Atmosphere data measuring device based on magnetic sensing principle

Abstract

The invention discloses an aircraft atmosphere data measuring device based on a magnetic sensing principle, which comprises a cantilever beam and a magnetic sensor, the cantilever beam is arranged on a carrier and is provided with a magnetic component, and the carrier is arranged outside an aircraft; the cantilever beam can deform under the action of airflow; the deformation drives a magnetic component on the cantilever beam to deflect, so that a magnetic field around the cantilever beam is changed; the magnetic sensor is used for detecting magnetic field changes generated by deformation of the cantilever beam and converting the magnetic field changes into electric signals to accurately reflect the speed and direction of airflow around the aircraft, has high response capacity and can meet the requirement for real-time flight control of the aircraft in the complex airflow environment. And by arranging a plurality of groups of cantilever beams and magnetic sensors, the redundancy design is realized, and the system reliability is improved.

Description

Technical Field

[0001] The invention relates to the technical field of aircraft atmospheric data perception, and in particular to an atmospheric data measuring device based on the magnetic sensing principle. Background Art

[0002] During the flight of an aircraft, the atmospheric environment in which it is located has a significant impact on the aircraft's flight safety, navigation accuracy, and other aspects; especially under severe weather conditions (such as strong gusts, wind shear, etc.), changes in the atmospheric environment may directly affect the stability of the aircraft and even lead to accidents. Therefore, accurate and real-time perception of the atmospheric environment in which the aircraft is located is crucial to improving the safety and operational performance of the aircraft; the flight safety and stability of aircraft in complex flight environments has become a research focus.

[0003] At present, the perception and measurement of aircraft atmospheric data mainly relies on traditional sensors such as pitot tubes and angle sensors; however, traditional technologies face some insurmountable limitations:

[0004] 1) Slow response speed: The angle sensors used in existing angle measurement devices often have a slow response speed and are difficult to adapt to the aircraft's accurate perception of real-time data under highly dynamic flight conditions. When the aircraft encounters complex airflow, traditional angle sensors cannot adjust flight parameters in a timely manner, which can easily lead to flight control delays.

[0005] 2) Poor system redundancy: Most traditional pitot tube systems have insufficient redundant design. When a single pressure sensor fails or malfunctions, it is difficult for the system to provide accurate environmental data in a timely manner, which may threaten flight safety in serious cases.

[0006] 3) High cost: In order to ensure measurement accuracy, existing aircraft often rely on multiple sets of pitot tubes for redundant design. Traditional pressure sensors are expensive, which increases the cost and complexity of the device, making it difficult to be widely used in low-cost or economical aircraft. Summary of the invention

[0007] The purpose of the present invention is to provide an atmospheric data measuring device based on the magnetic sensing principle, which can sense and analyze the flight environment of an aircraft in real time through changes in the magnetic field, so as to solve the technical problems existing in the prior art.

[0008] In order to solve the above technical problems, the present invention specifically provides the following technical solutions:

[0009] An atmospheric data measuring device based on the principle of magnetic sensing, comprising: a cantilever beam having a magnetic component; the material of the main body of the cantilever beam has toughness and rigidity, so that the cantilever beam can deform under the action of air flow; thereby causing the magnetic field around the cantilever beam to change; a magnetic sensor for detecting the magnetic field change generated by the deformation of the cantilever beam and converting it into an electrical signal to accurately reflect the intensity and direction of the air flow around the aircraft; a carrier for mounting and fixing the cantilever beam and the magnetic sensor, and the carrier is installed outside the aircraft.

[0010] Further, the carrier is a cylindrical cavity body, and the installation position of the carrier is such that during the flight of the aircraft, the axis of the carrier is parallel to the direction of the aircraft body; one end of the carrier facing the air flow is a conical structure, and the other end is a bullet-shaped streamline structure to reduce air flow interference.

[0011] Further, a plurality of cantilever beams are provided, and each cantilever beam corresponds to a magnetic sensor; one end of the cantilever beam is arranged on the carrier, and the magnetic component is located outside the carrier; the magnetic sensor is arranged inside the carrier.

[0012] Further, the cantilever beam is vertically arranged with respect to the axis of the carrier.

[0013] Further, four cantilever beams are provided, and the four cantilever beams are arranged in a cross-shaped distribution, so that the cantilever beams in the upper and lower directions are used to measure the change in the sideslip angle of the aircraft in the horizontal direction, and the cantilever beams in the left and right directions are used to measure the change in the angle of attack of the aircraft in the vertical plane.

[0014] Further, a mounting seat is provided inside the carrier, and the magnetic sensor is mounted on the mounting seat, so that the magnetic sensor corresponding to each cantilever beam is located on the axis direction of the corresponding cantilever beam.

[0015] Further, the main body of the cantilever beam is a carbon fiber rod, and the magnetic component is a ring-shaped permanent magnet made of N52 material, and the permanent magnet is sleeved on the carbon fiber rod.

[0016] Further, it further includes a pitot tube with an L-shaped structure; one end of the pitot tube is an air inlet end, along the axis position of the carrier, and the air inlet end is located outside the carrier; the other end is an air outlet end, extending outside the carrier, and the air outlet end passes through the aircraft and is located inside the aircraft, and is connected to a pressure sensor located inside the aircraft, and the pitot tube can also be used to fix the carrier.

[0017] Furthermore, there is a distance between the end of the intake end and the end of the carrier through which the intake end passes, and this distance is set such that the influence of the airflow disturbance brought by the carrier on the measurement of the pitot tube can be ignored.

[0018] Furthermore, the pitot tube is formed by coaxially arranging an inner tube and an outer tube, and a total pressure hole and a plurality of static pressure holes are provided at the intake end.

[0019] The total pressure hole is located at the front end of the pitot tube and is an open hole facing the airflow direction; this hole directly senses the sum of the dynamic pressure generated by the flight of the aircraft in the airflow and the static pressure of the ambient airflow.

[0020] The static pressure holes are distributed on the side of the pitot tube, and the static pressure holes measure the static air pressure in the surrounding atmosphere that is not affected by the movement of the aircraft, that is, the original pressure of the air outside the aircraft.

[0021] The pressure measurement holes are connected to the pressure sensors at the rear through connecting pipelines, and among them, the static pressure holes are connected to the absolute pressure sensors to calculate the flight altitude.

[0022] The relative pressure difference between the total pressure hole and the static pressure hole is transmitted to the differential pressure sensor to further calculate the flight speed of the aircraft.

[0023] The measurement data of the magnetic sensor complements the speed data measured by the pitot tube, improving the accuracy of the aircraft's atmospheric data perception and ensuring the safety and stability of the aircraft in complex environments.

[0024] The present invention has the following beneficial effects compared with the prior art:

[0025] The atmospheric data measurement device based on the magnetic sensing principle provided by the present invention uses a magnetic sensor to quickly detect the magnetic field change caused by the flexible deformation of the cantilever beam under the action of the airflow, has a high response speed, and can meet the real-time flight control requirements of the aircraft in a complex airflow environment.

[0026] Furthermore, through the combination of the cantilever beam and the magnetic sensor, the high-cost problem of the traditional pressure sensor system is avoided; multiple groups of cantilever beams and magnetic sensors are set, and through redundant design, the dependence on multiple pitot tube systems is reduced, and the cost of the overall device is reduced.

[0027] Furthermore, using a magnetic sensor to quickly detect the magnetic field change caused by the flexible deformation of the cantilever beam under the action of the airflow can accurately capture the intensity and direction of the airflow; at the same time, it complements the speed data measured by the pitot tube, improving the reliability of the aircraft's atmospheric data perception and ensuring the safety and stability of the aircraft in complex environments. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] To more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only exemplary. For those of ordinary skill in the art, without creative efforts, other implementation drawings can be obtained based on the provided drawings.

[0029] Figure 1 It is a schematic structural diagram of an atmospheric data measurement device based on the magnetic sensing principle of the present application;

[0030] Figure 2 It is a schematic structural diagram between the cantilever beam and the magnetic sensor;

[0031] Figure 3 It is a schematic structural diagram inside the carrier;

[0032] Figure 4 It is a schematic structural diagram of the cantilever beam;

[0033] Figure 5 It is a schematic diagram of the velocity fitting of the cantilever beam in the X direction of the magnetic sensor.

[0034] The reference numerals in the figure are respectively represented as follows:

[0035] 1 - Cantilever beam, 11 - Magnetic component, 12 - Carbon fiber rod, 13 - Permanent magnet, 14 - Positioning sleeve, 15 - Copper tube;

[0036] 2 - Magnetic sensor, 21 - Mounting seat, 22 - Mounting part;

[0037] 3 - Carrier, 31 - Front cone, 32 - Rear cone, 311 - Through hole;

[0038] 4 - Airspeed tube, 41 - Intake end, 42 - Outlet end, 43 - Inner tube, 44 - Outer tube, 45 - Total pressure hole, 46 - Static pressure hole. Specific embodiments

[0039] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0040] As Figure 1 and Figure 2 shown, an atmospheric data measurement device based on the magnetic sensing principle includes a cantilever beam 1 and a magnetic sensor 2 provided on a carrier 3.

[0041] The toughness and rigidity of the material forming the cantilever beam 1 enable the cantilever beam 1 to deform under the action of the air flow.

[0042] Specifically, in this embodiment, a carbon fiber rod 12 is selected as the main body of the cantilever beam.

[0043] The cantilever beam 1 is provided with a magnetic component 11, such that during the process of the air flow causing the cantilever beam 1 to deform, the magnetic field around the cantilever beam 1 will change.

[0044] The magnetic sensor 2 is used to detect the magnetic field change generated due to the deformation of the cantilever beam 1 and convert it into an electrical signal for output, so as to accurately reflect the intensity and direction of the air flow around the cantilever beam 1, and further reflect the intensity and direction of the air flow around the entire aircraft.

[0045] Specifically, in this embodiment, the magnetic sensor 2 selected is a three-dimensional magnetic sensor 2, specifically the MLX90393 three-dimensional magnetic sensor, which can detect the magnetic field changes in the X, Y, and Z directions in space, and the flow direction information can be obtained through vector synthesis; the accuracy and sensitivity of the three-dimensional magnetic field sensor enable it to capture the tiny signals in the air flow change and convert them into electrical signals for subsequent data processing.

[0046] The carrier 3 is used to install and fix the cantilever beam 1 and the magnetic sensor 2, and the carrier 3 is installed outside the aircraft, such that during the flight of the aircraft, the air flow sensed by the cantilever beam 1 is consistent and synchronous with the air flow received by the aircraft, so as to achieve the real-time nature of the electrical signal feedback of the magnetic sensor 2 and improve the response speed.

[0047] At the same time, in order to improve the stability of the sensor and the accuracy of the electrical signal feedback, and reduce the influence of the air flow change caused by the carrier 3 itself on the cantilever beam 1.

[0048] Therefore, in this embodiment, an embodiment of the carrier 3 is also provided, as Figure 1 and Figure 3 shown:

[0049] The carrier 3 is a cylindrical cavity body, and the installation position of the carrier 3 is such that during the flight of the aircraft, the axis of the carrier 3 is parallel to the aircraft body direction; one end of the cantilever beam 1 is provided on the carrier 3, and the magnetic component 11 is located outside the carrier 3; the magnetic sensor is provided inside the carrier 3.

[0050] Specifically, an installation member 22 is provided inside the front cone 31 for fixedly installing the mounting seat 21, and the magnetic sensor 2 is installed on the mounting seat 21, and the magnetic sensor 2 corresponding to each cantilever beam 1 is located on the axis direction of the corresponding cantilever beam 1.

[0051] A through hole 311 provided on the front cone 31 is used to fixedly install the cantilever beam 1.

[0052] Moreover, the rear cone is assembled with the mounting seat 21, so that the front cone 31 and the rear cone form an integral body.

[0053] To facilitate the assembly of relevant components, the carrier 3 is assembled from two parts. The part facing the airflow is the front cone 31, and the other part is the tail cone 32. Among them, the end of the front cone 31 is a conical structure, and the end of the tail cone 32 is a bullet-shaped streamline structure to reduce airflow interference.

[0054] Furthermore, to ensure the effectiveness of the magnetic sensor 2, a redundant design is adopted in this embodiment. There are multiple cantilever beams 1, and each cantilever beam 1 corresponds to a magnetic sensor 2.

[0055] Furthermore, to truly reflect the airflow condition around the aircraft, the cantilever beam 1 is vertically arranged relative to the axis of the carrier 3, so that during the flight of the aircraft, the main body of the cantilever beam 1 is vertically arranged relative to the airflow, so that the deformation of the cantilever beam 1 can better reflect the airflow condition.

[0056] Specifically, the magnetic sensor can obtain the mapping relationship between the magnetic field and the velocity by fitting according to the X and Y direction data output by the sensor and the synthesized signal vector.

[0057] In this test, a cantilever beam with a diameter of 0.4 mm and a length of 65 mm is used to test along the X direction of the sensor, that is, the oncoming flow direction is the same as the X-axis direction of the sensor.

[0058] As Figure 5 shown, the abscissa is the sensor output signal, and the ordinate is the velocity. The sensor output data is linearly fitted. Since the test is carried out along the X direction of the sensor, only the X direction data needs to be fitted to obtain:

[0059] u x = k x ΔB x + d x ;

[0060] where k x , d x are constants, ΔB x is the magnetic field change amount output by the X-direction magnetic sensor, u x represents the magnitude of the X-direction velocity. It can be seen from the figure that the maximum error of the velocity synthesis fitting is 0.4 m / s.

[0061] Furthermore, as Figure 1 shown, in this embodiment, four cantilever beams 1 are provided, and the four cantilever beams 1 are arranged in a cross distribution. By installing the carrier 3 outside the aircraft, during the flight of the aircraft, two cantilever beams 1 are respectively located in the upper and lower directions, and the other two cantilever beams 1 are respectively located in the left and right directions.

[0062] Among them, the cantilever beams 1 in the upper and lower directions are used to measure the change in the sideslip angle of the aircraft on the horizontal plane, and the cantilever beams 1 in the left and right directions are used to measure the change in the angle of attack of the aircraft on the vertical plane, so that there are two magnetic sensors in both the horizontal and vertical directions. Even when one of the magnetic sensors fails or malfunctions, necessary flight parameters can still be obtained through the data of other sensors, ensuring that the aircraft does not lose its perception of the surrounding environment.

[0063] Among them, the principles for determining the angles of the sideslip angle and the angle of attack are as follows:

[0064] Sideslip angle measurement: When the aircraft sideslips, an airflow deflection angle is generated on the horizontal plane. The cantilever beams in the upper and lower magnetic directions deform under the action of the aerodynamic load, thereby causing a change in the magnetic field. By calculating the change in the magnetic field in the X and Y directions of the magnetic sensor and its vector synthesis, the sideslip angle of the aircraft can be obtained. The measurement values of the upper and lower sensors are backed up each other, improving the measurement reliability of the sideslip angle.

[0065] Angle of attack measurement: When the angle of attack changes, the airflow deflection angle on the vertical plane acts on the left and right cantilever beams. For example, when the angle of attack increases, the change in the magnetic field in the Y direction increases significantly; by detecting the deformation of the left and right cantilever beams and through the vector synthesis of the change in the magnetic field, the change in the angle of attack can be determined.

[0066] In this embodiment, the deflection angle of the cantilever beam in the horizontal or vertical direction is determined by the change in the magnetic field of the cantilever beam in the X or Y direction.

[0067] The airflow angle is calculated by the following formula:

[0068]

[0069] ΔB x 、ΔB y are the changes in the magnetic field output by the magnetic sensors in the X and Y directions, and the angle is calculated through vector synthesis. When the upper and lower cantilever beams measure the sideslip angle, the angle θ obtained by the above formula is the sideslip angle signal β; when the left and right cantilever beams measure the angle of attack, the angle θ obtained by the above formula is the angle of attack signal α.

[0070] Therefore, the magnetic cantilever beams in the upper and lower directions can be used to measure the sideslip angle of the aircraft, and the signals of the two magnetic sensors are backed up each other; the magnetic cantilever beams in the left and right directions can be used to measure the change in the angle of attack of the aircraft, and the two sensors are also backed up each other.

[0071] This embodiment also provides an embodiment of the cantilever beam 1, as Figure 4 shown:

[0072] The main body of the cantilever beam 1 is a carbon fiber rod 12, and the magnetic component 11 is a ring-shaped permanent magnet 13 made of N52 material. The permanent magnet 13 is sleeved on the carbon fiber rod 12. Positioning sleeves 14 are respectively arranged at both ends of the permanent magnet 13 on the carbon fiber rod 12. The positioning sleeves 14 are in transitional fit with the carbon fiber rod 12 and are used to limit the position of the permanent magnet 13, so that the position of the permanent magnet 13 on the carbon fiber rod 12 is fixed. Moreover, the entire magnetic component 11 is wrapped in a copper tube 15 to protect the permanent magnet 13.

[0073] In this embodiment, it further includes a pitot tube 4 with an L-shaped structure. By relying on the pressure sensor signal inside the aircraft to calculate the flight speed, it can cross-verify with the flight speed measured by the magnetic sensing principle, further improving the reliability of the measurement device.

[0074] The pitot tube can only provide the flow velocity intensity information. The magnetic sensor can establish the mapping relationship between the magnetic field and the velocity, and can perceive the flow direction information of the aircraft in real time. By complementing the airflow data fed back by the magnetic sensor 2 with the velocity data measured by the pitot tube 4, the redundancy of the aircraft's atmospheric data perception is improved, ensuring the safety and stability of the aircraft in a complex environment.

[0075] This embodiment also provides an embodiment of the pitot tube 4, such as Figure 1 and Figure 3 shown:

[0076] One end of the pitot tube 4 is the intake end 41, which is along the axis position of the carrier 3, and the intake end 41 is located outside the carrier 3. The other end is the outlet end 42, which extends outside the carrier 3, and the outlet end 42 passes through the aircraft and is located inside the aircraft, and is connected to the pressure sensor located inside the aircraft. Moreover, the pitot tube 4 can also be used to fix the carrier 3.

[0077] Specifically, the mounting base 21 and the mounting member 22 are hollow frame structures. The intake pipe of the pitot tube 4 sequentially passes through the mounting base 21, the mounting member 22, and the front cone 31, and the main body part of the pitot tube 4 is fixed to the mounting base 21, so that the right-angle part of the pitot tube 4 is located at the mounting base 21.

[0078] Furthermore, there is a distance between the end of the intake end 41 and the end of the carrier 3 through which the intake end 41 passes. This distance is set such that the influence of the airflow disturbance at the carrier end on the measurement of the pitot tube 4 can be ignored.

[0079] Specifically, the pitot tube 4 is formed by coaxially arranging an inner tube 43 and an outer tube 44. A total pressure hole 45 and a plurality of static pressure holes 46 are provided at the intake end 41.

[0080] The total pressure hole 45 is provided at the end of the air inlet end 41 and is communicated with the air flow channel inside the inner tube 43; the static pressure hole 46 is provided on the side wall of the air inlet end 41 and is communicated with the air flow channel between the inner tube 43 and the outer tube 44.

[0081] The total pressure hole 45 is an open hole facing the air flow direction; this hole directly senses the sum of the dynamic pressure generated in the air flow due to the flight of the aircraft and the static pressure of the ambient air flow.

[0082] The static pressure holes 46 are distributed on the side surface of the airspeed tube 4. The static pressure holes 46 measure the static air pressure in the surrounding atmosphere that is not affected by the movement of the aircraft, that is, the original pressure of the air outside the aircraft.

[0083] The pressure measurement holes are connected to the pressure sensors at the rear through connecting pipelines. Among them, the static pressure holes are connected to the absolute pressure sensors to calculate the flight altitude; the relative pressure difference between the total pressure holes and the static pressure holes is transmitted to the differential pressure sensors to further calculate the airspeed of the aircraft.

[0084] The atmospheric data measurement device based on the magnetic sensing principle provided by this embodiment has the following several significant technical advantages:

[0085] High-precision measurement: Through the combination of the cantilever beam 1 and the magnetic field sensor, it can accurately capture the speed, attitude and air flow direction of the aircraft in a complex air flow environment and provide high-precision flight data.

[0086] Fast response: This system uses the magnetic field change as the signal source, and the response speed is extremely fast. It can reflect the air flow change in real time to ensure that the aircraft can adjust the flight path in time when encountering sudden weather.

[0087] Low cost: Compared with the traditional sensor system, this system adopts a redundant design, reduces the dependence on multiple high-cost pressure sensors, reduces the overall cost of the system, and is suitable for economic aircraft.

[0088] High redundancy and reliability: Even if some sensors fail, the redundant design can ensure that the aircraft can still obtain sufficient environmental data to ensure the flight safety of the aircraft.

[0089] Comprehensive sensing ability: The system combines the cantilever beam 1, the magnetic sensor and the airspeed tube 4, and can realize the comprehensive sensing of the environment around the aircraft, covering multiple important parameters such as flight speed, attitude and air flow direction.

[0090] The present invention effectively solves the problems in the prior art, provides an efficient, reliable and cost-controllable atmospheric data sensing device, and can be widely applied to various aircraft, especially in the intelligent flight control systems of low-altitude aircraft and economic aircraft.

[0091] The above embodiments are only exemplary embodiments of the present application and are not used to limit the present application. The protection scope of the present application is defined by the claims. Those skilled in the art can make various modifications or equivalent substitutions within the essence and protection scope of the present application, and such modifications or equivalent substitutions should also be regarded as falling within the protection scope of the present application.

Claims

1. An atmospheric data measuring device based on the magnetic sensing principle, characterized in that: include: A cantilever beam (1) with a magnetic component (11), wherein the cantilever beam (1) is deformed under the action of airflow; The magnetic component (11) on the cantilever beam (1) causes the magnetic field around the cantilever beam (1) to change; A magnetic sensor (2) for detecting changes in the magnetic field caused by the deformation of the cantilever beam (1) and converting the changes into electrical signals to reflect the intensity and direction of the airflow around the cantilever beam (1); A carrier (3) is used to install and fix the cantilever beam (1) and the magnetic sensor (2), and the carrier (3) is installed outside the aircraft.

2. The atmospheric data measuring device based on the magnetic sensing principle according to claim 1 is characterized in that: The carrier (3) is a cylindrical cavity. The carrier (3) is installed in a position such that, during the flight of the aircraft, the axis of the carrier (3) is parallel to the direction of the aircraft fuselage. The end of the carrier (3) facing the airflow is a cone structure, and the other end is a bullet-shaped streamline structure, so as to reduce airflow interference.

3. The atmospheric data measuring device based on the magnetic sensing principle according to claim 2 is characterized in that: A plurality of the cantilever beams (1) are provided, and each of the cantilever beams (1) corresponds to one of the magnetic sensors (2); One end of the cantilever beam (1) is arranged on the carrier (3), and the magnetic component (11) is located outside the carrier (3); and the magnetic field sensor is arranged inside the carrier (3).

4. The atmospheric data measuring device based on the magnetic sensing principle according to claim 3 is characterized in that: The cantilever beam (1) is arranged perpendicularly to the axis of the carrier (3).

5. The atmospheric data measuring device based on the magnetic sensing principle according to claim 4 is characterized in that: Four cantilever beams (1) are provided, and the four cantilever beams (1) are arranged in a cross-shaped distribution, so that the cantilever beams (1) located in the upper and lower directions are used to measure the change of the horizontal side slip angle, and the cantilever beams (1) located in the left and right directions are used to measure the change of the vertical surface attack angle.

6. The atmospheric data measuring device based on the magnetic sensing principle according to claim 5, characterized in that: A mounting seat (21) is provided in the carrier (3), and the magnetic sensor (2) is mounted on the mounting seat (21), so that the magnetic sensor (2) corresponding to each cantilever beam (1) is located in the axial direction of the corresponding cantilever beam (1).

7. The atmospheric data measuring device based on the magnetic sensing principle according to claim 1 or 6, characterized in that: The main body of the cantilever beam (1) is a carbon fiber rod (12), the magnetic component (11) is a ring-shaped permanent magnet (13), and the permanent magnet (13) is sleeved on the carbon fiber rod (12).

8. The air data measuring device according to claim 7, characterized in that: It also includes an L-shaped pitot tube (4); one end of the pitot tube (4) is an air inlet end (41) located along the axis of the carrier (3), and the air inlet end (41) is located outside the carrier (3); the other end is an air outlet end (42) extending to the outside of the carrier (3), and the air outlet end (42) passes through the aircraft and is located inside the aircraft, and is connected to a pressure sensor located inside the aircraft, and the pitot tube (4) can also be used to fix the carrier (3).

9. The air data measuring device according to claim 8, characterized in that: There is a distance between the end of the air inlet end (41) and the end of the carrier (3) through which the air inlet end (41) passes, and the distance is set so that the influence of the airflow disturbance brought by the carrier (3) on the measurement of the pitot tube (4) can be ignored.

10. The atmospheric data measuring device based on the magnetic sensing principle according to claim 9, characterized in that: The pitot tube (4) is formed by a coaxial inner tube (43) and an outer tube (44), and a total pressure hole (45) and a plurality of static pressure holes (46) are provided at the air inlet end (41); The total pressure hole (45) is arranged at the end of the air inlet end (41) and is connected to the air flow channel inside the inner tube (43); the static pressure hole (46) is arranged on the side wall of the air inlet end (41) and is connected to the air flow channel between the inner tube (43) and the outer tube (44); The airflow data acquired by each magnetic sensor and the airflow data acquired by the pitot tube are mutually redundant, so as to achieve stability in the acquisition of the airflow data.

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