An atmospheric data measuring device based on magnetic sensing principle

Abstract

The application discloses an aircraft atmospheric data measuring device based on a magnetic sensing principle, which comprises a cantilever beam provided with a magnetic component on a carrier and a magnetic sensor, and the carrier is installed on the outside of an aircraft; the cantilever beam can be deformed under the action of airflow; the deformation drives the magnetic component on the cantilever beam to deflect, so that the magnetic field around the cantilever beam changes; the magnetic sensor is used for detecting the magnetic field change caused by the deformation of the cantilever beam and converting the magnetic field change into an electric signal to accurately reflect the airflow speed and direction around the aircraft, and the aircraft atmospheric data measuring device has high response capability and can adapt to the real-time flight control requirements of the aircraft in a complex airflow environment; through the arrangement of multiple groups of cantilever beams and magnetic sensors, redundancy design is realized, and the system reliability is improved.

Description

Technical Field

[0001] This invention relates to the field of atmospheric data sensing technology for aircraft, and specifically to an atmospheric data measurement device based on the principle of magnetic sensing. Background Technology

[0002] During flight, the atmospheric environment significantly impacts an aircraft's navigation safety, accuracy, and other aspects. Especially under adverse weather conditions (such as strong gusts and wind shear), changes in the atmospheric environment can directly affect aircraft stability and even lead to accidents. Therefore, accurate and real-time sensing of the atmospheric environment is crucial for improving aircraft safety and operational performance; the flight safety and stability of aircraft in complex flight environments has become a key research focus.

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

[0004] 1) Slow response speed: Existing angle measurement devices often use angle sensors with slow response speeds, making it difficult to adapt to the accurate perception of real-time data by aircraft in highly dynamic flight conditions; when the aircraft encounters complex airflow, traditional angle sensors cannot adjust flight parameters in time, which can easily lead to flight control delays.

[0005] 2) Poor system redundancy: Most traditional pitot tube systems have insufficient redundancy design; when a single pressure sensor fails or malfunctions, the system cannot provide accurate environmental data in a timely manner, which may threaten flight safety in severe cases.

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

[0007] The purpose of this invention is to provide an atmospheric data measurement device based on the principle of magnetic sensing, which can sense and analyze the flight environment of an aircraft in real time by detecting changes in the magnetic field, thereby solving the technical problems existing in the prior art.

[0008] To solve the above-mentioned technical problems, the present invention specifically provides the following technical solution:

[0009] An atmospheric data measurement device based on the principle of magnetic sensing includes: a cantilever beam with magnetic components; the material of the main body of the cantilever beam has both toughness and rigidity, allowing the cantilever beam to deform under the action of airflow; thereby causing a change in the magnetic field around the cantilever beam; a magnetic sensor for detecting the change in magnetic field caused by the deformation of the cantilever beam and converting it into an electrical signal to accurately reflect the intensity and direction of the airflow around the aircraft; and a carrier for mounting and fixing the cantilever beam and the magnetic sensor, wherein the carrier is mounted on the outside of the aircraft.

[0010] Furthermore, the carrier is a cylindrical cavity, and the carrier is installed in a position such that the axis of the carrier is parallel to the direction of the aircraft body during flight; the end of the carrier facing the airflow has a conical structure, and the other end has a bullet-shaped streamlined structure to reduce airflow interference.

[0011] Furthermore, the cantilever beam is provided in multiple parts, and each cantilever beam corresponds to one magnetic sensor; one end of the cantilever beam is disposed on the carrier, and the magnetic component is located outside the carrier; the magnetic sensor is disposed inside the carrier.

[0012] Furthermore, the cantilever beam is arranged perpendicular to the axis of the carrier.

[0013] Furthermore, four cantilever beams are provided, and the four cantilever beams are arranged in a cross shape, so that the cantilever beams located in the vertical direction are used to measure the change of the aircraft's sideslip angle in the horizontal direction, and the cantilever beams located in the horizontal direction are used to measure the change of the aircraft's angle of attack in the vertical plane.

[0014] Furthermore, the carrier is provided with a mounting base, and the magnetic sensor is mounted on the mounting base, such that the magnetic sensor corresponding to each cantilever beam is located in the axial direction of the corresponding cantilever beam.

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

[0016] Furthermore, it also includes an L-shaped pitot tube; one end of the pitot tube is an air inlet located along the axis of the carrier and outside the carrier; the other end is an air outlet extending to the outside of the carrier and passing through the aircraft to be located inside the aircraft, 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 air intake and the end of the carrier through which the air intake passes, and this distance is set such that the airflow disturbance caused by the carrier has a negligible impact on the pitot tube measurement.

[0018] Furthermore, the airspeed tube is composed of an inner tube and an outer tube arranged coaxially, and the air intake end is provided with a total pressure port and multiple static pressure ports.

[0019] The total pressure orifice is located at the front end of the pitot tube. It is an open orifice facing the airflow direction. This orifice directly senses the sum of the dynamic pressure generated in the airflow due to the flight of the aircraft and the static pressure of the ambient airflow.

[0020] The static pressure orifice is located on the side of the pitot tube. The static pressure orifice measures 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 port is connected to the pressure sensor at the rear via a connecting pipe, and the static pressure port is connected to the absolute pressure sensor to calculate the flight altitude.

[0022] The relative pressure difference between the total pressure port and the static pressure port is transmitted to the differential pressure sensor, which further calculates the aircraft's flight speed.

[0023] The magnetic sensor measurement data complements the airspeed 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] Compared with the prior art, the present invention has the following advantages:

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

[0026] Furthermore, by combining cantilever beams and magnetic sensors, the high cost of traditional pressure sensor systems is avoided; by setting up multiple sets of cantilever beams and magnetic sensors, the reliance on multiple airspeed tube systems is reduced through redundant design, thus lowering the overall cost of the device.

[0027] Furthermore, the use of magnetic sensors to quickly detect changes in the magnetic field caused by the flexible deformation of the cantilever beam under the action of 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. Attached Figure Description

[0028] To more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are merely exemplary, and those skilled in the art can derive other embodiments based on the provided drawings without creative effort.

[0029] Figure 1 This is a schematic diagram of the atmospheric data measurement device based on the magnetic sensing principle of this application;

[0030] Figure 2 This is a schematic diagram of the structure between the cantilever beam and the magnetic sensor.

[0031] Figure 3 This is a schematic diagram of the internal structure of the carrier;

[0032] Figure 4 This is a schematic diagram of a cantilever beam structure;

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

[0034] The labels in the diagram represent the following:

[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 base, 22-Mounting component;

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

[0038] 4-Air speed pipe, 41-Inlet end, 42-Outlet end, 43-Inner pipe, 44-Outer pipe, 45-Total pressure port, 46-Static pressure port. Detailed Implementation

[0039] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

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

[0041] The toughness and rigidity of the material used to make the cantilever beam 1 enable the cantilever beam 1 to deform under the action of airflow.

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

[0043] The cantilever beam 1 has a magnetic component 11, which causes the magnetic field around the cantilever beam 1 to change during the deformation caused by airflow.

[0044] The magnetic sensor 2 is used to detect the changes in the magnetic field caused by the deformation of the cantilever beam 1 and convert them into electrical signals for output. This allows it to accurately reflect the intensity and direction of the airflow around the cantilever beam 1, and thus the intensity and direction of the airflow around the entire aircraft.

[0045] Specifically, in this embodiment, the magnetic sensor 2 is a three-dimensional magnetic sensor 2, specifically the MLX90393 three-dimensional magnetic sensor, which can detect changes in the magnetic field in the X, Y, and Z directions in space. 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 tiny signals in the airflow changes and convert them into electrical signals for subsequent data processing.

[0046] The carrier 3 is used to mount and fix the cantilever beam 1 and the magnetic sensor 2. The carrier 3 is installed on the outside of the aircraft so that during the flight of the aircraft, the airflow sensed by the cantilever beam 1 is consistent and synchronized with the airflow received by the aircraft, so as to realize the real-time feedback of the electrical signal of the magnetic sensor 2 and improve the response speed.

[0047] Meanwhile, in order to improve the stability of the sensor and the accuracy of the electrical signal feedback, and to reduce the impact of airflow changes caused by the carrier 3 itself on the cantilever beam 1.

[0048] Therefore, this embodiment also provides an embodiment of carrier 3, such as... Figure 1 and Figure 3 As shown:

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

[0050] Specifically, the front cone 31 has a mounting component 22 inside for fixing the mounting base 21. The magnetic sensor 2 is mounted on the mounting base 21, and the magnetic sensor 2 corresponding to each cantilever beam 1 is located in the axial direction of the corresponding cantilever beam 1.

[0051] The through hole 311 on the front cone 31 is used to fix and install the cantilever beam 1.

[0052] Furthermore, the rear cone is assembled with the mounting base 21, thereby making the front cone 31 and the rear cone a whole.

[0053] To facilitate the assembly of related 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. The end of the front cone 31 is a cone structure, and the end of the tail cone 32 is a bullet-shaped streamlined structure to reduce airflow interference.

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

[0055] Furthermore, to accurately reflect the airflow conditions around the aircraft, the cantilever beam 1 is set perpendicular to the axis of the carrier 3, so that during the flight of the aircraft, the main body of the cantilever beam 1 is set perpendicular to the airflow, so that the deformation of the cantilever beam 1 can better reflect the airflow conditions.

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

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

[0058] like Figure 5 As shown, the horizontal axis represents the sensor output signal, and the vertical axis represents the velocity. A linear fit is performed on the sensor output data. Since the test is conducted along the X-axis of the sensor, only the X-axis data needs to be fitted to obtain the following:

[0059] u x =k x ΔB x +d x ;

[0060] Where, k x ,d x ΔB is a constant. x u is the change in magnetic field output by the X-direction magnetic sensor. x The value represents the magnitude of the velocity in the X direction. As can be seen from the figure, the maximum error of the velocity synthesis fitting is 0.4 m / s.

[0061] Furthermore, such as Figure 1 As shown, in this embodiment, four cantilever beams 1 are provided, and the four cantilever beams 1 are arranged in a cross shape. By installing the carrier 3 on the outside of the aircraft, during the flight of the aircraft, two cantilever beams 1 are located in the vertical direction, and the other two cantilever beams 1 are located in the horizontal direction.

[0062] Among them, the cantilever beam 1 located in the vertical direction is used to measure the change of the aircraft's sideslip angle on the horizontal plane, and the cantilever beam 1 located in the left and right directions is used to measure the change of the aircraft's angle of attack on the vertical plane. This results in two magnetic sensors in both the horizontal and vertical directions. Even if one of the magnetic sensors fails or malfunctions, the necessary flight parameters can still be obtained through the data from the other sensors, ensuring that the aircraft does not lose its ability to perceive the surrounding environment.

[0063] The principles for determining the sideslip angle and angle of attack are as follows:

[0064] Sideslip angle measurement: When an aircraft sideslips, an airflow deflection angle is generated on the horizontal plane. The upper and lower magnetic cantilever beams deform under aerodynamic loads, causing changes in the magnetic field. By calculating the changes in the magnetic field in the X and Y directions of the magnetic sensors and their vector synthesis, the sideslip angle of the aircraft can be obtained. The measurements from the upper and lower sensors serve as backups for each other, improving the reliability of the sideslip angle measurement.

[0065] Angle of attack measurement: When the angle of attack changes, the airflow deflection angle in 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 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 using the following formula:

[0068]

[0069] ΔB x ΔB y The changes in the magnetic field output by the magnetic sensors in the X and Y directions are used to calculate the angle through vector synthesis. When measuring the sideslip angle with two cantilever beams (upper and lower), the angle θ obtained from the above formula is the sideslip angle signal β; when measuring the angle of attack with two cantilever beams (left and right), the angle θ obtained from the above formula is the angle of attack signal α.

[0070] Therefore, the magnetic cantilever beams located in the vertical direction can be used to measure the sideslip angle of the aircraft, and the signals from the two magnetic sensors serve as backups for each other; the magnetic cantilever beams located in the horizontal direction can be used to measure the changes in the angle of attack of the aircraft, and the two sensors also serve as backups for each other.

[0071] This embodiment also provides an example of the cantilever beam 1, such as... Figure 4 As 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 N52 permanent magnet 13, which is sleeved on the carbon fiber rod 12. The carbon fiber rod 12 is provided with positioning sleeves 14 at both ends of the permanent magnet 13. The positioning sleeves 14 are fitted with the carbon fiber rod 12 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. The entire magnetic component 11 is wrapped in a copper tube 15 to protect the permanent magnet 13.

[0073] In this embodiment, an L-shaped airspeed tube 4 is also included. The flight speed is calculated by relying on the pressure sensor signal inside the aircraft. This can be cross-verified with the flight speed measured by the magnetic sensing principle, further improving the reliability of the measuring device.

[0074] The pitot tube can only provide flow intensity information, while the magnetic sensor can sense the flow direction information of the aircraft in real time by establishing a mapping relationship between the magnetic field and the velocity. 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 complex environments.

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

[0076] One end of the airspeed tube 4 is the air inlet 41, located along the axis of the carrier 3 and outside the carrier 3; the other end is the air outlet 42, extending to the outside of the carrier 3 and passing through the aircraft to be located inside the aircraft, connected to a pressure sensor located inside the aircraft. The airspeed tube 4 can also be used to fix the carrier 3.

[0077] Specifically, the mounting base 21 and the mounting component 22 are hollow frame structures; the air intake pipe of the airspeed tube 4 passes through the mounting base 21, the mounting component 22 and the front cone 31 in sequence, and the main body of the airspeed tube 4 is fixed to the mounting base 21, so that the right-angle part of the airspeed tube 4 is located at the mounting base 21.

[0078] Furthermore, there is a distance between the end of the air intake 41 and the end of the carrier 3 through which the air intake 41 passes, and this distance is set such that the influence of airflow disturbance at the end of the carrier on the airspeed tube 4 measurement is negligible.

[0079] Specifically, the airspeed tube 4 is coaxially arranged with an inner tube 43 and an outer tube 44, and there is a total pressure port 45 and multiple static pressure ports 46 at the air intake end 41.

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

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

[0082] The static pressure port 46 is located on the side of the pitot tube 4. The static pressure port 46 measures 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 port is connected to the pressure sensor at the rear via a connecting pipe. The static pressure port is connected to the absolute pressure sensor to calculate the flight altitude. The relative pressure difference between the total pressure port and the static pressure port is transmitted to the differential pressure sensor to further calculate the airspeed of the aircraft.

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

[0085] High-precision measurement: By combining the cantilever beam 1 with the magnetic field sensor, the speed, attitude and airflow direction of the aircraft can be accurately captured in complex airflow environments, providing high-precision flight data.

[0086] Rapid Response: This system uses magnetic field changes as a signal source, resulting in an extremely fast response speed. It can reflect airflow changes in real time, ensuring that the aircraft can adjust its flight path in a timely manner when encountering sudden weather events.

[0087] Low cost: Compared with traditional sensor systems, this system adopts a redundant design, which reduces the reliance on multiple high-cost pressure sensors and lowers the overall cost of the system, making it suitable for economical aircraft.

[0088] High redundancy and reliability: Even if some sensors fail, the redundancy design ensures that the aircraft can still acquire enough environmental data to guarantee flight safety.

[0089] Comprehensive perception capability: The system combines the cantilever beam 1, magnetic sensor and pitot tube 4 to achieve comprehensive perception of the environment around the aircraft, covering multiple important parameters such as flight speed, attitude and airflow direction.

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

[0091] The above embodiments are merely exemplary embodiments of this application and are not intended to limit this application. The scope of protection of this application is defined by the claims. Those skilled in the art can make various modifications or equivalent substitutions to this application within its substance and scope of protection, and such modifications or equivalent substitutions should also be considered to fall within the scope of protection of this application.

Claims

1. An atmospheric data measurement device based on the principle of magnetic sensing, characterized in that, include: A cantilever beam (1) with a magnetic component (11) deforms 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) is used to detect the changes in the magnetic field caused by the deformation of the cantilever beam (1) and convert them into electrical signals to reflect the intensity and direction of the airflow around the cantilever beam (1); The carrier (3) is used to mount and fix the cantilever beam (1) and the magnetic sensor (2), and the carrier (3) is mounted on the outside of the aircraft.

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

3. The atmospheric data measurement device based on the magnetic sensing principle according to claim 2, characterized in that, The cantilever beam (1) is provided in multiple ways, and each cantilever beam (1) corresponds to a magnetic sensor (2). One end of the cantilever beam (1) is disposed on the carrier (3), and the magnetic component (11) is located outside the carrier (3); the magnetic sensor (2) is disposed inside the carrier (3).

4. The atmospheric data measurement device based on the magnetic sensing principle according to claim 3, characterized in that, The cantilever beam (1) is set perpendicular to the axis of the carrier (3).

5. The atmospheric data measurement device based on the magnetic sensing principle according to claim 4, characterized in that, Four cantilever beams (1) are provided, and the four cantilever beams (1) are arranged in a cross shape, 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 angle of attack on the vertical plane.

6. The atmospheric data measurement device based on the magnetic sensing principle according to claim 5, characterized in that, The carrier (3) is provided with a mounting base (21), and the magnetic sensor (2) is mounted on the mounting base (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 measurement 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), and the magnetic component (11) is a ring-shaped permanent magnet (13), which is sleeved on the carbon fiber rod (12).

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

9. The atmospheric data measurement device according to claim 8, characterized in that, There is a distance between the end of the air intake (41) and the end of the carrier (3) through which the air intake (41) passes, and this distance is set such that the airflow disturbance caused by the carrier (3) can be ignored in the airspeed tube (4) measurement.

10. The atmospheric data measurement device based on the magnetic sensing principle according to claim 9, characterized in that, The airspeed tube (4) is coaxially arranged with an inner tube (43) and an outer tube (44), and the air inlet (41) is provided with a total pressure hole (45) and multiple static pressure holes (46). The total pressure hole (45) is located at the end of the air inlet (41) and is connected to the airflow channel inside the inner tube (43); the static pressure hole (46) is located on the side wall of the air inlet (41) and is connected to the airflow channel between the inner tube (43) and the outer tube (44). This ensures that the airflow data acquired by each magnetic sensor is redundant with the airflow data acquired by the pitot tube, thereby achieving stability in airflow data acquisition.

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