc.; the data of the source dynamic parameters and/or mechanical operating parameters included in the data of the acquired input parameters are set based on the measured values (or command values or special purpose values); the specific acquisition of the data of the input parameters The manner may be referred to the foregoing content or the content described elsewhere in the document or common knowledge; the acquisition of the thrust T is performed by referring to the foregoing method for acquiring the thrust of the aircraft based on the non-thrust source power parameters;

Input parameters included (thrust T, resistance D,

The track inclination angle γ and the angle of attack α are attributed to the measurable parameters and also belong to the parameters to be measured;

Included in the input parameters (engine mounting angle

g) Two data can be read presets (such as system presets) to know their actual value or reasonable value (such as engine mounting angle)

Normal value, such as g is the read calibration value); the engine mounting angle

And g is attributed to both system-independent parameters and pre-settable parameters in the system operating parameters. For most aircraft, in order to save sensor cost, the three data are also unmeasurable parameters;

The input parameters to be obtained (thrust T, various system operating parameters (such as resistance D,

Track inclination angle γ, angle of attack α, engine mounting angle

g, etc.)), substituting the flight dynamic balance rule (Equation 5-34-m-B1) to obtain joint calculation 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 dynamic parameters (thrust T) and various system operating parameters, so the type of calculation result of the total mass m of the aircraft may be referred to as joint operation data.

Alternative Embodiment 1 of Example 2:

When the aircraft makes a steady straight flight in the vertical plane, the rule of the flight dynamic balance set in the embodiment 1 is changed to: m=(TD)/(g sinγ), (Formula X-5-36-M- B1), then the input parameters include thrust T, various system operating parameters (such as resistance D, track inclination γ,

g et al); other schemes can be carried out with reference to the scheme in Embodiment 2.

Alternative Embodiment 2 of Example 2:

Then the input parameters include thrust T, various system operating parameters (such as resistance D,

Other schemes can be referred to the scheme in Embodiment 2.

Example 3:

The measured object is the resistance D, and its type is one of the mechanical operating parameters in the system operating parameters;

When the aircraft is flying in the air, the set flight dynamics balance rule is: select the formula in (Equation 5-34)

Deformation formula:

Obtaining data of an input parameter of the aircraft; the input parameter is a parameter required to calculate the joint operation data of the measurement object based on a flight dynamic balance rule, and the input parameter includes a source dynamic parameter (thrust T), a total mass m of the aircraft, and multiple system operations Parameters (such as

Track inclination angle γ, angle of attack α, engine mounting angle

Included in the input parameters (total mass m of the aircraft, engine mounting angle

g) Three data can read preset values (such as system preset values) to know the actual value or reasonable value (for example, the total mass m of the aircraft is the actual value read, such as the engine installation angle

Normal value, for example g is the read calibration value); the total mass m of the aircraft is also a pre-settable parameter and also an unmeasurable parameter; the engine mounting angle

The input parameters to be obtained (source dynamic parameters (thrust T), total mass of the aircraft m, various system operating parameters (eg

Track inclination angle γ, angle of attack α, engine mounting angle

g, etc.)), substituting the flight dynamic balance rule (formula X-5-34-J-B1) to obtain the joint operation data of the measured object (resistance D); therefore, the resistance D (the parameter type is the system operation parameter) The calculation result of the mechanical operation parameter in the calculation is calculated based on the source dynamic parameter and the total mass m of the aircraft and various system operating parameters, so the type of the calculation result of the resistance D may be referred to as joint operation data.

Alternative Embodiment 1 of Example 3:

When the aircraft makes a steady straight flight in the vertical plane, the rule of the flight dynamic balance set in the embodiment 1 is changed to: (D=T-mg sinγ), (Formula X-5-36-J-B1) Then, the input parameters include the source power parameter (thrust T), the total mass m of the aircraft, and various system operating parameters (such as the track inclination angle γ, g, etc.); other solutions can be referred to the scheme in Embodiment 3.

Alternative Embodiment 2 of Embodiment 3:

Then the input parameters include the source dynamic parameters (thrust T), the total mass m of the aircraft, and the operating parameters of the system (eg

Etc); other schemes can be carried out with reference to the scheme in Embodiment 3.

Alternative Embodiment 3 of Embodiment 3:

When the aircraft is flying at a constant speed in the vertical plane, the rule of the flight dynamic balance set in Embodiment 1 is changed to: (D=T) (Formula X-5-38-J-B1), then The input parameters include the source dynamic parameters (thrust T); other schemes can be referred to the scheme in Embodiment 3.

Example 4:

The measured object is the gravitational acceleration g, and its type is one of the system intrinsic parameters in the system operating parameters;

Deformation formula:

Obtaining data of an input parameter of the aircraft; the input parameter is a parameter required to calculate the joint operation data of the measurement object based on a flight dynamic balance rule, and the input parameter includes a source dynamic parameter (thrust T), a total mass m of the aircraft, and multiple system operations Parameters (such as resistance D,

Track inclination angle γ, angle of attack α, engine mounting angle

Etc); the data of the source dynamic parameters and/or the mechanical operating parameters included in the acquired input parameter data are set based on the measured values (or command values or special purpose values); the specific acquisition method of the input parameter data The foregoing may be referred to the foregoing or other common knowledge in the present document or common knowledge; the acquisition of the thrust T is performed by referring to the aforementioned method for acquiring the thrust of the aircraft based on the non-thrust source power parameters;

The input parameters to be obtained (source dynamic parameters (thrust T), total mass of the aircraft m, various system operating parameters (eg resistance D,

Track inclination angle γ, angle of attack α, engine mounting angle

The data of the basis), substituting the flight dynamic balance rule (formula X-5-34-X-B1) to obtain the joint operation data of the measurement object (g); therefore g (the parameter type is the system in the system operation parameter) The calculation result of the intrinsic parameter is calculated based on the source dynamic parameter and the total mass m of the aircraft and various system operating parameters, so the type of the calculation result of the g may be referred to as joint operation data.

Alternative Embodiment 1 of Example 4:

When the aircraft makes a steady straight flight in the vertical plane, the rule of the flight dynamic balance set in the embodiment 1 is changed to: g=(TD)/m sinγ, (Formula X-5-36-X-B1) , then the input parameters include the source dynamic parameters (thrust T), the total mass of the aircraft m, various system operating parameters (such as the resistance D, the track inclination γ,

Other schemes can be referred to the scheme in Embodiment 4.

Example 5:

Measuring object is acceleration

The type is one of the mechanical operating parameters in the system operating parameters;

Deformation formula:

Obtaining data of an input parameter of the aircraft; the input parameter is a parameter required to calculate the joint operation data of the measurement object based on a flight dynamic balance rule, and the input parameter includes a source dynamic parameter (thrust T), a total mass m of the aircraft, and multiple system operations Parameters (such as resistance D, track inclination γ, angle of attack α, engine mounting angle

The input parameters to be obtained (source dynamic parameters (thrust T), total mass m of the aircraft, various system operating parameters (such as resistance D, track inclination γ, angle of attack α, engine mounting angle)

g, etc.)), substituting the flight dynamic balance rule (Formula X-5-34-J-B2) to obtain the estimated object

Joint operation data; therefore

The calculation result of the parameter type is the mechanical operation parameter in the system operation parameter is calculated based on the source dynamic parameter and the total mass m of the aircraft and various system operating parameters, so

The type of calculation result can be called joint operation data.

Alternative Embodiment 1 of Example 5:

Then, the input parameters include the source power parameter (thrust T), the total mass m of the aircraft, and the system operating parameters (such as the resistance D, etc.); other solutions can be referred to the solution in Embodiment 5.

Example 6

The measured object is the total mass m of the aircraft;

Deformation formula:

Obtaining data of an input parameter of the aircraft; the input parameter is a parameter required to calculate the joint operation data of the measurement object based on a flight dynamic balance rule, and the input parameter includes a source dynamic parameter (thrust T) and various system operation parameters (such as lift L Speed V, track inclination angle γ, angle of attack α, engine mounting angle

g, etc.);

The data of the source dynamic parameter and/or the mechanical operation parameter included in the acquired input parameter data is set based on the measured value (or the command value or the special purpose value); the specific acquisition method of the input parameter data may refer to the foregoing The content or other content described in this document or common knowledge is carried out; the acquisition of the thrust T is performed by referring to the aforementioned method for acquiring the thrust of the aircraft based on the non-thrust source power parameters;

The input parameters to be acquired (source dynamic parameters (thrust T), various system operating parameters (such as lift L, speed V, track pitch γ, angle of attack α, engine mounting angle)

g, etc.), substituting the flight dynamic balance rule (formula Z-5-34-m-B1) to obtain the joint operation data of the measured object (the total mass m of the aircraft); therefore, the calculation result of the total mass m of the aircraft is Based on the source dynamic parameters (thrust T) and various system operating parameters, the type of calculation result of the total mass m of the aircraft may be referred to as joint operation data.

Alternative Embodiment 1 of Example 6

When the aircraft makes a steady straight flight in the vertical plane, the rule of the flight dynamic balance set in the embodiment 6 is changed to: m = (L) / (g cos γ), (Formula Z-5-36-M- B1), then the input parameters include various system operating parameters (such as lift L, track pitch γ, g, etc.); other solutions can be referred to the scheme in Embodiment 2.

Alternative Embodiment 2 of Embodiment 6:

When the aircraft is engaged in leveling acceleration/deceleration flight or constant speed leveling in the vertical plane, the flight dynamic balance rule set in the embodiment 6 is changed to: m=L/g, (Formula Z-5-37- M-B1), then the input parameters include various system operating parameters (such as lift L, g, etc.); other solutions can be referred to the scheme in Embodiment 2.

Example 7

The measured object is lift L, the type of which is one of the mechanical operating parameters in the system operating parameters;

Deformation formula:

Obtaining data of an input parameter of the aircraft; the input parameter is a parameter required to calculate the joint operation data of the measurement object based on a flight dynamic balance rule, and the input parameter includes a source dynamic parameter (thrust T), a total mass m of the aircraft, and multiple system operations Parameters (such as speed V, track pitch γ, angle of attack α, engine mounting angle

The input parameters to be obtained (source dynamic parameters (thrust T), total mass of the aircraft m, various system operating parameters (such as speed V, track inclination γ, angle of attack α, engine mounting angle)

g, etc.)), substituting the flight dynamic balance rule (formula Z-5-34-J-B1) to obtain the joint operation data of the measured object (lift L); therefore lift L (parameter type is system operating parameter) The calculation result of the mechanical operation parameter in the calculation is calculated based on the source dynamic parameter and the total mass m of the aircraft and various system operating parameters, so the type of the calculation result of the lift L may be referred to as joint operation data.

Alternative Embodiment 1 of Example 7

When the aircraft makes a steady straight flight in the vertical plane, the rule of the flight dynamic balance set in the embodiment 1 is changed to: the formula (L=mg cos γ) of the formula (Formula 5-36) is entered. The parameters include the total mass m of the aircraft, various system operating parameters (such as the track inclination angle γ, g, etc.); other solutions can be referred to the solution in Embodiment 7.

Alternative Embodiment 2 of Embodiment 7:

When the aircraft is doing the level flight acceleration/deceleration flight or the constant-speed plane flight in the vertical plane, the rule of the flight dynamic balance set in the embodiment 7 is changed to: the formula in the formula (Formula 5-37) is selected (L= Mg), then the input parameters include the total mass m of the aircraft, system operating parameters (such as g, etc.); other solutions can be referred to the scheme in Embodiment 7.

Example 8

Deformation formula:

Obtaining data of an input parameter of the aircraft; the input parameter is a parameter required to calculate the joint operation data of the measurement object based on a flight dynamic balance rule, and the input parameter includes a source dynamic parameter (thrust T), a total mass m of the aircraft, and multiple system operations Parameters (such as lift L, speed V, track pitch γ, angle of attack α, engine mounting angle

The input parameters to be obtained (source dynamic parameters (thrust T), total mass m of the aircraft, various system operating parameters (such as lift L, speed V, track inclination γ, angle of attack α, engine mounting angle)

The data of the basis), substituting the flight dynamic balance rule (formula Z-5-34-X-B1) to obtain the joint operation data of the measurement object (g); therefore g (the parameter type is the system in the system operation parameter) The calculation result of the intrinsic parameter is calculated based on the source dynamic parameter and the total mass m of the aircraft and various system operating parameters, so the type of the calculation result of the g may be referred to as joint operation data.

Alternative Embodiment 1 of Example 8

When the aircraft makes a steady straight flight in the vertical plane, the rule of the flight dynamic balance set in the embodiment 1 is changed to: g=L/(m cosγ), (Formula Z-5-36-X-B1) Then, the input parameters include the total mass m of the aircraft, various system operating parameters (such as lift L, track tilt angle γ, etc.); other solutions can be referred to the solution in Embodiment 8.

Alternative Embodiment 2 of Embodiment 8:

When the aircraft is leveling acceleration/deceleration flight or constant velocity flight in the vertical plane, the flight dynamic balance rule set in the first embodiment is changed to: g=L/m, (Formula Z-5-37) -J-B1), then the input parameters include the total mass m of the aircraft and the operating parameters of the system (lift L); other solutions can be referred to the solution in Embodiment 8.

Example 9

The measurement object is speed V, and its type is one of mechanical operation parameters in the system operation parameter;

Deformation formula:

Obtaining data of an input parameter of the aircraft; the input parameter is a parameter required to calculate the joint operation data of the measurement object based on a flight dynamic balance rule, and the input parameter includes a source dynamic parameter (thrust T), a total mass m of the aircraft, and multiple system operations Parameters (such as lift L, track pitch γ, angle of attack α, engine mounting angle

The input parameters to be obtained (source dynamic parameters (thrust T), total mass m of the aircraft, various system operating parameters (such as lift L, track inclination γ, angle of attack α, engine mounting angle)

g, etc.)), substituting the flight dynamic balance rule (formula Z-5-34-J-B2) to obtain the joint operation data of the measurement object (speed V); therefore, the velocity V (the parameter type is the system operation parameter) The calculation result of the mechanical operation parameter in the calculation is calculated based on the source dynamic parameter and the total mass m of the aircraft and various system operating parameters, so the type of the calculation result of the velocity V may be referred to as joint operation data.

Example 10:

When the aircraft is taxiing on the ground, the rules for setting the flight dynamics are: (Formula 3-87)

Deformation formula:

Further, when the aircraft is gliding at a constant speed on the ground, (Formula S-3-87-T-B1)

Then available: T = (D + f (mg - L), (Formula S-3-87-T-B2)

Obtaining data of an input parameter of the aircraft; the input parameter is a parameter required to calculate the joint operation data of the measurement object based on a flight dynamic balance rule, and the input parameter includes the total mass m of the aircraft, and various system operating parameters (eg, lift L, resistance D) ,

f, g, etc.);

The data of the source dynamic parameter and/or the mechanical operation parameter included in the acquired input parameter data is set based on the measured value (or the command value or the special purpose value); the specific acquisition method of the input parameter data may refer to the foregoing Content or other common sense in the document or common sense;

The input parameters to be obtained (the total mass of the aircraft m, various system operating parameters (such as lift L, resistance D,

f, g, etc.)), substituting the flight dynamic balance rule (formula S-3-87-T-B1) to obtain the joint operation data of the measured object (thrust T); therefore, the thrust T (parameter type source power) The calculation result of the parameter is 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.

Example 11

The measured object is the total mass m of the aircraft;

Deformation formula:

Further, when the aircraft is gliding at a constant speed on the ground, (Formula S-3-87-M-B1)

Then available: m = (T-D + fL) / (fg)

Obtaining data of an input parameter of the aircraft; the input parameter is a parameter required to calculate the joint operation data of the measurement object based on a flight dynamic balance rule, and the input parameter includes a source dynamic parameter (thrust T) and various system operation parameters (such as lift L Resistance D,

f, g, etc.);

The input parameters to be obtained (source dynamic parameters (thrust T), various system operating parameters (such as lift L, resistance D,

f, g, etc.)), substituting the flight dynamic balance rule (formula S-3-87-M-B1) to obtain the joint operation data of the measured object (the total mass m of the aircraft); therefore, the total mass of the aircraft m The calculation result is calculated based on the source dynamic parameters (thrust T) and various system operating parameters, so the type of calculation result of the total mass m of the aircraft may be referred to as joint operation data.

Example 12

Deformation formula:

Further, when the aircraft is gliding at a constant speed on the ground, (Formula S-3-87-J-B1)

Then available: D = Tf (mg-L)

Obtaining data of an input parameter of the aircraft; the input parameter is a parameter required to calculate the joint operation data of the measurement object based on a flight dynamic balance rule, and the input parameter includes a source dynamic parameter (thrust T), a total mass m of the aircraft, and multiple system operations Parameters (such as lift L,

f, g, etc.);

The input parameters to be obtained (source dynamic parameters (thrust T), total mass of the aircraft m, various system operating parameters (eg lift L,

f, g, etc.)), substituting the flight dynamic balance rule (formula S-3-87-J-B1) to obtain the joint operation data of the measured object (resistance D); therefore, the resistance D (the parameter type is the system) The calculation result of the mechanical operation parameter in the operating parameter is calculated based on the source dynamic parameter and the total mass m of the aircraft and various system operating parameters, so the type of the calculation result of the resistance D may be referred to as joint operation data.

Example 13

Deformation formula:

Further, when the aircraft is gliding at a constant speed on the ground, (Formula S-3-87-J-B2)

Then you can get: L=-(TD-fmg)/f

f, g, etc.);

f, g, etc.)), substituting the flight dynamic balance rule (formula S-3-87-J-B2) to obtain the joint operation data of the measured object (lift L); therefore lift L (parameter type is system The calculation result of the mechanical operation parameter in the operating parameter is calculated based on the source dynamic parameter and the total mass m of the aircraft and various system operating parameters, so the type of the calculation result of the lift L may be referred to as joint operation data.

Example 14

Deformation formula:

Further, when the aircraft is gliding at a constant speed on the ground, (Formula S-3-87-X-B1)

Then you can get: g=(T-D+fL)/(fm)

Obtaining data of an input parameter of the aircraft; the input parameter is a parameter required to calculate the joint operation data of the measurement object based on a flight dynamic balance rule, and the input parameter includes a source dynamic parameter (thrust T), a total mass m of the aircraft, and multiple system operations Parameters (such as lift L, resistance D,

f, etc.);

The data of the source dynamic parameter and/or the mechanical operation parameter included in the acquired input parameter data is set based on the measured value (or the command value or the special purpose value); the specific acquisition method of the input parameter data may refer to the foregoing Content or The content described elsewhere in this document or common knowledge is carried out; the acquisition of the thrust T is performed by referring to the aforementioned method for acquiring the thrust of the aircraft based on the non-thrust source power parameters;

The input parameters to be obtained (source dynamic parameters (thrust T), total mass m of the aircraft, various system operating parameters (eg lift L, resistance D,

f, etc.)), substituting the flight dynamic balance rule (formula S-3-87-X-B1) to obtain the joint operation data of the measurement object (g); therefore g (the parameter type is in the system operation parameter) The calculation result of the system inherent parameter is calculated based on the source dynamic parameter and the total mass m of the aircraft and various system operating parameters, so the type of the calculation result of the g may be referred to as joint operation data.

Example 15

The measured object is the rolling resistance coefficient f, and its type is one of the system inherent parameters in the system operating parameters;

Deformation formula:

Further, when the aircraft is gliding at a constant speed on the ground, (Formula S-3-87-X-B2)

Then available: f = (TD) / (mg-L)

g, etc.);

g, etc.)), substituting the flight dynamic balance rule (formula S-3-87-X-B2) to obtain the joint operation data of the measurement object (f); therefore f (the parameter type is in the system operation parameter) The calculation result of the system inherent parameter is calculated based on the source dynamic parameter and the total mass m of the aircraft and various system operating parameters, so the type of the calculation result of the f may be referred to as joint operation data.

Alternative Embodiments of Embodiments 10 to 15:

It is assumed that when the aircraft is taxiing on the road, its road gradient (assuming its parameter name is represented by γ0) is not zero; the rule of flight dynamics can be balanced (Equation 3-87)

The deformation is:

In the input parameters, it is also necessary to increase the road surface gradient γ0 for more accurate calculation.

ALTERNATIVE ALTERNATIVE EMBODIMENT 1: When calculating the parameters required for the joint operation data of the measurement object based on the flight dynamic balance rule in any of the above embodiments 1 to 15, that is, when the input parameter includes the thrust T; Combine the “method of obtaining the thrust of the aircraft based on the non-thrust source dynamic parameters” to obtain the thrust T; for example, using the formula 1-3-1 (T=K31*Te)); reading the output of the motor driver (measured through the inside of the motor driver) The measured value of the electromagnetic torque Te measured by the system, the non-thrust source dynamic parameter (electromagnetic torque Te of the motor) is attributed to the source The force parameter is also a measurable parameter and also belongs to the parameter to be measured; reading the preset value (for example, the system preset value) knows the actual value or the reasonable value of the non-thrust source dynamic parameter and the thrust corresponding coefficient K31; The measured value of the thrust T;

In the alternative embodiment 2, the parameters required for the joint operation data of the measurement object are calculated according to the flight dynamic balance rule in any of the above embodiments 1 to 15, that is, when the input parameter includes the thrust T; The thrust T is obtained by combining the method of “acquiring the thrust of the aircraft based on the non-thrust source power parameters”; for example, using the formula T=K21*fm1/V (Equation 1-2-1-1); the fuel consumption rate is measured by the flow sensor measurement The measured value of fm1, the measured value of the aircraft speed V is measured by the speed sensor, and the preset value (for example, the system preset value) is read to obtain the actual value or the reasonable value of the corresponding coefficient K21 of the source power parameter and the thrust of the non-thrust; Thereby obtaining the measured value of the thrust T;

The non-thrust source dynamic parameter (fuel consumption rate fm1) is attributed to both the source dynamic parameter and the measurable parameter as well as the parameter to be measured; the aircraft speed V is attributed to both the source dynamic parameter and the The measured parameters also belong to the parameters to be measured; the corresponding coefficient K21 is attributed to both the system inherent parameters and the predefinable parameters in the system operating parameters. For most aircraft, in order to save the sensor cost, it is also unmeasurable. Parameter

ALTERNATIVE ALTERNATIVE EMBODIMENT 3: It is assumed that the aircraft in the above-mentioned comprehensive replacement embodiment 2 is a dual engine; the measured value of the fuel consumption rate fm1 (fm1_1, fm1_2) of each of the two engines needs to be measured by the flow sensor, according to the equivalent formula T =K21*(fm1_1+fm1_2)/V (formula 1-2-1-8), and calculate the measured value of the thrust T;

Example 16:

The measurement object is the corresponding coefficient K13 of the non-thrust source dynamic parameter and the thrust of the aircraft, and the type is one of the system inherent parameters in the system operation parameter;

The joint operation data T (ie, T_cal) of the current (or t1) thrust of the aircraft may be obtained by referring to the foregoing technical solution of Embodiment 1 or Embodiment 10, and the joint operation data T (ie, T_cal) of the thrust is directly The obtained joint operation data; obtain the current (or t1) speed V and the measured value (or command value or special purpose value) of the output electric power P2o of the motor drive device, according to the aforementioned formula 1-1-3 (T= K13*P2o/V) inverse operation formula (K13=(V*T)/P2o, K13_cal=K13), obtaining the current (or t1) joint operation data K13 (ie, K13_cal) of the measurement object;

Example 17

The measurement object is the fuel consumption rate fm4 on the injection output side of the fuel injection system, and the type is one of the source power parameters;

The joint operation data T (ie, T_cal) of the current (or t1) thrust of the aircraft may be obtained by referring to the foregoing technical solution of Embodiment 1 or Embodiment 10, and the joint operation data T (ie, T_cal) of the thrust is directly The obtained joint operation data; obtain the preset value of the corresponding coefficient K24, and obtain the inverse calculation formula (fm4=T/K24, fm4_cal=fm4) according to the above formula 1-2-2-2 (T=K24*fm4) Calculating the current (or t1) joint operation data fm4 (ie, fm4_cal) of the object;

Example 18

The measurement object is the output electrical power P2o of the motor drive device, and the type is one of the source power parameters;

The joint operation data T (ie, T_cal) of the current (or t1) thrust of the aircraft may be obtained by referring to the foregoing technical solution of Embodiment 1 or Embodiment 10; the joint operation data T (ie, T_cal) of the thrust is directly The obtained joint operation data; obtain the current (or t1) speed V measured value and the preset value of the corresponding coefficient K13, according to the inverse formula of the above formula 1-1-3 (T=K13*P2o/V) (P2o=T*V/K13, P2o_cal=P2o), the current (or t1) joint operation data P2o (that is, P2o_cal) of the estimated object is acquired. Obviously, the joint operation data of the measurement object is the joint operation data calculated based on the rule of the indirect flight dynamic balance, that is, the joint operation data obtained indirectly. Similarly, the joint operation data of the measurement objects in the foregoing Embodiments 16 and 17 are indirectly obtained joint operation data.

The technical solutions of the first embodiment to the embodiment 9 and the alternative embodiments thereof can be used for acquiring joint operation data of the measurement object when the aircraft is flying in the air; the aircraft flying in the air generally refers to the vertical flight of the aircraft in the air. In-plane flying The aircraft is flying in the air and can be further divided into unsteady straight-line flight, steady-line flight, level flight (level flight acceleration/deceleration flight or constant-speed flight), etc. It is obvious that in the present invention, flight is also The operation is also motion, the direction of flight is the direction of motion; the direction of motion, ie the direction of velocity (speed vector), can also be indicated by the direction of the external force of the aircraft; in the absence of a limitation, the acceleration is generated by the external force (same direction) Acceleration; the tangential direction is the direction of motion, and the normal direction (ie, vertical direction) refers to a direction perpendicular to the direction of motion;

Further, in the technical solutions of Embodiments 1 to 5 and their respective alternative embodiments, the rule of flight dynamic balance is a longitudinal flight dynamic balance (ie, a balance of forces in the moving direction) applicable to the Class A aircraft. The vertical flight dynamic balance (ie, the balance of forces in the direction of motion) is a balance of forces including at least thrust and drag. Obviously, the balance of forces including at least thrust and drag includes at least thrust and The balance of the force generated by the force in the direction of motion; it is obvious that the direction of motion includes the same direction of the direction of motion and/or is opposite to the direction of motion; further, the force including at least thrust and resistance Also includes the force generated based on the rate of change

And / or gravity, the rate of change of the speed is also the acceleration.

Further, in the technical solutions of Embodiments 6 to 9 and their respective alternative embodiments, the rule of flight dynamic balance is a vertical flight dynamic balance (ie, a direction perpendicular to the moving direction) applicable to the Class A aircraft. The rule of force balance; the vertical flight dynamic balance (ie, the balance of forces in a direction perpendicular to the direction of motion) applicable to a Class A aircraft is at least including lift and (by the total mass of the aircraft) gravity The balance of the forces generated by the force; it is obvious that the direction perpendicular to the direction of motion includes the same direction and/or the direction as the direction; it is obvious that the balance of the force in the direction perpendicular to the direction of motion includes at least lift and gravity The force of the force generated in the direction perpendicular to the direction of motion is balanced; further, the force including at least lift and gravity also includes the force generated based on the rate of change

And / or thrust.

The technical solutions in the tenth embodiment to the fifteenth embodiment, wherein the rule of flight dynamic balance is a rule applicable to the dynamic balance of the class A aircraft when the ground is coasting; the dynamic balance of the ground taxiing includes the balance of the thrust and the resistance and the lift and The balance of gravity (generated by the total mass of the aircraft); it is obvious that the dynamic balance of the ground is a balance of forces generated by at least the thrust and resistance and the forces of lift and gravity in the direction of motion; it is obvious that the direction of motion Including the direction of the movement and/or the direction of the movement; obviously, further, the force including at least thrust and resistance and lift and gravity also includes a force generated based on the rate of change

The rule applicable to the flight dynamic balance of the class A aircraft in the present invention, that is, the centroid equation of motion or the centroid kinematics equation or the centroid dynamic equation or any variant formula applicable to the class A aircraft, may be referred to as being applicable to A. The dynamic equation of the class of aircraft; the kinetic equations provided in the integrated embodiments 1 to 15 can be regarded as the basis of the dynamic equation applicable to the class A aircraft, and the basic dynamic equations applicable to the class A aircraft include At least one of the following: balance of force 1, balance of force 2, balance of force 3:

Balance of force 1: Class A aircraft flying in the air, at least the balance of forces generated by the force in the direction of motion, including thrust and drag; it is obvious that the direction of motion includes the same direction as the direction of motion and/or the direction of motion Further, the force including at least the thrust and the resistance may further include a force and/or a gravity generated based on the rate of change;

Balance of force 2: Class A aircraft flying in the air, including at least the balance of forces generated by forces such as lift and gravity in a direction perpendicular to the direction of motion; it is obvious that the direction perpendicular to the direction of motion includes the same direction as the direction And/or reverse; further, the force including at least lift and gravity may further include a force and/or a thrust generated based on a rate of change;

Balance of force 3: Class A aircraft taxiing on the ground, including at least the balance of thrust and resistance and the force generated by the force of lift and gravity in the direction of motion; it is obvious that the direction of motion includes the same direction as the direction of motion and/or With the athlete Further, the force including at least thrust and resistance and lift and gravity may also include a force generated based on the rate of change;

In the dynamic equations applicable to the basics of Class A aircraft, the direction of motion and/or the direction perpendicular to the direction of motion can also be referred to as the reference direction of the force; it is obvious that in the dynamic equation of the foundation, when the velocity (the rate of change), that is, when the component of the acceleration in the reference direction is zero, even if the velocity (the rate of change), that is, the acceleration is not zero, the force generated in the reference direction is also zero, that is, negligible at this time. The speed (rate of change) is also the influence of the acceleration in the reference direction; for example, the aircraft is shifted in speed, although in the shifting operation, the speed change rate (ie, acceleration) in the moving direction is not zero, but the speed change rate is (ie, acceleration) is zero in the force balance 2 scheme (or in the direction perpendicular to the direction of motion);

Obviously, each coordinate system as described above can be converted into each other by mathematical calculation. In the basic dynamic equation, the reference direction and/or coordinate system of the force can also be defined or switched or transformed to obtain a new reference direction. And/or a new coordinate system, and then a calculation of the balance of the new force based on the new reference direction and/or the new coordinate system; the calculation of the balance of the new force is equivalent to the invention in principle, concept, effect The technical solution of the basic dynamic equation described in the present invention also belongs to the flight dynamic balance rule of the present invention; based on the dynamic equation of the basic structure of the present invention, even if the aircraft is in an asymmetric motion state, and / The new dynamic equation established when at least one of the side force, the yaw moment, the rolling moment, the side slip angle, the aileron, and the rudder angle is not zero is also the flight dynamic balance of the present invention. Rule; based on the basis of the dynamic equation of the present invention, even if at least one of the relevant damping control amount, the stabilization control, the feedback control amount, and the aeroelastic momentum is increased Quantity of new kinetic equations, even if related to the concept of dynamics equations based on the invention, add relevant auxiliary calculations (such as Kalman filter, recursion, least squares, etc.) or simplify (for example, ignore some The new kinetic equations obtained by the influence of some parameters and omitting certain parameters are also the rules of the flight dynamic balance according to the present invention; in general, all the kinetic equations similar to the concept of the present invention belong to the present invention. The rules governing flight dynamics;

Obviously, the object of measurement in the present invention is not limited to the objects specified in Embodiments 1 to 18 and other implementation documents; any of the dynamic equations may be deformed to move any of the parameters to the left side of the equation, The calculation is carried out with reference to any of the embodiments 1 to 18; any flight parameter of any of the dynamic equations can also be taken as the measurement object.

In the prior art, there is in-depth research on the navigation, control, and guidance fields of the aircraft; and in the field of flight safety of the aircraft, real-time safety monitoring of the aircraft (that is, monitoring of the current flight state), for a certain control command (and The safety predictions of its possible consequences are in very weak conditions; in the prior art, the monitoring of the current flight state can be attributed to the use of boundary control, ie monitoring whether various flight parameters are outside the limits during flight (eg The maximum working state of the engine (thrust, total temperature before the turbine, speed, etc.), maximum speed, maximum altitude, maximum angle of attack and maximum overload, etc.); the limit threshold comparison safety control of the middle parameter can be called a relative Low-level, backward, and lagging safety monitoring programs; usually only passive, lagging waiting aircraft failures occur, in the event of serious safety accidents (such as machine crashes), warnings and aftermath; and obviously, the monitored The object is only a parameter that is easy to measure;

From another perspective, the analysis of the physical meaning of the dynamic equations of the prior art may stay at a relatively old, relatively shallow level; for example, in the process of aircraft design, or in the simulation, simulation, modeling of aircraft, Use dynamic balance to calculate various extreme parameters or performance boundaries or flight envelopes for aircraft performance (eg 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, ultimate rate of climb, limit range or voyage, minimum takeoff distance, ground speed, ground speed, limit hover parameters, etc.; for example, in the case of constant level flight, use the formula

Calculate the thrust required for level flight, or perform boundary calculation or limit performance measurement or flight envelope measurement for various performances by tangential force equation and normal force equation.

However, the present invention has a profoundly different depth of action in the field of flight safety through deep requirements for flight safety of aircraft, different types of data of the same flight parameters (eg, measured values, command values, reasonable values, conventional preset values). Special In-depth study and analysis of the three aspects of the principle of dynamic and dynamic equations; creatively developed a method for acquiring data of aircraft (#1), which defines a way to calculate the value of the measured object based on the dynamic equation ( Combining the operational data), and at least one of the source dynamic parameters in the parameter (ie, the input parameter) required to calculate the value of the measurement object based on the dynamic equation is set based on the actual value or the measured value or the command value, And/or: at least one of the mechanical operating parameters included in the input parameter is set based on the actual value or the measured value or the command value; and/or: the total mass of the aircraft included in the input parameter, the mass of the carried item, At least one of any one of no-load quality and system intrinsic parameters is set based on an actual value and/or a reasonable value; and/or: at least one of the non-measurable parameters included in the input parameter is based on The actual value and/or the reasonable value are set; and/or at least one of the predefinable parameters included in the input parameter is set based on the actual value and/or the reasonable value; Easy to see, if the source parameter input parameters) and / or mechanical operating parameters of the ordinary defaults ,, you can not react real aircraft flight conditions, it will reduce the significance of the flight safety of the aircraft.

The invention provides a method for acquiring data of an aircraft (#1) and any one of Embodiments 1 to 18: wherein the thrust data is helpful for reacting and analyzing the working condition of the power system of the Class A aircraft. The resistance data and/or lift data are all helpful in analysing and analyzing the aerodynamic shape of the aircraft (ie, including the body, the wing and the main control surface (the elevator control providing pitch control), and the auxiliary control surface). The situation is of great significance to the flight safety of the aircraft.

Any one of Embodiment 10 to Embodiment 15 based on an acquisition method (#1) of data of an aircraft, which can be used for acquiring joint operation data of a measurement object when the type A aircraft is taxiing on land; for land type A aircraft on land It is important to monitor whether the flight condition is normal when taxiing; if an abnormality is found, the flight condition abnormal warning signal can be issued before the A-type aircraft is launched, and the flight condition abnormality processing mechanism (such as troubleshooting the cause of the abnormality, the cause of the failure, refusing to take off, etc.) is started; It is unusual for the safe operation of the aircraft to be found on the ground and to avoid failures (which may lead to machine damage).

Similarly, all the "in calculation" parameters in this paper can refer to the calculated input parameters (that is, the parameters to the right of the calculation formula equal sign) or the calculated output parameters (that is, the parameters to the left of the calculation formula equal sign);

Through the values of the above embodiments, the rules of the flight dynamic balance are essentially a combination of Newton's law, aircraft operating characteristics and the like;

When the measured object is the total mass of the aircraft, the joint operational data of the total mass of the aircraft is calculated based on data including at least source dynamic parameters and/or mechanical operating parameters.

When the measurement object is a source dynamic parameter, the joint operation data of the source dynamic parameter is calculated based on data including at least a mechanical operation parameter; further, the joint operation data of the source dynamic parameter is based on at least a mechanical operation parameter and The data including the total mass of the aircraft is calculated.

When the measured object is a system inherent parameter, the joint operational data of the inherent parameters of the system is calculated based on data including at least source dynamic parameters and/or mechanical operating parameters and/or total aircraft mass.

When the measured object is a mechanical operating parameter, the joint operational data of the inherent parameters of the system is calculated based on data including at least source dynamic parameters and/or total mass of the aircraft.

For example, referring to the foregoing technical solution of Embodiment 2 or Embodiment 6 or Embodiment 11, the total mass m2 of the aircraft is calculated according to the source dynamic parameters and/or system operating parameters of the aircraft, and then m2 is the directly obtained joint operation data; According to the total mass m2 of the aircraft, the mass of the carried item m1 or the no-load mass m0 (m1+m0=m2, m1=m2-m0, m0=m2-m1) is calculated, and then m1 or m0 are indirectly obtained joint operation data. ;

For example, referring to the schemes 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 mass m2 of the aircraft and/or the operating parameters of the aircraft, and the thrust of the aircraft is directly The obtained joint operation data; the data of the non-thrust source power parameters is further calculated according to the thrust of the aircraft, and the data of the non-thrust source power parameters is the indirectly obtained joint operation data; the calculation method may refer to the non-thrust based The thrust calculation rule in the method of obtaining the thrust of the aircraft by the source dynamic parameter is inversely calculated; the current known value according to the current flight condition The value of the thrust coefficient and the current non-thrust source dynamic parameter and the thrust corresponding coefficient Ka, and then calculating the data of the non-thrust source dynamic parameter according to the known value of the corresponding coefficient Ka and the known thrust value; The value of the non-thrust source power parameter and the thrust corresponding coefficient Ka may also be calculated based on the acquired thrust of the aircraft.

The following examples 19-25 are examples of methods for acquiring data of an aircraft suitable for a class B aircraft, and demonstrate how to calculate a measurement object (any one of the flight parameters of the aircraft) based on the rules of flight dynamic balance. Joint operation data;

Example 19: The motion condition of a Class B aircraft is hover flight:

When a Class B aircraft is hovered, the rules for flight dynamics set in the vertical direction are:

T _-cal =T=mg/(1-C _D2 ) (Equation 5-1), which is based on the formula 4-2A ((T-D2)-mg=0), and is transformed in combination with D2 Income:

Obtaining data of an input parameter of the aircraft; the input parameter is a parameter required to calculate joint operation data of the measurement object based on a flight dynamic balance rule, and the input parameter includes a total mass of the aircraft m, and a resistance generated by the type B thruster is in a vertical direction Resistance coefficient C _D2 , g, etc.);

For example, the value of the total mass m of the aircraft can be known by a preset manner (for example, manual input or system preset) (that is, by a preset value) its actual value; the system inherent parameter in the operating parameter of the system (Class B thruster) The resistance coefficient generated in the vertical direction C _D2 , g) can read the preset value (such as the system preset value) to know the actual value or reasonable value; from the attribute, the total mass of the aircraft m, the type B thruster The resistance coefficient C _D2 , g of the generated resistance in the vertical direction is both a pre-settable parameter. For most aircraft, in order to save the sensor cost, the three data are also unmeasurable parameters;

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

Alternative Embodiment 1 of Embodiment 19: The object of measurement in the alternative 1 is the electromagnetic torque Te of the motor;

Referring to the embodiment 1 scheme, the joint operation data T- _cal of the thrust is obtained first, and the joint operation data T- _cal is the directly obtained joint operation data; and then based on the formula 1-3-1 (T=K31*Te); Obtaining the preset value to obtain the actual value or reasonable value of the non-thrust source dynamic parameter and the thrust corresponding coefficient K31; the non-thrust source dynamic parameter and the thrust corresponding coefficient K31 are attributed to the system operating parameters. The inherent parameters of the system are also pre-settable parameters. For most aircraft, in order to save the cost of the sensor, the data is also an unmeasurable parameter; based on the deformation formula of the formula 1-3-1 (T=K31*Te): (T _e-cal =T _-cal /K31), and T _e-cal is the joint operation data obtained indirectly.

Alternative Embodiment 2 of Embodiment 19: Based on the idea of the alternative embodiment 1 of Embodiment 19 and Embodiment 19, the joint operation data T- _{cal of the} thrust is first acquired, and then the different non-thrust source dynamic parameters and non-thrust are selected. The calculation rule of the corresponding coefficient of the source dynamic parameter and the thrust obtains another data according to the deformation formula of the calculation rule; according to this idea, any non-thrust source dynamic parameter or corresponding non-thrust source dynamic parameter can be obtained according to the idea Joint operation data with the corresponding coefficient of thrust.

Embodiment 20: The motion condition of a Class B aircraft is hover flight:

The measured object is the total mass m of the aircraft;

m=(K31*Te)*(1-C _D2 )/g (Equation 5-2), which is based on the formula 4-2A of the basic formula: ((T-D2)-mg=0) is deformed to m= T*(1-C _D2 )/g), combined with the “method of obtaining the thrust of the aircraft based on the non-thrust source dynamic parameters” (for example, using formula 1-3-1 (T=K31*Te)), further deformation ;

Obtaining data of an input parameter of the aircraft; the input parameter is a parameter required to calculate the joint operation data of the measurement object based on a flight dynamic balance rule, and the input parameter includes a non-thrust source dynamic parameter (eg, a motor electromagnetic torque Te), The corresponding coefficient of the source dynamic parameters of the thrust and the thrust (for example, K31), the resistance coefficient of the resistance generated by the class B thruster in the vertical direction, C _D2 , g, etc.; based on the source dynamic parameters including at least the non-thrust and the source power of the non-thrust The corresponding coefficient of the parameter and the thrust is used to calculate the thrust T; (for example, the electromagnetic torque Te, K31 of the motor)

Wherein, the non-thrust source power parameter included in the input parameter (for example, the electromagnetic torque Te of the motor) is set based on the measured value of the output of the reading motor driver (measured by the measurement system inside the motor driver), the non- The source dynamic parameter of the thrust (electromagnetic torque Te of the motor) is attributed to both the source dynamic parameter and the measurable parameter as well as the parameter to be measured;

The three parameters (including the non-thrust source dynamic parameter and the thrust corresponding coefficient K31, the resistance coefficient generated by the class B thruster in the vertical direction C _D2 , g) included in the input parameters can be read by the preset value (for example) The system preset value) knows the actual value or the reasonable value (for example, the non-thrust source power parameter and the thrust corresponding coefficient K31 are the read standard values, for example, the resistance coefficient generated by the class B thruster in the vertical direction is the coefficient of resistance C _D2 The normal value, for example, g is the read calibration value); the three data are attributed to both the system-specific parameters and the pre-settable parameters in the system operation parameters. For most aircraft, in order to save the sensor cost, This data is also an unmeasurable parameter;

The acquired input parameters (for example, the electromagnetic torque Te of the motor, the source dynamic parameter of the non-thrust and the corresponding coefficient K31 of the thrust, and the resistance coefficient C _D2 , g of the resistance generated by the type B thruster in the vertical direction), Substituting the flight dynamic balance rule (Equation 5-2) to obtain joint calculation data of the measurement object (total mass m of the aircraft); since the calculation result 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 (eg, K31, C _D2 , g) are calculated, so the type of calculation result of the total mass m of the aircraft may be referred to as joint operation data.

Alternative Embodiment 1 of Embodiment 20: Embodiment 20 assumes that the Class B aircraft is a single motor driven single rotor; assuming that the Class B aircraft in the alternative embodiment 1 is a four-rotor aircraft, assuming four rotors of the four-rotor aircraft Each of the four motors is driven separately, and the electromagnetic torques corresponding to the respective motors are: Te1, Te2, Te3, Te4; respectively, the (Te) in the formula of Embodiment 2 needs to be replaced with the total electromagnetic torque of the four motors ( Te1+Te2+Te3+Te4); It is necessary to obtain the measured values of the electromagnetic torques of the four motors at the same time, and obtain the measured values of the total electromagnetic torques (Te1+Te2+Te3+Te4) of the four motors. Input parameters; the total electromagnetic torque of the four motors is attributed to both the source dynamic parameter and the measurable parameter as well as the parameter to be measured;

Alternative Embodiment 2 of Embodiment 20: Embodiment 2 assumes that the Class B aircraft is a single motor driven single rotor; assuming that the Class B aircraft in the alternative embodiment 2 is a four-rotor aircraft, assuming four rotors of the four-rotor aircraft The four DC motors are driven separately; and the source dynamic parameters collected by each motor are the measured values of the winding current I2o of the motor based on the current sensor, and the measured values of the winding currents of the respective motors are: I2o1, I2o2, I2o3 I2o4; the winding current I2o of the motor is attributed to the non-thrust source dynamic parameter in the source dynamic parameter as well as the measurable parameter and also the parameter to be measured; the following current subdivision scheme 1 Subdivided in any of the schemes 2:

Current subdivision scheme 1: The corresponding coefficient k8 of the winding current I2o of the motor and the electromagnetic torque Te0 of the motor can be obtained by prior art or type test; Te0=k8*I2o; then the total of the four motors The value of the electromagnetic torque Te is: (Te=k8*I2o1+k8*I2o2+k8*I2o3+k8*I2o4); thus, (Te) in the formula of Embodiment 2 can be replaced with (k8*I2o1+k8*) I2o2+k8*I2o3+k8*I2o4);

Current subdivision scheme 2: The winding current I2o of the motor and the non-thrust source power parameter and thrust corresponding coefficient Ka8 of the quadrotor can be obtained through a professional technical institution test verification or type test, and the thrust of the quadrotor The calculation rule is: T=Ka8*(I2o1+I2o2+I2o3+I2o4) (Equation 1-8), and the difference of the winding current I2o of the motor of the four motors of the quadrotor is less than a preset value; (K31*Te) in the formula of Embodiment 2, that is, the thrust T is replaced by (Ka8*(I2o1+I2o2+I2o3+I2o4));

For the working diagram of the class B multi-rotor aircraft, refer to Figure 8;

Example 21: The motion condition of a Class B aircraft is hover flight:

The measured object is the corresponding coefficient K31 of the source dynamic parameter and thrust of the non-thrust;

K31 _-cal = K31=mg/((1-C _D2 )*Te) (Equation 5-3), which is based on the formula 4-2A of the base formula: ((T-D2)-mg=0) is transformed into m=T*(1-C _D2 )/g), combined with the “method of obtaining the thrust of the aircraft based on the non-thrust source dynamic parameters” (for example, using formula 1-3-1 (T=K31*Te)), further Deformed income;

Obtaining data of an input parameter of the aircraft; the input parameter is a parameter required for calculating the joint operation data of the measurement object based on a flight dynamic balance rule, and the input parameter includes a total mass m of the aircraft and a source power parameter of the non-thrust (for example, electromagnetic rotation of the motor) Moment Te), the resistance coefficient generated by the type B thruster in the vertical direction, the coefficient of resistance C _D2 , g, etc.; based on at least the source dynamic parameters of the non-thrust and the non-thrust source dynamic parameters and the corresponding coefficient of the thrust, calculate the thrust T; (for example, electromagnetic torque Te, K31 of the motor)

Wherein, the non-thrust source dynamic parameter included in the input parameter (for example, the electromagnetic torque Te of the motor) is set based on an actual value or a measured value or a command value, and the non-thrust source dynamic parameter (electromagnetic torque of the motor) Te) attributely belongs to both the source dynamic parameter and the measurable parameter as well as the parameter to be measured;

The three parameters included in the input parameters (the total mass of the aircraft m, the resistance generated by the class B thruster in the vertical direction, C _D2 , g) can be read by a preset value (for example, the system preset value) to know the actual value. Value or reasonable value (for example, the total mass m of the aircraft is the actual value read, such as the normal value of the resistance coefficient C _D2 in the vertical direction of the resistance generated by the class B thruster, eg g is the read calibration value); the aircraft The total mass m is also a predefinable parameter and also an unmeasurable parameter; the drag coefficients C _D2 and g are attributed both to the system intrinsic parameters and the predefinable parameters in the system operating parameters, for most aircraft In order to save sensor costs, the three data are also unmeasurable parameters;

Substituting the acquired input parameters (for example, the electromagnetic torque Te of the motor, the total mass m of the aircraft, and the resistance coefficient C _D2 , g of the resistance generated by the class B thruster in the vertical direction) into the flight dynamic balance rule ( Equation 5-3) obtains the joint operation data of the measurement object (the non-thrust source dynamic parameter and the thrust corresponding coefficient K31); the calculation result of the non-thrust source dynamic parameter and the thrust corresponding coefficient K31 is based on different types The data (for example, the source dynamic parameters (such as Te) and the total mass m of the aircraft, various system operating parameters (such as C _D2 , g)) are calculated, so the calculation result of the non-thrust source dynamic parameter and the thrust corresponding coefficient K31 The type can be called joint operation data.

Embodiment 22: The motion condition of a Class B aircraft is a hover flight:

Obviously, referring to Embodiment 19, Embodiment 20, and Embodiment 21, any one of the resistance coefficients generated by the Type B thruster in the vertical direction, C _D2 , g, may be used as a new measurement object; Formula 4-2A is: ((T-D2)-mg=0), combined with the method of “acquiring the thrust of the aircraft based on the non-thrust source dynamic parameters” (for example, using formula 1-3-1 (T=K31*) Te)), a new flight dynamic balance rule (ie, a new calculation formula) obtained by further deformation, obtaining new input parameters based on the new flight dynamic balance rule, and acquiring data of the new input parameter of the aircraft, The new input parameter is a parameter required to calculate the joint operation data of the new measurement object based on the new flight dynamic balance rule, based on the acquired data of the new input parameter and the new flight dynamic balance rule The joint operation data (K31 _-cal , g _-cal ) of the new measurement object is obtained.

Example 23: The motion condition of a Class B aircraft is a vertical rise:

When the Class B aircraft rises vertically, the rules for the flight dynamic balance preset in the vertical direction are:

The formula is based on the base formula

Deformation income:

Obtaining data of an input parameter of the aircraft; the input parameter is a parameter required for calculating the joint operation data of the measurement object based on a flight dynamic balance rule, and the input parameter includes the total mass m of the aircraft, and the acceleration

The resistance generated by the movement of the Class B aircraft in the air D3, the resistance coefficient generated by the Class B thruster in the vertical direction, C _D2 , g, etc.);

Referring to the aforementioned "Example 1 of the manner in which the resistance D3 of the aircraft moving in the air is obtained", the measured value of the resistance D3 under the current flight conditions is calculated; the current acceleration is obtained based on the acceleration sensor measurement.

Measured value; the resistance D3 and acceleration

In terms of attributes, it is not only the mechanical operating parameters in the operating parameters of the system, but also the measurable parameters, and also the parameters to be measured.

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

Example 24: The motion condition of a Class B aircraft is a vertical rise:

The measured object is the total mass m of the aircraft;

When the motion condition of a Class B aircraft is vertical, the rules for the preset flight dynamics in the vertical direction are:

The formula is based on the basic formula

Deformation income:

Further transformed into

Assume that the Class B aircraft is vertically rising at a low speed (the speed is lower than the preset value), and D3sin γ = 0 can be set at this time; combined with the method of "acquiring the thrust of the aircraft based on the source power parameters of the non-thrust" (for example, using Formula 1 - 7-1 (T=K71*n ₁ ² )), further deformed;

Obtaining data of an input parameter of the aircraft; the input parameter is a parameter required to calculate joint operation data of the measurement object based on a flight dynamic balance rule, and the input parameter includes a source power parameter of non-thrust (eg, motor speed n1), a source of non-thrust The corresponding coefficient of dynamic parameters and thrust (for example, K71), the resistance coefficient of the resistance generated by the class B thruster in the vertical direction, C _D2 , g, etc.; based on the source dynamic parameters and thrusts including at least the non-thrust source dynamic parameters and non-thrust The corresponding coefficient calculates the thrust T in the data; (for example, motor speed n1, K71)

Wherein, the non-thrust source power parameter (for example, the motor speed n1) included in the input parameter is set based on an actual value or a measured value or a command value, and the non-thrust source power parameter (motor speed n1) is attributed Both the source dynamic parameter and the measurable parameter are also the parameters to be measured; the current acceleration is obtained based on the acceleration sensor measurement

Measured value

In terms of attributes, it is not only the mechanical operation parameters in the system operation parameters, but also the measurable parameters, and also the parameters to be measured;

The three parameters (including the non-thrust source dynamic parameter and the thrust corresponding coefficient K71 and the resistance generated by the class B thruster in the vertical direction C _D2 , g) included in the input parameters can be read by the preset value (for example) The system preset value is known for its actual value or reasonable value (for example, the non-thrust source dynamic parameter and the thrust corresponding coefficient K31 are the read standard values, for example, the resistance coefficient generated by the class B thruster in the vertical direction is C _D2 The normal value, for example, g is the read calibration value); the three data are attributed to both the system-specific parameters and the pre-settable parameters in the system operation parameters, and for most aircraft, in order to save the sensor cost , the data is also an unmeasurable parameter;

Substituting the acquired data of the input parameters into the flight dynamic balance rule (Equation 5-6) results in joint calculation data of the measurement object (the total mass m of the aircraft).

Embodiment 25: The motion condition of a Class B aircraft is a level flight:

The measured object is the acceleration a _{x of the} class B aircraft in the horizontal direction, which is one of the source dynamic parameters;

The rules for the preset horizontal direction of flight dynamics are:

a _x-cal = a _x = (K72 * n ₂ ² sin θ - D1 - D3cos γ) / m (Equation 5-7), which is based on the basic formula 4-4 (T sin θ - D1 - D3cos γ = ma _x ) Deformation, combined with "method of obtaining the thrust of the aircraft based on the non-thrust source dynamic parameters" (for example, using the formula 1-7-2 (T=K72*n ₂ ² )), further deformed;

Obtaining data of an input parameter of the aircraft; the input parameter is a parameter required to calculate joint operation data of the measurement object based on a flight dynamic balance rule, and the input parameter includes a source power parameter of non-thrust (eg, motor speed n2), a source of non-thrust The corresponding coefficient of the dynamic parameters and thrust (for example, K72), the total mass m of the aircraft, the angle θ between the thrust T and the vertical upward direction (oz line), the angle γ between the velocity V and the horizontal plane, and the resistance generated by the type B thruster are The horizontal resistance coefficient C _D1 , the resistance D3 of the B type aircraft moving in the air, etc.);

For example, the value of the total mass m of the aircraft can be known by a preset mode (for example, manual input or system preset) (that is, by a preset value) its actual value; the system inherent parameter in the operating parameter of the system (a source of non-thrust) The corresponding coefficient of the dynamic parameter and the thrust K72, the resistance coefficient of the resistance generated by the class B thruster in the horizontal direction C _D1 ) can read the preset value (for example, the system preset value) to know the actual value or the reasonable value; The resistance coefficient C _D1 of the resistance generated by the total mass m and B thrusters in the horizontal direction is both a preset parameter. For most aircraft, in order to save the sensor cost, the three data are also unmeasurable parameters. ;

Wherein, the non-thrust source power parameter (for example, the motor speed n2) included in the input parameter is an actual value or an actual measured value obtained based on the rotation speed sensor measurement; the non-thrust source power parameter (motor speed n2) is attributed to The parameters belonging to the source dynamic parameters are also measurable and also belong to the parameters to be measured;

The component D1 of the resistance generated by the class B thruster can be obtained based on the formula 3-3 (D1=T*C _D1 ) when the thrust is available (T=K72*n ₂ ² ) and the drag coefficient C _D1 has been acquired. Calculated; refer to the aforementioned "Example 1 of the method of obtaining the resistance D3 generated by the movement of the aircraft in the air" to calculate the measured value of the resistance D3 under the current flight conditions; the measured value of the included angle θ and the included angle γ is measured based on the inclination sensor The component D1 in the horizontal direction, the resistance D3, the angle θ and the angle γ are attributed to both the mechanical operating parameters in the operating parameters of the system, the measurable parameters, and the parameters to be measured;

The data of the acquired input parameters is substituted into the flight dynamic balance rule (Equation 5-7) to obtain joint operation data of the measurement object (acceleration a _x ).

Extended Embodiment of Embodiment 25: Obviously, with reference to Embodiment 25, Equation 4-4, or Equation 5-7 is modified, and any parameter in the formula is moved to the left of the equal sign as a new measurement object; that is, Implement more measurement objects and measurement schemes under the concept of force balance in the horizontal direction;

Based on the concepts of Embodiment 19 to Embodiment 25 and all alternative prevention or extension schemes, it is allowed to balance any force Arbitrarily deformed, implement more measurement objects and measurement plans.

Obviously, in the present invention, the flight is also operated, that is, the motion, and the direction of the flight is also the direction of motion; the direction of the motion, that is, the direction of the speed (speed vector), can also be indicated by the direction of the external force of the aircraft; In the description, the acceleration is the (co-directional) acceleration generated by the external force;

Further, in the technical solutions of the embodiment 19 to the embodiment 24 and the alternative embodiments, the flight dynamic balance rule is a vertical flight dynamic balance; the vertical flight dynamic balance includes at least thrust and gravity. The force of the force generated in the vertical direction is balanced; further, the force including at least the thrust and the resistance further includes a force (ma _z ) generated based on the acceleration a _{z in} the horizontal direction; when the aircraft is When flying in the vertical lifting direction, the acceleration a _z is also the speed (rate of change)

Further, in the technical solution of the embodiment 25 and its alternative embodiments, the rule of the flying dynamic balance is a rule of the flying dynamic balance in the horizontal direction; the flying dynamic balance in the horizontal direction is at least including the thrust and the resistance. The force of the force generated in the horizontal direction is balanced; further, the force including at least the thrust and the resistance further includes a force (ma _x ) generated based on the acceleration a _{x in} the horizontal direction.

The flight dynamic balance rule of the class B aircraft of the present invention, that is, the centroid motion equation or the centroid kinematics equation or the centroid dynamic equation of the class B aircraft or any deformation formula thereof, may be simply referred to as the dynamic equation of the class B aircraft; The kinetic equations provided in Synthesis Example 19 to Example 25 can be regarded as the basis of the kinetic equation, and the basic kinetic equation of the Class B aircraft includes at least one of the balance of the following forces and the balance of the forces 2 :

Balance of Force 1: The aircraft is flying in the air, balancing the forces generated in the vertical direction by forces including at least thrust and gravity; further, the force including at least lift and gravity also includes vertical based The force (ma _z ) produced by the acceleration a _{z in} the direction;

Balance of force 2: The aircraft is flying in the air, balancing the force generated by the force including at least the thrust and the resistance in the horizontal direction; further, the force including at least the thrust and the resistance is also based on the horizontal direction. The force generated by the acceleration a _x (ma _x );

The balance of forces is also the balance of forces; the vertical direction described in balance 1 and/or the horizontal direction described in balance 2 can be referred to as the reference direction of force; it is obvious that each coordinate system in flight can be converted by mathematical calculations. In the basic dynamics equation, the reference direction and/or coordinate system of the force can also be defined or switched or transformed in other ways to obtain a new reference direction and/or a new coordinate system, based on the new reference. The direction and/or the new coordinate system performs a calculation of the balance of the new force; the calculation of the balance of the new force is equivalent in principle, concept, and effect to the technical solution of the basic dynamic equation described in the present invention, and also belongs to The rule of the flight dynamic balance according to the present invention; based on the basis of the dynamic equation of the present invention, based on the basis of the dynamic equation of the present invention, even if the relevant damping control amount, the stabilization control, a new dynamic equation of feedback control quantity, at least one component of aeroelastic momentum, even if the relevant auxiliary meter is added to the concept of the dynamic equation based on the invention New kinetic equations (such as Kalman filtering, recursion, least squares, etc.) or simplifications (such as ignoring the effects of certain parameters, omitting certain parameters) are also part of the flight dynamics of the present invention. Rules; in general, any kinetic equation similar to the concept of the present invention belongs to the rules of flight dynamics according to the present invention;

Obviously, the object of measurement in the present invention is not limited to the objects specified in Embodiment 19 to Embodiment 25 and other implementation documents; any of the dynamic equations may be deformed to move any of the parameters to the left side of the equation, The calculation is carried out with reference to any of the embodiments 19 to 25; any flight parameter of any of the dynamic equations can also be taken as the measurement object.

In the prior art, there is in-depth research on the navigation, control, and guidance fields of the aircraft; and in the field of flight safety of the aircraft, real-time safety monitoring of the aircraft (that is, monitoring of the current flight state), for a certain control command (and The safety predictions of its possible consequences are in very weak conditions; in the prior art, the monitoring of the current flight state can be attributed to the use of boundary control, ie monitoring whether various flight parameters are outside the limits during flight (eg hair The maximum working state of the motive (thrust, total temperature before the turbine, speed, etc.), maximum speed, maximum altitude, maximum angle of attack and maximum overload, etc.; the limit threshold comparison safety control of the middle parameter can be called a relative Low-level, backward, and lagging safety monitoring programs; usually only passive, lagging waiting aircraft failures occur, in the event of serious safety accidents (such as machine crashes), warnings and aftermath; and obviously, the monitored The object is only a parameter that is easy to measure;

From another perspective, the analysis of the physical meaning of the dynamic equations in the prior art may remain at a relatively old, relatively shallow level; for example, in the design of a Class B aircraft, or in the simulation, simulation, or In modeling, the dynamic balance is used to calculate various limit parameters or performance boundaries or flight envelopes for Class B aircraft performance (eg 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, extreme climb rate, extreme range or flight time, etc.).

However, the present invention has a profoundly different depth of action in the field of flight safety through deep requirements for flight safety of aircraft, different types of data of the same flight parameters (eg, measured values, command values, reasonable values, conventional preset values). In-depth study and analysis of characteristics, dynamic equations and deep-series characteristics; creatively researched an aircraft acquisition method (#1), which defines a way to calculate the value of the measured object based on the dynamic equation ( Combining the operational data), and at least one of the source dynamic parameters in the parameter (ie, the input parameter) required to calculate the value of the measurement object based on the dynamic equation is set based on the actual value or the measured value or the command value, And/or: at least one of the mechanical operating parameters included in the input parameter is set based on the actual value or the measured value or the command value; and/or: at least one of the parameters to be measured included in the input parameter The data is set based on actual values or measured values or command values; and/or: at least one of the measurable parameters included in the input parameters is based Set at the actual value or the measured value or the command value; and/or: at least one of the total mass of the aircraft included in the input parameter, the mass of the carried item, the quality of the no-load, and the inherent parameters of the system are based on actual Value and/or reasonable value are set; and/or: at least one of the non-measurable parameters included in the input parameter is set based on the actual value and/or the reasonable value; and/or included in the input parameter At least one of the predefinable parameters is set based on an actual value and/or a reasonable value.

Obviously, if the source dynamic parameters and/or mechanical operating parameters and/or the parameters to be measured and/or the measurable parameters in the input parameters use common preset values, the actual flight conditions of the aircraft cannot be reflected, and the The significance of the flight safety of the aircraft.

The invention provides a method for acquiring data of an aircraft (#1) and any one of Embodiments 19 to 25: wherein the thrust data is helpful for reacting and analyzing the working condition of the power system of the Class B aircraft. The resistance data and/or lift data are all helpful in responsiveness and analysis of the aerodynamic shape of the aircraft (ie including the body, wing, etc.), which are important for the flight safety of the aircraft.

The technical solutions of the foregoing Embodiments 1-18 are applicable to the Class A aircraft, and the technical solutions of the above Embodiments 10-25 are applicable to the Class B aircraft. Obviously, the technical solutions of the above Embodiments 1-25 can be integrated, and those skilled in the art can naturally Deriving the mechanical equilibrium state of the class C aircraft, the technical personnel in the industry can know the calculation method of the joint operation value of the measurement object of the class C aircraft, and then construct the monitoring method of the class C aircraft.

For example, referring to the foregoing technical solution of Embodiment 2 or Embodiment 6, the total mass m2 of the aircraft is calculated according to the source dynamic parameters and/or system operating parameters of the aircraft, and then m2 is the directly obtained joint operation data; according to the total aircraft The mass m2 is further calculated as the mass of the carried item m1 or the no-load mass m0 (m1+m0=m2, m1=m2-m0, m0=m2-m1), then m1 or m0 are indirectly obtained joint operation data;

Obviously, the quality type parameter is used as the measurement object (especially the total mass m2 of the aircraft or the mass m1 of the carried item) to implement the technical solution provided by the invention, and the joint operation data is obtained; and can be used for flight weighing, mobile weighing, real-time weighing , aircraft overload monitoring and protection; has a major social and economic significance.

The second technical problem to be solved by the present invention is that the actual thrust of the aircraft during the flight is difficult to directly measure. If the actual thrust is directly measured, the cost is increased or the technical difficulty is increased; the parameter that is easy to measure or measurable is the source of non-thrust. Dynamic parameters; in the prior art, there is a lack of an effective and disclosed method for acquiring thrust of an aircraft based on non-thrust source power parameters; the present invention provides a method for acquiring thrust data for relative flight during flight of an aircraft Accurate measurement of thrust;

The invention provides

4. A method of acquiring thrust data, characterized in that the thrust data of the aircraft is obtained based on data including at least an actual measured value of a non-thrust source power parameter of the aircraft and a preset calculation rule.

The implementation of the scheme can be carried out by referring to the aforementioned method for acquiring the thrust of the aircraft based on the non-thrust source power parameters.

The third technical problem to be solved by the present invention is to provide a technical solution for facilitating monitoring of the flight condition of an aircraft; for monitoring the flight condition of the aircraft by a new way, and the solution can facilitate the flight parameters not exceeding High-sensitivity early monitoring is achieved before the preset safety value; non-passive, lagging waiting aircraft failures occur, and warnings and aftermath are not possible after an event that may have caused a serious safety accident.

The invention provides

5. A method for monitoring an aircraft (#1), the measuring object is any one of flight parameters of the aircraft, acquiring joint operation data of the measurement object and reference data of the measurement object, the joint operation data is based on the foregoing acquisition The method shown in the method (#1) is obtained; and the flight condition of the aircraft is judged according to the joint operation data of the measurement object and the reference data of the measurement object. This condition refers in particular to the health of the aircraft.

The acquisition method (#1) further includes any one or more of the following A1, A2, A3, A4, and A5:

A5. At least one of any one of the total mass of the aircraft, the mass of the carried item, the quality of the empty load, and the inherent parameters of the system included in the input parameter is set based on an actual value and/or a reasonable value; and/or: input At least one of the non-measurable parameters included in the parameter is set based on an actual value and/or a reasonable value; and/or included in the input parameter At least one of the preset parameters is set based on the actual value and/or the reasonable value; in the A5 scheme, the reasonable value of the parameter can be known by the preset method or by the joint operation method; the actual parameter The value can be known by the preset method, by the measured method, or by the joint operation method.

In order to obtain flight conditions, the following schemes can be further adopted.

The solution 30A1: the measurement object is any one of the unmeasurable parameters of the flight parameter and/or the preset parameter and/or the system inherent parameter, and the joint operation data of the measurement object and the reference data of the measurement object are obtained, and the measurement object is The joint operation data and the reference data of the measurement object are processed as follows: output and/or save for identifying the condition of the aircraft;

Preferably, the output is outputted in an electronic device mounted in the aircraft and/or a human-machine interface of the portable personal consumer electronic product and/or a human-machine interface of the control center; more advantageous for non-professional or non-professional devices in the aircraft Identify the condition of the aircraft during real-time driving.

The solution 30A2: the measurement object is any one of the flight parameters, and the joint operation data of the measurement object and the reference data of the measurement object and the reference data of the measurement object are acquired, and the joint operation data of the measurement object and the calculation object are The reference data and the reference data of the measurement object are processed as follows: output and/or save; used to identify the status information of the aircraft; the reference data is preferably a calibration value or an actual value; when the measurement object is an unmeasurable parameter in the aircraft operating parameter and / or when any of the parameters and / or system inherent parameters can be preset, the reference data is preferably a calibration value.

Obviously, the 30A2 solution is particularly suitable for: the measurement object is any one of the aircraft parameters except the unmeasurable parameter and/or the preset parameter and/or the system inherent parameter, and the reference data is preferably an actual value; the invention In the output, the output refers to the output of multiple data in the statement together, and the preservation means that multiple data in the statement are saved together.

Preferably, the output is outputted in an electronic device mounted in the aircraft and/or a human-machine interface of the portable personal consumer electronic product and/or a human-machine interface of the control center; more advantageous for non-professional or non-professional devices in the aircraft Identify the condition of the aircraft during real-time driving;

Alternatively, another technical solution 30A3 may be obtained according to the same principle of 30A1: the measurement object is any one or more parameters of the unmeasurable parameter and/or the preset parameter and/or the system inherent parameter in the flight parameter, and the joint of the measurement object is obtained. Calculating the flight condition based on the calculation data and the reference data of the measurement object, based on the joint operation data of the measurement object and the reference data of the measurement object; the reference data is preferably a calibration value;

Alternatively, another technical solution 30A4 may be obtained according to the same principle of 30A2: the measurement object is any one of flight parameters, and the joint operation data of the measurement object and the reference data of the measurement object and the reference data of the measurement object are obtained, according to the The joint operation data of the measurement object and the reference data of the measurement object and the reference data of the measurement object identify the flight condition; the reference data is preferably a calibration value or an actual value; obviously: the 30A4 scheme is particularly suitable for: the measurement object is The unmeasured parameter and/or any one of the aircraft operating parameters other than the preset parameter and/or the system inherent parameter, the reference data is preferably an actual value;

In the above 30A2, 30A4 scheme, how to identify the flight condition according to the joint operation data of the measurement object, the reference data of the measurement object, and the reference data of the measurement object, and the typical scheme is: joint calculation data according to the measurement object and the calculation The reference data of the object may obtain a difference, and the flight condition is identified according to the difference and the reference data of the measurement object; the difference between the joint operation data of the measurement object and the reference data of the measurement object may also be referred to as a measurement object The joint operation data calculates the difference data; when the measurement object is any one of the aircraft operation parameters except the unmeasurable parameter and/or the preset parameter and/or the system inherent parameter, the reference data is preferably an actual value; The reference data is preferably a calibration value when the measurement object is any one of an unmeasurable parameter and/or a preset parameter and/or a system inherent parameter in the aircraft operating parameter;

In any one of the above embodiments 30A1 and 30A3, the reference data refers to data for identifying the flight condition with the joint operation data of the measurement object; in any of the above 30A2 and 30A4, the reference data refers to The joint operation data of the measurement object and the reference data of the measurement object are used to identify the data of the flight condition; the reference data, that is, the difference data used for calculating the joint operation data based on the measurement object, cooperates to identify the flight condition. Data

In any of the above 30A1, 30A2, 30A3, and 30A4, the reference data may also be referred to as third data; the reference data may be known by a limited number of experiments or manual trials; the specific value of the data may be non-creative by those skilled in the art. Knowing, setting;

The meaning of any of the above 30A1, 30A2, 30A3, 30A4: it is convenient for non-professionals to directly and intuitively identify the condition of the aircraft, which has great practical significance; the meaning of any of the above 30A1, 30A2, 30A3, 30A4 It can be used by a non-professional person who refers to the correspondence between the joint operation data of the measurement object (or the difference data calculated based on the joint operation data of the measurement object) and the good or bad relationship of the aircraft; for example, the non-professional refers to the ordinary Non-professionally trained aircraft passengers; non-professional equipment refers to a device that cannot recognize the joint operation data of the measurement object (or the difference data calculated based on the joint operation data of the measurement object) and the correspondence between the good or bad conditions of the aircraft; The definition of non-professionals and professionals can be known to those skilled in the art; the definition of non-professional equipment and professional equipment can be known by those skilled in the art.

In any of the above embodiments 30A1, 30A2, 30A3, and 30A4, the identification refers to judgment or calculation or indication; the type of the measurement object, the joint operation data of the measurement object, the actual value, the calibration value, and the like may be referred to any other herein. Description and definition of the place.

Technical Solution 1 of Condition Information: In any of the above 30A1, 30A2, 30A3, and 30A4, the flight condition, particularly the status information of the power system of the aircraft, may further be status information of the power transmission component of the aircraft to be monitored. The condition, especially the safety condition or the health condition, may also refer to the working condition or the operating condition; the branch of the technical solution 2 of the situation information: in the above-mentioned 30A1, 30A2, 30A3, 30A4, the flight condition, especially Status information of the aircraft's power system when it is normal. Whether the energy transfer condition of the aircraft is abnormal can be identified by the aforementioned monitoring method (#1) and/or monitoring method (#1-2) and/or monitoring method (#1-3) and/or monitoring method (#1-4). That is, 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 abnormal treatment mechanism can be activated. When the power system of the aircraft is normal, the method of processing (#2) of the aircraft condition provided herein is further identified by the flight condition, and the flight condition is particularly referred to as described in the solution of the technical solution 3 of the following status information. The directly recognized status information; the directly identifiable status information is preferably a level or ratio describing the condition of the aircraft; that is, the branch 1 scheme is: in the above 30A1, 30A2, 30A3, 30A4, the flight condition, preferably Refers to the level or ratio of the aircraft's condition when the aircraft's power system is normal; that is, how good is the description of the aircraft using the treatment method (#2)? At what level?

Branch 2 of the second aspect of the above-described 30A1, 30A2, 30A3, and 30A4, the flight condition may also refer to the situation information when the power system of the aircraft is abnormal. Whether the energy transfer condition of the aircraft is abnormal can be identified by the aforementioned monitoring method (#1) and/or monitoring method (#1-2) and/or monitoring method (#1-3) and/or monitoring method (#1-4). That is, the operation of the power system of the aircraft is normal or abnormal, and if the energy transmission condition of the aircraft is abnormal, the abnormal processing mechanism can be activated naturally; the processing method (#2) of the aircraft condition provided herein further identifies the flight condition, The flight condition refers to the directly recognizable condition information described in the solution of the technical solution 3 of the following status information; the directly recognizable condition information is preferably a level or ratio describing the condition of the aircraft; that is, the branch 1 The solution is: in any of the above 30A1, 30A2, 30A3, and 30A4, the flight condition preferably refers to a level or ratio describing the condition of the aircraft when the energy transmission condition of the aircraft is abnormal; that is, the description method is indicated by the processing method (#2). How abnormal is the degree of abnormality of the aircraft? What level of anomalies are there?

Branch 3 of the technical solution 2: In any of the above 30A1, 30A2, 30A3, and 30A4, the operation of the power system that does not distinguish the aircraft is normal or abnormal; in any of the above 30A1, 30A2, 30A3, and 30A4, the identification The flight condition can be different from the simple, abnormal or faulty condition of the aircraft; because in many cases, even if the performance of the aircraft power system is degraded, the flight condition is not good, but it cannot be attributed to the fault state or abnormal state. All, it is necessary to identify the flight conditions, to facilitate the user's own assessment and judgment of the aircraft's condition; to deliver decision-making and informed rights to the user; for the user, the program is of great significance; the invention can be used for aircraft In the absence of a fault, the data characterizing the health of the aircraft can be calculated to inform the passenger of the aircraft or pass Send to a remote processing center for analysis and processing. The invention can also be used for the aircraft to calculate the data indicating the health status of the aircraft after the failure and still can travel, to inform the driver of the degree of failure of the aircraft or to analyze the processing by transmitting to a remote processing center. The degree of failure of the aircraft.

Technical Solution 3 of Condition Information: In any of the above 30A1, 30A2, 30A3, and 30A4, the status information can be understood as a directly recognizable status information from another perspective; and the directly recognizable status information can also be It is understood as status information identifiable by non-professionals or status information identifiable by non-professional equipment; status information that is not directly identifiable refers to status information that is not identifiable by non-professionals or status information that is not identifiable by non-professional equipment; for example, when information For: the combined operation data of acceleration is 0.01 and the actual value of acceleration is 0.02. Non-professional and non-professional equipment often cannot use this information to identify the condition of the aircraft; if it is processed in any of 30A1, 30A2, 30A3, 30A4 After that, the flight status is obtained as the level information (for example, A or B or C); then the non-professional or non-professional equipment can use the level information (such as A or B or C) to conveniently identify the condition of the aircraft; It is convenient for non-professionals or non-professional equipment to identify the condition of the aircraft during the real-time driving of the aircraft. It is of great significance to safety. . The directly identifiable condition information may be information that the occupant can directly recognize at least one of the visual, the audible, and the tactile to directly identify the condition of the aircraft.

In any of the above embodiments 30A1, 30A2, 30A3, and 30A4, the flight condition is condition information that can be directly recognized; preferably, a level or ratio describing the condition of the aircraft. Preferably, the level or ratio will be used or used to perform one or more of speech output, image output, and haptic output (eg, vibration) such that the aircraft occupant knows the condition level/percentage of the aircraft; the ratio is preferably a percentage The ratio can be described by numerical values or graphical information such as progress bar and pointer map; when the flight condition is level, the reference data is preferably a preset range; in the 30A1 and/or 30A3 scheme, the level is usually the estimated The joint operation data of the object and the range defined by the reference data of the measurement object are compared to determine the data obtained after the processing; in the 30A2 and/or 30A4 scheme, the level is usually the difference data calculated based on the joint operation data of the measurement object and The data obtained by the comparison judgment processing is performed by the range defined by the 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 joint operation data; the reference data may also be other data, which may be used to cooperate to identify the flight condition; at 30A1 In the 30A3 and/or 30A3 schemes, the ratio is usually the data obtained by dividing the joint operation data of the measurement object and the reference data of the measurement object; in the 30A2 and/or 30A4 scheme, the ratio is usually a joint based on the measurement object. The difference data obtained by the calculation data (that is, the difference between the joint operation data of the measurement object and the reference data of the measurement object) and the reference data of the measurement object are subjected to division processing.

Conventional, grade or ratio can be understood as data obtained after processing with reference data of a measurement object; this processing is usually a comparison processing and/or a division processing.

There is also a case where the processing link is not used; in the 30A1 and/or 30A3 scheme, the reference data of the measurement object that is output together and/or saved together in a certain space or a certain system and the joint of the measurement object The operational data can also be regarded as a flight condition; in the 30A2 and/or 30A4 scheme, reference data and measurement objects based on the measurement objects that are output together and/or saved together in a certain space or a certain system The difference data obtained by the joint operation data can also be regarded as a flight condition; the two types of flight conditions can be understood as pre-processing data; that is, the data is not compared or compared with the reference data of the measurement object. Processing; saving and/or outputting pre-processing data to help visually identify aircraft conditions by hand and by sight;

Obviously, according to those skilled in the art, in any of the above 30A1, 30A2, 30A3, and 30A4, the level refers to a limited level of not less than 2 or a limited level of not less than 3; The number is preferably a natural number or a positive integer or a character; the level can be described by a vocabulary that is easy for non-professionals to understand, the number of levels being 2 or 3 or 4 or more; the smaller the number of levels, the simpler the system, the more the number The finer the difference in the condition of the aircraft, the better;

For example, the number of levels described in the method of processing the aircraft condition is 2; for example, A and B may be used, or 1 and 2 may be used. Or use the advantages and disadvantages, or use the upper and lower, or use I and II, or use the combination of the upper and lower data to indicate the flight status;

For example, the number of levels described in the method of treating the condition of the aircraft is 3; for example, A and B and C, or 1 and 2 and 3, or superior and inferior, or upper and lower, Or using I and II and III, or with green and yellow and red colors, or with three different sound signals, etc., in order to represent flight conditions;

For example, the number of levels described in the method of treating the condition of the aircraft is 4; for example, A and B and C and D, or 1 and 2 and 3 and 4, or excellent and sub-optimal and sub-ferior, Or use upper and upper middle and lower middle and lower, or combination of I and II and III and IV to indicate flight conditions;

In other embodiments of the present invention, the ratio may also be indicated by a continuous progress bar or a pointer map;

In general, in the combinations, the preceding description indicates that the aircraft condition is at a better level than the later description; of course, in each combination, a better level indicating the condition of the aircraft is specifically described by the preceding description or the latter description. , can be arbitrarily designated by the system or user, or interchanged, so as to be understood by non-professionals; for example, B can also indicate that the aircraft condition is better than the aircraft condition indicated by A, and so on.

The technical solution of the above situation information, the technical solution of the situation information 2, and the technical solution 3 of the situation information, the three technical solutions may be a relationship of a yes or a pair; the three technical solutions are described from three different dimensions. The flight conditions described in the processing method (#2).

For a typical implementation of the above 30A1, 30A3 scheme, see the processing method 1 described below:

Processing method 1: when the measurement object is an unmeasured parameter and/or any one of a preset parameter and/or a system inherent parameter, the flight condition is identified based on the joint operation data and the reference data of the measurement object; The joint operation data of the object is compared with the reference data. If the joint operation data of the measurement object is within a certain range defined by the reference data, the aircraft condition is set to a certain level; for example, the joint of the measurement object When the operational data is outside a certain range defined by the reference data, the aircraft condition is set to another level; one of the preferred objects of the measurement object is an efficiency coefficient, especially the efficiency of the entire power system or the power transmission component to be monitored. Efficiency; for example, the range 1 of the reference data is a value range greater than or equal to 95%, the range 2 of the reference data is a value range less than 95% and greater than 90%, and the range 3 of the reference data is a value less than or equal to 90% Domain, when the efficiency coefficient is within the range 1 of the reference data, the aircraft condition is set to A or 1 or superior or upper level; when the efficiency coefficient When the reference data is within the range 2, the aircraft condition is set to B or 2 or normal or medium level; when the efficiency coefficient is within the range 3 of the reference data, the aircraft condition is set to C or 3 or inferior or lower level; the second preferred object of the measurement object is the friction coefficient between air and the aircraft; for example, the range 1 of the reference data is a value range less than or equal to 0.01, and the range 2 of the reference data is less than 0.015 and greater than 0.01 The range of the reference data is a range of values greater than or equal to 0.015; when the coefficient of friction between the air and the aircraft is within the range 1 of the reference data, the aircraft condition is set to A or 1 or superior or Upper level; when the coefficient of friction between the air and the aircraft is within the range 2 of the reference data, the aircraft condition is set to B or 2 or normal or medium level; when the coefficient of friction between the air and the aircraft is in the reference data When the range is within 3, the aircraft condition is set to C or 3 or inferior or lower level;

For a typical implementation of the above 30A2, 30A4 scheme, see Example 1, Process 2 of Process Method 2 below:

Example 1 of Processing Method 2:

When the measured object is the total mass m2 of the aircraft, the joint operation data m2__cal of the total mass m2 of the aircraft in the same time period and the actual value m2_org as the reference data are acquired, and the range 1 of the reference data is a value range less than or equal to 100 KG, and the reference data The range 2 is a value range smaller than 200KG and larger than 100KG, and the range 3 of the reference data is a value range greater than or equal to 200KG; when the difference between the joint operation data (m2__cal) of the measurement object and the reference data (m2_org) of the measurement object When the absolute value (|m2__cal-m2_org|) is within the reference data range 1, the aircraft condition is set to A or 1 or superior or upper level; when the joint operation data (m2__cal) of the object is measured and the calculation When the absolute value of the difference (*m2__cal-m2_org|) of the reference data (m2_org) of the object is within the reference data range 2, the aircraft condition is set to B or 2 or normal or medium level; Joint operation data (m2__cal) And when the absolute value of the difference (|m2__cal-m2_org|) of the reference data (m2_org) of the measurement object is within the reference data range 3, the aircraft condition is set to C or 3 or a lower or lower level;

Example 2 of the processing method 2: When the measured object is the motor torque T in the source dynamic parameter, the joint operation data T__cal of the motor torque T of the same time period and the actual value T_org as the reference data acquired by the actual measurement method are acquired, The range 1 of the reference data is a value range smaller than or equal to 20N.M, the range 2 of the reference data is a value range smaller than 50N.M and larger than 20N.M, and the range 3 of the reference data is a value range greater than or equal to 50N.M. When the absolute value (|T__cal-T_org|) of the difference between the joint 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, the aircraft condition is set It is set to A or 1 or superior or upper rank; the absolute value (|T__cal-T_org|) of the difference between the joint operation data (T__cal) of the measurement object and the reference data (T_org) of the measurement object is in the reference data range 2 When the aircraft is in the condition of B or 2 or normal or medium level; the absolute value of the difference between the joint operation data (T__cal) of the measurement object and the reference data (T_org) of the measurement object (| T__cal-T_org|) when within the reference data range 3, The aircraft or aircraft condition C is set to 3 or lower, or inferior level;

Similarly, with reference to examples 1, 2 of the above processing method 2, parameters to be measured and/or measurable parameters and/or aircraft mass and/or source dynamic parameters and/or mechanical operating parameters and/or mass changes may also be used. Any other parameter in the quality of the type of article as the object of measurement (for example, using longitudinal velocity and longitudinal acceleration as the object of measurement), setting the flight condition of the aircraft;

When the measurement object is an unmeasured parameter and/or any one of the preset parameter and/or the system intrinsic parameter, the calibration value of the measurement object is preferably used as reference data, and refer to the examples 1 and 2 of the processing method 2 above. Setting the flight condition of the aircraft;

In general, the absolute value of the difference between the joint operation data of the measurement object and the reference data of the measurement object tends to be large, indicating that the aircraft condition tends to be bad;

In the above method, the reference data is set to a certain range; there are more feasible ways, for example, the reference data is set to a base number 3, which can be used to identify the flight condition, and select a calculation rule that can be used to identify the flight condition. Identifying the flight condition; referring to Example 1 of the processing method 2, dividing the absolute value (for example, |m2__cal-m2_org|) of the difference between the joint operation data of the measurement object (for example, m2__cal) and the reference data of the measurement object (for example, m2_org) The base 3 (for example, set to 100KG) is rounded up, and the result is directly used to identify the flight condition; the same level information of ABC or 123 can be directly obtained.

Further, in the monitoring method (#1), determining the flight condition of the aircraft is: determining whether the flight condition of the aircraft is abnormal. In the monitoring method (#1) of the present invention, the joint operation data of the measurement object and the reference data of the measurement object determine whether the flight condition of the aircraft is abnormal, that is, compare the joint operation data of the measurement object with the measurement object. The reference data determines whether the flight condition of the aircraft is abnormal.

In the monitoring method (#1) of the present invention, the joint operation data of the measurement object is obtained, and reference may be made to the foregoing method for acquiring data of an aircraft (#1), and any embodiment, implementation file, technical solution, The explanation and the like are performed; the joint operation data of the measurement object output by the external device can also be directly read.

In the monitoring method (#1) of the present invention, at least one of the source dynamic parameters included in the input parameter in the joint operation data method for acquiring the measurement object is set based on an actual value or an actual measurement value or an instruction value. And/or at least one of the mechanical operating parameters included in the required parameters is set based on actual or measured values or command values, and/or measurable included in the required parameters At least one of the parameters is set based on an actual value or an actual measured value or an instruction value, and/or at least one of the parameters to be measured included in the required parameter is based on an actual value or a measured value or an instruction. The value is set; and/or at least one of any one of the total mass of the aircraft, the mass of the carried item, the quality of the empty load, and the inherent parameters of the system included in the required parameter is based on the actual value and/or the reasonable value. And/or at least one of the non-measurable parameters included in the required parameter is set based on an actual value and/or a reasonable value; and/or included in the required parameter Presettable At least one parameter based on the actual data values and / or set a reasonable value.

And/or at least one of any one of the total mass of the aircraft, the mass of the carried item, the quality of the empty load, and the inherent parameters of the system included in the required parameters is set based on an actual value and/or a reasonable value; / or at least one of the non-measurable parameters included in the required parameter is set based on an actual value and/or a reasonable value; and/or a predefinable parameter included in the required parameter At least one of the data is set based on actual values and/or reasonable values.

The reference data of the measurement object of the present invention refers to data for performing flight condition comparison judgment with the joint operation data of the measurement object, because a single data cannot constitute a complete comparison judgment operation; the reference data may also be referred to as a Two data; obviously, the reference data of the measurement object or the data included in the reference data in the present invention are all set to be used for flight condition recognition for the joint operation data with the calculation object calculated based on the flight dynamic balance based rule. (or an abnormality judgment) data; the reference data is acceptable data (that is, qualified data) capable of achieving the use; and the setting method of the input parameter according to the measurement object, the flight dynamic balance rule, and the flight dynamic balance rule Set the reference data of the corresponding measurement object according to any one or more points.

Further, the monitoring method (#1) is performed while the aircraft is flying.

In the present invention, the reference data of the measurement object is data for cooperating with the joint operation data of the measurement object to determine the flight condition of the aircraft.

In the present invention, the reference data may be divided into multiple ranges or multiple data; for example, the reference data may be any one of the second range, the third range, and the fourth range;

The second range of the present invention refers to a range for identifying whether the working condition of the second system of the aircraft is abnormal; the second system refers to a system related to the force of the moving direction and/or a system related to the lift of the aircraft and/or Or a gravity-related system of the aircraft; it is obvious that the force in the direction of motion in the present invention includes at least thrust and drag; the thrust is generated by the power system (or propulsion system) of the aircraft, the resistance and the aerodynamic shape of the aircraft (ie including the body) , the wing and the operational status of the main control surface (the elevator control providing pitch control), the auxiliary control surface); obviously, the system related to the force in the direction of motion includes the power system (or propulsion system) of the aircraft and The aerodynamic shape of the aircraft of the aircraft (ie including the body, the wing and the main control surface (the elevator control providing pitch control), the auxiliary control surface); because the lift is related to the aerodynamic shape of the aircraft; the gravity is related to the total mass of the aircraft; Therefore, the lift-related system of the present invention includes the aerodynamic shape of the aircraft; for Class A and Class C aircraft Lift-related systems, including aerodynamically shaped wings and/or bodies that form aircraft; for Class B and Class C aircraft, lift-related systems also include the aircraft's power system; therefore, the second system includes aircraft The aerodynamic shape of the power system (or propulsion system) and the aircraft of the aircraft (ie including the fuselage, the wing and the main control surface (the elevator control providing pitch control), the auxiliary control surface) and/or the total mass of the aircraft The system; obviously, the power system in the second system refers to the power system after the signal acquisition point of the source power parameter, that is, the power system to be monitored.

The third range in the present invention refers to a normal range or a calibration range or a nominal range of the parameter; the fourth range in the present invention refers to a safety range of the parameter;

If the types of reference data of the parameters are different, the flight conditions described in the present invention have correspondingly different meanings; as in many examples: for example, when the reference data of the measurement object is the second range, the determined flight condition means The aerodynamic shape of the aircraft's powertrain (or propulsion system) and the aircraft's aircraft (ie, including the fuselage, wing and main control surfaces (elevator control that provides pitch control), auxiliary steering surfaces) and/or total aircraft mass The status of the relevant system.

For example, when the reference data of the measurement object is the fourth range, the flight condition refers to a relationship between the joint operation data of the measurement object and the fourth range; the flight condition abnormality refers to the joint operation data of the measurement object exceeding the fourth range; Generally speaking, this technical solution is of great significance for the safe operation of the aircraft; because if the joint operation data of the measurement object exceeds the safe range of the measurement object, it may often lead to serious safety accidents such as machine crash;

For example, when the reference data of the measurement object is the third range, the flight condition refers to a relationship between the joint operation data of the measurement object and the third range; the flight condition abnormality means that the joint operation data of the measurement object exceeds the third range Comparing the joint operation data of the measurement object with the third range of the measurement object, if the joint operation data of the measurement object is super If the third range is out, the flight condition is abnormal; the technical solution is: identifying whether the joint operation data of the measurement object of the aircraft exceeds a normal range or a calibration range or a nominal range; generally, the technical solution is for an aircraft Safe operation is of great significance; it can be alerted in advance to identify and warn the safety of the aircraft;

6. Further, based on the foregoing monitoring method (#1), a subdivision monitoring method (#1.1) is obtained, in which the parameters required for the joint operation data of the measurement object (ie, input parameters) are calculated. The data of the source dynamic parameters and/or mechanical operating parameters included in the) are measured values.

7. Further, based on the aforementioned monitoring method (#1.1), a second subdivision monitoring method (#1.1.1) is obtained, and the monitoring method (#1.1.1) can be further divided into #1.1.1.A. , #1.1.1.B two programs: OK

#1.1.1.A: Acquire the joint operation data of the measurement object (current (or t1)) and the reference data of the measurement object, and the reference data of the measurement object includes or is the actual value of the measurement object, and compares The joint operation data of the measurement object and the actual value determine whether the difference between the joint operation data and the actual value exceeds a set range, and the set range is called a first range; accordingly, the flight condition is abnormal (also That is, in the case of 1A1), the difference between the joint operation data and the actual value is outside the first range;

#1.1.1.B: acquiring the joint operation data of the measurement object (current (or t1)) and the reference data of the measurement object, the reference data of the measurement object includes or is a set range, and the range is a second range; comparing the joint operation data of the measurement object with the second range, determining whether the joint operation data of the measurement object exceeds the second range; correspondingly, the flight condition abnormality (that is, the 1A2 case) is: the measurement The joint operation data of the object exceeds the second range; OK

The actual value and the true value of the present invention are different concepts; the real value is usually a natural and real value of an attribute of an object; the actual value of the present invention generally refers to a reference for judging flight conditions. The value, so it can also be called the reference value;

A technical solution of the subject matter of the present invention, the actual value (also referred to as a reference value), which must take into account practical technical means or implementations, the value of which is naturally constrained to the specific value time and / or Value method; the general rule according to the specific setting scheme of the reference data (such as the source of the data or the selection of the value path, the setting method, the value time, etc.) (refer to the data setting method 1, 2, 3) 4, 5, 6) and related embodiments, it is obvious that the actual value (that is, the reference value) of the present invention has different kinds according to different measurement objects and/or different actual value setting manners. The value time range, a number of different value ranges, can be implemented by a variety of different technical methods or schemes.

The actual value of the present invention is a value subordinate to the type of measurement object and/or the actual value setting mode, is a concept of amplitude (size), is an intermediate layer data; the actual value of the present invention is usually associated with an aircraft The value of the measured object is close to or equal to the true value of the joint operation data; generally speaking, it refers to most cases, most of the time, the range of the actual value can be applied to most types of measurement objects. , such as source dynamic parameters, mechanical operating parameters, mass-changing item quality, fixed-width aircraft total mass, etc.; when the actual value is set according to the value of the joint operation data (that is, the current (or t1) When the measured value is set in the same time range, the actual value (that is, the measured value) is usually a value close to or equal to the true value of the measured object of the aircraft when the joint operation data is taken;

The actual value (also referred to as the reference value) in the reference data in the monitoring method of the present invention must consider practical technical means or implementation scheme, and its value is naturally constrained to the specific value time and/or value. Method; according to the specific setting scheme of the reference data described later (such as the source of the data or the selection of the value path, the setting method, the value time, etc.), the general rules (reference data setting method 1, 2, 3, 4) 5, 6) and related embodiments, it is obvious that the actual value (ie, the reference value) in the reference data in the monitoring method of the present invention has different according to different measurement objects and/or different actual value setting manners. A variety of different time ranges, multiple different ranges, can be implemented by a variety of different technical methods or schemes. The following principle may be adopted: at least one of the reference data and the input parameter takes a preset value and determines a parameter number of the input parameter that takes a preset value; the preset value includes a calibration value or the same state as the current aircraft operating state. History value under;

The reference data is prioritized as an actual value or a preset value; the preset value includes the calibration value or is the same as the current aircraft operating state History value under the state;

For example, in the monitoring method, in addition to the parameter of the preset value in the reference data and the input parameter, the other parameters take the actual value.

For example, in the monitoring method, when only one of the reference data and the input parameter takes a preset value: the reference data takes a preset value, and all the input parameters take an actual value for monitoring whether the power transmission condition of the aircraft is abnormal; The preset value obtained by the reference data is a historical record value in the same state as the current aircraft running state; in the present invention, the historical record value in the same state as the current aircraft running state refers to the value of the historical record value. The difference between the operating conditions of the aircraft and the current operating conditions of the aircraft is lower than a preset threshold;

Preferably, when the measurement object is a parameter capable of describing an attribute of a portion of the aircraft, the aircraft power transmission condition can be specifically representative of the condition of the component.

For example, the reference data takes an actual value, and one of the input parameters takes a preset value for monitoring whether the parameter of the input parameter takes the preset value is abnormal; the preset value of the parameter in the input parameter is the current operating state of the aircraft. The historical record value in the same state, or the calibration value when the aircraft is shipped from the factory, should be understood. For the input parameter that takes the preset value or the abnormality of the monitored object, when the input parameter or the monitored object of the preset value is taken as the calculation When the object is a parameter that can describe the properties of a portion of the aircraft, the aircraft power transmission condition can be specifically representative of the condition of the component.

When N of the reference data and the input parameters take a preset value, N≥2:

The reference data takes a preset value, and the input parameter has N‐1 preset values, which are used to monitor whether the parameter of the preset value is abnormal in the measurement object and the input parameter; wherein, the preset value of the reference data is The historical value of the current state of the aircraft in the same state, or the calibration value when the aircraft is shipped from the factory; the preset value of the two parameters in the input parameter is the historical value in the same state as the current aircraft operating state, or The calibration value of the aircraft is shipped from the factory; continue to use the example 2 as an example. When the reference data of m2 takes the preset value, if the input parameter takes μ1 to take the preset value and the other parameters take the actual value, can it monitor whether m2 and μ1 are Abnormal; when the reference data of m2 takes the preset value, if the input parameter μ1 and ki take the preset value and the other parameters take the actual value, it can monitor whether m2, μ1 and ki are abnormal.

For example, the reference data takes an actual value, and N of the input parameters take a preset value, which is used to monitor whether the parameter of the input parameter takes the preset value is abnormal; wherein, the preset value of the N parameter in the input parameter is The historical value in the same state as the current aircraft operating state, or the calibration value when the aircraft is shipped from the factory. It should be understood that other situations regarding the relationship between the number of preset values and actual values in the reference data and the input parameters and the specific use may be performed by those skilled in the art based on the above description and specific embodiments, where I will not repeat them one by one.

E.g:

A. When the measured object is an efficiency coefficient or a parameter including an efficiency coefficient:

If the value of the rolling resistance coefficient included in the input parameter is the calibration value when the aircraft is shipped from the factory, the reference data of the measuring object is an actual value; the method can be used to reflect the abnormality of the rolling resistance coefficient (that is, caused by the wheel deformation);

If the value of the rolling resistance coefficient included in the input parameter is an actual value, the reference data of the measuring object is a calibration value when the aircraft is shipped from the factory;

B. When the measurement object is a rolling resistance coefficient or a parameter including a rolling resistance coefficient:

If the value of the efficiency factor included in the input parameter is the factory calibration value, the reference data of the measurement object is the actual value; the method can be used to reflect the efficiency coefficient (that is, the power system and/or mechanical transmission system abnormality Anomaly;

If the value of the efficiency coefficient included in the input parameter is an actual value, the reference data of the measurement object is a calibration value when the aircraft is shipped from the factory;

C. When the measurement object is other than the rolling resistance coefficient, the parameter including the rolling resistance coefficient, the efficiency coefficient, and the parameter including the efficiency coefficient in the operating parameters of the aircraft:

If the efficiency coefficient and/or the rolling resistance coefficient included in the input parameter are the calibration values when the aircraft is shipped from the factory, the reference data of the measurement object is an actual value; correspondingly, the method can be used to reflect the efficiency coefficient and/or the rolling resistance. Coefficient Anomalies caused by force systems and/or mechanical transmission system anomalies and/or wheel deformations;

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 in the same state as the current aircraft operating state.

E.g:

In the scheme A, the values of the other parameters except the rolling resistance coefficient in the input parameter are the calibration value or the actual value;

In the scheme B, the value of the other parameters except the efficiency coefficient in the input parameter is a calibration value or an actual value;

In the scheme C, the values of the other parameters except the rolling resistance coefficient and the efficiency coefficient in the input parameter are the calibration value or the actual value.

The actual value (ie, the reference value) in the reference data in the monitoring method of the present invention is a value subordinate to the setting type of the measurement object and/or the actual value (ie, the reference value), which is an amplitude (size). The concept is an intermediate layer data; the actual value (ie, the reference value) in the reference data in the monitoring method of the present invention is generally a value close to or equal to the true value of the measured object of the aircraft when the joint operation data takes values; Generally speaking, in most cases, most of the time, the range of amplitudes of the actual values (ie, reference values) in the reference data in the monitoring method can be applied to most types of measurement objects, such as source dynamic parameters. , mechanical operating parameters, mass-variant item quality, total mass of the aircraft in the same period of time (ie, the same operational process) in which the same "aircraft is controlled by the power plant" (eg electric vehicle or fuel for hydrogen fuel cells) The total mass of the aircraft of the powered aircraft), the mass of the aircraft with a fixed amplitude, etc.

For example, when the actual value (ie, 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 operation data, the actual value (that is, the reference value, That is, the measured value is generally a value that is close to or equal to the true value of the measured object of the aircraft when the joint operation data is taken; for example, when the actual value (ie, the reference value) is set in the reference data in the monitoring method In order to set the joint operation data acquired according to (when the set condition is satisfied), the actual value (that is, the reference value) is also naturally associated with the "(a specific) meets the set condition" a value that is close or equal; because "(a particular one satisfies the set condition)" is the time specified by the user or the system (used to set the reference data), usually by default, the aircraft is operating normally. The actual value (that is, the reference value, that is, the joint operation data) is usually a value that is close to or equal to the true value of the measurement object when "(a specific) satisfies the set condition; reference in such a monitoring method) In the data The setting of the inter-value (ie, the reference value) is usually applied when the object is measured as the mass of the aircraft; when the object is measured as the mass of the aircraft, because the mass of the aircraft is in the same period of time when the aircraft is controlled by the power unit. The value usually does not change much (the quality of high-speed rail, electric trains, plug-in electric vehicles usually does not change; even for fuel-powered aircraft or fuel cell vehicles, fuel quality changes are slow), so the actual value (that is, the reference value) The value of the ) is usually still close to or equal to the true value of the joint computing object of the aircraft (the obtained for the power transmission condition abnormal judgment).

For example, when the actual value (ie, the reference value) in the reference data in the monitoring method is set according to a preset value (especially the system default value), the actual value (that is, the reference value, that is, the system) The default value is usually a value equal to or close to the true value of the measured object in the system default (usually the standard state), usually the calibration value; the setting of such reference data (calibration value) is generally applicable to when When the measured object is the inherent parameters of the system or the fixed mass of the aircraft; when the object is measured as the mass of the aircraft (usually applicable to the mass of the aircraft with fixed amplitude (such as unmanned aerial vehicles, unmanned aerial vehicles, quality of carried goods and / or the aircraft with a relatively constant mass of the aircraft), because the magnitude of the aircraft mass of this type is fixed, the value of the calibration value is usually still possible with the aircraft's measurement object (for the abnormal judgment of the power transmission condition) The true value of the joint operation data is close or equal.

When the actual value is set according to the joint operation data obtained by performing the flight dynamic balance calculation when the set condition is satisfied (that is, t0), the actual value is also naturally set to satisfy the "(a specific) satisfaction setting condition). The joint operation data of time (ie, t0) is close to or equal to the value; because "(a specific one) satisfies the set condition (ie, t0)" is specified by the user or the system (for setting the reference) The time of the data, usually by default, at this time (that is, at t0), the aircraft works in a normal state, and the actual value (that is, the joint operation data) is usually the same as when "(a specific) meets the set condition) (that is, at t0)" The value of the measured object is close to or equal to the actual value; the setting method of the actual value is Often applicable when the measured object is the total mass of the aircraft or the inherent parameters of the system; when the measured object is the total mass of the aircraft, the value of the total mass of the aircraft usually does not change during the same period of time when the same "aircraft is controlled by the power plant" Large (the total mass of the aircraft of an electric aircraft is usually constant; even for fuel-powered aircraft or fuel cell vehicles, fuel mass changes are slow), so the value of this actual value is usually still possible with the aircraft's estimated object (for flight conditions) The actual value of the obtained joint operation data of the abnormal judgment (that is, the current (or at t1)) is close or equal;

When the actual value is set based on a preset value (especially the system default value in the system preset value), the actual value (that is, the preset value) is usually in the system default (usually the standard state) with the measurement object. The value of the true value that is equal or close, usually the calibration value or the nominal value; the setting method of such actual value is usually applied when the measurement object is the inherent parameter of the system or the total mass of the aircraft with fixed amplitude; When the object is the total mass of the aircraft (usually suitable for the total mass of the aircraft with fixed amplitude (such as unmanned aerial vehicles, unmanned aerial vehicles, cargo carrying mass and/or aircraft with relatively fixed total mass), because of this type The magnitude of the total mass of the aircraft is fixed, so the value of the actual value is usually still possible with the value of the joint operation data of the aircraft's measurement object (obtained for flight abnormality judgment) (ie current (or t1) The true values of the time)) are close or equal.

Through in-depth study and analysis of the flight condition of the aircraft: the operation of the aircraft is essentially the energy transfer and power transmission process; when the aircraft is driven by the power device, the energy is first transmitted from the energy supply device (fuel supply device or power supply device) to the power device. (fuel engine or motor and its driven propeller), the power device converts energy into thrust, which in turn drives the aircraft to move; the energy supply device and power device of the aircraft represent the power supplier, and the mechanical transmission system represents the transmitter of the power, The powered aircraft (along with the loaded personnel and items) represents the powered receptor;

In the calculation of aircraft motion balance, the aircraft source dynamic parameters represent the supply information of the power, the total mass of the aircraft represents the most basic properties of the dynamic receptor, and the system operating parameters of the aircraft refer to the basic conditions and/or inherent properties of the power transmission and/or the aircraft a parameter of a motion result (such as speed, acceleration, etc.) produced by the force; the inherent property is an inherent property of the aircraft and/or the environment;

If the aircraft's power system experiences abnormal wear or deformation/running resistance increase/efficiency during flight: if the monitoring system uses the source dynamic parameters as the measurement target, then other relevant flight conditions (such as the total mass of the aircraft, track) When the inclination angle γ, the angle of attack α, the speed, the acceleration, etc. are constant, it may take more power to cause the deviation between the actual value of the source dynamic parameter and the joint operation data calculated by the aircraft motion balance to increase; if the monitoring system The speed in the mechanical operating parameters is used as the calculation object, such as the dynamic output of the aircraft, that is, the actual value of the source dynamic parameters, and other relevant flight conditions (such as the total mass of the aircraft, the inclination of the flight path γ, the angle of attack α, the acceleration, etc.). When changing, it may cause the deviation between the actual value of the speed of the aircraft and the joint operation data calculated by the aircraft motion balance to increase; if the total mass of the aircraft is used as the measurement object and other relevant flight conditions (such as the track inclination angle γ, angle of attack) When α, acceleration, etc. are constant, when the actual value of the power, ie the source dynamic parameter, increases, or the aircraft When the actual value of the speed is lowered, the aircraft total mass joint calculation data is calculated due to the calculation of the aircraft motion balance; therefore, by comparing the joint operation data of the measurement object with the reference data, the flight condition of the aircraft in operation can be determined. Whether it is abnormal, and the abnormality of flight condition monitoring and early warning can be realized in time through the subsequent processing steps after the flight condition judgment;

Generally speaking, in the monitoring method (#1.1.1) herein, the reference data includes or is the second range, or the reference data includes or is an actual value; the second range and the actual value are used for flight condition judgment. The second range can be as close as possible to the actual value to improve the sensitivity of the monitoring, but must maintain a certain amount of difference with the actual value to reduce the false trigger rate of the monitoring; the difference in the quantity is the pre- Setting a deviation value, that is, the first range, that is, the preset deviation range; the second range=actual value+preset deviation value; the second range=actual value+first range;

The first range is composed of at least one of the first upper limit value and the first lower limit value; correspondingly, the second range is composed of at least one of the second upper limit value and the second lower limit value; Herein, the first range may also be referred to as a first permitted range or a first normal range; the second range may also be referred to as a second permitted range or a second normal range; the first upper limit may also be referred to as a first license Limit; the first lower limit value may also be referred to as the first allowable lower limit value; the actual value, the first range, the first The second range is data for judging the flight condition of the aircraft; the three relationship can be expressed by the following formula: the second upper limit is equal to the actual value plus a positive value, the second upper limit value = the actual value + the first Limit; the second lower limit is equal to the actual value plus one negative value or minus one positive value, the second lower limit value = actual value + first lower limit value; OK

Determining, according to the acquired (current (or ti)) joint operation data and the reference data of the measurement object, whether the flight condition of the aircraft is abnormal (that is, comparing the joint operation data of the measurement object and the calculation) The reference data of the object to determine whether the flight condition of the aircraft is abnormal is one of the core steps of the scheme;

In the monitoring method (#1.1.1.A) in this paper: the core idea is to compare the joint operation data of the measurement object (current (or t1)) with the actual value of the measurement object, and judge the joint operation data and the actual Whether the difference of the value exceeds the preset range, the preset range is the first range; in the monitoring method (#1.1.1.B) in this paper: the core idea is to combine the measured object (current (or t1)) The operation data is compared with the second range of the measurement object, and it is determined whether the joint operation data of the measurement object exceeds the second range; the #1.1.1.A or #1.1.1.B scheme is replaced by the following #1.1.1. C plan can also be: OK

#1.1.1.C: Combine the current (or t1) joint operation data with the preset range to set the second reference data, the second reference data = joint operation data + preset range, and then measure the object The actual value (for example, the measured value) is compared with the second reference data to determine whether the flight condition of the aircraft is abnormal; that is, whether the actual value of the measured object (for example, the measured value) is exceeded based on the estimated object (current (or t1) The range of the joint operation data set by the time), the range is the second reference data; correspondingly, the flight condition abnormality (1A3 case) is: the actual value of the measured object is exceeded based on the estimated object (current (or t1) Time)) the range of joint operation data settings;

The second reference data includes at least one of an upper limit value in the second reference data and a lower limit value in the second reference data; determining whether the actual value (for example, the measured value) of the measurement object exceeds the measurement object (current (or The range of the joint operation data set at t1)) can be further divided into: determining whether the actual value of the measurement object is greater than the second reference data set based on the (current (or t1)) joint operation data setting. a limit value, and/or determining whether the actual value is less than a lower limit value of the second reference data set based on the (current (or t1)) joint operation data;

In the #1.1.1.A, #1.1.1.B, #1.1.1.C technical solutions, the three are only different in external manifestations, the substantive technical solutions, principles, and effects are equivalent; the flight conditions are abnormal. In the three cases of 1A1, 1A2, and 1A3, the substantive technical solutions, principles, and effects are equivalent, but the descriptions are different; obviously, the 1A2 situation in the flight abnormality (the joint operation data of the measurement object exceeds the second range), that is, Indicates that the second system of the aircraft is in an abnormal state of operation, that is, the aerodynamic shape of the aircraft's power system (or propulsion system) and the aircraft of the aircraft (ie, including the body, the wing, and the main control surface (the elevator control that provides pitch control) ), the auxiliary control surface) and/or the operating conditions of the system associated with the total mass of the aircraft are abnormal.

The typical setting scheme for the reference data is as follows:

1. When the measurement object is any one of a parameter to be measured and/or a measurable parameter and/or a source dynamic parameter and/or a mechanical operation parameter and/or a quality change item quality: the measurement object The reference data includes an actual value or an actual value, or the reference data includes an actual value and a first permitted range, or the reference data is an actual value and a first permitted range, or the reference data includes a second permitted range or Second license range;

The first permission range is set according to a preset value; the second permission range may be composed of the actual value and the first permission range; the second permission range=actual value+first permission range; any one of the actual value and the second permission range And the data is set according to the measured value, and the value of the reference data (the actual value and/or the second permission range) and the value of the joint operation data are within a preset time range; Or: any one or more of the actual value and the second permitted range are set according to a historical record value of the measured object, and the difference between the operating condition of the historical record value and the current operating condition of the aircraft The degree is below the preset threshold.

2. When the measurement object is any one of unmeasured parameters and/or preset parameters and/or system inherent parameters:

The reference data of the measurement object includes a second permission range or a second permission range; and the second permission range is a joint operation data setting obtained according to the preset value or the aircraft motion balance calculation performed when the set condition is satisfied;

Or the reference data includes a calibration value or a calibration value; the calibration value is a joint operation data setting obtained according to a preset value or an aircraft motion balance calculation performed when the set condition is satisfied;

Or the reference data includes a calibration value and a first permission range, or the reference data is a calibration value and a first permission range; the first permission range is set according to a preset value; and the calibration value is according to a preset value or a satisfaction setting. The joint operation data set obtained by calculating the aircraft motion balance calculation when the condition is determined;

The second license range may be composed of the calibration value and the first license range; the second license range=calibration value + first license range;

3. When the measurement object is any one of the total mass of the aircraft and the quality of the carried item: the reference data of the measurement object includes an actual value or an actual value, or the reference data includes a second permitted range or is a second The permitted range, or the reference data includes an actual value and a first permitted range, or the reference data is an actual value and a first permitted range;

The actual value of the total mass of the aircraft and/or the quality of the carried item can be set in various ways; for example, the actual value of the mass of the carrying item m1 or the total mass m2 of the aircraft that is manually operated by the aircraft; the actual value can also be set according to the measured value. For example, a load cell is provided on the aircraft to measure the quality of the carried item; a second permitted range of the quality of the aircraft can also be manually input; the first permitted range is set according to a preset value; and the second permitted range is determined by the actual value and the first permitted range. Composition; second license range = actual value + first license range;

Preferably,

4A1. The actual value of the total mass of the aircraft and/or the mass of the carried item, and any one or more of the second permitted ranges are set according to the joint operation data obtained by calculating the aircraft motion balance calculated when the set condition is satisfied; or

4A2. The actual value of the total mass of the aircraft and/or the quality of the carried item, and any one or more of the second permitted ranges are set according to historical values; or,

4A3. The actual value of the total mass of the aircraft and/or the quality of the carried item, and any one or more of the second permitted ranges are set according to preset values.

The excess (ie, exceeding) of the present invention includes any one or more of a plurality of upper limit values and less than a certain lower limit value;

The case of 1A1 described herein may specifically include any one or two of the following 1A11 and 1A12;

1A11. The difference between the current (or t1) joint operation data and the actual value is greater than the first upper limit value;

1A12. The difference between the current (or t1) joint operation data and the actual value is less than the first lower limit value;

The case of 1A2 described herein may specifically include any one or two of the following 1A21 and 1A22;

1A21. The (current (or t1)) joint operation data is greater than the second upper limit value;

1A22. The (current (or t1)) joint operation data is less than the second lower limit value;

The case of 1A3 described herein may specifically include any one or two of the following 1A31 and 1A32;

1A31. The actual value is greater than an upper limit value of the second reference data;

1A32. The actual value is less than a lower limit value of the second reference data;

In summary, 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 includes or is an actual value (or the reference data includes the actual value and the first upper limit value); determining whether the difference between the current (or t1) joint operation data and the actual value is greater than the first upper limit value;

2A2. The reference data includes or is an actual value (or the reference data includes an actual value and a first lower limit value); determining whether the difference between the current (or t1) joint operation data and the actual value is less than the first lower limit value;

2A3. The reference data includes or is an actual value; determining whether the actual value is greater than an upper limit value set according to the (current (or t1)) joint operation data;

2A4. The reference data includes or is an actual value; it is judged whether the actual value is smaller than a lower limit value set according to the (current (or t1)) joint operation data.

2A5. The reference data includes or is the second upper limit value; whether the (current (or t1)) joint operation data is determined Greater than the second upper limit;

2A6. The reference data includes or is the second lower limit value; it is determined whether the (current (or t1)) joint operation data is less than the second lower limit value.

The invention allows the second range of the measurement object to be within the range of the safety value of the measurement object; for details, see Example 1, Example 2 below, which is a preferred rule set by the value range of the reference data (second range) ;

Example 1: If the aircraft speed is measured, assume that its (upper limit) safety value is 1200KM/H (obviously, this value is the upper limit of the safety range; the lower limit of the safety range of this parameter (ie speed) Usually 0;), assuming the aircraft is running at 600KM/H, the actual value is usually set to 600KM/H, then the second upper limit is usually set between 700-800KM/H, then the second lower limit Usually set to between 400-500KM/H; obviously, the second upper limit of the measured object is far less than the upper limit of 1200KM/H in the safe range; at this time, the second lower limit of the measured object is far. Above the lower limit of the safety range 0); if the joint operation data of the aircraft running speed is greater than the second upper limit value or less than the second lower limit value, the flight condition judgment result will be abnormal, so that Realize monitoring protection; at this time, the measured object (joint computing data) is far beyond the security scope;

As described in the exemplary methods 4 and 5 of the reference data setting described herein, the source dynamic parameters, the mechanical operating parameters, and the mass-changing item qualities have the same feature type (both of which are measurement objects whose amplitudes may vary greatly), and may be used as classes. The same reference data setting method (if both the actual value and the reference data can be set by the measured value), it is obvious that when the measurement object is the source dynamic parameter with the same feature type (the amplitude may vary greatly), the quality of the quality change item For any of the parameters, reference may also be made to the value range setting method of the reference data of the foregoing example 1, that is, setting the second upper limit value of the measurement object to be lower than (ie, smaller than) the upper limit value of the safety range, and setting The second lower limit of the estimated object is higher (i.e., greater than) the lower limit of the safe range.

Example 2: If the mass of the carried item is the object of measurement, the safe value of the upper limit is assumed to be 70 people/5600KG (obviously, this value is the upper limit of the safety range; the safety of this parameter (that is, the quality of the loaded item) The lower limit of the range is usually 0;), assuming the actual load of the aircraft is 40 people / 3200KG, the actual value is usually set to 3200KG, then the second upper limit is usually set to 4800KG, then the second lower limit will usually Set to 1600KG; obviously, that is, the second upper limit of the measurement object is far below (that is, less than) the upper limit of the safety range of 5600KG; at this time, the second lower limit of the measurement object is much higher than (that is, greater than) the lower limit value (0KG) of the safety range; if the joint operation data of the quality of the carried item is greater than the second upper limit value or less than the second lower limit value, the flight condition judgment result will be It is an abnormality, so that monitoring protection can be realized; at this time, the joint calculation data (the joint operation data) is far beyond the safe range;

Obviously, when the measured object is the total mass of the aircraft, it is naturally also possible to use the method of setting the value range of the same reference data; the lower limit of the safety range of the total mass of the aircraft is usually the value of the no-load mass m0, the total aircraft The upper and lower limits of the safety range of the mass are usually the sum of the upper limit value and the no-load mass m0 value of the safe range of the quality of the carried goods.

The above example 1, the example 2 clearly shows;

Preferably, the sum of the first upper limit value and the actual value is less than the upper limit value in the safe range;

Preferably, the absolute value of the first upper limit value is as small as possible; the sensitivity of the monitoring can be improved, but the absolute value cannot be too small to reduce the false trigger rate of the monitoring;

Preferably, the sum of the first lower limit value and the actual value is greater than a lower limit value in the safe range;

Preferably, the absolute value of the first lower limit value is as small as possible; the sensitivity of the monitoring can be improved, but the absolute value cannot be too small to reduce the false trigger rate of the monitoring;

Generally, the second upper limit value is greater than the actual value; preferably, the second upper limit value is less than the upper limit value of the safety range;

Generally, the second lower limit value is smaller than the actual value; preferably, the second lower limit value is greater than the lower limit value in the safe range;

Further, the closer the second upper limit value and/or the second lower limit value are to the actual value, the sensitivity of the monitoring can be improved, but a certain amount of difference must be maintained with the actual value to reduce the false trigger rate of the monitoring. ;

In the prior art solutions, only the joint operation data of the quality of the carried item (that is, the quality of the carried item) is higher than the upper limit value (5600 KG) of the safe range or less than the lower limit value (0) of the safe range. Respond; just fly The total mass of the machine is in the safe range (maximum (ie upper limit), minimum (ie lower limit)) (ie the upper limit of the total mass of the aircraft in the safe range and the lower limit of the safe range) Medium), (even if 30 of the 40 people crashed) will make a false judgment of the normal flight condition (safety status).

8A1. If the measurement object is any one of a source dynamic parameter, a mechanical operation parameter, a mass change item quality, and/or if the measurement object is a measurable parameter, and/or if the measurement object is to be measured The parameter is: 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 value of the reference data and the time value of the joint operation data (that is, the current (or t1) Time)) within a preset time range;

8A2. If the measurement object is any one of a source dynamic parameter, a mechanical operating parameter, a mass change item quality, and/or if the measurement object is a measurable parameter, and/or if the measurement object is to be measured Parameter, the actual value of the measurement object is set according to the historical record value of the measurement object, and the flight condition of the historical record value and the value of the joint operation data (that is, the current (or The difference degree of the flight condition of the time t1)) is lower than a preset threshold, and the historical record value includes any one or two kinds of data of the historical record original value and the historical record actual value;

8A3. If the measurement object is any of the total mass of the aircraft, the mass of the carried item, the quality of the no-load, the inherent parameters of the system, and/or if the object of measurement is an unmeasurable parameter, and/or if the object of measurement is Preset parameter: when any one or more of the actual value, the second upper limit value, and the second lower limit value in the reference data is based on a preset value or a set condition is satisfied (that is, when t0) The acquired joint operation data of the measurement object is set; the preset value is a preset reasonable value or an actual value; and from a preset path, the preset value includes a system preset value and/or a manual input value, The system presets include historical values and/or fuzzy algorithm values and/or system defaults.

In addition to the setting rules of the above-mentioned range, the reference data of the present invention needs to consider two aspects; one is the data property of the reference data (including the data type/path of data acquisition); the other is the value of the reference data. Or set the time;

The data type of the reference data of the present invention and/or the method for obtaining the data may include the measured value, the command value, the virtual estimated value, the learned value of the current running, the system preset value, the manual input value, and the like; wherein the system The preset value can be divided into historical record value, fuzzy algorithm value, system default value, etc. Obviously, the system preset value and the system set value have the same meaning, and the two are equivalent.

The reference data includes various setting modes and times according to different measurement objects, and the following content is a specific setting scheme of the reference data (such as selection of data source or value path, setting mode, and value) The usual rules of time, etc. (refer to the demonstration method of data setting 1, 2, 3, 4, 5, 6):

Model Method 1:

When the measured object is the total mass of the aircraft of the aircraft (such as a passenger airliner, cargo transporter, bomber) whose total mass magnitude may vary greatly (obviously, the magnitude (ie, size) may vary greatly, referring to a different During the period of time when the aircraft is controlled by the power unit (ie, in different operating procedures), the upper or lower unit of the person or cargo may cause the total mass of the aircraft to vary greatly (ie, change); It is not convenient to obtain the measured value during the operation of the aircraft (such as weighing by the scale), but the value is usually unchanged during the operation of the aircraft (obviously, that is, in the current running process, the total mass value of the aircraft changes little or The preferred method is to set reference data according to the joint operation data of the measurement object acquired when the set condition is satisfied (that is, at time t0) (and the key target is the actual value or the second range (the second of which is the second The upper limit value and/or the second lower limit value)); that is, any one or more of the actual value in the reference data, the second range (the second upper limit value and/or the second lower limit value) Data root When the set condition is satisfied of the acquired data set combined operation;

Obviously, during operation that is not "satisfying the set conditions (ie, t0)" (ie, the aircraft is running Most of the running time), naturally, it is not necessary to repeatedly set the reference data;

The technical solution is one of the core ideas of the present invention, because the total mass of the aircraft of the aircraft may vary greatly in each different operation process. By adopting the technical solution, a self-learning mechanism is basically established, which can automatically follow the load. Normally changing and flexibly adjusting the reference data (the key target is the actual value or the second range (the second upper limit and/or the second lower limit)); on this basis, the monitoring sensitivity can be improved and the environmental change can be improved. adaptability.

Demonstration method 2: When the measured object is the total mass of the fixed-width aircraft (such as an unmanned aerial vehicle, an unmanned aerial vehicle, or an aircraft with a relatively constant total mass of the aircraft), the preferred method is to pass the preset value of the measured object. Setting reference data (especially for the system default value in the system preset value), setting the second range (the second upper limit value and/or the second lower limit value); that is, the second range in the reference data ( The second upper limit value and/or the second lower limit value may be set according to a preset value (especially the system default value in the system preset value); the set time of the reference data may be before the current running of the aircraft It can also be used at the beginning of the system power-on; obviously, during the operation of "before the aircraft is running" or not at the beginning of the operation (that is, most of the running time of the aircraft), it is natural that The reference data is set repeatedly and repeatedly; of course, the reference data may be set according to the joint operation data of the measurement object acquired by the flight dynamic balance calculation when the set condition is satisfied (that is, at time t0), when the set condition is satisfied Carry out The flight dynamic balance calculation is also a prior flight dynamic balance calculation.

Demonstration method 3: When the measurement object is a system inherent parameter (such as rolling resistance coefficient, efficiency coefficient), such parameters are not easy to actually measure in the operation of the aircraft, but the parameters are relatively stable during normal operation of the aircraft, even if The change also has relatively stable rules (such as following speed, mileage, time of use, etc.); that is, the actual value and the second range in the reference data of the measured object (the second upper limit and/or the first The second lower limit value can be set based on the preset value (especially the system default value in the system preset value), of course, it can also be set by other types of system preset values; or according to the historical record value, the fuzzy algorithm Value, manual input value, etc.; of course, the actual value and the second range (the second upper limit and/or the second lower limit) of the reference data of the measurement object may also be based on when the set condition is satisfied (that is, at t0), the joint operation data of the measurement object obtained by the calculation of the flight dynamic balance is set to reference data, and the flight dynamic balance calculation performed when the set condition is satisfied is also a kind of prior flight. Power balance calculation;

The set time of the reference data can be either before the current operation of the aircraft or at the beginning of the current operation; obviously, when it is not "satisfying the set conditions" or "before the aircraft is running" or not During the initial operation period (that is, most of the running time of the aircraft operation), it is natural to repeatedly set the reference data multiple times;

When the measurement object is a system-specific parameter, the subsequent embodiment B-4 (that is, the embodiment 36 in the prior priority document), the embodiment B-5 (that is, the embodiment 37 in the prior priority document), and the embodiment B- 6 (that is, the embodiment 38 in the former priority document) is a reference example; as for how to specifically set or judge "when the set condition is satisfied", it can be naturally referred to the embodiment B-1 (that is, in the former priority document) Embodiment 34), the embodiment B-2 (that is, the embodiment 35 in the prior priority document), the embodiment C-1 (that is, the embodiment 41 in the prior priority document), and the like;

Model Method 4:

(Technical Solution 8A1 - Source Power Parameters - Description of Reference Data Based on Actual Measurement Values):

When the measurement object is any one of the source dynamic parameter, the mechanical operation parameter, and the quality change item quality whose amplitude may vary greatly: the preferred method sets the reference data according to the measured value, and the focus is on setting the reference data. Actual value and/or second range (the second upper limit value and/or the second lower limit value); subsequent embodiment 40, embodiment 42, and embodiment 43 are reference examples; of course, it is also allowed according to the command value or The measured estimated value sets the reference data. (Obviously, the magnitude may vary significantly, meaning that even in the same period of time when the aircraft is controlled by the powerplant (ie, in the same operational process), the magnitude may vary significantly); 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 command value, and the time value of the reference data and the joint operation data are taken. The value time is within a preset time range (ie, synchronized);

The measured value can truly represent the condition of the flight parameters; of course, it is also allowed to set the reference data according to the current command value. The parameters that can be measured by the typical command value are speed, acceleration, etc.; the mass of the quality change type can also be set by the measured value. ;

(Technical Solution 8A1 - Source Power Parameters - Implementation Details Based on Actual Measurement Values -)

When the measured object is any one of the source dynamic parameter, the mechanical operating parameter, and the mass change type item quality, because the actual value or the second range in the reference data (the second upper limit value and/or the second lower limit value) ) may change rapidly, so you can obtain the measured value, command value and other data of the measured object, and set the actual value or the second range in the reference data according to it (the second upper limit and/or the second lower limit) Value); and the time value of the reference data and the joint operation data should be limited to a preset time range; the smaller the time range is, the better; when the vehicle speed is 600KM/H, the frequency is 10KM per minute. About 165 meters, 1 second can be different by 165 meters, 10 milliseconds difference is 1.65 meters; the time range can be set to use the maximum flight speed of the aircraft to handle the abnormal speed of the CPU, such as 100M frequency can be 100,000 times in 1 millisecond Single cycle instruction operation;

(Technical Solution 8A1 - Source Power Parameters - Benefits of Setting Reference Data Based on Measured Values):

When the measurement object is any one of the source dynamic parameter, the mechanical operation parameter, and the quality change type item quality, the reference data is set according to the measured value or the command value or the measured value, so that the abnormal monitoring sensitivity of the flight condition can be improved;

Since the time value of the reference data and the value of the joint operation data need to be within a preset time range (ie, synchronization), it is obvious that when the time value of the reference data is out of the preset time range, then The reference data needs to be newly set to satisfy the condition that the value of the reference data and the value of the joint operation data are within a preset time range (ie, synchronization).

Model Method 5:

(Technical Solution 8A2 - Source Power Parameter - History Value Setting Reference Data-1: Description):

When the measurement object is any one of the source dynamic parameter, the mechanical operation parameter, and the quality change item quality whose amplitude may vary greatly, there is still a possibility to set the reference value according to the historical record value of the measurement object. And when the historical record value includes any one or two of the historical record original value and the historical record actual value, and the actual value or/and the second range of the reference value is set according to the data (the second upper one) The limit value and/or the second lower limit value), the difference between the flight condition at the time of taking the value of the data and the flight condition at the time of the value of the joint operation data is lower than a preset threshold;

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 may be set according to the historical record value of the measurement object, and the flight condition at the time of the value of the historical record value The degree of difference between the flight condition and the value of the joint operation data is lower than a preset threshold, and the historical record value includes any one or two kinds of data of the historical record original value and the historical record actual value;

(Technical Solution 8A2 - Source Power Parameter - History Value Setting Reference Data-2: Implementation):

The preset deviation value is set according to the historical difference value; for the detailed scheme, see "*** According to historical record value - technical solution for setting reference data" - implementation details

If the actual value or/and the second range (the second upper limit and/or the second lower limit) in the reference data are set based on the historical original value or the historical actual value, the flight conditions must be as uniform as possible; for example When the measured object is the source dynamic parameter, when the value of the joint operation data is close to the flight condition of the value of a certain historical record value (the values of the flight condition correlation factors of multiple cores are similar; for example, the total mass value of the aircraft, The values of the slope, speed, acceleration and other parameters are similar. The source dynamic parameter values of the two different time values may be similar at the same time; the specific flight conditions (such as the number of core flight condition correlation factors, each data) The weight of the weight and the threshold of the difference of the flight condition correlation factors are set and adjusted by the user; the more relevant parameters, the more reasonable the weight setting, and the smaller the difference threshold is, the higher the calculation/monitoring accuracy is;

(Technical Solution 8A2 - Source Power Parameter - History Value Setting Reference Data - 3: Effect):

In summary, using historical values to set the actual value of the rapidly changing measured object provides a completely new technical choice that compensates for the inadequacy of the previous measures that must be measured.

Exemplary method 6: setting the reference data according to the historical record value of the measurement object;

The preferred method is: when the measurement object is any one of the source dynamic parameter, the mechanical operation parameter, the quality change item quality, the aircraft total mass, and the system inherent parameter (usually any flight parameter), according to the history record The difference setting preset deviation value (that is, the first lower limit value and/or the first upper limit value), that is, the preset deviation value (that is, the first lower limit value and/or the first upper limit value) may be According to the history difference setting; for detailed operation, see "*** According to historical value - technical solution for setting reference data" - Implementation details

Subsequent flight condition abnormality determination/execution is usually performed after the reference data has been set, which simplifies the system.

Embodiment 1 and Embodiment 10 (the measured object is the thrust T, which is one of the source dynamic parameters); Embodiment 2, Embodiment 6, and Example 11 (the measured object is the total mass m of the aircraft); Embodiment 3: Implementation Example 12 (the measured object is the resistance D, the type of which is one of the mechanical operating parameters in the system operating parameters); the embodiment 4, the embodiment 8, the embodiment 14 (the measured object is the gravitational acceleration g, and the type is the system operating parameter) One of the system intrinsic parameters in the system); Embodiment 5 (the measurement object is acceleration)

The type is one of the mechanical operating parameters in the system operating parameters); Embodiment 7, Example 13 (the measuring object is lift L, the type is one of the mechanical operating parameters in the system operating parameters); Example 9 ( The measurement object is speed V, and its type is one of the mechanical operation parameters in the system operation parameters; Example 15 (the measurement object is the rolling resistance coefficient f, and its type is one of the system inherent parameters in the system operation parameters) ( This paragraph has been verified and verified)

Embodiment B-1 (ie, Example 34 in the prior priority document): The monitoring method includes steps A and B:

A: taking the total mass of the aircraft as the measurement object; obtaining the current (or tl) joint operation data of the measurement object, and the specific acquisition manner of the joint operation data m2 of the measurement object may refer to the foregoing embodiment 2 or embodiment 6 or The technical solution of the embodiment 11 is: when the reference data of the measurement object is set, acquiring (for example, reading) the reference data of the measurement object, performing the following step B; when the reference data of the measurement object is not set, The setting of the reference data of the measurement object needs to be performed first, and the setting can be performed by the following A0 scheme:

A0: When the setting condition of the reference data is satisfied (that is, when t0), the setting condition of the reference data (at time t0) can be selected as follows: when the aircraft enters the power plant control operation flow, set the time (for example, 1.0 second or 5 seconds), the joint operation data m2 of the total mass of the aircraft at this time (at time t0) is acquired, and the joint operation data m2 of the total mass of the aircraft at this time (t0) is set as the actual value (that is, the reference value m2_ref) For example, m2_ref=m2, or m2 plus a set value is set to m2_ref; the specific acquisition method of the joint operation data of (t0) can also refer to the foregoing embodiment 2 or embodiment 6. Or the technical solution of Embodiment 11;

The preset deviation value (also referred to as the error threshold or the first range m2_gate) is set according to a preset value (for example, 1/4) and the set actual value (reference value m2_ref); if: m2_gate=m2_ref /4;

B: determining whether the flight condition of the aircraft is abnormal according to the joint operation data m2 of the current object (or at time t1) and the reference data of the measurement object, the reference data including or being the actual value of the measurement object (ie, the reference Value) m2_ref: If |m2-m2_ref|>m2_gate, the set security processing mechanism is started; for example, a voice prompt alarm.

The calculation formula of (|m2-m2_ref|>m2_gate) in this embodiment can also be simply transformed into (m2>m2_ref(1+1/4)) and (m2<m2_ref(1-1/4)) a calculation formula; that is, determining whether the joint operation data is greater than a set second limit value according to an actual value, the second upper limit value is usually greater than an actual value of the measurement object; and/or: determining that the joint operation data is smaller than actual Whether the second lower limit value of the value is set, and the second lower limit value is usually smaller than the actual value of the measurement object;

The essence of the embodiment is: the measured object is the total mass of the aircraft, and the joint operation data of the current measurement object (current (or at time t1)) is acquired, and the actual value of the measurement object is obtained; the actual value (ie, the reference value) is The first range is set based on the preset value based on the joint operation data of the measurement object acquired when the set condition is satisfied (that is, at time t0) (of course, the first range may be further based on the pre- Setting a value and the actual value setting; comparing the joint operation data of the measurement object with the actual value, and determining a difference between the current (or t1) joint operation data of the measurement object and the actual value Whether the first range is exceeded or not.

Alternative 1 of Embodiment B-1: The setting condition of the reference data (at time t0) in Embodiment B-1 is: entering the aircraft by the power unit to control the flight state to reach the set time (eg, 1.0 second or 5 seconds) At any time, any one or more of the following conditions A, B, C, and D can be used as the setting conditions of the reference data (that is, when t0 is selected):

A. If the controller subjectively determines that the current flight condition is normal or the controller thinks that the current conditions are suitable for setting reference data, he may input a “confirm” signal or “select” signal; set the condition as the reference data at this time. (t0);

B. If the aircraft is running to the set speed (such as 5KM/hour), or if the motor drive is running to the set frequency (such as 5HZ);

C. If, based on the above conditions, plus the trigger signal of the aircraft opening and closing door, the second range and/or the preset deviation value may remain unchanged as long as the door does not open and close the door; a plurality of independent power unit control operation time periods may share a second range and/or a preset deviation value;

D. When the displacement of the aircraft reaches a preset value (for example, 10 meters or 100 meters);

Obviously, the setting conditions of the reference data, except for the above examples, when a certain set parameter (such as time or space or displacement or thrust or speed or acceleration or angle of attack/height, etc.) reaches a certain preset value, It can be used as a setting condition of the reference data; the scheme of the setting conditions of the present reference data is applicable to any of the embodiments of the present invention.

Embodiment B-2 (that is, Embodiment 35 in the prior priority document): The monitoring method includes steps A and B:

A: taking the quality of the carried item as the measurement object; acquiring the current (or tl) joint operation data m1 of the measurement object, and the specific acquisition manner of the joint operation data m1 of the measurement object: refer to the foregoing embodiment 2 or the embodiment 6 or the technical solution of the embodiment 11, obtaining the joint operation data m2 of the current (or at t1) total mass of the aircraft; reading the system preset value of the no-load mass m0, and calculating the current (or at t1) The joint operation data m1 of the quality of the carried item can be referred to: m1=m2-m0, and the joint operation data m1 of the mass of the carried item is the indirectly obtained joint operation data; when the reference data of the measurement object is set, the acquisition is obtained. (for example, reading) the reference data of the measurement object, performing the following B step; the reference data of the measurement object includes or is the second range of the measurement object (that is, the second upper limit value and/or the second lower limit value 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 the following A0 scheme:

A0: The relevant status information is automatically set every time the aircraft enters the aircraft for the first time in the flight state controlled by the power unit: “the second upper limit value (reference value m1_ref1) is not set”, “the second lower limit value is not set (reference Value m1_ref2)";

When the setting condition of the reference data is satisfied (that is, at time t0), if the arrival time (for example, 2.0 seconds) of the flight state controlled by the power unit is entered, the quality of the carried item at this time (that is, t0) is acquired. Joint operation data m1, and set a second range (the second upper limit value and/or the second lower limit value) based on the joint operation data m1 of the item quality at this time (that is, at time t0); For the convenience of description and understanding, the present invention describes all values m1 of the total mass of the aircraft as the basis for setting the second range (the second upper limit value and/or the second lower limit value thereof) as m1_org; m1_org=m1, The m1 value is the joint operation data of the quality of the carried item obtained when the setting condition of the reference data is satisfied (that is, when t0); the specific acquisition manner of the joint operation data can also be referred to the scheme in step A, and the first acquisition is obtained when t0 is obtained. The joint operation data m2 of the total mass of the aircraft; the system preset value of the no-load mass m0 is read, and the joint operation data m1 of the mass of the carried item at t0 is calculated, and the calculation formula can refer to: m1=m2-m0;

For example, multiplying the value of m1 (that is, m1_org) at this time (that is, t1) by a coefficient greater than 1 (such as 1.2 or 1.3) is set as the second upper limit value (m1_ref1), and a state information is automatically set: " The second upper limit value (m1_ref1) has been set; m1_ref1=m1_org*1.2;

If the difference between this time (that is, t0) m1 (that is, m1_org) and a set value Δ2 is set as the second lower limit value (m1_ref2, that is, the second lower limit value), and a state is automatically set. Information: "The second lower limit value (m1_ref2) has been set"; m1_ref2 = m1_org - Δ2, Δ2 = 30KG;

B: When the state information is "the second upper limit value (m1_ref1) is set", the flight state of the aircraft is judged based on the joint operation data m1 of the current (or at t1) of the measurement object and the reference data of the measurement object. Whether it is abnormal, the reference data includes a second upper limit value m1_ref1: that is, whether or not (m1>m1_ref1) is established;

If the judgment result is yes (m1>m1_ref1), the set security processing mechanism is started; for example, the sound and light alarm is generated, and the alarm information is output to the network system;

When the state information is "the second lower limit value (m1_ref2) has been set", the flight state of the aircraft is judged based on the joint operation data (m1) of the current object (or at time t1) and the reference data of the measurement object. Whether it is abnormal, the reference data includes a second lower limit value (m1_ref2): whether or not (m1 < m1_ref2) is established;

If the judgment result is yes (m1 < m1_ref2), the set security processing mechanism is started; for example, the sound and light alarm, the alarm information is output to the network system, etc.;

The essence of the embodiment is: the measured object is the quality of the carried item of the aircraft, and the joint operation data of the current measurement object (current (or at time t1)) is acquired, and the reference data of the measurement object is obtained, and the reference data of the measurement object includes or a second range (ie, a second upper limit value and/or a second lower limit value) of the measurement object; comparing the joint operation data of the measurement object with the second range of the measurement object, and determining the measurement object (current (or at time t1) whether the joint operation data exceeds the second range or not (that is, whether the joint operation data of the current measurement object (or current time (or time) is greater than the second upper limit value is satisfied); and/or Whether the joint operation data (current (or at t1)) joint operation data is smaller than the second lower limit value); the setting basis (that is, the actual value) of the second range is based on satisfying the set condition (ie, At t0), the joint calculation data of the acquired measurement object is set, that is, the second range (the second upper limit value and/or the second lower limit value) is based on the actual value, that is, when the set condition is satisfied. (that is, at t0) the joint of the measured objects obtained Set by the operation data, the second upper limit value is usually greater than the actual value of the measurement object;

Embodiment B-2 Alternative 1: The actual value m1_org obtained at (t0) divided by a coefficient greater than 1 (such as 1.5) is set as the second lower limit value (m1_ref2); m1_ref2=m1_org/1.5;

Embodiment B-2 Alternative 2: m1_ref1 is cleared when the first flight into a new aircraft is controlled by the power unit; m1_ref1 is judged when m1_ref1 is not zero (m1>m1_ref1);

Embodiment B-2 Alternative 3: The setting condition of the reference data in Embodiment B-2 is: when the entering aircraft is controlled by the power device to reach the set time (for example, 2.0 seconds); Reference Embodiment B can also be used. Any one or more of the conditions A, B, C, and D described in the alternative 1 of -1 as the setting condition of the reference data, that is, when t0 is selected;

Embodiment B-2 Alternative 4: The second range and/or the preset deviation value described in Embodiment B-2 allows the user to freely adjust manually or systematically; as in the specific case, if the aircraft is allowed to be in operation In the middle of unloading or getting on or off (or even jumping), the user can manually or system freely adjust the second range and / or preset deviation value, or clear the second range and / or preset deviation value and set a status information : "The second range and / or preset deviation value is not set", or reset the second range and / or preset deviation value, etc.;

Of course, under normal circumstances, the aircraft is not allowed to unload or get on and off the passengers during operation (or even tripping). The monitoring system can include this situation (the resulting abnormal changes in the quality of the carried goods) into the monitoring range and trigger the corresponding safety handling mechanism. ;

Embodiment B-3 (that is, the embodiment 39 in the prior priority document): the monitoring method includes steps A and B;

Step A: taking the total mass of the aircraft as the measurement object; acquiring the current (or tl) joint operation data of the measurement object, and the specific acquisition manner of the joint operation data of the measurement object may refer to the foregoing embodiment 2 or embodiment 6 or The technical solution of the embodiment 11; the reference data of the measurement object includes or is the second range of the measurement object (that is, the second upper limit value and/or the second lower limit value); when the reference data of the measurement object is set Timing, obtaining (for example, reading) the reference data of the measurement object, performing the following step B; when the reference data of the measurement object is not set, first setting the reference data of the measurement object, the setting may be The following A0 scheme is used:

A0: If the unmanned automatic aircraft has a mass of 1200 KG, the second range of the measurement object (ie, the second upper limit value and/or the second lower limit value may be acquired based on a preset value (such as a system default value thereof) ); for example, the system presets the second upper limit Value (ie m2_ref1): m2_ref1=1500KG; for example, the second lower limit value (ie m2_ref2) is preset by the system: m2_ref2=800KG;

Step B: Comparing the current (or ti) 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: determining (m2>m2_ref1), (m2<m2_ref2) Whether any one or two conditions are true; if yes, initiate a set security processing mechanism, such as outputting alarm information to the network system;

The essence of the embodiment is that the measurement object is the total mass of the aircraft, and the joint operation data of the measurement object (current (or at time t1)) is acquired, and the second range of the measurement object is obtained (that is, the second upper limit value and/or Or the second lower limit value), comparing the joint operation data m2 and the second range, and determining whether the current (or t1) joint operation data of the measurement object is beyond the second range (that is, determining the current measurement target) And (or at time t1) the joint operation data is greater than the second upper limit value; and/or determining whether the current (or t1) joint operation data of the measurement object is less than the second lower limit value; (ie, the second upper limit value and/or the second lower limit value) may be set based on a preset value (such as a system default value therein), and the second upper limit value is generally greater than a true value of the measurement object, the second The lower limit is usually less than the actual value of the measured object.

Embodiment B-4 (ie, Example 36): The monitoring method includes steps A and B:

A: When the measurement object is the gravity acceleration in the system inherent parameter in the system operation parameter, the current (or t1) joint operation data g (which can also be written as g_cal) of the measurement object, g_cal is equal to g, and the measurement object is obtained. For the specific acquisition manner of the joint operation data g of the gravitational acceleration, reference may be made to the technical solution of the foregoing embodiment 4 or the embodiment 8 or the embodiment 14;

The reference data of the measurement object includes or is the actual value of the measurement object; the actual value of the measurement object (gravity acceleration) is generally readable by the system preset value; the system preset value of the actual value g_ref of the gravity acceleration is usually 9.81 The system preset value of the preset offset value g_gate (that is, the error threshold value, that is, the first range) of the gravitational acceleration g can generally be set to 2.0: g_gate=2.0;

B: Judgment: If |g_cal-g_ref|>g_gate, start the set security processing mechanism: for example, a voice prompt alarm is issued in the network system;

The essence of the embodiment is that the measurement object is a system inherent parameter of the aircraft, and the current operation data of the measurement object (or at time t1) is acquired, and the actual value and the first range of the measurement object are obtained, and the actual value and the first The range is set based on a preset value (such as a system default value in the system preset value); the current (or t1) joint operation data of the measurement object and the actual value of the measurement object are compared, and the current measurement object is determined. Whether the difference between the joint operation data (or at t1) and the actual value exceeds the first range is established.

Embodiment B-5 (ie, Example 37 in the prior priority document): The monitoring method includes steps A and B:

A: When the measurement object is the rolling resistance coefficient of the aircraft, the current (or t1) joint operation data f (which can also be written as f_cal) of the measurement object is obtained, μ1 is equal to f, f_cal is equal to μ1_cal, and the joint of the measurement object For the specific acquisition manner of the operation data, 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 acquisition (for example, reading) The reference data of the measurement object is subjected to the following B step; 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 the following A0 scheme:

A0: The setting of the reference data is selected in the following A0_1, A0_2;

A0_1 (reference data setting mode 1): When the setting condition of the reference data is satisfied (that is, at t0), the setting condition of the reference data (at time t0) can be selected as follows: when the aircraft enters the power device control operation flow At a fixed time (for example, 3.0 seconds) or when the operator inputs a "confirm" signal or a "select" signal, at this time t0; acquire the joint operation data f of the rolling resistance coefficient at this time (t0), at this time ( The joint operation data f of the rolling resistance coefficient at t0) is set to the actual value (that is, the reference value f_ref), for example, f_ref=f, or f is added to a set value and then set to f_ref; The specific acquisition manner of the joint operation data of the rolling resistance coefficient can also refer to the technical solution of the foregoing embodiment 15; the preset deviation value (that is, the error threshold value or the first range) f gate can be set according to the system default value. If the system automatically sets a fixed error threshold: f gate=0.002; the preset deviation value can also be set according to the joint operation data f of the acquired (t0) rolling resistance coefficient, such as f gate=f_ref/5 ;

A0_2 (reference data setting mode 2): Of course, it is also allowed to set the actual value in the reference data according to the system preset value (select the corresponding system default value according to the current airport site or road surface condition, assuming it is 0.005) (reference value) F_ref), such as f_ref=0.005; the preset deviation value (ie, the error threshold or the first range) in the reference data f gate can also be set according to the system preset value (such as f_ref/4), for example: f gate=f_ref/4;

B: Compare the current (or t1) joint operation data (f_cal) of the measurement object with the actual value of the measurement object (reference value f_ref): if |f_cal-f_ref|>f gate, start the set security Processing mechanism: if a voice prompt alarm is issued in the network system;

The essence of the embodiment is that the measurement object is a system inherent parameter (such as a rolling resistance coefficient) of the aircraft, and (the reference data setting mode 1) the first range can be set based on the system default value or based on the setting condition of the reference data. (that is, at t0) the joint operation data setting of the acquired measurement object; the actual value (or reference value) in the reference data can be based on the measurement object acquired when the setting condition of the reference data is satisfied (that is, at time t0) The joint operation data is set; (reference data setting mode 2) the actual value (or reference value) and the first range in the reference data can be set based on the preset value (such as the system default value); the current object of the measurement object is compared ( Or the joint operation data of the time t1 or the actual value of the measurement object, and determine whether the difference between the current (or t1) joint operation data of the measurement object and the actual value exceeds the first range.

Example B-6 (i.e., Example 38 of the prior priority document):

Step A: taking the rolling resistance coefficient of the aircraft as a measurement object; acquiring the current (or t1) joint operation data f (also written as f_cal) of the measurement object, f_cal is equal to f, μ1 is equal to f, and f_cal is equal to μ1_cal, For the specific acquisition manner of the joint operation data f of the measurement object, that is, the rolling resistance coefficient, refer to the technical solution of the foregoing embodiment 15; the reference data of the measurement object includes or is the second range of the measurement object (that is, the second upper limit) a value and/or a second lower limit value), when the reference data of the measurement object has been set, obtaining (using the method of directly reading the preset data) the reference data of the measurement object, 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 the following A0 scheme:

A0: The reference data (the second range (ie, the second upper limit value and/or the second lower limit value)) is set based on a preset value (such as a system default value); any one of the following A0_1 and A0_2 may be selected. Program:

A0_1: If the system setting value f (that is, the actual value or the reference value f in the standard state, which may also be referred to as the calibration value f) when the measurement target is in the standard state, and the set value Δ1 are set as The second upper limit value (S_ref1), S_ref1=f+Δ1; if the product of the system setting value f of the measurement object and 0.8 is set as the second lower limit value (S_ref2), S_ref2=f*0.8; The deviation value Δ1 and the product coefficient 0.8 are preset values (such as the system default value);

A0_2: obtaining a second range (ie, a second upper limit value and/or a second lower limit value) based on a preset value (such as a system default value or a manual input value in a system preset value); generally, the second The upper limit value is greater than the calibration value f, and the second lower limit value is less than the calibration value f;

Step B: Comparing the current (or t1) joint operation data f_cal of the measurement object with the second range of the measurement object (that is, the second upper limit value S_ref1 and/or the second lower limit value S_ref2): if ( When either or both of f_cal>S_ref1) and (f_cal<S_ref2) are satisfied, the set security processing mechanism is initiated: for example, a voice prompt alarm is issued in the network system;

The essence of the embodiment is: when the measurement object is a system inherent parameter (such as a rolling resistance coefficient) of the aircraft, acquiring the current operation data of the current measurement object (or at time t1), and acquiring reference data of the measurement object (second In the range (the second upper limit value and/or the second lower limit value)), determining whether the current (or at t1) joint operation data of the measurement object exceeds the second range (that is, determining the current measurement target) (or when t1) joint operation data is larger than the second Whether the limit value is established; and/or determining whether the current (or t1) joint operation data of the measurement object is less than the second lower limit value; the second range of the reference data of the measurement object (the second of which The limit value and/or the second lower limit value are set based on a preset value; generally, the second upper limit value is greater than a calibration value of the measurement object, and the second lower limit value is smaller than a calibration value of the measurement object .

Example B-7 (i.e., Example 38 of the prior priority document):

Step A: taking the corresponding coefficient K12 of the aircraft as the measurement object; acquiring the current (or t1) joint operation data K12 (also written as K12_cal) of the measurement object, and the specific acquisition manner of the joint operation data of the measurement object can be referred to The foregoing embodiment 16; when the reference data of the measurement object has been set, acquiring (for example, reading) the reference data of the measurement object, performing the following step B; when the reference data of the measurement object is not set, First, the setting of the reference data of the measurement object is performed, and the setting can be performed by the following A0 scheme:

A0_1: If the system setting value K12 (that is, the actual value or the reference value K12 in the standard state or the calibration value K12 in the standard state) and the set value Δ1 in the standard state are set as The second upper limit value (S_ref1), S_ref1=f+Δ2; if the product of the system setting value f of the measurement object and 0.9 is set to the second lower limit value (S_ref2), S_ref2=f*0.9; The deviation value Δ2 and the product coefficient 0.9 are preset values (such as the system default value);

A0_2: obtaining a second range (ie, a second upper limit value and/or a second lower limit value) based on a preset value (such as a system default value or a manual input value in a system preset value);

Step B: Comparing the current (or t1) joint operation data K12_cal of the measurement object with the second range of the measurement object (the second upper limit value S_ref1 and/or the second lower limit value S_ref2): if (K12_cal> When either or both of S_ref1) and (K12_cal<S_ref2) are satisfied, the set security processing mechanism is initiated: if a voice prompt alarm is issued in the network system;

The essence of the embodiment is: when the measurement object is a system inherent parameter of the aircraft (such as the corresponding coefficient K12), acquiring the joint operation data of the current object (or at time t1) of the measurement object, and acquiring reference data of the measurement object (second In the range (the second upper limit value and/or the second lower limit value)), determining whether the current (or at t1) joint operation data of the measurement object exceeds the second range (that is, determining the current measurement target) Whether the joint operation data (or at t1) is greater than the second upper limit value; and/or determining whether the current (or t1) joint operation data of the measurement object is smaller than the second lower limit value; The reference data (the second range (the second upper limit value and/or the second lower limit value)) is set based on the preset value; generally, the second upper limit value is greater than the calibration value of the measurement object, 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 the measurement object; acquiring the current (or t1) joint operation data T of the measurement object, the joint operation data T can be represented by T_cal for the convenience of identification; the measurement object is also the joint of the thrust of the aircraft For the specific acquisition manner of the operation data T (that is, T_cal), refer to the technical solution of Embodiment 1 or Embodiment 10; when the reference data of the measurement object is set, the measurement object is acquired (read or measured). For reference data, perform the following step B; when the reference data of the measurement object is not set, the following A0 scheme can be used:

A0: The current (or t1) measured value T of the measured object (ie, the thrust of the aircraft) can be obtained by referring to the aforementioned method for acquiring the thrust of the aircraft based on the non-thrust source power parameters, based on the current (or at t1) The measured value T sets the actual value of the measured object (for example, the actual value can be directly set equal to the measured value T); the second range of the measured object is set based on the measured value/that is, the actual value (ie, the second upper limit value) And/or the second lower limit value); if the second upper limit value S_ref1 is set: S_ref1=T*1.2; if the second lower limit value S_ref2 is set: S_ref2=T*0.8; or the preset deviation value is set ( also may Called the error threshold or the first range) T_gate is: T_gate=T/5;

Step B: determining whether the flight condition of the aircraft is abnormal according to the joint operation data T_cal of the current object (or at time t1) and the reference data of the measurement object; specifically, any one or more of the following B1 and B2 may be selected. Program:

B1, when the reference data includes or is the second range (the second upper limit value S_ref1 and/or the second lower limit value S_ref2): if any one or two of (T_cal>S_ref1), (T_cal<S_ref2) When the conditions are met, the set security processing mechanism is activated: for example, a voice prompt alarm is issued in the network system;

B2. When the reference data includes or is the actual value (that is, the measured value T) and the first range: if any one or two of (T_cal>S_ref1) and (T_cal<S_ref2) are satisfied, the setting is started. Security processing mechanism: such as issuing a voice prompt alarm in the network system;

Example B-9:

Step A: taking the fuel consumption rate fm4 of the fuel injection system on the injection output side of the aircraft as the measurement target; acquiring the current (or t1) joint operation data fm4 of the measurement object, and the joint operation data is convenient for identification. Fm4 may be represented by fm4_cal; the specific acquisition of the joint operation data of the measurement object may refer to the foregoing embodiment 17: the reference data includes or is the second range (ie, the second upper limit value and/or the second lower limit value), when When the reference data of the measurement object has been set, the reference data of the measurement object is acquired (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 may be used. set:

A0: The fuel consumption rate of the fuel injection system on the injection output side can be measured by the flow sensor, and the current (or t1) measured value fm4 of the measurement object (that is, the fuel consumption rate of the fuel injection system injection output side) can be obtained, based on the current The measured value fm4 of (or at t1) sets the actual value of the measured object (for example, the actual value can be directly set equal to the measured value fm4), and the second range is set according to the measured value/that is, the actual value (of which The second upper limit value and/or the second lower limit 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;

Step B: Comparing the current (or t1) joint operation data fm4_cal of the measurement object with the second range of the measurement object (ie, the second upper limit value and/or the second lower limit value): if (fm4_cal> When either or both of S_ref1) and (fm4_cal<S_ref2) are satisfied, the set security processing mechanism is activated: for example, a voice prompt alarm is issued in the network system;

Example B-10:

Step A: taking the output electric power P2o of the motor driving device in the source power parameter of the aircraft as a measurement object; acquiring the current (or t1) joint operation data P2o of the measurement object, and the joint operation data P2o can be represented by P2o_cal for convenience of identification. For the acquisition of the joint operation data of the measurement object, refer to the foregoing Embodiment 18:

The reference data includes or is a second range (ie, a second upper limit value and/or a second lower limit value), and when the reference data of the measurement object is set, the acquisition (acquired by directly reading the data) For the reference data of the measurement object, the following step B is performed; when the reference data of the measurement object is not set, the following A0 scheme can be used:

A0: Obtain the current (or t1) P2o measured value of the output electric power of the motor drive device, and set the actual value of the measured object based on the current (or t1) P2o measured value (for example, the actual value may be directly set to be equal to The P2o measured value), and according to the measured value / that is, the actual value, the second range (the second upper limit value and / or the second lower limit value); if the second upper limit value S_ref1: S_ref1 is set =P2o*1.2; if the second lower limit value S_ref2 is set: S_ref2=P2o*0.7;

Step B: Comparing the current (or ti) joint operation data P2o_cal of the measurement object with the second range of the measurement object (the second upper limit value and/or the second lower limit value): if (P2o_cal> When either or both of S_ref1) and (P2o_cal<S_ref2) are satisfied, the set security processing mechanism is activated: for example, a voice prompt alarm is issued in the network system;

The essential technical solutions of the embodiment B-8, the embodiment B-9, and the embodiment B-10 are: when the measurement object is the source dynamic parameter, the actual value can be set according to the measured value of the measurement object, and the second upper limit Value and / or second lower limit can be based on the measured a value (ie, an actual value) and a preset value setting, the second upper limit value is usually greater than the actual measured value (ie, the actual value); the second lower limit value is usually smaller than the measured value (ie, the actual value); The current operation data of the current object (or at time t1) and the second range of the measurement object (ie, the second upper limit value and/or the second lower limit value) determine the current measurement object (or t1) Whether the joint operation data is greater than the second upper limit value and/or whether the joint operation data is smaller than the second lower limit value is established.

Example B-11:

Step A: taking the lift of the aircraft as the measurement object; acquiring the current (or t1) joint operation data L of the measurement object, the joint operation data L may be represented by L_cal for the convenience of identification, and L_cal is equal to the joint operation data L; the measurement object For example, the specific acquisition manner of the joint operation data L (ie, L_cal) of the lift of the aircraft can be referred to the technical solution of the foregoing embodiment 7 (or the embodiment 13); when the reference data of the measurement object is set, the acquisition is performed ( The reference data of the measurement object can be obtained by directly reading the 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 used:

A0: The current (or t1) measured value L of the measured object (that is, the lift of the aircraft) can be obtained by referring to the foregoing example 1 of the method for obtaining the lift L, based on the current (or t1) measured value L. Setting the actual value in the reference data (for example, the actual value can be directly set equal to the measured value L), and setting the second range according to the measured value / that is, the actual value (the second upper limit and/or the first 2 lower limit value); if the second upper limit value S_ref1 is set: S_ref1=L*1.5; if the second lower limit value S_ref2 is set: S_ref2=L*0.6;

Step B: judging whether the flight condition of the aircraft is abnormal according to the current operation data L_cal of the measurement object (or at time t1) and the reference data of the measurement object, the reference data includes a second range (the second upper limit value thereof) And/or the second lower limit value): if either or both of (L_cal>S_ref1) and (L_cal<S_ref2) are met, the set security processing mechanism is activated: if a voice prompt alarm is issued in the network system .

Example B-12:

Step A: taking the resistance of the aircraft as the measurement object; acquiring the current (or t1) joint operation data D of the measurement object, for the convenience of identification, the joint operation data D can be represented by D_cal, and D_cal is equal to the joint operation data D; the measurement object For example, the specific acquisition manner of the joint operation data D (ie, D_cal) of the lift of the aircraft can be referred to the technical solution of the foregoing embodiment 3 (or the embodiment 12); when the reference data of the measurement object is set, the acquisition is performed ( The reference data of the measurement object can be obtained by directly reading the 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 used:

A0: The current (or TT) measured value D of the measured object (that is, the resistance of the aircraft) can be obtained by referring to the foregoing example 1 of the method for obtaining the resistance D, based on the current (or TT) measured value D. Setting the actual value in the reference data (for example, the actual value can be directly set equal to the measured value L), and setting the second range according to the measured value / that is, the actual value (the second upper limit and/or the first Second lower limit value); if the second upper limit value S_ref1 is set: S_ref1=D*1.5; if the second lower limit value S_ref2 is set: S_ref2=D*0.6;

Step B: determining whether the flight condition of the aircraft is abnormal according to the current (or TT) joint operation data D_cal of the measurement object and the reference data of the measurement object, the reference data including the second range (the second upper limit value thereof) And/or the second lower limit value): if any one or both of (D_cal>S_ref1) and (D_cal<S_ref2) are met, the set security processing mechanism is activated: if a voice prompt alarm is issued in the network system .

Example B-13:

Step A: taking the acceleration of the aircraft as the measurement object; acquiring the current (or t1) joint operation data a of the measurement object (ie,

), in order to identify the convenience of the joint operation data

A_cal can be used to indicate that a_cal is equal to the joint operation data.

The calculation object is also the joint operation data of the acceleration of the aircraft

For the specific acquisition manner of the a_cal, reference may be made to the technical solution of the foregoing embodiment 5; when the reference data of the measurement object has been set, the reference data of the measurement object (obtained by directly reading the data may be obtained), Perform the following step B; when the reference data of the measurement object is not set, the following A0 scheme can be used:

A0: The current (or t1) measured value a (ie, the acceleration of the aircraft) can be obtained by using an acceleration sensor or an airspeed tube (ie,

), based on the current (or t1) measured value a (ie

Setting the actual value in the reference data (for example, the actual value can be directly set equal to the measured value L), and setting the second range according to the measured value, that is, the actual value (the second upper limit value and/or The second lower limit 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;

Step B: determining whether the flight condition of the aircraft is abnormal according to the joint operation data a_cal of the current object (or at time t1) and the reference data of the measurement object, the reference data including the second range (the second upper limit value thereof) And/or the second lower limit value): if any one or both of (a_cal>S_ref1) and (a_cal<S_ref2) are met, the set security processing mechanism is activated: if a voice prompt alarm is issued in the network system ;

The essential technical solutions of the embodiment B-10, the embodiment B-11, and the embodiment B-12 are: when the measurement object is a mechanical operation parameter in the system operation parameter, the actual value can be set according to the measured value of the measurement object, The second upper limit value and/or the second lower limit value may be set according to the measured value (ie, the actual value) and the system preset value, and the second upper limit value is usually greater than the measured value (ie, the actual value); The second lower limit value is usually smaller than the measured value (that is, the actual value); determining whether the current (or t1) joint operation data of the measurement object is greater than the second upper limit value and/or determining that the joint operation data is smaller than the first Whether the second lower limit is established.

Example B-13:

Step A: taking the electromagnetic torque Te of the motor as a measurement object; acquiring the current (or t1) joint operation data T _e-cal of the measurement object; the specific acquisition mode of the joint operation data T _e-cal of the measurement object may be Referring to the foregoing alternative embodiment 1 of the embodiment 1, when the reference data of the measurement object has been set, acquiring (acquiring the data directly by reading) the reference data of the measurement object, performing the following step B; When the reference data of the measurement object is not set, the following A0 scheme can be used:

A0: The current (or ti) measured value Te output based on the read motor driver (calculated by the internal current-based measured value), based on the current (or t1) measured value Te, is set in the reference data. The actual value (for example, the actual value can be directly set equal to the measured value L), and the second range (the second upper limit value and/or the second lower limit value) is set according to the measured value or the actual value; For example, 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;

Step B: determining whether the flight condition of the aircraft is abnormal according to the current (or tl) joint operation data T _{e-cal of} the measurement object and the reference data of the measurement object, the reference data including the second range (the second of which Upper limit value and/or second lower limit value): If either or both of (T _e-cal >S_ref1) and (T _e-cal <S_ref2) are satisfied, the set security processing mechanism is activated: For example, a voice prompt alarm is issued in the network system.

Example B-14:

Step A: taking the acceleration a _x in the horizontal direction of the class B aircraft as a measurement object; acquiring the current (or t1) joint operation data a _x-cal of the measurement object; the joint operation data of the measurement object a _{x- For} the specific acquisition manner of the _cal , refer to the technical solution of the foregoing embodiment 7; when the reference data of the measurement object has been set, obtain (reference data can be obtained by directly reading the data) the reference data of the measurement object, and perform the following steps. B; When the reference data of the measurement object is not set, the following A0 scheme can be used:

A0: The current (or t1) measured value a _{x of the} measured object (that is, the acceleration of the aircraft) may be obtained by using an acceleration sensor or an airspeed tube, and the reference data is set based on the current (or t1) measured value a _x . The actual value in the middle (for example, the actual value can be directly set equal to the measured value L), and the second range (the second upper limit and/or the second lower limit) is set according to the measured value or the actual value If the second upper limit value S_ref1 is set: S_ref1 = a _x * 1.5; if the second lower limit value S_ref2 is set: S_ref2 = a _x * 0.6;

Step B: determining whether the flight condition of the aircraft is abnormal according to the joint operation data a_cal of the current object (or at time t1) and the reference data of the measurement object, the reference data including the second range (the second upper limit value thereof) And / or the second lower limit): if any one or two of (a _x-cal > S_ref1), (a _x-cal <S_ref2) are met, then the set security processing mechanism is initiated: as in the network A voice prompt alarm is issued in the system;

The essential technical solution of Embodiment B-8 is: when the measurement object is a mechanical operation parameter in the system operation parameter, the actual value may be set according to the measured value of the measurement object, the second upper limit value and/or the second lower limit. The value can be set according to the measured value (that is, the actual value) and the system preset value, and the second upper limit value is usually greater than the measured value (that is, the actual value); the second lower limit value is usually smaller than the measured value (also That is, the actual value); determining whether the current (or t1) joint operation data of the measurement object is greater than the second upper limit value and/or determining whether the joint operation data is smaller than the second lower limit value.

In the normal case, the joint calculation data, the actual value, the reference data, and the like of the measurement object of the present invention refer to the amplitude/size of the parameter, unless otherwise limited or/or additional description; of course, the measurement object itself It can be a time parameter, such as acceleration response time, deceleration response time, parameter change rate, etc.; for example, the measurement object can be either cylinder pressure or cylinder pressure change rate, that is, the difference of cylinder pressure per unit time; The object can be either the speed, the rate of change of the speed / that is, the acceleration, or the rate of change of the acceleration / that is, the jerk;

Embodiment C-1 (that is, Embodiment 41 in the prior priority document): (This embodiment is a preferred embodiment of the monitoring method provided by the present invention)

The monitoring method includes steps A, B, and C;

The flight conditions are: when the aircraft is taxiing on the ground;

Step A: This step includes step A1, step A2, and step A3;

Step A1: taking the total mass of the aircraft as the measurement object, referring to the scheme of the foregoing embodiment 2 or the embodiment 6 or the embodiment 11, obtaining the joint operation data of the current (or tl) of the total mass of the aircraft;

Step A2: Step A3 can be directly executed after the reference data has been set; when the reference data is not set, the following steps can be first performed to set the reference data:

Setting the actual value of the measured object: When the operating speed of the aircraft reaches 5KM/H for the first time (that is, when t0), the joint operation data of the total mass of the aircraft (at time t0) is obtained by referring to the scheme of the foregoing embodiment 11, and the At t0) the joint operation data m value is set to the actual value m2_org;

Setting of the first upper limit value and/or the first lower limit value and/or the second upper limit value and/or the second lower limit value of the measurement object: based on the historical record value calculated by the rule of flight dynamic balance The first upper limit value m2_def1 and the first lower limit value m2_def2 are set; the second upper limit value m2_ref1 and the second lower limit value m2_ref2 may be further set; m2_def1 is a positive value, m2_def2 is a negative value, and absolute values of m2_def1 and m2_def2 are Equivalent or inequality is allowed; and a status information of "reference data has been set" is set; the second range (the second upper limit and/or the second lower limit) is set according to the actual value and the preset deviation value The formula is as follows: m2_ref1=m2_org+m2_def1, m2_ref2=m2_org+m2_def2;

Step A3: After the reference data has been set, determine whether the flight condition of the aircraft is abnormal according to the joint operation data m2 of the current object (or at time t1) and the reference data of the measurement object, and the reference data includes m2_org and m2_def1 And/or the reference data includes m2_org and m2_def2, and/or the reference data includes m2_ref1, and/or the reference data includes m2_ref2; that is, any one or more of the following four flight condition determination conditions are performed: 1: ((m2-m2_org)>m2_def1); judgment condition 2: ((m2-m2_org)<(m2_def2)); judgment condition 3: (m2>m2_ref1); judgment condition 4: (m2<m2_ref2);

Step B: Parallel execution of the following steps B1, B2, B3, and B4, and then performing step C;

B1. If any of the four flight condition determination conditions in step A is YES, the flight condition abnormality processing mechanism (such as voice alarm, light alarm, start power transmission failure monitoring mechanism, etc.) is started;

B2. outputting the judgment result to the network system and the man-machine interface in the aircraft;

B3. Saving the judgment result to the hard disk in the aircraft;

B4. Outputting the joint operation data of the m2 to the network system and the man-machine interface in the aircraft

Step C: Perform step A and step B1 in real time in a cycle of 0.1 milliseconds; steps B2, B3, and B4 are executed in a cycle of 1 second; of course, the specific time of each cycle in this step may be based on the actual situation of each aircraft or User requirements are arbitrarily adjusted; and this step is a non-essential step, that is, it is completely allowed to directly omit this step, separately performing A, B cycles, or performing A and B steps separately;

Alternate Embodiment 1 of Embodiment C-1: When the calculation process of the joint operation data of the total mass of the aircraft in the step A is not inside the monitoring system, the joint operation data input by the external device (such as the aircraft central controller, etc.) can be directly read. The result of the replacement step A1;

Alternate Embodiment 2 of Embodiment C-1: When the result of any one or more of the four flight condition determination conditions is YES in step A3, the current (or t1) acquisition of the joint operation data m2 is acquired. When the value is within the same preset time range, the operating environment information of the aircraft is determined. When the operating environment of the aircraft is judged to be normal according to the obtained operating environment information, information indicating that the power transmission failure flag is valid is generated, and the power transmission failure processing mechanism is triggered to perform relevant monitoring and protection; When it is judged that the operating environment of the aircraft is abnormal, only the flight condition abnormality processing mechanism is still triggered;

Alternate Embodiment 3 of Embodiment C-1: The first upper limit value m1_def1 and the first lower limit value m1_def2 are preset in step A2 according to a blurring algorithm (such as automatically selecting the most recent runtime reference data).

Alternate Embodiment 4 of Embodiment C-1: It is also feasible to perform the setting of the reference data in the step A by the external system; in this step, it is only necessary to read the externally set reference data, and then the joint operation data and the reference data. Make judgment directly;

Extended Embodiment 1 of Embodiment C-1: In Embodiment C-1, further comprising outputting and/or saving joint operation data and actual values in the joint operation data, or saving and/or outputting joint operation data and actual value difference value;

Extended Embodiment 2 of Embodiment C-1: In Embodiment C-1, the actual value (ie, the measured value) of the source dynamic parameter (thrust T) in the flight condition correlation factor of the aircraft is obtained, when T is less than the preset threshold 1 (if the rated value is 20%), the first upper limit value m1_def1 and the first lower limit value m1_def2 are each doubled to reduce the false alarm rate;

In the monitoring method provided by the present invention, the preferred solution is that the values of all the parameters are acquired in real time, and the steps A and B are performed in real time, and are executed cyclically in a set time period, and the set cycle period is shorter. Well, the shorter the shorter the sensitivity and timeliness of monitoring.

According to the foregoing description of the source power combination type parameter, the electric power can combine the electric energy, the fuel consumption rate can combine the fuel consumption amount, and the driving power can combine the fuel driving energy; the invention also allows the energy type source power combination parameter to be used. (such as the power consumption of a certain period of time, or the combustion energy of a certain period of time, or the fuel consumption of a certain period of time, or the sum of work of a certain period of time) as a measurement object, from abnormal flight condition monitoring to abnormal energy transmission. Monitoring; power and energy are easily confused from physical concepts, but for aircraft operations, the meaning of the two is completely different; power is the differentiation of energy versus time, with a moment-fast concept, energy is the accumulation of power in time, with Time delay - the concept of slow speed; even in seconds, the energy consumed per second as the object of measurement / direct monitoring object, as the previous analysis, the aircraft can run at 900KM speed, 250 seconds, 250 meters The distance is enough to cross a suitable landing site, 1 second is enough to cause a serious security incident, for flight insurance Processing one second is associated with the safety of the pilot and passengers; Similarly, since the speed shift component a (i.e.

The existence of the source dynamic parameter before the change of the acceleration a value is used for the abnormal monitoring of the flight condition after the change of the a value is meaningless; therefore, the abnormality of the flight condition is monitored by the solution provided by the present invention, and it is preferable to use the instantaneous value source dynamic parameter ( Such as instantaneous power, instantaneous torque, instantaneous driving force, instantaneous current, etc.) real-time flight condition anomaly monitoring; if using the energy type source-power combination parameter for flight condition abnormal monitoring effect, the time required to control the energy accumulation is more The better the small (such as 100 mm, 10 msec, 1 msec, 0.1 mm), if using 100KM total fuel consumption, 100KM of electric energy, 100KM average power and other parameters, the abnormal flight condition monitoring is crucial for the safe operation of the aircraft, There will be no warning significance, and at most it can only function as an after-the-fact inspection and after-care analysis.

If the source type combination parameter of the energy type is used as the measurement object for the flight condition abnormality, the core brackets step is also required (the joint operation data is calculated by the flight dynamic balance rule, and the setting includes the second range and/or the preset deviation value. The reference data, whether the flight condition is abnormal based on the joint operation data and the reference data can be referred to the following embodiment C-2:

Embodiment C-2 (that is, the embodiment 42 in the prior priority document): the monitoring method includes steps A, B, and C;

Step A: This step includes step A1, step A2, and step A3;

Step A1: Taking the electrical energy EM1 consumed in the set time (for example, 2 seconds) of the source power parameters of the aircraft as a measurement object, the measurement object is a combined source power parameter, and the electrical energy EM1 may be based on the output of the motor. Calculated by electrical power Po;

Acquiring the current (or tl) joint operation data EM1 of the measurement object, for the convenience of identification, the joint operation data EM1 may be represented by EM1_cal, EM1_cal is equal to the joint operation data EM1; one of the examples of the specific acquisition of the joint operation data of the measurement object The following can be obtained by referring to the foregoing technical solution of Embodiment 1 or Embodiment 10 to obtain the joint operation data T (ie, T_cal) of the current (or T1) thrust of the aircraft, and obtain the current (or T1) speed V. The measured value and the preset value of the corresponding coefficient K13 are obtained according to the inverse formula (Pm=Po=T*V/K13, Pm_cal=Pm) of the above formula 1-1-3 (T=K13*Po/V). The output electrical power of the current (or t1) joint operation data Pm (ie Pm_cal); with reference to this scheme, the output electrical power of the motor can be obtained at any time point within 3 seconds before the current (or t1) Joint operation data; the electrical operation can obtain the joint operation data EM1 (ie, EM1_cal) within 3 seconds before the current (or t1) by the accumulation or integration operation; the joint operation data EM1 (ie, EM1_cal) is an indirect joint Operational data

Step A2: acquiring the Pm_cal and EM1_cal values at the same time; acquiring (reading the data obtained by the power control device or measuring with the power meter) the actual value Pm_r of the electric power Pm, and obtaining the EM1_cal within 2 seconds by the Pm_r integral operation The measured value of electrical energy EM2, or directly measured by the active electricity meter to obtain the EM2 value; EM2 as the actual value in the reference data; set the preset deviation value EM_def3: EM_def3 = EM2/10; set the second upper limit EM_ref1: EM_ref1 =EM2+EM_def3; set the second lower limit value EM_ref2: EM_ref2 = EM2-EM_def3;

Step A3: determining whether the flight condition of the aircraft is abnormal according to the current operation data of the current object (or at time t1) and the reference data of the measurement object, the reference data including the actual value EM2 and the preset deviation value EM_def3, and / Or the reference data includes a second upper limit value EM_ref1, and/or the reference data includes a second lower limit value EM_ref2: performing any one or more of the following four flight condition determination conditions: Judging condition 1: ((EM1_cal- EM2)>EM_def3), judgment condition 2: ((EM1_cal-EM2)<(-EM_def3)), judgment condition 3: (EM1_cal>EM_ref1), judgment condition 4: (EM1_cal<EM_ref2)

Step B: If any of the four flight condition determination conditions in step A4 is YES, the flight condition abnormality processing mechanism (such as voice alarm, etc.) is started;

Alternative 1 of Embodiment C-2: When the aircraft is a fuel-powered aircraft, the fuel consumption rate fm1 on the output side of the fuel supply system may be used instead of the electrical power of the motor, and the electrical energy may be replaced by fuel energy; the fuel consumption rate fm1 For the calculation of the joint operation data, the joint operation data T (ie, T_cal) of the aircraft thrust can be obtained first, and the measured value of the current (or t1) speed V and the preset value of the corresponding coefficient K21 are obtained, according to the above formula 1- 2-1-1 (T=K21*fm1/V) inverse calculation formula (fm1=T*V/K21, fm1_cal=fm1), and the joint calculation data fm1 of the fuel consumption rate on the output side of the fuel supply system is obtained (also That is, fm1_cal); and then the fuel energy in 2 seconds is obtained through integration or accumulation operation. The value EM1_cal thus realizes the use of fuel energy for abnormal monitoring of flight conditions;

Alternative 2 of Embodiment C-2: Since time-accumulation or integration processing of the source dynamic parameters can obtain data of energy consumption, the time period of energy calculation can be set from 2 seconds to 1 second, 0.1 second, 0.01 second, etc.; The longer the time, the longer the time, such as more than 5 seconds 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 a day, etc. The weaker the significance of conditional abnormality monitoring; that is, when the source dynamic parameter is the source-power combination type parameter of the energy type, the time of energy accumulation can 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 1 second Within or within 100 millimeters or within 10 milliseconds or within 1 millisecond or within 0.1 millimeters; the shorter the time, the faster the flight condition anomaly monitoring response, but the joint operation data, measured values, reference data (four incentives) The measurement error will be larger / the effect will be worse / the cost will also increase; thus, it can be seen that the source power The number or the combination of source and power parameters (such as energy) as the measurement object of the abnormal flight condition monitoring effect is far less than the total mass of the aircraft or the inherent parameters of the system as the measurement object.

In the above power transmission monitoring method and system, the system is allowed to switch the measurement object as needed, and even multiple measurement objects are simultaneously enabled to perform multiple flight condition determinations of a plurality of different measurement objects; if the total mass of the aircraft is allowed to be used as a measurement object The flight condition judgment and monitoring, and also allows the rolling resistance coefficient to be used as another measuring object for another flight condition judgment and monitoring, and if any one or more flight condition judgment results are abnormal flight conditions, the flight condition abnormality processing mechanism is started;

In the monitoring process, the system is also allowed to switch the source dynamic parameters. For example, when the aircraft is running at low speed and high torque, the torque type parameter can be used as the source power parameter; if the aircraft is running at high speed and low torque, the power type parameter can be used. As the source dynamic parameter, the calculation accuracy of the joint operation data of the measurement object is improved, and the sensitivity of the flight condition abnormality monitoring is improved;

It is also allowed to use the same measurement object to simultaneously calculate the multiple joint operation data of the same measurement object by using multiple source dynamic parameters, and perform multiple flight condition judgments and monitoring; for example, in the high-speed rail powered by the external grid, the total aircraft The mass is the measurement object, and the flight condition judgment and monitoring #100 system is constructed by using the electromagnetic torque Te of the motor as the source power parameter. The system can monitor the motor and the rear mechanical transmission system; and the power input electric power P3i is used as the source. Power Parameters Construct another flight condition determination and monitoring #101 system, the system can simultaneously monitor the high-speed rail power supply, motor drive, motor and rear mechanical transmission system; if only the #100 system is enabled (#101 system is not enabled) If the monitoring motor and the rear mechanical transmission system can directly verify the flight condition of the high-speed rail power supply unit and motor drive unit with P3i and the motor's electric power Pm and efficiency coefficient k31, the verification method is judged ((P3i*k31)- Whether the calculation result of Pm) exceeds the preset threshold (such as P3i/20), if it exceeds the power supply unit or motor drive Home run abnormalities;

For example, in a fuel-powered aircraft, a flight condition determination and monitoring #102 system is constructed with cylinder pressure F1 as a fuel power parameter, and the fuel engine piston and the rear mechanical transmission system are monitored; and at the same time, according to the fuel consumption rate of the fuel injection system, the fuel consumption rate fm2 and The energy conversion coefficient Kf2 determines whether the flight condition of the fuel injection system and the combustion system of the engine cylinder is normal, and determines whether ((fm2*Kf2)-(F1*Kf3*R0*n1/9.55)) exceeds a preset threshold (eg, (F1*) Kf3*R0*n1/9.55)/20) If the fuel injection system or engine cylinder combustion system is abnormal, if it exceeds.

In general, based on the monitoring method and system of an aircraft provided by the present invention, according to the power transmission principle of the aircraft, abnormal monitoring of flight conditions layer by layer or multiple layers is performed, and when the flight parameters are not out of the safe range, It is convenient for all-round sensitive and accurate protection of the overall power system and mechanical transmission system of the aircraft.

Special statement: In the present invention, in a fuel cell powered electric aircraft, it is a relatively special case; the fuel refers to the type of energy supply; because the power device that directly drives the aircraft to operate is a motor, it is usually Considered as an electric powered aircraft. If the source dynamic parameter in the calculation of the aircraft motion balance is the motor drive parameter, the flight condition monitoring scheme of the electric powered aircraft can be naturally adopted;

However, the fuel cell and the motor connected to it may be regarded as a fuel power unit as a whole; if the source power parameter participating in the calculation of the aircraft motion balance is a direct fuel-related parameter (such as fuel consumption rate, fuel consumption, etc.) as At this time, it is also natural to adopt the flight condition monitoring scheme of the fuel-powered aircraft;

Embodiments 1 through 33 and Equations 13.1 to 13.6 herein focus on embodiments that provide joint operational data for calculating the measured objects under the conditions of flight dynamics under various conditions; Examples 34 to 42 herein, focus To provide a variety of reference data settings and to determine the implementation of flight conditions;

The invention allows any flight parameter to be used as a measurement object, and allows the calculation of the joint operation data of the new measurement object by referring to any calculation formula in the present application file, and allows the measurement object to be obtained by referring to any one of the application documents. The joint operation data of the joint operation data allows the reference data to be obtained by referring to the setting manner of any reference data in the present application file, and is allowed to be judged by referring to any flight condition judgment manner in the application file, and is allowed to refer to the application document. A follow-up processing method can be used to construct a new monitoring method.

For example, the preferred rule example 1 of the value range setting of the aforementioned reference data demonstrates an example of the value range setting of the reference data with the mechanical operating parameters (such as speed) as the measurement target; the reference data as described herein. According to the set demonstration methods 4 and 5, the source dynamic parameters, mechanical operating parameters, and quality-changing item qualities have the same feature type (both of which are measurement objects whose amplitude may vary greatly), and the same reference data setting method can be used ( If the reference data can be set by the measured value, it is obvious that when the measurement object is any one of the source dynamic parameter and the quality change type item 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 can naturally also be adopted because of the value of the quality of the carried item naturally included in the value;

For example, when the measured object is a system-independent parameter, it has another common feature with the total mass of the aircraft and the quality of the carried item (obviously, that is, the value changes little or unchanged in the current running process), Naturally, the value range setting method of the reference data of the foregoing example 2 can also be employed; of course, other value range setting methods are also allowed;

For example, reference embodiment 36 includes a branching scheme of reference data setting mode 2. Obviously, second reference data of other types of measurement objects (such as source dynamic parameters, mechanical operating parameters, quality-changing item quality, etc.) may be set and judged. Whether the actual value is greater than whether the upper limit value set according to the joint operation data is established, and/or whether the actual value is smaller than the lower limit value set according to the joint operation data; obviously, the value range of the aforementioned reference data may also be referred to. The setting method may be configured to limit the lower limit value set according to the joint operation data to be greater than a lower limit value in the safety range, and/or the actual value is greater than a lower limit value in the safety range, and/or: limiting the data according to the joint operation data The upper limit value is less than the upper limit value in the safety range, and/or the actual value is less than the upper limit value in the safety range;

For example, the velocity V _x can be used as a measurement object, and the calculation formula in the embodiment 12 is referred to (m2=((Ke*Km)*(P2o/V _x )−fw)/(g*f*cosθ+g*sinθ+a)) ), and then deformed, set up a new calculation method: V _x = (Ke * Km) * P2o / (m2 * (g * f * cos θ + g * sin θ + a) + fw), and then refer to other parts of this application The content, the actual measured value of the speed is taken as the actual value, and the reference data is further set, and then the flight condition is judged, and the post-determination processing of the B step is performed;

For example, the electromagnetic torque of the motor of the aircraft can be used as a calculation target, and the calculation formula in the embodiment 28 is referred to (Te_cal=(m2*(g*f*cosθ+g*sinθ+a)+fw)/((Ke*Km)) *im/R)), refer to Embodiment 41 or its alternative embodiment or its extended embodiment to obtain joint operation data of the measurement object; and further refer to Embodiment 40 or other contents in the present application, based on the measured value of the electromagnetic torque Te is used as the actual value and the set reference data, and then the flight condition is judged, and then the B-step judgment and post-processing is performed. If the judgment result includes yes, the set flight condition abnormality processing mechanism and/or the save determination result and/or are saved. Or output a judgment result;

For example, the aforementioned embodiment 28, wherein the formula is provided;

Te_cal=(m2*(g*f*cosθ+g*sinθ+a)+fw)/,

The formula can be transformed into:

((Ke*Km)*im/R)*Te_cal=(m2*(g*f*cosθ+g*sinθ+a)+fw)

The formula on the left side of the formula ((Ke*Km)*im/R)*Te_cal) is the dynamic driving force generated by the power unit (called F1), and the right side (m2*g*f*cosθ+m2*g*) The calculation formula of sin θ+m2*a+fw) represents the mechanical class of the aircraft Comprehensive operational force (such as Y1); if the entire car of the high-speed rail aircraft is regarded as a whole aircraft, the calculation formula can be directly adopted;

Assuming that the high-speed rail aircraft can be divided into three sections (or three sections), each section (or each section) has a separate power unit, which can generate multiple aircraft driving forces (such as F1, F2, F3), each section (or Each section) the corresponding mechanical type of combined operational force of the aircraft (such as Y1, Y2, Y3); when the operating parameters (f, θ, a, fw) of each section (or each section) of the aircraft are different (especially the slope of the road) When θ is different, the mechanical comprehensive operating force (such as Y1 or Y2 or Y3) of the aircraft (or the segment) can be measured separately, and then the formula: F1+F2+F3=Y1+Y2+Y3; It can be used for operation with multi-section (or multi-segment) aircraft.

The value of the parameter (such as the joint operation data, the reference data, the value of the input parameter required to calculate the joint operation data) and the acquisition time; the value of the value of the parameter refers to the time when the parameter is generated, and refers to the calculation The time corresponding to the value of the input parameter required by the parameter; because there are multiple ways to acquire (read, measure, etc.); if the parameter value generated by 100 milliseconds before the time1 time is read, the acquisition time of the parameter is Time1, but the value of this parameter is the first 100 milliseconds of time1;

In the present invention, when the measurement object is any one of source power parameter, mechanical operation parameter, and quality change item quality, the preferred solution is all parameters (such as joint operation data, reference data, and calculation of joint operation data). The values of the input parameters are all within the preset time range (as much as possible), real-time calculation, real-time acquisition (read or measurement) of joint operation data and reference data, real-time judgment, real-time disposal of judgment results, at this time The value of the parameter can be equal to the acquisition time;

When the measurement object is any one of the total mass of the aircraft and the inherent parameters of the system, the comparison time of the joint operation data (along with the value of the parameter required for calculating the joint operation data) is preferably in a preset time range. Internal value (as much as possible), real-time calculation, real-time acquisition (read or measurement), real-time flight condition abnormality judgment/monitoring; but the reference data's value time (set time) does not need to be associated with the joint operation data The time is at the same time; the acquisition time (only read) of the reference data before the flight condition abnormal judgment is allowed to be different from the reference time of the reference data;

The control method of the value of the parameter value 1: In the strict sense, it is inconvenient to obtain the values of multiple parameters at the same time; in the actual operation process, the value of each parameter group may have the value before and after. At this time, it is only necessary to control the value of each parameter to a preset time range, which may be determined according to the actual software processing speed and hardware response speed; if it is 100 milliseconds, Or 10 milliseconds, or 1 millimeter, or 0.1 millisecond; the shorter the preset time range, the higher the measurement/monitoring accuracy, but the system cost is also increased;

Control of the value of the parameter value 2: If the flight conditions are basically unchanged, for example, the speed of the aircraft is maintained at 60KM for 1 hour, then the current value of the speed and the value of the speed before 1 hour are taken. The same is true; therefore, the preset time range of the value of each parameter value can be adjusted according to the flight conditions, that is, when the flight condition is unchanged, the value at the arbitrary time point when the parameter is unchanged can be obtained. . Obviously, when there is no limit description, the value of the parameter is usually the current value, which is usually a value that is close to or equal to the true value;

The value of the flight parameter according to the present invention can be divided into a current value and a preset value according to time; the current value refers to the current real value of the flight parameter or a value close to the real value, and may include the current measured value and the current value. Joint operation data, current command response value, etc.; preset values include system preset values, manual input values, command values, etc.;

The description of the value time and acquisition time of the above parameter values is applicable to any embodiment of the present invention.

(Technical Solution 8A3 - Total Aircraft Mass - History Record Value Setting Reference Data - Description and Implementation): The specific method will be described later: "*** Technical Solution Based on Historical Values" - Implementation Details"; (Technical Solution 8A3 - Aircraft Total Quality - Fuzzy Algorithm Value Setting Reference Data - Description and Implementation): See "*** Based on Historical Values - Technical Solution for Setting Reference Data" - Implementation Details

"*** According to historical value - technical solution for setting reference data" - Implementation details:

This paragraph provides a technical solution for how to use the history value to set the second range (the second upper limit value and/or the second lower limit value) in the reference data, and the preset deviation value;

*_1. Principle:

Regardless of the type of measurement object, the second range (the second upper limit and/or the second lower limit) is usually set as follows: the actual value of the measurement object is as close as possible to improve the sensitivity of the monitoring. , but must maintain a suitable difference with the actual value to reduce the false trigger rate of monitoring; if the second upper limit is set to 1.2 to 1.5 times the actual value, or the second lower limit is set to 0.7 of the actual value ～0.9 times, or the first upper limit value is set to 0.1 to 0.3 times the actual value, or the first lower limit value is set to -0.3 to -0.1 times the actual value;

*_2. General setting method:

However, the precise setting of the second range and/or the preset deviation value, such as manual trial and error, or empirical method to slowly explore, to slowly verify, the second range and / or preset deviation value adjustment accuracy Low and low efficiency; and the road conditions, load conditions and vehicle conditions of different aircrafts are varied, which increases the difficulty of accurately setting the second range and/or preset deviation values.

*_3. According to the setting method of historical value:

Setting the reference data according to the history value of the measurement object (the key target is the preset deviation value or the second range (the second upper limit value and/or the second lower limit value thereof)), which is preferable One of the methods;

*_4. Before the flight condition determination, reference may be made to the present invention (a method of processing data of an aircraft), which has demonstrated how to set a history value; when the history value has been generated, The history value sets the reference data (such as performing any one or more of the following 5B1, 5B2);

5B1. The historical record value includes a historical record original value and a historical record actual value, and the preset deviation value is set according to a difference between the historical record original value and the historical record actual value;

5B2. The historical record value includes a historical record original value, and the second range (the second upper limit value and/or the second lower limit value thereof) is set according to the historical record original value;

In the present invention, a certain value 2 is set according to a certain value 1; a certain value 1 can be increased or decreased according to the situation 1 or the additional offset amount can be set to a certain value 2, which can be handled flexibly;

*_5. The preferred way to set the reference data is as follows:

*_51. Set the actual value in the reference data according to the joint operation data acquired when the set condition is satisfied (this method is optimally applicable to an aircraft whose aircraft mass magnitude may vary greatly; secondly, it applies to the total mass of the aircraft) Fixed value aircraft (such as unmanned aerial vehicles), the actual value of the system's inherent parameters are set);

*_52. Set the preset deviation value in the reference data according to the preset history value (this method is basically applicable to most types of measurement objects, and the variable fuzzy control is precise control);

*_53. The combination of the two can obtain ideal reference data, which can maximize the sensitivity of abnormal flight monitoring and reduce the false alarm rate of monitoring;

* According to the historical record value - the beneficial significance of setting the reference data: the technical solution is one of the core ideas of the present invention, when the measurement object is the total mass of the aircraft, the inherent parameters of the system (such as the rolling resistance coefficient, the efficiency coefficient), according to the Setting the historical value of the measurement object to set the reference data (the key target is the preset deviation value or the second range (the second upper limit value and/or the second lower limit value thereof)), and the parameter setting may be accurate Sexuality and monitoring sensitivity have been improved hierarchically, from conventional fuzzy control to precise control.

Technical Solution 8A4: The reference data may also be preset by the system, including multiple preset modes: preset reference data according to historical record values, fuzzy algorithm values, system default values, etc.; system default value is the simplest method; Usefulness: The reference data is set according to the system default value obtained from the factory default value. It is simple, applicable to the initial value of the aircraft, and the reference data system is not set/adjusted in place. The actual value (and reference data) applicable to the measured object is relative. Stable situation.

The reference data may also be set according to a manual setting value, including a second range and/or a preset deviation value or an actual value, etc.; setting the reference data according to the manual setting value is also a simple method, and is applicable. The user can control/set parameters autonomously according to different site conditions.

"5A5-(Technical Solution of Fuzzy Algorithm Value) - Implementation Details":

Setting reference data according to system default values, lack of flexibility; setting the reference data according to manual setting values, under-intelligent; presetting the reference data by a fuzzy algorithm is a preferred method; the fuzzy algorithm includes the following Any one or more fuzzy algorithm rules: statistically analyze the reference data that has been used most frequently according to a certain number of running times; or automatically select the reference data with the most selections in the most recent running times; or automatically select the last running reference Data; or set different weight index of each reference data (such as user presets the most valuable and most protective reference data) to set reference data; or comprehensive statistical analysis and weight index to set reference data;

"5A5-(Technical scheme of fuzzy algorithm value) - beneficial meaning": After the parameters are preset by the fuzzy algorithm, the intelligence of the system can be improved.

10. Further, based on the foregoing monitoring method (#1.1), a second subdivision monitoring method (#1.1.2) is obtained. In the monitoring method (#1.1.2), the reference data of the measuring object includes or is the Calculating the rated range of the object, determining the flight condition of the aircraft based on the joint operation data of the measurement object and the reference data of the measurement object: comparing the joint operation data of the measurement object with the rated range of the measurement object, and determining the measurement target The joint operation data exceeds the rated range of the measurement object; the flight condition is abnormal: the joint operation data of the measurement object exceeds the rated range of the measurement object.

11. Further, based on the aforementioned monitoring method (#1.1), a secondary subdivision monitoring method (#1.1.3) is obtained in the monitoring method (#1.1.3):

The reference data of the measurement object includes or is a safety range of the measurement object, and the joint operation data of the measurement object and the reference data of the measurement object determine the flight condition of the aircraft: comparing the joint operation data of the measurement object and the The safety scope of the object is measured, and the degree of the joint operation data of the measurement object exceeds the safety range of the measurement object is determined; the flight condition is abnormal: the joint operation data of the measurement object exceeds the safety range of the measurement object.

Description of the implementation of the monitoring method (#1.1.3): Generally speaking, in the existing aircraft, the source power parameter or the mechanical operating parameter usually has a limit threshold type over-limit monitoring protection function, that is, through the source power parameter or The measured value of the mechanical operation parameter determines whether the parameter is over-limit; another parameter over-limit protection function is provided in the present invention, even if one of the source dynamic parameter or the mechanical operation parameter or the system-specific parameter is inconvenient to measure the value through the sensor Through the monitoring method (#1.1.3), reliable parameter over-limit protection can also be performed, which is of great significance for improving the flight safety performance of the aircraft.

The implementation of this monitoring method (#1.1.4):

The monitoring method (#1.1.4) and the aforementioned monitoring method (#1.1.1) have partially the same technical features, and the joint computing data of the two are calculated by the rules of flight dynamic balance;

The invalidity of the present invention includes any one or more processing methods such as stopping the measurement at any position, suspending the parameter acquisition, suspending the judgment, or invalidating the judgment result.

However, in the subsequent steps, the purpose of this monitoring method (#1.1.4) is to construct an overload monitoring method/system; The flight condition monitoring method/system constructed by the aforementioned monitoring method (#1.1.1) has essential and significant differences;

The purpose of the overload monitoring method/system constructed by this monitoring method (#1.1.4) is as follows: to determine whether the personnel/items contained in the aircraft are overweight;

The technical solution of the overload monitoring method/system constructed by this monitoring method (#1.1.4): the setting method of the reference: the judgment criterion is set according to the legal load capacity of the aircraft, that is, a certain safety value; the specific triggering mode: as long as the total mass of the aircraft exceeds The maximum legal load of the 1.0x aircraft is to activate the alarm;

The output action of the overload monitoring method/system constructed by this monitoring method (#1.1.4): output overload signal, reminding the passengers to reduce the mass of the carrier/item.

The effect of the overload monitoring method/system constructed by the present monitoring method (#1.1.4) on flight condition fault identification: as the typical situation shown in the background description of the present invention, when the aircraft's power system is abnormally worn or deformed during flight/ When the running resistance increases/efficiency becomes low, such as the aircraft total mass joint operation data changes from 40 to 60 people / 4800KG / aircraft flight conditions serious failure / continue to operate may cause serious, unpredictable safety accidents (including crashes, etc. ) / Urgent need for warning processing, the aircraft overload system will report: normal / not overloaded; when the 30-person crash / aircraft total mass joint calculation data becomes 800KG, the aircraft overload system will also report: normal / not overloaded. Therefore, the conventional overload system is almost ineffective in monitoring the abnormal flight condition of the aircraft.

The flight condition abnormality judgment of the present invention;

The purpose of the flight condition monitoring method/system constructed by the aforementioned monitoring method (#1.1.1) is to identify abnormalities and even malfunctions of the power system of the aircraft, especially early troubles;

The present invention provides the same monitoring method (#1) as the other, but describes another monitoring method (#3):

1. A method for monitoring the power transmission condition of an aircraft (#3), comprising the following steps:

S100. Determine any one of flight parameters as a measurement object;

S300. In the calculation formula of the flight dynamic balance-based rule, all parameters except the measurement object are input parameters, and values of all input parameters are obtained, and according to the input parameter (value), based on the rules of flight dynamic balance Calculating a calculation object; calculating reference data of the measurement object; at least one of the reference data and the input parameter takes a preset value and determines a parameter number of the input parameter that takes a preset value;

S400. Compare and calculate the calculated value of the measurement object and the reference data of the measurement object, and determine whether the power transmission status of the aircraft is abnormal.

2. Preferably, in step S300 described in the monitoring method (#3), in addition to the parameter of the preset value in the reference data and the input parameter, the other parameters take the actual value.

3. Preferably, in step S300 described in the monitoring method (#3),

When only one of the reference data and the input parameter takes a preset value:

The reference data takes a preset value, and all the input parameters take the actual value, and are used to monitor whether the power transmission condition of the aircraft is abnormal; wherein the preset value taken by the reference data is a historical record value in the same state as the current aircraft operating state; the present invention The historical value in the same state as the current operating state of the aircraft means that the difference between the operating condition of the aircraft and the current operating condition of the aircraft when the value of the historical value is lower is lower than a preset threshold;

Preferably, when the measurement object is a parameter capable of describing an attribute of a part of the aircraft, the aircraft power transmission condition can be specifically a condition representing the component, for example, in the joint operation formula of kem, the reference data of Kem takes a preset value, When all the input parameters take the actual value, it is possible to monitor whether the part (such as the transmission component) described by kem is abnormal; in Embodiment 1, the reference data of m2 takes a preset value (such as self-learning), and all the input parameters take the actual value. When monitoring the part described by m2 (such as whether the car body is intact or whether the carrying item is dropped); if the reference data of μ1 takes the preset value, when the input parameters are all taken to the actual value, the part represented by μ1 can be monitored. The condition (such as whether the tire suddenly leaked).

The reference data takes the actual value, and one of the input parameters takes a preset value for monitoring whether the parameter of the input parameter takes the preset value is abnormal; the preset value of the parameter in the input parameter is the same state as the current aircraft running state. History under Record value, or the calibration value when the aircraft is shipped from the factory; if the reference data of m2 takes the actual value, μ1 takes the preset value and the remaining parameters take the actual value, it can monitor whether μ1 is abnormal; if the reference data of m2 takes the preset value If ki takes the preset value and the remaining parameters take the actual value, it can monitor whether ki is abnormal. It should be understood that, for an input parameter taking a preset value or an abnormality of a monitoring object, when the input parameter or the monitoring object of the preset value is a parameter when the measuring object is an attribute capable of describing a part of the aircraft, the aircraft power The delivery condition can be specifically representative of the condition of the component.

The reference data takes the actual value, and N of the input parameters take a preset value, which is used to monitor whether the parameter of the input parameter takes the preset value is abnormal; wherein, the preset value of the N parameter in the input parameter is the current value The historical value of the aircraft in the same state of operation, or the calibration value when the aircraft is shipped from the factory. For example, when the reference data of Te takes the actual value, the input parameters m2, μ1, im and R1 take the preset value and the remaining input parameters take the actual value, it can monitor whether m2μ1, im and R1 are abnormal; when the reference data of Te is taken Actual value, when m2, μ1, im, θ, and R1 in the input parameters take the preset value and the remaining input parameters take the actual value, it can monitor whether m2, μ1, im, θ, and R1 are abnormal. It should be understood that other situations regarding the relationship between the number of preset values and actual values in the reference data and the input parameters and the specific use may be performed by those skilled in the art based on the above description and specific embodiments, where I will not repeat them one by one.

4. Preferably, in the monitoring method (#3), the historical record value in the same state as the current aircraft operating state refers to: the aircraft mass corresponding to the historical record value generation, the speed of the aircraft, the external environment information of the aircraft, and the source power. The parameters are consistent with the current aircraft mass, the speed of the aircraft, the external environmental information of the aircraft, and the source dynamic parameters; the external environmental information refers to environmental information other than the body of the vehicle that affects the operating state of the aircraft, such as road gradient, wind speed, and road surface. The coefficient of friction or the like; the agreement means that the sizes of the parameters are the same or close, and if the parameters have directions, the directions of the parameters are the same or close.

5. Preferably, in the monitoring method (#3), the step S300 includes any one of the following situations:

C. When the measured object is the flight parameter except the rolling resistance coefficient, the parameter including the rolling resistance coefficient, the efficiency coefficient, and other parameters including the efficiency coefficient:

If the efficiency coefficient and/or the rolling resistance coefficient included in the input parameter are the calibration values when the aircraft is shipped from the factory, the reference data of the measurement object is an actual value; correspondingly, the method can be used to reflect the efficiency coefficient and/or the rolling resistance. Anomalies in coefficients (ie, caused by abnormalities in the powertrain and/or mechanical transmission system and/or wheel deformation);

6. Preferably, in the monitoring method (#3), in the step S300

7. Preferably, in the monitoring method (#3), after the step S300, the following steps are further included;

S301. Output and/or save the calculated value of the measured object.

8. Preferably, in the monitoring method (#3), the step S300 further includes:

A. First, determine the power transmission status of the aircraft, and then obtain the operating environment information of the aircraft, and determine whether the operating environment information falls within a preset normal range;

When it is judged that the power transmission condition of the aircraft is abnormal:

If the operating environment information falls within 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 determined;

If any one of the operating environment information exceeds a preset normal range, the judgment result of the power transmission condition of the aircraft is wrong, and the determination result is changed to that the power transmission condition of the aircraft is normal;

When it is judged that the power transmission condition of the aircraft is normal:

If the operating environment information all falls within a preset normal range, the judgment result of the power transmission condition of the aircraft is correct;

If any one of the operating environment information exceeds a preset normal range, the judgment result of the power transmission condition of the aircraft is wrong, and the determination result is changed to an abnormal power transmission condition of the aircraft;

B. First, obtain the operating environment information of the aircraft, determine whether the operating environment information falls within a preset normal range, and then determine the power transmission status of the aircraft; if the operating environment information falls into a preset normal state The range further determines the power transmission condition of the aircraft.

9. Preferably, in the monitoring method (#3), in the step S300, the input parameter includes a quality-changing item quality.

10. Preferably, in the monitoring method (#3), the step S200 further includes: acquiring a power device operating condition, and associating the power device operating condition with the calculation of the measurement object;

The power unit driving state, the power unit braking state,

When the operating 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 less than 1 when calculating the measurement object;

When the operating condition of the power unit is the braking state of the power unit, the energy/power transmission direction is transmitted from the vehicle body to the power unit via the mechanical transmission system, and the value of the source power parameter is divided by the efficiency coefficient less than 1 when calculating the measurement object. .

11. Preferably, in the monitoring method (#3), the step S400 further comprises: when the aircraft is in an unsteady driving state, the determining process of the power transmission condition of the aircraft is canceled; wherein, when the aircraft is powered The aircraft is in an unsteady driving state when at least one of the parameter, the mechanical comprehensive running force, and the speed is less than a preset threshold, or when the operating condition of the power device of the aircraft is the braking state of the power device.

12. Preferably, in the monitoring method (#3), in the step S400, the 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, the determination center The aircraft power transmission condition of the aircraft is normal; if the calculated value of the measurement object does not fall within the preset range, it is determined that the aircraft power transmission condition of the aircraft is abnormal.

13. Preferably, in the monitoring method (#3), the step S400 further comprises the following steps:

S401. Output and/or save the result of the determination.

The setting method of the reference data of the flight condition monitoring method/system constructed by the foregoing monitoring method (#1.1.1): second The range (the second upper limit value and the second lower limit value included) is required to be as close as possible to the actual value of the total mass of the aircraft, and the second range (the second upper limit value and the second lower limit value included) can be followed. The actual value of the total mass of the aircraft is flexible drift; the second range (including the second upper limit and the second lower limit) can be much smaller than the maximum legal load of the aircraft or greater than the maximum legal load of the aircraft; For 1.5 times rated load operation, the second range can be set between 1.4 and 1.6 times the current actual value; it is completely different from the fixed and limit type aircraft maximum legal load setting benchmark.

The beneficial effect of the overload monitoring method/system built by the monitoring method (#1.1.4): the overload monitoring of the aircraft, although there is no effect on the abnormal monitoring of the flight condition, the overload is also one of the factors affecting the safety of the aircraft; the technical solution provides a The overload protection system, which automatically and without manual intervention, can automatically monitor the overload and issue a voice prompt alarm. It can also transmit the alarm information to the network system, so that the personnel or organizations related to the operation of the aircraft can detect the hidden dangers of overload safety and ensure the aircraft. The operation safety is better than the existing overload monitoring scheme that manually calculates the passenger quantity or the weighing quality of the weighing scale; especially the low-load, easy-measured motor drive parameter monitoring overload, which is a substantial improvement over the prior art.

Because the use of electrical power parameters, especially motor drive parameters, is generally a technology known in the power electronics industry, which facilitates low-cost, high-precision measurement and acquisition; aircraft motion balance calculation, which belongs to the industry technology of aircraft operation control; current mainstream overload Monitoring is usually in the field of aircraft operation management (basically related to technology, usually by manual visual observation); the inventive combination of electrical power parameters, especially motor drive parameters and aircraft motion balance calculation, and thus overload monitoring, It is of great significance for the operation management of aircraft overload.

13A. The measurement object is a source dynamic parameter, and the data of the mechanical operation parameter included in the parameter required for calculating the joint operation data of the measurement object is set based on the instruction value; the reference data of the measurement object is based on the preset value. And determining, according to the joint operation data of the measurement object and the reference data of the measurement object, determining the flight condition of the aircraft: comparing the joint operation data of the measurement object with a preset value of the measurement object, and determining the measurement object The degree to which the joint operation data exceeds the preset value;

The implementation of the 13A scheme in the monitoring method (#1.2):

The data of the mechanical operation parameter included in the parameter required for calculating the joint operation data of the measurement object (the source dynamic parameter) is set based on the command value, and the mechanical operation parameter is preferably speed and/or acceleration; preferably, Calculating data of the total mass of the aircraft and the inherent parameters of the system included in the parameters required for the joint operation data of the measurement object is a current value and/or an actual value; and calculating the obtained measured object by a rule of flight dynamic balance The joint operation data is also a property that is to be generated by the measurement object under the trigger of the current mechanical operation parameter, and determines whether the joint operation data of the measurement object (the source dynamic parameter) exceeds a preset value, such as Exceeding the alarm or stopping the execution of the command value of the mechanical operation parameter; preferably, the preset value is set according to the safety value of the measurement object; the essence of the technical solution is to predict whether the instruction value of the current mechanical operation parameter causes If the measurement object (the source dynamic parameter) exceeds a preset value, it can also determine that the machine that has not executed the single execution is to be executed. Command line parameter value is reasonable, whether it will bring flight safety hazards, so that the predicted imminent, has not yet occurred, the security risk of future default under conditions of great significance to flight safety.

The implementation of the 13B scheme in the monitoring method (#1.2):

Calculating the source power included in the parameters required for the joint operation data of the measurement object (the mechanical operation parameter) The data of the parameter is set based on the command value, which is preferably speed and/or acceleration; preferably, the total mass of the aircraft and the inherent parameters of the system included in the parameters required for calculating the joint operation data of the measured object are calculated. The data is a current value and/or an actual value; the joint operation data of the obtained measurement object is calculated by a rule of flight dynamic balance, and the property is also triggered by the command value of the current source dynamic parameter, the measurement object a result to be generated; determining whether the joint operation data of the measurement object (preferably speed and/or acceleration) exceeds a preset value, and if so, alarming or stopping execution of the command value of the source power parameter; preferably, the preset value The setting is based on the safety value of the measurement object; the essence of the technical solution is to predict whether the command value of the current source dynamic parameter causes the measurement object (preferably speed and/or acceleration) to exceed a preset value, and then can determine Whether the command value of the source dynamic parameter that is to be executed by the single execution is reasonable, whether it will bring flight safety hazards, and the prediction is Occurred, has not yet occurred, the future security risks default condition for flight safety is of great significance.

14. Further, in the monitoring method (#1), the method further includes the steps of:

and / or,

14A2. Output and/or save the result of the determination.

The solution is also one of the important steps of the flight condition abnormal monitoring program of the present invention; abnormal flight conditions in the operation of the aircraft may lead to serious safety accidents, and need to respond in time;

14A1 scheme: if the judgment result includes yes, the set flight condition exception handling mechanism is started;

The flight condition exception handling mechanism of the present invention includes, but is not limited to, a voice prompt alarm, an acousto-optic alarm, a selective execution of a protection action according to a current operating condition of the aircraft, a start power transmission failure monitoring mechanism, and an alarm information output to the aircraft insider. Machine interaction interface, network system, connection port, mobile APP system, etc.; when the aircraft monitoring system has passed the safety test and obtained legal permission, the safety processing mechanism may also include deceleration parking, emergency parking, etc.; machine system and manual Set various security processing mechanisms in any combination. The flight condition exception handling mechanism of the present invention may also be referred to simply as a security processing mechanism.

The alarm information of the present invention may include, but is not limited to, time, location, cause of the alarm, value of any one or more flight parameters when the alarm is generated, and the like;

According to the present invention, the selective execution of the protection action according to the current operating condition of the aircraft means that when the joint operation data of the aircraft measurement object has exceeded the reference data of the measurement object, the system first checks the current operation measurement condition of the aircraft and then performs related actions; Not limited to subordinates:

Case 1: Check whether the reference data is set correctly; if the reference data is not set correctly or is not set, the related alarm information is masked and no protection action is performed;

Case 2: Check whether the value of each input parameter in the joint operation data calculation is within a preset time range; if the preset time range is exceeded, such as 1 millisecond, the related alarm information is masked and output is not executed. Protection action

Case 3: When the aircraft is in the process of debugging and parameter testing, no protection action can be performed.

14A2, scheme: outputting and/or saving the result of the judgment;

The output of the present invention includes outputting data to a human-machine interaction interface in an aircraft, a network system, a connection port, an external control system, a mobile APP system, etc.; in particular, when the monitoring method/system provided by the present invention is independent of In the control/drive system of the aircraft, it is more necessary to output the data to an external control/drive system to process the abnormal information in time; the human-computer interaction interface includes a display, a voice system, an indicator light, etc.; the connection port is available to an external person. The computer interaction interface, the network system reads data directly or in a communication manner, so that the personnel or institutions related to the operation of the aircraft (such as the operator, the operation manager, the air traffic control, the fault diagnosis center) can directly or indirectly view the listening and monitoring. data.

The saving of the present invention includes saving the data into a monitoring module, an in-flight storage system, a network system, an external control system, a mobile APP system, etc.; to allow the aircraft to operate related personnel or institutions (such as operators, operations) The management party, air control, and fault diagnosis center can arbitrarily retrieve and monitor the data; the storage module in the aircraft includes a U disk, a hard disk, etc.; it can form a black box function similar to the aircraft, which is convenient for post-mortem analysis.

15. Further, in the monitoring method (#1), acquiring the joint operation data of the measurement object includes the step of: calculating the joint operation data based on the value of the acquired input parameter of the aircraft, wherein the input parameter is calculating the joint The parameters required to calculate the data.

Implementation details of this program:

Obtaining joint operation data of the measurement object may be implemented by multiple acquisition methods; for example, reading joint operation data output by other devices; for example, measuring joint operation data of the aircraft through a monitoring system sensor; or partially reading an existing device Output data, some of which are self-measured data.

There are many ways to obtain the joint operation data of the measurement object. One is to read the joint operation data of the measurement object output by other devices, such as reading the calculated joint operation data through the control system of the aircraft or the motor drive device. The calculation of the joint operation data is calculated by the rules of flight dynamic balance;

In another aspect, by integrating the design system with the monitoring system, in the monitoring system provided by the present invention, a calculation rule of the aircraft motion balance (including a table processing model or a mathematical calculation formula) is preset, and the aircraft is obtained. Entering a value of the parameter; the input parameter is a parameter required for calculating the joint operation data; calculating the joint operation data according to the obtained value of the input parameter; the value of the input parameter is preset Within the time range;

As in the foregoing embodiment 9, the value of the source dynamic parameter (electromagnetic torque Te) is acquired, and the value of the total mass of the aircraft (m2) and the system operating parameters (g, μ1, θ, a, in the preset time range are acquired). The values of fw, im, R1) are calculated by the aircraft motion balance model provided in Embodiment 9 to calculate the value of the joint operation data Kem_cal of the electromechanical transmission integrated efficiency coefficient;

As in the foregoing embodiment 12, the power parameter acquisition source (electric motor output power P2o) value, and obtain operating parameter within a preset time system _{(Ke, Km, V x,} fw, g, f, θ, a The value of the aircraft is then passed through the aircraft motion balance model provided in Example 12 (m2 = ((Ke * Km) * (P2o / V _x ) - fw) / (g * f * cos θ + g * sin θ + a)) Calculate the value of m2;

The beneficial significance of this scheme: Allows the joint operation of the measurement object to be integrated with the monitoring system, which can greatly reduce the signal connection and transmission cost of the monitoring system and reduce the transmission error.

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, calculating the total mass of the aircraft required for the joint operation data is based on prior The rules of the flight dynamic balance are calculated.

The implementation of this program:

If the measurement object is any one of the flight parameters other than the total mass of the aircraft, then the input parameter required for the calculation of the joint operation data of the measurement object necessarily requires the value of the total mass of the aircraft; the value of the total mass of the aircraft There are a variety of acquisition methods, including manual input, system presets, etc.; however, it is better to use the aircraft motion balance calculation to obtain the total mass of the aircraft, because this scheme can automatically follow the large changes in the quality of the carried goods and improve the flight conditions. The accuracy of the monitoring; that is, the total mass value of the aircraft as the input parameter is calculated by calculating the balance of the aircraft before the calculation of the joint operation data of the current aircraft (to compare the flight conditions), and is based on the prior The calculation of the balance of the aircraft's motion; that is, one or more aircraft motion balance calculations can be performed at the beginning of the operation of the aircraft to learn and establish the reference value of the total mass of the aircraft; in order to automatically adapt to the total mass of the aircraft whose amplitude may vary greatly (eg Bus aircraft, trucks, ordinary private aircraft) Can automatically follow the large changes in the quality of the goods carried.

Of course, the present invention defines a technical solution, which is a method for generating the total mass value of the aircraft; the specific time and specific device for calculating the aircraft motion balance of the aircraft's total mass reference value are not important, and even other device inputs can be read. The output of the aircraft motion balance calculation; even the result of the aircraft motion balance calculation in the previous running process, the value may also be referred to as a history value.

The technical effect of the solution is as follows: This solution is a very technical solution of the present invention. When the measurement object is a parameter other than the total mass of the aircraft, only the reference value of the total mass of the aircraft can be established by the prior aircraft motion balance. Accurately perform current and even subsequent calculations of aircraft motion balance for normal flight condition monitoring; It can automatically adapt to the total mass of the aircraft whose amplitude may vary greatly (for example, if the civil aircraft may sometimes be fully loaded, sometimes it may be idling), in order to automatically follow the large changes in the quality of the cargo.

The implementation of this program:

The quality of the quality change article of the present invention mainly includes the fuel quality; the total mass m2 of the aircraft adopts the following formula: m2=m0+m1; in the plug-in pure electric aircraft and the external power supply type electric aircraft (such as high-speed rail, motor train, Electric locomotives, trams) can be applied well;

In a fuel-powered aircraft (or a fuel-powered hybrid aircraft) or a fuel cell type electric vehicle, if the fuel quality is calculated in calculating the joint calculation data of the measurement object, the parameter measurement accuracy/flight condition abnormality monitoring sensitivity is further provided;

The method for obtaining the residual fuel mass mf0: measuring the mf0 value of the sensor weighing; or measuring the remaining fuel volume by the liquid volume, the oil meter, etc., and calculating the mf0 value by the correlation coefficient;

The method for obtaining the consumed fuel mass mf1: measuring or reading the data of the flight control system by reading the flow meter or reading the data of the fuel electronically controlled injection system to obtain the flow or volume of the consumed fuel, and calculating the value of mf1 by the correlation coefficient;

The fuel mass is derived by estimating the value of mf1 or the remaining fuel mass mf0 by the aforementioned method;

When the measured object is the mass m1 of the carrying item, the joint calculation data of the total mass m2 of the aircraft is first calculated by the rule of flight dynamic balance, and then the m1 value (m1=m2-m0) is calculated by m2; if the value of mf0 is obtained or acquired ( The value of mf2-mf1) is calculated by the following formula: m1=m2-m0-mf0, or m1=m2-m0-(mf2-mf1), thereby improving the m1 value calculated without the fuel mass Flight status judgment accuracy;

When the measured object is the total mass m2 of the aircraft, the joint operation data of m2 is calculated according to the rules of flight dynamic balance; since the fuel quality is continuously consumed during the operation of the aircraft, mf1 is continuously increased/mf0 is continuously smaller, and the actual value m2_org is also Constantly smaller; 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-mf1; Including the actual value m2_org calculated from the fuel quality (this actual value is usually used to set the reference data), which can improve the accuracy of the flight condition judgment;

When the measured object is the source dynamic parameter or the system operating parameter (non-fuel mass), the value of the total mass of the aircraft required for the joint calculation data of the measured object is calculated by the rule of flight dynamic balance (usually the actual value of the total mass m2 of the aircraft) ), you can also obtain the value of mf0 or get the value of (mf2-mf1) for real-time adjustment (such as: m2=m1+m0+mf0, or m2=m1+m0+mf2-mf1); thus indirectly adjust the measurement object The accuracy of joint computing data is calculated to improve the accuracy of abnormal flight conditions.

Embodiment 43: When the measured object is the remaining fuel mass, the joint operation data of acquiring the total mass m2 of the aircraft is first calculated by the rule of the flight dynamic balance, and then the joint operation data mf0_cal of the remaining fuel mass is obtained: mf0_cal=m2-m0-m1; Obtaining the measured value mf0 of the remaining fuel mass (measured by the oil meter) in the same time range as the value of the joint operation data mf0_cal, and using the measured value as the actual value in the reference data, and setting the preset deviation value Mf0/5; judge whether (|mf0_cal-mf0|>(mf0/5)) is established, if (|mf0_cal-mf0|>(mf0/5)), it is judged that the flight condition is abnormal;

When the quality of the mass change type item includes the quality of other items in addition to the fuel quality, it can also be calculated and obtained by referring to the above method;

The beneficial significance of the scheme: by acquiring and processing the mass-variant item quality of the aircraft, the calculation accuracy of the parameter can be improved in the fluctuation of the fuel quality, and the sensitivity and accuracy of the monitoring can be improved; especially for the fuel cell type electric vehicle, the technology The program can track changes in fuel quality in fuel cells and is important.

The implementation of this program:

When the measurement object is a quality type parameter (the total mass of the aircraft or the quality of the carried item or the quality of the no-load), the value of the quality type parameter is the joint operation data; when the measurement object is the source dynamic parameter or the system operation parameter, the quality type parameter is The value of the total mass of the aircraft is the value of the total mass of the aircraft participating in the calculation of the motion balance (usually the actual value, the reference value); the value of the quality type parameter (the total mass of the aircraft or the mass of the carried item or the mass of the empty load) can be output to The human-machine interface, network system, and communication port in the aircraft; or save the values of the quality type parameters (the total mass of the aircraft or the mass of the carried goods or the quality of the no-load) to the storage device and network system in the aircraft;

The usefulness of this program:

If the measured object is the source dynamic parameter or the system operating parameter, it is better to use the aircraft motion balance calculation to obtain the value of the total mass of the aircraft, which can automatically follow the large change of the quality of the carried goods, and improve the accuracy of abnormal flight monitoring;

Outputting the value of the quality type parameter (the total mass of the aircraft or the mass of the carried item or the quality of the no-load) is convenient for the operator to intuitively judge the flight condition of the aircraft, which is of great significance for improving the credibility of the monitoring method and is helpful to the operator. At a glance, it is recognized whether the current flight condition abnormality is normal;

For example, when the actual value of the cargo quality of the aircraft is 700kg, if the aircraft shows that the carrying mass is 2000KG as heavy as an elephant, or 200KG is as light as a sheep, the operator or passenger can immediately identify whether the flight condition of the aircraft is normal;

For example, when an unmanned aircraft is flying automatically, if the calculated value of the total mass of the aircraft changes significantly (for example, from 1200KG to 1600KG or 800KG), the remote control personnel can identify in real time whether the flight condition of the aircraft is normal through the network system;

The joint calculation data of the quality type parameters (the total mass of the aircraft or the mass of the carried goods or the quality of the no-load) is saved, which is like the black box function of the aircraft safety, which is convenient for post-mortem analysis.

20. Further, in the monitoring method (#1), the source dynamic parameter in the rule calculation of the flight dynamic balance is any one or more of the motor drive parameter and the back end electrical power parameter.

The usefulness of this program:

The motor drive parameters are used as the source dynamic parameters to calculate the aircraft motion balance, and then the aircraft is monitored for abnormal flight conditions. The cost is low and the measurement accuracy is high. The sensitivity is higher than that of the high-cost torque sensor. It has significant cost advantages and performance advantages. It can greatly reduce the cost of monitoring system and improve monitoring performance, which is of great significance for the safe operation of aircraft;

The back-end electric power parameters are used as the source dynamic parameters to calculate the aircraft motion balance, which provides a new source power source parameter. The motor drive parameters can be used as the source power parameters as the verification basis.

Because the use of electrical power parameters, especially motor drive parameters, is generally a technology known in the power electronics industry, which facilitates low-cost, high-precision measurement and acquisition;

The calculation of aircraft motion balance is an industry technology in the field of vehicle operating control;

This is two completely different fields. The invention creatively combines electrical power parameters, especially motor drive parameters, with aircraft motion balance calculations across fields, and is thus creatively applied to a new aircraft flight condition anomaly monitoring field. It is of great significance for the safety of aircraft operations.

Fuel combustion is the source of driving energy and power for fuel-powered aircraft, and the fuel consumption rate can be accurately obtained through flow sensor or fuel injection parameters, so the fuel consumption rate as a source power parameter is also an excellent choice; The internal fuel consumption rate fm1 (fuel consumption rate on the injection output side of the fuel injection system) is used as the source power parameter to monitor the abnormal flight condition, although it is not as direct as the pressure in the engine combustion chamber, but the fuel consumption rate can not only monitor the rotary working type of the engine piston and the rear end. The operation of the power or transmission components can also directly monitor whether the combustion of the fuel in the combustion chamber of the engine is normal, and whether the fuel consumed is normally converted into power; the combustion failure of the fuel itself is also a kind of abnormality of the aircraft; if the signal collection point of the fuel consumption rate For the fuel injection system input side, it is possible to monitor whether the fuel injection system works normally; that is, by using a few drops of oil, the joint calculation data of the measurement object (such as the total mass of the aircraft) can be calculated, and then the monitoring data can be monitored. The fuel injection system of the aircraft and the operation of the engine combustion chamber are of great significance to the safety of the aircraft;

Taking the engine air flow as the source power parameter, the indirect monitoring of the flight condition by the fuel consumption rate monitoring aircraft is abnormal, the same as above;

Using the engine load report data as the source power parameter to monitor the aircraft to monitor the flight condition anomaly is more cost-effective than using a costly torque sensor to collect the signal.

Of course, the measurement object is also allowed to be any data other than the flight parameter, as long as the data can calculate the joint operation data according to the rules of flight dynamic balance, and judge whether the flight condition of the aircraft is abnormal according to the value and the reference data of the data.

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

The beneficial significance of this technical solution: relative to other aircraft, such as electric bicycles, wheelbarrows; power transmission monitoring in the above aircraft has more significant safety significance.

Further, in the monitoring method (#1), any one of the parameters of the total mass of the aircraft, the inherent parameters of the system, and the quality of the quality-changing item is used as the measurement target.

The usefulness of this program:

It is the worst effect to measure the source dynamic parameters (such as fuel consumption rate, cylinder pressure, engine output torque, engine output power, electromagnetic torque, current, electrical power, etc.) or mechanical operating parameters (such as speed, acceleration, etc.). The monitoring scheme, the difficulty/cost of measurement and control, and the accuracy/performance are also reduced; the amplitude of the measured joint operation data of the measuring object may change rapidly to increase the measurement error of the first incentive, and usually the measured value/or instruction is also required. The value/or historical value further sets the reference value, and the reference value may also change rapidly to bring the measurement error of the second incentive; and the joint operation data and the reference value may be in a low amplitude state at any time (relative to the full scale) Measurement) is more likely to cause measurement errors of the third incentive, and even monitor failure; because the total mass of the aircraft may vary greatly in different operational processes, if the source dynamic parameters or system operating parameters are used as the measurement targets, the total aircraft must first be acquired. The value of the mass, which leads to the measurement error of the fourth incentive and makes the measurement/monitoring system more complicated/high This;

The measuring object is preferably the total mass of the aircraft, and the total mass value of the aircraft is relatively stable in the current operation of the aircraft, and is convenient for the operator of the aircraft to visually judge the monitoring effect and greatly improve the monitoring reliability;

The sub-optimal object is the inherent parameters of the system (especially the rolling resistance coefficient or efficiency coefficient); the rolling resistance coefficient and the efficiency coefficient essentially represent the wear condition of the aircraft parts and the safety condition of the machine, and the parameter does not change much during the operation of the aircraft. It is easy to measure and compare; however, this method also has the measurement error of the above fourth incentive, and it is not convenient for the operator of the aircraft to visually judge the monitoring effect;

Secondly, the measurement object is the quality of the quality change item (fuel quality), because the change of fuel quality is relatively slow, the effect is better than the source dynamic parameter or mechanical operation parameter as the measurement object, but it also needs to track and measure the current actual value at any time. The reference value has a second incentive measurement error; and the joint operation data and the reference value may approach zero value (if the oil quantity is insufficient) cannot be accurately calculated/monitored, and there is a third incentive error and failure.

There are several calculation methods for the joint operation data of the measurement object. One is to check the table calculation; for example, the associated aircraft's total mass, source dynamic parameters, and system operation parameters are preset; when any two parameters are input, The table is calculated to calculate the value of another parameter; for example, obtaining the source dynamic parameter of the aircraft and the value of the system operating parameter; and calculating the joint operation data of the total mass of the aircraft according to the source dynamic parameter and the value of the system operating parameter;

One is calculated by using a model (also referred to as a mathematical formula); the foregoing embodiments 1 to 33 and 41 of the present invention all calculate joint operation data by a model;

The beneficial effects of this scheme: Because the principle, structure, vehicle condition, road condition and load condition of different aircraft are very different; there are many limitations in calculating the joint operation data of the measurement object by looking up the table; the capacity of the table is limited and the cost of the hardware device is two. All the parameters in the table need to be preset or learned to run; the larger the table capacity/parameter setting, the higher the hardware cost and the higher the parameter setting/learning cost;

If the aircraft motion balance model is used to obtain the joint operation data of the measurement object by mathematical calculation, it is only necessary to set the model rules and/or the mathematical operation rules in advance, and adjust the relevant parameter values, which can be greatly improved compared with the table lookup calculation. Reduce the acquisition cost of joint computing data / or greatly improve the accuracy of joint computing data acquisition accuracy / flight condition abnormal monitoring judgment sensitivity.

13. Further, the monitoring method (#1) further includes the following scheme: the joint operation data is calculated according to different operating conditions of the power device; that is, the power running condition of the power device is first obtained, and the power is obtained. The device operating conditions are associated with the calculations.

Implementation details of this program:

The aircraft is usually in the driving state of the power unit during acceleration, or flat road, or uphill operation; when the aircraft is decelerating or running downhill, it is easy to enter the braking state of the power unit; when the source power parameters can be easily measured The negative polarity (such as motor drive parameters, or other source dynamic parameters measured by the torque sensor) also allows joint calculation of the measurement object or abnormal flight condition monitoring in the braking state of the power unit;

As shown in the embodiment 17 or the alternative embodiment 9 of the embodiment 41, the operating conditions of the power device of the aircraft can be identified by the method provided in the foregoing, and the following calculations are respectively performed; that is, the power device operation is first obtained. Working conditions, correlating the operating conditions of the power plant with the calculation:

When the operating condition of the power unit is the driving state of the power unit, the energy/power transmission direction is usually transmitted from the power unit to the aircraft through the mechanical transmission system. When calculating the joint operation data of the measurement object, the value of the source power parameter needs to be multiplied by less than Efficiency coefficient of 1;

As in Embodiment 17, when the operating condition of the power unit is the braking state of the power unit, the energy/power transmission direction is usually transmitted from the aircraft to the power unit via the mechanical transmission system, and the joint operation data of the calculation object needs to be sourced. The value of the parameter is divided by the efficiency factor less than one;

The beneficial significance of this scheme: Because the aircraft must often enter the deceleration or downhill process, it often enters the braking state of the power unit; the existing known technology is still in the blind zone for the research of the braking state of the power unit when performing the joint calculation of the measuring object. The well-known technique adopts the same calculation formula at the time of driving and braking, thereby reducing the calculation of the joint operation data of the measurement object and the accuracy of the abnormality monitoring of the flight condition; the technical solution provided by the present invention acquires the operation of the power device In the working condition, the operating condition of the power unit is associated with the calculation, and the calculation of the joint operation data of the object/the accuracy of the abnormality monitoring of the flight condition and the accuracy of the false alarm rate can be greatly reduced compared with the prior art.

Details of the implementation of the program:

Abnormal flight conditions usually include aircraft operating environment anomalies, power transmission failures (including monitoring system failures), etc.; aircraft operating environment anomalies include road conditions, abnormal conditions, aircraft slip, roll, etc.; so can obtain the operation of the aircraft The environmental information excludes abnormal conditions such as abnormal road conditions and load conditions;

Typical road conditions are abnormal: road speed bumps on flat roads, stones exceeding a certain volume, bricks, trees, etc.; typical load conditions are abnormal: abnormal rolling/jumping of aircraft carriers/items;

There are several ways to obtain the operating environment information: the vibration sensor and the acceleration sensor can measure the bumpiness of the aircraft relative to the road surface during operation, and can actively identify the abnormal road conditions; it can be optical, ultrasonic, infrared sensors, Radar and other facilities measure and identify abnormal road conditions (like the reversing radar can accurately identify the height and distance of foreign objects); the rain sensitivity sensor can be used to identify the slippery humidity of the road surface; the tilting sensor or the acceleration sensor can be used to identify the roll of the aircraft; The slip can be known by comparing the rotational speed data of the rotating parts of the aircraft with the measured speed; the above situation can also be distinguished by the operator by visual observation and by sensory recognition; the time value of the joint operation data and the information of the operating environment information The value time is within the preset time range.

If the measured external environmental information is normal and the flight condition is abnormal, the aircraft can be directly determined to be in the power transmission failure condition; the power transmission failure mainly includes: abnormal wear of the rotating parts of the aircraft, aging, bursting, breaking, motor rotor holding shaft , engine pull cylinder, drive wheel lock, puncture, etc.; when the power transmission fault monitoring mechanism of the aircraft confirms the power transmission failure, it is usually necessary to immediately start the emergency treatment schemes such as deceleration, parking, and fault alarm;

If the measured external environment information has an abnormal condition and a flight condition abnormality occurs, it may be determined that the current flight condition abnormality of the aircraft may be caused by the external environment; the aircraft may continue to issue the flight condition abnormal warning information instead of the power transmission failure information; At the same time, the aircraft can continue to perform the monitoring operation to determine whether the abnormal flight condition is eliminated with the elimination of the abnormality of the operating environment. If the synchronization cannot be eliminated or the abnormal flight condition continues for more than the set time, the power transmission failure can still be determined;

The beneficial significance of the solution is: directly determining whether a power transmission failure occurs according to the acquired joint operation data, the reference data, and the operating environment information, and determining the power transmission failure compared to the subsequent first determining the flight condition abnormality, It can improve the safety response speed of the aircraft in power transmission failure.

15. Further, among the parameters participating in the calculation in the monitoring method (#1), any one or two parameters of a rolling resistance coefficient and a road surface gradient are included.

The implementation of this program: There are several ways to achieve aircraft motion balance:

The calculation formula as in Embodiment 3: m1 = (fq2-fq1) / (a2-a1) - m0; (Formula A3-4-3)

The calculation formula as in Example 15: m2 = ((P2o_2/V _x 2) - (P2o_1 / V _x 1)) / (a2-a1)

It can be concluded from the above-mentioned Embodiment 3 or Embodiment 15 that the calculation formula of the motion balance of the two-speed differential aircraft is: (m2=ΔF/Δa); the calculation formula of this type is calculated by taking the two-speed differential aircraft motion balance calculation. The formula jointly calculates the total mass value of the aircraft. The formula eliminates the rolling resistance coefficient f and the slope gradient θ parameter. The calculation is simple, but the calculation is accurate when the rolling resistance coefficient f and the road surface gradient θ are equal in the two shifting operations. When the θ or f is not equal in two runs, the calculation result is not accurate; and the company has a major defect that must be run when the shift is performed twice; and the aircraft may run at a constant speed most of the time. It is impossible to operate because Δa=0.

In the calculation formula of the aircraft motion balance in Embodiment 7, 11, 12 or Embodiment 41, the rolling resistance coefficient and the road surface gradient are included, and the aircraft can be calculated at both the constant speed and the shifting speed, and the result is relatively accurate, so relative to Embodiment 3 or 15 has higher accuracy and practicality.

The beneficial significance of the scheme: the system operation parameter group participating in the calculation of the aircraft motion balance includes the rolling resistance coefficient and the road gradient, which can be greatly improved compared with the calculation scheme that does not include the two parameters (usually the acceleration is the core calculation parameter). Monitoring accuracy, sensitivity, and scope of application.

33. A monitoring system for an aircraft, the measurement object being any one of flight parameters of the aircraft, wherein the monitoring system comprises a judgment parameter acquisition module (1) and a flight condition determination module (2);

The judgment parameter obtaining module (1) is configured to: acquire joint operation data of the measurement object and reference data of the measurement object; the joint operation data is obtained by acquiring according to the foregoing acquisition method (#1);

34. Further, the monitoring system further includes the monitoring system further comprising a flight condition exception processing module (3), Any one or more of the output module (4) and the save module (5);

The beneficial effects of the monitoring method and system for an aircraft provided by the present invention are as follows:

Through in-depth study and analysis of the flight condition of the aircraft: the operation of the aircraft is essentially the energy transfer and power transmission process; if the rotary working type of the aircraft or the transmission components are abnormally worn or deformed/running resistance increases/efficiency in high-speed operation Low time: If the monitoring system uses the source dynamic parameters as the measurement object, it may consume more power when other relevant flight conditions (such as the total mass of the aircraft, road gradient, wind resistance, speed, acceleration, etc.) remain unchanged. The deviation between the actual value of the source dynamic parameter and the joint operation data calculated by the aircraft motion balance is increased; if the monitoring system uses the speed in the mechanical operating parameter as the measurement object, such as the power output of the aircraft, that is, the actual value of the source dynamic parameter is unchanged and When other relevant flight conditions (such as the total mass of the aircraft, road gradient, wind resistance, acceleration, etc.) are constant, the deviation between the actual value of the speed of the aircraft and the joint operation data calculated by the aircraft motion balance may be increased; Total mass as the object of measurement and other phases When the flight conditions (such as road gradient, wind resistance, acceleration, etc.) are constant, when the actual value of the power, ie the source dynamic parameter, increases, or the actual value of the speed of the aircraft decreases, it will result in the calculation of the aircraft's motion balance. The aircraft total mass joint operation data changes; therefore, by comparing the joint operation data of the measurement object with the reference data, it can be determined whether the flight condition in the operation of the aircraft is abnormal, and the processing steps after the subsequent flight condition determination can be Timely monitoring and warning of abnormal flight conditions;

The monitoring method provided by the invention can also realize the monitoring of abnormal flight conditions of the aircraft (including the rotation of the working type of the aircraft or the operation failure of the transmission component) when the flight parameters are not out of the safe range, so as to avoid the occurrence of the aircraft as much as possible. Unpredictable safety incidents (including broken shafts, car crashes, etc.); as in the diagnosis of cancer in human medicine, if it is found in the late stage, it usually means the end of life. If early warning and early detection usually mean normal life and survival; The technical solution has important practical significance for the safe operation of the aircraft.

The technical solution provided by the invention not only facilitates the abnormal monitoring of the flight condition of the power system, the rotary working power or the transmission component; the technical solution of the invention is compared with the prior art that the tire pressure monitoring is performed by the air pressure or the wheel speed change It can include a monitoring scheme to detect changes in the operating force caused by tire deformation, provide a new safety monitoring technology for pneumatic tires, and also fill the existing tire pressure monitoring scheme. It is not convenient to monitor rigid driving wheels (such as high-speed rail, motor train, ordinary Monitoring blind spots for trains, crawler aircraft, etc.)

The fourth technical problem to be solved by the present invention is to provide a method for processing data of an aircraft; the processing method can acquire data of the aircraft by means other than sensor measurement, and save and/or output the data of the aircraft. In order to reflect the current actual flight conditions of the aircraft, past actual flight conditions, predicted (caused by but not yet executed control instructions) upcoming flight conditions, etc. and/or past flight conditions; available For further and extensive analysis, the flight safety status, safety control, flight control, etc. of the aircraft are studied.

The invention provides

24. A method for processing data of an aircraft (#1), the measuring object being any one or more parameters of the flight parameters, characterized in that the method comprises the steps of:

Acquiring the joint operation data of the measurement object based on the method described in the foregoing acquisition method (#1); the acquisition method (#1) further includes any one or more of the following A1, A2, A3, A4, and A5. Program:

A2. At least one of the mechanical operating parameters included in the input parameter is based on an actual value or a measured value or an instruction. The value is set;

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

Implementation details of the program:

In the processing method (#1) of the present invention, the joint operation data of the measurement object is obtained, and the foregoing method for acquiring data of the aircraft (#1) and any of the embodiments, implementation documents, technical solutions, and explanations may be referred to. The description may be performed; the joint operation data of the measurement object output by the external device may be directly read; only the joint operation data of the measurement object is generated as follows: the joint operation data is calculated by the rule of flight dynamic balance;

By outputting and/or saving the joint operation data of the measurement object, the original value of the historical record of the parameter is formed, and the actual value of the measurement object is formed by outputting and/or saving the actual value of the measurement object; Current actual flight conditions, past actual flight conditions, predicted (received but not yet executed control commands), upcoming flight conditions, etc.; can be used for further, extensive analysis of aircraft flight safety Status, safety control, flight control, etc.

In the foregoing flight condition monitoring scheme (#1), it is necessary to set the reference data therein, in particular, it is necessary to accurately set the preset deviation value, so as to accurately set a reasonable second range, the historical record value formed in the solution. It can be used as the ideal setting basis for the second range and/or preset deviation value, which can improve the monitoring sensitivity from the conventional fuzzy control to the precise control than by manual trial or empirical method setting;

For example, in the monitoring scheme (#1), when the measurement object is any one of the system inherent parameters, the original value or the historical record value of the measurement object is added to the preset deviation value to obtain the calculation. An ideal and accurate second range of objects;

For example, in the monitoring scheme (#1), when the measurement object is any one of the source dynamic parameter, the mechanical operation parameter, the mass change type item quality, and the aircraft total mass, the original value and the historical record actual value are calculated according to the measurement object. The difference value can be set to an ideal preset deviation value, and the preset deviation value is added to the actual value of the measurement object to obtain an ideal and accurate second range of the measurement object;

Setting the ideal and accurate second range is beneficial to greatly improve the sensitivity of the monitoring scheme (#1) and reduce the false alarm rate, which is of great significance for the safe flight of the aircraft.

The prior art has insufficient research on the abnormal flight condition monitoring of the aircraft, and the method for calculating the quantitative data of the aircraft flight condition that can be relatively accurately measured is more blind. The current abnormal flight condition monitoring needs to be collected through the black box, the flight recorder, and the Internet. Data (even requiring the construction of costly, large data systems), it is not yet easy to accurately identify the wear/age/safety conditions of the aircraft's powertrain; the method provided by the present invention can be used with only one or two data. Direct, simple, and low-cost diagnosis of the performance of the aircraft's powertrain. If the historical difference is too large, or the historical difference is too large from the historical actual value, the user/flight safety management/aircraft manufacturer/insurance formula The wear/or aging/safe condition of the aircraft's powertrain can be identified intuitively.

The obtaining in the solution may include receiving a joint of the measurement objects sent by the external device by using a wireless receiving manner. The calculation data, or the joint operation data of the measurement object sent by the external device through a wired method such as USB or CAN bus; or directly receiving the flight parameter by wired/wireless method, and then receiving the received parameter in the electronic device The total mass of the aircraft, the source dynamic parameters, the parameters of the system operating parameters, and then calculate the joint operation data of the measured objects by the rules of flight dynamic balance;

25. Further, in the processing method (#1), the first correlation data of the measurement object is also acquired; and the joint operation data and the first correlation data of the measurement object are output and/or saved.

Description of the implementation of the technical solution and beneficial effects:

Since the measured object may be a parameter other than the inherent parameters of the system (such as speed), because the actual value of the type parameter and the joint operation data may fluctuate greatly (such as from zero to 600KM/H), At this time, it is not convenient to use as a data source for setting reference data for aircraft flight condition monitoring, and it is not convenient for the user/flight safety management/aircraft manufacturer/insurance formula if it is solely based on its historical original value or historical actual value. Visually evaluate the condition of the aircraft, so it is necessary to simultaneously output and/or save the historical original value and the historical actual value; output and/or save the difference between the joint operation data of the measured object and the actual value, and the history of the measured object can be formed. Difference; of course, the joint operation data of the measurement object and the actual value are data generated in the same time range;

Simultaneously outputting and/or saving the joint operation data and actual values of the measurement object, and/or: outputting and/or saving the difference between the joint operation data of the measurement object and the actual value, further facilitating the reflection of the current actual flight condition of the aircraft. Actual past flight conditions, predicted (caused by but not yet executed control commands) impending flight conditions, etc. and/or past flight conditions; available for further, extensive analysis of aircraft flight Safety status, safety control, flight control, etc.

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

Implementation of the technical solution: The foregoing monitoring method (#1) of the present invention provides an automatic monitoring method for the deviation value of the joint operation data of the measurement object from the actual value; the aircraft control system in the technical solution , including dedicated electronic monitoring equipment, in-air navigation system, in-vehicle center console, driving screen display system, in-flight instrument panel, in-flight video monitoring system, or any one or more devices; the portable personal consumer electronic product Including mobile phones, PDAs, smart watches, smart bracelets, digital cameras, game consoles, etc.;

The invention outputs the joint operation data on the human-machine interface, including displaying and/or voice prompting joint operation data in any one or more of text, image, sound, voice, and the like;

The beneficial effects of the technical solution: the technical solution helps the driver and the passenger in the aircraft to directly judge whether the operation state of the aircraft is normal or not in a sight-seeing manner; for example, when the mass of the carried item in the total mass of the aircraft is used as the measuring object The passengers directly judge whether the current operation of the aircraft is normal through the joint operation data of the passenger's weight displayed on the electronic device; for example, when the speed is used as the measurement object, the passengers can use the joint operation data and observation of the speed displayed on the electronic device. The dashboard or directly perceives the actual speed of the aircraft to directly determine whether the current operation of the aircraft is normal; for example, when the current is used as the measurement object, the passengers can use the combined operation data of the current displayed on the electronic device and the actual data obtained by observing the instrument panel. The current directly determines whether the current operation of the aircraft is normal; therefore, the technical solution is also an important improvement compared to the prior art.

Further, in the processing method (#1), the relevant data of the measurement object is outputted and/or saved to a human-machine interface of an aircraft control system and/or a portable personal consumer electronic product, and the measurement object is an aircraft Any one or more of the total mass, speed, and electrical power.

The implementation description and beneficial effects of the technical solution: compared with other measuring objects (such as slope, acceleration, efficiency coefficient, etc.), the total mass of the aircraft (especially the quality of the carried goods therein) is most familiar and concerned by the personnel;

Secondly, the speed, the passengers can directly perceive the actual speed; the actual value of the electrical power is usually directly displayed with the dashboard;

These kinds of parameters are all convenient to provide the intuitive monitoring effect of the passengers on the operation of the aircraft, and help to improve the safety performance.

The implementation description and beneficial effects of the technical solution: the mobile phone, the smart watch, the smart bracelet have the characteristics of being widely carried by the passengers, and an APP software is added to the portable personal consumer electronic product, and the measurement object is performed thereon. Related data output and / or storage, monitoring, compared to other products with better portability, can greatly reduce the hardware cost of monitoring.

30. Further, in the processing method (#4), the processing method of the data of the aircraft further comprises: acquiring and outputting and/or saving a value of a flight condition correlation factor of the measurement object.

Implementation details of the technical solution: acquiring and outputting and/or saving the value of the flight condition correlation factor of the measurement object, and generating a history correlation factor value; according to the obtained history, the correlation factor value, the history difference value, and the history record The historical value of the original value and the actual value of the historical record are established;

When the aircraft is running, the values of different flight condition correlation factors may cause different values of the values of the flight parameters involved in the calculation of the aircraft's motion balance, which may result in changes in the calculated joint operation data or/and reference data, and thus may Resulting in a change in the judgment result of the flight condition abnormality; establishing a flight condition correlation factor database having one or more flight condition correlation factors, and the parameters of the database can be arbitrarily set, arbitrarily tailored, and arbitrarily expanded by the user;

The adjustment and adjustment flight condition abnormality determination data of the present invention includes directly adjusting flight condition abnormality determination data, such as reference data, joint operation data, flight condition abnormality judgment result, etc.; and also includes adjusting flight parameters calculated by participating aircraft motion balance calculation The value indirectly adjusts the flight condition abnormality judgment data;

For example, different road gradients, different speeds, and different vehicle conditions may cause changes in the rolling resistance coefficient of the aircraft, which may result in changes in the joint operation data and reference data of the aircraft motion balance calculation including the rolling resistance coefficient, resulting in abnormal flight conditions. The judgment result changes; for example, the higher the speed of the aircraft, the higher the speed of the aircraft may be, as the aircraft principle aircraft may also generate air lift and cause the rolling resistance coefficient value (or the gravity of the aircraft's total mass) to change; so it is possible to set the road gradient and speed. The associated table of the vehicle condition index and the rolling resistance coefficient (or the gravitational acceleration g value) participates in the calculation of the aircraft motion balance with the adjusted parameter values, thereby indirectly adjusting the flight condition abnormality determination data;

For example, when the good condition of the vehicle is high, or when the road condition is high, or when the good condition is high, the absolute value of the preset deviation value can be reduced to improve the monitoring sensitivity; if the vehicle is good, the index is low, or the road condition is low. When the good condition index is low, the absolute value of the preset deviation value may be increased to reduce the false alarm rate; if the negative acceleration exceeds a certain The threshold value (such as when the aircraft is decelerating sharply) can directly set the judgment result of the abnormal flight condition to the abnormality of the flight condition;

The beneficial significance of this scheme: adjust the flight condition anomaly judgment data according to the values of different flight condition correlation factors, which can be used in different vehicle conditions, road conditions, load conditions, positions, aircraft total mass, source dynamic parameters, and system operation parameters. Improve parameter calculation accuracy, flight condition abnormal monitoring sensitivity, and reduce false alarm rate.

The beneficial effects of the technical solution: establishing a comprehensive associated history database helps to further improve the accuracy of the setting of reference data required for flight condition judgment, and is convenient for improving the abnormality of flight condition monitoring.

The invention also provides

30. A monitoring system for an aircraft, the measurement object being any one of flight parameters of the aircraft, wherein the monitoring system comprises a judgment parameter acquisition module (1), a flight condition determination module (2); the monitoring The system further includes any one or more of a flight condition exception processing module (3), an output module (4), and a saving module (5);

The determining parameter obtaining module (1) is configured to: acquire the joint operation data of the measurement object according to the method in the foregoing acquisition method (#1); the acquisition method (#1) further includes the following A1 and A2. Any one or more of A3, A4, A5:

A5. At least one of any one of the total mass of the aircraft, the mass of the carried item, the quality of the empty load, and the inherent parameters of the system included in the input parameter is set based on an actual value and/or a reasonable value; and/or: input At least one of the non-measurable parameters included in the parameter is set based on an actual value and/or a reasonable value; and/or at least one of the predefinable parameters included in the input parameter is based on an actual value And / or reasonable value is set; in the A5 scheme, the reasonable value of the parameter can be known by the preset method or by the joint operation method; the actual value of the parameter can be known by the preset method or by the actual measurement method. Learned, or learned by joint computing. ;

The flight condition judging module (2) is configured to: determine whether the flight condition of the aircraft is abnormal according to the joint operation data of the measurement object and the reference data of the measurement object;

The invention also provides

The calculation object joint operation data acquisition module (1) is configured to: acquire joint operation data of the measurement object, and the joint operation data is calculated by a flight dynamic balance rule; and the parameter required for the joint operation data of the measurement object is obtained. At least one of the data is set based on the actual value or the measured value or the command value, and/or at least one of the mechanical operating parameters included in the required parameter is based on the actual value or the measured value or the command value. And/or the required parameters At least one of the measurable parameters included in the number is set based on the actual value or the measured value or the command value, and/or at least one of the parameters to be measured included in the required parameter is And setting according to an actual value or an actual measured value or a command value; and/or at least one of any one of the total mass of the aircraft, the mass of the carried item, the quality of the empty load, and the inherent parameter of the system included in the required parameter is And at least one of the unmeasurable parameters included in the required parameter is set based on the actual value and/or the reasonable value; and/or the value is set based on the actual value and/or the reasonable value; At least one of the predefinable parameters included in the required parameters is set based on an actual value and/or a reasonable value;

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

The saving module (3) is configured to: save the joint operation data.

The invention also provides a

32.

35. An acquisition system for data of an aircraft, the measurement object being any one or more parameters of flight parameters of the aircraft, wherein the acquisition system is configured to: acquire the measurement object based on the foregoing acquisition method (#1) Joint operation data; the acquisition system further includes any one or more of the following A1, A2, A3, A4, and A5:

A5. At least one of any one of the total mass of the aircraft, the mass of the carried item, the quality of the empty load, and the inherent parameters of the system included in the input parameter is set based on an actual value and/or a reasonable value; and/or: input At least one of the non-measurable parameters included in the parameter is set based on an actual value and/or a reasonable value; and/or at least one of the predefinable parameters included in the input parameter is based on an actual value And / or reasonable values are set.

Because modern aircraft have mature power control devices, central controllers, navigation systems, network transmission systems; mature software and hardware platforms, power control devices with mature source dynamic parameter measurement system, mature aircraft internal human-computer interaction interface ( Display or voice mode);

Therefore, the monitoring method of the aircraft provided by the present invention and the monitoring method of the overload of the aircraft can be operated in a separate device or integrated into an existing central controller, or a power control device, or a navigation system, or the like. Running in car electronics.

Therefore, the invention provides an aircraft monitoring system and an aircraft overload monitoring system, which can be used as independent devices or integrated into an existing central controller, or a power control device, or a navigation system, or other In-vehicle electronic equipment.

Because the prior art can facilitate the transmission of the parameter network, all the above technical solutions provided by the present invention can also be completely used in various wired or wireless mobile 3G, 4G networks, Internet, Internet of Things, Internet of Vehicles, and air traffic control network centers. It is implemented in the operation management center, aircraft fault diagnosis center, GPS network, aircraft intranet, and local area network (such as various network clouds). The technical solution of the present invention is implemented by a network system, and can be applied to network monitoring of a manned aircraft or network monitoring of an unmanned intelligent aircraft.

The technical solution provided by the invention can basically be realized under the condition that the new hardware cost is much lower than the manufacturing cost of the aircraft, and the safety operation coefficient of the aircraft can be greatly improved, which is beneficial to ensuring the safety of the life and property of the aircraft occupant and reducing the air traffic control. The operating department manages costs.

The invention also provides a processing method (#2) for the condition of the aircraft, which is convenient for solving the following problem: when the measuring object is any unmeasurable parameter and/or preset parameter and/or system inherent parameter in the flight parameter One time, even if it has been obtained Calculating the joint operation data of the object, but non-professional or non-professional equipment is often unable to judge the condition of the aircraft based on the joint operation data; when the measurement object is in addition to unmeasurable parameters and/or preset parameters and/or system inherent Any of the flight parameters other than the parameters (such as acceleration, torque, etc.), even if the difference between the joint calculation data based on the measurement object and the actual value of the measurement object has been obtained, the non-professional or non-professional equipment often cannot be based on The difference data determines whether the condition of the aircraft is good or not; non-professional or non-professional equipment can often only be calculated at a specific maintenance and repair site, or in joint computing data that can identify the measured object (or based on the joint calculation data of the measured object) Value data) In the case of a professional or professional equipment that corresponds to the good or bad relationship of the aircraft, or if a major safety accident has occurred, the condition of the aircraft is known to be good or bad, and the non-professional is in the operation of the aircraft. It is impossible to monitor the condition of the aircraft in real time or online, which is not conducive to avoiding heavy Security incidents broke out;

A method for processing an aircraft condition (#2), the measuring object is any one or more parameters of the flight parameter, including the steps:

Obtaining joint operation data of the measurement object, wherein the joint operation data is obtained based on a flight dynamic balance rule/the joint operation data is an acquisition method of the aircraft-based data;

Also includes any one or more of the following steps:

20A1. The measurement object is an unmeasurable parameter and/or any one or more parameters of the preset parameter and/or the system inherent parameter, and the joint operation data is output and/or saved;

20A2, when the measurement object is any one of flight parameters other than unmeasured parameters and/or predefinable parameters and/or system intrinsic parameters, the processing method further needs to obtain an actual value of the measurement object. Outputting and/or saving the joint operation data and the actual value, and/or outputting and/or saving the difference between the joint operation data and the actual value.

Further, the foregoing 20A1 solution further includes: acquiring reference data of the measurement object; outputting and/or saving the reference data of the measurement object; that is, the solution is integrated into 30A1: the measurement object is an unmeasurable parameter in the flight parameter. And/or any one of a preset parameter and/or a system-specific parameter, and the joint operation data of the measurement object and the 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 as follows Processing: outputting and/or saving; identifying the flight condition; the joint operation data is a result calculated based on a flight dynamic balance based rule of the aircraft;

Preferably, the output is output on the human-machine interface of the electronic device and/or the portable personal consumer electronic product in the aircraft; it is more convenient for the non-professional or non-professional device to identify the condition of the aircraft during the real-time flight of the aircraft;

Further, the foregoing 20A2 solution further includes: acquiring reference data of the measurement object; outputting and/or saving the reference data of the measurement object; that is, the solution is integrated into 30A2: the measurement object is any one of flight parameters. And acquiring the joint operation data of the measurement object, the reference data of the measurement object, and the reference data of the measurement object, and the joint 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 joint operation data is an acquisition method based on flight power balance-based rules calculated/the joint operation data is aircraft-based data; the reference data is preferably a calibration value Or the actual value; when the measurement object is any one of the unmeasurable parameters of the flight parameter and/or the preset parameter and/or the system inherent parameter, the reference data is preferably a calibration value; obviously, the 30A2 solution is particularly suitable for: The measurement object is other than unmeasurable parameters and/or pre-settable parameters and/or system-specific parameters. In any parameter of the flight parameter, the reference data is preferably an actual value; in the present invention, the output refers to outputting a plurality of data in the statement together, and storing refers to saving a plurality of data in the statement together;

Preferably, the output is output on the human-machine interface of the electronic device and/or the portable personal consumer electronic product in the aircraft; it is more convenient for the non-professional or non-professional device to recognize the condition of the aircraft during the real-time driving of the aircraft;

Alternatively, another technical solution 30A3 may be obtained according to the same principle of 30A1: the measurement object is any one or more parameters of the unmeasurable parameter and/or the preset parameter and/or the system inherent parameter in the flight parameter, and the joint of the measurement object is obtained. The operation data and the reference data of the measurement object, the flight condition is identified based on the joint operation data of the measurement object and the reference data of the measurement object; the joint operation data is a result calculated based on a rule based on a flight dynamic balance/the Union The combined operation data is an acquisition method of the aircraft-based data; the reference data is preferably a calibration value;

Alternatively, another technical solution 30A4 may be obtained according to the same principle of 30A2: the measurement object is any one of flight parameters, and the joint operation data of the measurement object and the reference data of the measurement object and the reference data of the measurement object are obtained, according to the The joint operation data of the measurement object and the reference data of the measurement object and the reference data of the measurement object identify the flight condition; the reference data is preferably a calibration value or an actual value; obviously: the 30A4 scheme is particularly suitable for: the measurement object is The unmeasured parameter and/or any one of the flight parameters other than the preset parameter and/or the system inherent parameter, the reference data is preferably an actual value;

In the above 30A2, 30A4 scheme, how to identify the flight condition according to the joint operation data of the measurement object, the reference data of the measurement object, and the reference data of the measurement object, and the typical scheme is: joint calculation data according to the measurement object and the calculation The reference data of the object may obtain a difference, and the flight condition is identified according to the difference and the reference data of the measurement object; the difference between the joint operation data of the measurement object and the reference data of the measurement object may also be referred to as a measurement object The joint operation data calculates the difference data; when the measurement object is any one of the flight parameters except the unmeasurable parameter and/or the preset parameter and/or the system inherent parameter, the reference data is preferably the actual value; When the measurement object is any one of the unmeasurable parameters of the flight parameter and/or the preset parameter and/or the system inherent parameter, the reference data is preferably a calibration value;

In any one of the above 30A1, 30A2, 30A3, and 30A4, the joint operation data is a result calculated based on a flight dynamic balance based rule/the joint operation data is an aircraft-based data acquisition method;

The input parameter of the aircraft motion balance calculation formula is all parameters of the aircraft motion balance calculation formula except the measurement object, that is, the input parameter is a parameter required to calculate the value of the measurement object according to the flight dynamic balance based rule;

Preferably, the number of parameters in the input parameter to be measured is set, and the parameters are set based on the measured value; other parameters may be set by preset values; the more the measured parameters, the higher the accuracy will be, the better the monitoring performance is. The measured parameters are less costly; the user and the manufacturer can customize according to their different situations.

Preferably, reference may be made to the foregoing measurement method (#1), the deformation of the power Fx, the basic setting scheme of the value of the input parameter, the setting scheme 2 of the value of the input object or the value of the input parameter, and various preferred schemes thereof, and the booting from the startup Or any one or more schemes in the startup after receiving the manual operation instruction for use in the processing method.

The processing method is started after starting up or receiving a manual receiving operation instruction. In the present invention, the processing method can be booted and self-started, without human operation, and the electronic device integrated with the processing method runs after self-powering, and the self-running may start immediately after power-on, or may be pre-evented. It can be run after setting the time. The preset time may be only used as a standby time, and other applications are not executed during the time period, and other applications may be executed within the preset time, and may be further executed by other applications. The degree (such as half of execution or execution completion, etc.) is used as a point in time to start the monitoring method or to start the monitoring method directly with the startup instructions sent by the other applications. In the working mode initiated after receiving the manual operation instruction, the operation instruction is used to control the start of operation of the monitoring method, and the operation button, touch screen or other mobile electronic device (such as mobile phone) in the vehicle is subjected to artificial action. Produced after the operation. Correspondingly, in the processing system of the aircraft data, the processing system further includes a startup module, which is used for starting the self-starting or receiving the manual receiving operation instruction, and starting other working modules in the processing system to start working, the specific function and The above processing methods are corresponding, and specific reference can be made to the above processing method.

In any one of the above 30A1, 30A2, 30A3, and 30A4, the identification refers to a judgment or calculation or indication; the flight condition, in particular, information identifying the condition of the power system of the aircraft, and further may be the power to be monitored by the aircraft. Status information of the transmission component; the condition, especially the safety status or health status, may also refer to the working condition or the operating condition; the type of the measurement object, the joint operation data of the measurement object, the actual value, the calibration value, etc., may refer to the text. Description and definition of any other place;

In any one of the above embodiments 30A1 and 30A3, the reference data refers to data for identifying the flight condition with the joint operation data of the measurement object; in any of the above 30A2 and 30A4, the reference data refers to Measuring object The joint operation data and the reference data of the measurement object are used to identify the data of the flight condition; the reference data, that is, the data used for calculating the flight condition with the difference data calculated based on the joint operation data of the measurement object; The reference data may also be referred to as third data; the reference data may be known by a limited number of experiments, manual trials; the specific values of the data may be known and set by non-creative persons by those skilled in the art;

The meaning of any of the above 30A1, 30A2, 30A3, 30A4: it is convenient for non-professionals to directly and intuitively identify the condition of the aircraft, which has great practical significance; the meaning of any of the above 30A1, 30A2, 30A3, 30A4 It can be used to better solve the following problem: when the measurement object is any one of the unmeasurable parameters of the flight parameters and/or the preset parameters and/or the system inherent parameters, even if the joint operation data of the measurement object has been obtained, Professional or non-professional equipment is often unable to judge the condition of the aircraft based on the joint operation data; when the measurement object is any of the flight parameters other than the unmeasurable parameters and/or the preset parameters and/or the system inherent parameters Parameters (such as acceleration, torque, etc.), even if the difference data calculated based on the joint operation data of the measurement object has been obtained, the non-professional or non-professional equipment often cannot judge the condition of the aircraft based on the difference data; Professional or non-professional equipment can often only be used in specific repair and maintenance locations, or in joint operations that can identify measured objects. (or based on the difference data calculated from the joint calculation data of the measurement object), in the case of cooperation with a professional or professional equipment that has a good or bad relationship with the aircraft, or after a major safety accident has occurred, the aircraft condition can be known. Good or bad, non-professionals can't monitor the condition of the aircraft in real time or online during the operation of the aircraft, which is not conducive to avoid the outbreak of major safety accidents. In the present invention, the non-professionals refer to the joint operation that cannot identify the measured object. The data (or the difference data calculated based on the joint calculation data of the measurement object) and the person who has a good or bad relationship with the aircraft; for example, most of the ordinary passengers are non-professionals; non-professional equipment means that the calculation cannot be recognized. A device for associating the joint operation data of the object (or the difference data calculated based on the joint operation data of the measurement object) with the good or bad condition of the aircraft; in the present invention, the definition of non-professionals and professionals can be determined by those skilled in the art. Know; the definition of non-professional equipment and professional equipment can be Known by the domain technician;

In any one of the foregoing 30A1, 30A2, 30A3, and 30A4, the status information is status information that can be directly recognized; the directly identifiable status information can also be understood as non-professional identifiable status information or non-professional equipment. Identifiable status information; status information that cannot be directly identified refers to status information that is not recognizable by non-professionals or status information that is not recognized by non-professional equipment; for example, when the information is: the joint operation data of acceleration is 0.01 and the actual value of acceleration For 0.02, non-professional and non-professional equipment often cannot use this information to identify the condition of the aircraft; if processed in any of 30A1, 30A2, 30A3, 30A4, the flight status is graded (eg A or B or C); non-professional or non-professional equipment can use this level information (such as A or B or C) to easily identify the condition of the aircraft; especially for non-professional or non-professional equipment in the real-time driving of the aircraft Identifying the condition of the aircraft during the process is of great significance to safety. The directly identifiable condition information may be information that the occupant can directly recognize the condition of the aircraft through at least one of visual, auditory, and tactile;

Identifying the flight conditions may be different from the simple and abnormal conditions of the aircraft, which may be different from the normal and faulty states of the aircraft; because in many cases, even if the performance of the aircraft power system is degraded, The condition of the car is not good, but it cannot be attributed to the fault state or abnormal state; all, it is necessary to identify the flight condition, which is convenient for the user to evaluate and judge the condition of the aircraft; the decision right and the right to know are delivered to the user; In this case, the solution is of great significance; the invention can be used for the aircraft to calculate the data characterizing the health of the aircraft in the event of a failure, to inform the driver or to perform an analysis process by transmitting to a remote processing center. The invention can also be used for the aircraft to calculate the data indicating the health status of the aircraft after the failure and still can travel, to inform the driver of the degree of failure of the aircraft or to analyze the processing by transmitting to a remote processing center. The degree of failure of the aircraft.

In any one of the above 30A1, 30A2, 30A3, and 30A4, the flight condition is status information that can be directly recognized; preferably, a level or ratio describing the condition of the aircraft; the ratio is preferably a percentage; the ratio can be described by a numerical value or by Graphical information such as a progress bar and a pointer map; when the flight status is a level, the reference data is preferably a preset range; In the 30A1 and/or 30A3 schemes, the rank is usually the data obtained by comparing the joint operation data of the measurement object with the range defined by the reference data of the measurement object; in the 30A2 and/or 30A4 scheme, the rank is usually Comparing the difference data calculated based on the joint operation data of the measurement object with the range defined by the reference data of the measurement object, and comparing the data obtained after the processing;

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 joint operation data; the reference data may also be other data, which may be used to cooperate to identify the flight condition; at 30A1 In the 30A3 and/or 30A3 schemes, the ratio is usually the data obtained by dividing the joint operation data of the measurement object and the reference data of the measurement object; in the 30A2 and/or 30A4 scheme, the ratio is usually a joint based on the measurement object. The difference data obtained by the calculation data (that is, the difference between the joint operation data of the measurement object and the reference data of the measurement object) and the reference data of the measurement object are subjected to the division processing;

Conventional, grade or ratio can be understood as data obtained after processing with reference data of a measurement object; the processing is usually a comparison processing or a division processing;

For example, the number of levels described in the method of treating the condition of the aircraft is 2; for example, A and B may be used, or 1 and 2 may be used, or superior or inferior, or used up and down, or with I and II, or The data in the upper and lower combinations sequentially indicate flight conditions;

In general, in the combinations, the preceding description indicates that the aircraft condition is at a better level than the later description; of course, in each combination, a better level indicating the condition of the aircraft is specifically described by the preceding description or the latter description. , can be arbitrarily designated by the system or user, or interchanged, so as to be understood by non-professionals; for example, B can also indicate that the condition of the aircraft is better than the condition of the aircraft indicated by A, etc.;

Processing method 1: when the measurement object is an unmeasured parameter and/or any one of a preset parameter and/or a system inherent parameter, the flight condition is identified based on the joint operation data and the reference data of the measurement object; The joint operation data of the object is compared with the reference data. If the joint operation data of the measurement object is within a certain range defined by the reference data, the aircraft condition is set to a certain level; for example, the joint of the measurement object When the operation data is outside a certain range defined by the reference data, the aircraft condition is set to another level; one of the preferred objects of the measurement object is an efficiency coefficient, In particular, the efficiency of the power system as a whole or the efficiency of the power transmission component to be monitored; for example, the range 1 of the reference data is a value range greater than or equal to 95%, and the range 2 of the reference data is a value range less than 95% and greater than 90%. , the range 3 of the reference data is a value range less than or equal to 90%, and when the efficiency coefficient is within the range 1 of the reference data, the aircraft condition is set to A or 1 or superior or upper level; When the coefficient is within the range 2 of the reference data, the aircraft condition is set to B or 2 or a normal or medium level; when the efficiency coefficient is within the range 3 of the reference data, the aircraft condition is set to C or 3 or inferior or lower level; the preferred object of the measurement object is the coefficient of friction between the air and the aircraft; for example, the range 1 of the reference data is a value range less than or equal to 0.01, and the range 2 of the reference data is less than 0.015 and For a value range greater than 0.01, the range 3 of the reference data is a value range greater than or equal to 0.015; when the coefficient of friction between the air and the aircraft is within the range 1 of the reference data, the aircraft condition is set to A or 1 or superior or superior; when the coefficient of friction between the air and the aircraft is within the range 2 of the reference data, the aircraft condition is set to B or 2 or normal or medium level; when the coefficient of friction between the air and the aircraft When the reference data is within the range 3, the aircraft condition is set to C or 3 or inferior or lower level;

Example 1 of Processing Method 2:

When the measured object is the total mass m2 of the aircraft, the joint operation data m2__cal of the total mass m2 of the aircraft in the same time period and the actual value m2_org as the reference data are acquired, and the range 1 of the reference data is a value range less than or equal to 100 KG, and the reference data The range 2 is a value range smaller than 200KG and larger than 100KG, and the range 3 of the reference data is a value range greater than or equal to 200KG; when the difference between the joint operation data (m2__cal) of the measurement object and the reference data (m2_org) of the measurement object When the absolute value (|m2__cal-m2_org|) is within the reference data range 1, the aircraft condition is set to A or 1 or superior or upper level; when the joint operation data (m2__cal) of the object is measured and the calculation When the absolute value of the difference (*m2__cal-m2_org|) of the reference data (m2_org) of the object is within the reference data range 2, the aircraft state of the aircraft is set to B or 2 or the level of the normal goods; When the absolute value (|m2__cal-m2_org|) of the difference between the joint operation data (m2__cal) and the reference data (m2_org) of the measurement object is within the reference data range 3, the aircraft condition is set to C or 3 or Inferior or lower grade;

In the above method, the reference data is set to a certain range; there are more feasible ways, for example, the reference data is set to a base number 3, which can be used to identify a flight condition, select a calculation rule that can be used to identify a flight condition, and identify a flight condition; referring to Example 1 of the above processing method 2, joint calculation data (eg, m2__cal) of the measurement object and the The absolute value of the difference of the reference data of the measurement object (for example, m2_org) (for example, |m2__cal-m2_org|) is divided by the base 3 (for example, set to 100KG), rounded, and the result is directly used as the identification flight condition; ABC or 123 class information.

Further, that is, preferably, in the processing method (#2): any one of the parameters of the aircraft mass, the system inherent parameter, and the quality variable item quality is used as the measurement object; or any of the flight parameters other than the longitudinal acceleration a parameter is used as the measurement object; or any one of the flight parameters other than the source dynamic parameter is used as the measurement object; or any one of the flight parameters other than the longitudinal acceleration and/or the source dynamic parameter is used as the measurement object. Object

Corresponding to a method for processing aircraft conditions (#2), the present invention provides a processing system for aircraft conditions (#2),

The system can be used to implement any one or more of the above 20A1, 20A2, 30A1, 30A2, 30A3, 30A4; further, the processing system (#2) can also implement any one or more of the processing methods (#2) An alternative.

The threshold value of the present invention may also be referred to as a threshold value, and the two have the same meaning in the present text, and the two are equivalent;

The research of data itself is an important scientific subject; the world of the future and the world of the Internet are the world of data; one of the essences of the so-called big data illustrates the importance of studying various key types of data;

The calculation of the motion balance of the aircraft can be regarded as a unique data in itself;

In the prior art, there is a lack of research on the impact of "aircraft motion balance calculation" on the operational safety of the aircraft; in the prior art, data that can participate in the calculation of the aircraft motion balance, especially the data of the inherent parameters of the system (especially the efficiency therein) Insufficient research on the impact of the coefficient and rolling resistance coefficient on the operational safety of the aircraft; the prior art, even the total mass of the aircraft, has insufficient research on the influence of the data characteristics of the fixed amplitude in different operating processes on the operational safety of the aircraft; Therefore, the existing technology cannot build a complete and automatic power transmission monitoring system;

The invention deeply studies the relationship between "aircraft motion balance calculation" and "aircraft operation safety", and builds various monitoring systems or processing systems based on the data acquired by "aircraft motion balance calculation" as a key technical means, thereby realizing A major breakthrough in the operation safety technology of aircraft; this is also an important creative point of the inventive idea;

The invention makes an in-depth study on "aircraft motion balance calculation" and "aircraft operation safety", and proposes to take a certain parameter as a calculation object, and obtain the data obtained by "aircraft motion balance calculation" (joint operation data), and different ways or Comparing the reference data set at different times to determine whether the flight condition of the aircraft is abnormal, as a key technical means to construct a monitoring system, thereby achieving a major breakthrough in the safety technology of the aircraft; this is also an important creation of the inventive idea. point;

The invention studies the influence of the data in the motion balance of the aircraft (especially the inherent parameters of the system) on the operational safety of the aircraft, and deeply studies the scientific laws therein; and proposes to construct the monitoring system by using the inherent parameters of the system as the measurement object as a key technical means, thereby A major breakthrough in the safety technology of aircraft operations; this is also an important creative point of the inventive idea;

Even when the total mass of the aircraft is also used as the measurement object, the data characteristics of whether the amplitude is fixed in different running processes are deeply studied; according to the different characteristics of the data, different technical solutions for setting the reference value are formulated; A complete and automatic monitoring system for abnormal flight conditions, thus achieving a major breakthrough in the safety monitoring technology of aircraft operations; this is also an important creative point of the inventive idea;

The same is the source dynamic parameters in the calculation of the flight dynamic balance, and the data characteristics of the motor drive parameters, non-motor drive parameters (in terms of acquisition path, acquisition cost, parameter sensitivity, accuracy, etc.) are studied in depth; The driving parameters are used as the source dynamic parameters in the calculation of the aircraft's motion balance, which brings about a significant improvement in the performance of cost, sensitivity, accuracy, etc., that is, a significant impact on the safety monitoring system (cost performance, sensitivity, accuracy) of the aircraft. Breakthrough; this is also an important creative point of the inventive idea;

The invention develops a set of scientific reference values (such as actual measurement mode, self-learning mode, calibration method) according to the influence of data of a plurality of different characteristics on the operation safety of the aircraft, thereby constructing a complete and automatic flight condition abnormality. The monitoring system, thus achieving a major breakthrough in the safety monitoring technology of the aircraft; this is also an important creative point of the inventive idea;

The present invention is directed to calculating the data obtained by the rules of flight dynamic balance (that is, joint operation data), and performing in-depth research on the influence of the operation safety of the aircraft on different occasions; and calculating the data calculated by the rules of flight dynamic balance in the convenience aircraft Within the device or area visually monitored by the internal personnel, the safety monitoring performance of the aircraft operation will be significantly improved; this is also an important creative point of the inventive idea;

The invention is based on the calculation of the data calculated by the rules of flight dynamic balance (that is, the joint operation data), and can be used as a historical record value, and one or two data can be used to clearly represent the safety status of the aircraft, avoiding useless purposes and no targeting. Sexual and confusing big data to measure the cost increase and lack of performance brought about by the safety situation of the aircraft; this is also an important creative point of the inventive idea;

The invention is directed to a variety of data (such as rolling resistance coefficient, road gradient, mass change type item quality, power plant operating conditions, operating environment information, and even the unique point brought by the total mass of the aircraft as a display object in the operation of the aircraft) The data characteristics, in-depth study of the impact of aircraft safety monitoring performance, and propose various optimization programs; this is also an important creative point of the idea of the present invention.

The same as the fuel power parameters, and the data characteristics of cylinder pressure, fuel consumption rate, engine air flow, engine load report data, torque sensor output signal, etc. (in terms of acquisition route, acquisition cost, parameter sensitivity, accuracy, etc.) Research; priority (cylinder pressure, fuel consumption rate, engine air flow, engine load report data) as the source power parameter in aircraft motion balance calculation, resulting in significant improvements in cost, sensitivity, accuracy, etc., that is, A major breakthrough in the operation safety monitoring system (cost performance, sensitivity, accuracy) of the aircraft; this is also an important creative point of the inventive idea.

And the knowledge of completely different fields, such as the air lift factor in the field of aircraft, and the aircraft operating on the ground in the concept of the present invention, the calculation of the balance of flight dynamics, the monitoring of flight conditions, the creative combination of these factors, and the construction The safety monitoring of the aircraft that can be applied to the ground at low speed is also an important creative point of the present invention.

The terms of the nouns, the text descriptions, the calculation formulas, the parameter acquisition methods, the implementation modes, the embodiments, the alternative embodiments, the extended embodiments, and the like can be applied to any one of the preceding and following technical solutions. And the contents of each part can be arbitrarily combined and replaced; for example, the monitoring method of the present application, the calculation method of the joint operation data in the overload monitoring method, the acquisition method, etc., can arbitrarily call the aforementioned flight condition monitoring method and parameter estimation method. Content.

The above is a further detailed description of the present invention in connection with the specific preferred embodiments, and the specific embodiments of the present invention are not limited to the description. For those skilled in the art to which the present invention pertains, a number of simple derivations or substitutions may be made without departing from the inventive concept.

Claims

A method for acquiring data of an aircraft, the measuring object is any one or more parameters of the flight parameters of the aircraft, and is characterized in that: between the at least two parameters of the system operating parameter, the source dynamic parameter, and the quality type parameter Corresponding relationship is set to obtain the joint operation data of the measurement object; the acquisition method further includes any one or more of the following A1, A2, A3, A4, and A5:

A1, at least one of the source dynamic parameters included in the input parameter is set based on the actual value or the measured value or the command value;

A2. At least one of the mechanical operating parameters included in the input parameter is set based on the actual value or the measured value or the command value;

A3. At least one of the measurable parameters included in the input parameter is set based on the actual value or the measured value or the command value;

A4. At least one of the parameters to be measured included in the input parameter is set based on the actual value or the measured value or the command value;

A5. At least one of any one of the total mass of the aircraft, the mass of the carried item, the quality of the empty load, and the inherent parameters of the system included in the input parameter is set based on an actual value and/or a reasonable value; and/or: input At least one of the non-measurable parameters included in the parameter is set based on an actual value and/or a reasonable value; and/or at least one of the predefinable parameters included in the input parameter is based on an actual value And / or reasonable values are set.
An aircraft monitoring method, the measuring object is any one or more parameters of an aircraft flight parameter, and is characterized by:

Obtaining the joint operation data of the measurement object and the reference data of the measurement object, the joint operation data is obtained by the acquisition method according to claim 1; determining the aircraft according to the joint operation data of the measurement object and the reference data of the measurement object Flight status.
The method for monitoring an aircraft according to claim 1, wherein the flight condition of the aircraft is determined based on the joint operation data of the measurement object and the reference data of the measurement object: the joint operation data according to the measurement object and the The reference data of the measurement object determines whether the flight condition of the aircraft is abnormal::.
The method for monitoring an aircraft according to claim 3, wherein the reference data of the measurement object is a second range of the measurement object, and the joint operation data according to the measurement object and a reference of the measurement object The data determines whether the flight condition of the aircraft is abnormal: comparing the joint operation data of the measurement object with the second range, and determining whether the joint operation data of the measurement object exceeds the second range.
The method for monitoring an aircraft according to claim 4, wherein the monitoring method comprises any one of the following 8A1, 8A2, and 8A3:

8A1. If the measurement object is any one of a source dynamic parameter, a mechanical operation parameter, a mass change item quality, and/or if the measurement object is a measurable parameter, and/or if the measurement object is to be measured The parameter is: 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 value of the reference data and the value of the joint operation data are within a preset time range. ;

8A2. If the measurement object is any one of a source dynamic parameter, a mechanical operation parameter, and a quality change item quality, and / Or if the measurement object is a measurable parameter, and/or if the measurement object is a parameter to be measured, then: an actual value of the measurement object is set according to a history value of the measurement object, the history value The difference between the flight condition at the time of the value and the flight condition at the time of the value of the joint operation data is lower than a preset threshold, and the historical record value includes any one or two of the historical record original value and the historical record actual value. data.

8A3. If the measurement object is any of the total mass of the aircraft, the mass of the carried item, the quality of the no-load, the inherent parameters of the system, and/or if the object of measurement is an unmeasurable parameter, and/or if the object of measurement is a preset parameter: any one or more of the actual value, the second upper limit value, and the second lower limit value in the reference data is obtained according to a preset value or when the set condition is met The joint operation data of the measurement object is set.
An aircraft monitoring system, the measurement object is any one of flight parameters of the aircraft, wherein the monitoring system comprises a judgment parameter acquisition module (1) and a flight condition determination module (2);

The judgment parameter obtaining module (1) is configured to: acquire joint operation data of the measurement object and reference data of the measurement object; the joint operation data is calculated according to the acquisition method according to claim 1;

The flight condition judging module (2) is configured to: determine a flight condition of the aircraft according to the joint operation data of the measurement object and the reference data of the measurement object;
The monitoring system according to claim 6, wherein the monitoring system further comprises the monitoring system further comprising any one of a flight condition exception processing module (3), an output module (4), and a saving module (5). Or a variety of modules;

The flight condition exception processing module (3) is configured to: if the result of the determining is yes, initiate a set flight condition exception processing mechanism;

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

The saving module (5) is configured to: save the determination result of the flight condition determining module (2).
A data acquisition system for an aircraft, the measurement object being any one or more parameters of an aircraft flight parameter, wherein the acquisition system is configured to:

Calculating joint operation data of the measurement object based on a preset correspondence relationship between at least two parameters of the system operation parameter, the source dynamic parameter, and the quality type parameter; the acquisition system further includes the following A1, A2, A3, A4, Any one or more of the options in A5:

A1, at least one of the source dynamic parameters included in the input parameter is set based on the actual value or the measured value or the command value;

A2. At least one of the mechanical operating parameters included in the input parameter is set based on the actual value or the measured value or the command value;

A3. At least one of the measurable parameters included in the input parameter is set based on an actual value or an actual measured value or a command value; preferably, the measurable parameter includes a source dynamic parameter and/or a mechanical operating parameter;

A4. At least one of the parameters to be measured included in the input parameter is set based on an actual value or an actual measured value or a command value; preferably, the parameter to be measured includes a source dynamic parameter and/or a mechanical operating parameter;

A5. Any one of the total mass of the aircraft, the mass of the carried goods, the quality of the no-load, and the inherent parameters of the system included in the input parameters. At least one of the data is set based on an actual value and/or a reasonable value; and/or: at least one of the non-measurable parameters included in the input parameter is set based on an actual value and/or a reasonable value; And/or at least one of the predefinable parameters included in the input parameters is set based on actual values and/or reasonable values.