A multi-modal based low-altitude flight safety management and control method and system

Abstract

This invention belongs to the field of low-altitude aircraft technology and relates to a multimodal low-altitude flight safety management method and system. The method includes identifying flight deviations of the flight equipment during flight and determining the risk level corresponding to the deviation based on preset risk assessment conditions, thereby performing flight path correction according to the risk level. This invention extracts verification parameters from acquired historical flight data and classifies these parameters into regulatory parameters and alarm parameters based on time intervals and preset alarm range values. The alarm parameters are then used to monitor key flight states in real time and output monitoring and early warning signals, achieving refined management of flight states. By decoupling and classifying continuously changing abnormal indicators from routine operating indicators, the targeting and accuracy of the monitoring and early warning signal output are improved.

Description

Technical Field

[0001] This invention belongs to the field of low-altitude aircraft technology, specifically relating to a multimodal low-altitude flight safety management method and system. Background Technology

[0002] In the complex low-altitude airspace, the operating environment of low-altitude aircraft often involves high-risk areas such as densely populated areas, key transportation hubs, and important industrial facilities. Therefore, it is necessary to ensure the safety of aircraft, ground personnel, and property.

[0003] Currently, assessments of low-altitude flight control often rely solely on meteorological parameters to determine the airworthiness of the flight environment, lacking consideration of the aircraft's own physical condition. Even when meteorological conditions meet requirements, if the aircraft's power system or sensors have hidden faults, the pre-flight health status cannot be effectively monitored and assessed. This can lead to uncontrollable mechanical failures during operation, resulting in serious safety accidents such as crashes. Furthermore, existing solutions often fail to accurately identify the deviation direction and perform intelligent path replanning when the aircraft deviates from the preset route due to external factors such as crosswinds and electromagnetic interference, exposing the aircraft to significant risks of colliding with obstacles or entering no-fly zones.

[0004] To address the above problems, this invention provides a multimodal low-altitude flight safety management method and system. Summary of the Invention

[0005] The purpose of this invention is to provide a multimodal low-altitude flight safety management method and system to solve the problem that existing technologies cannot provide early warnings based on the flight status of flight equipment.

[0006] The specific technical solution adopted by this invention is as follows: A multimodal low-altitude flight safety management method includes: Verification parameters are extracted from the flight history data of the flight equipment and classified into monitoring parameters and alarm parameters. When the flight equipment is detected to have entered a critical flight state based on the alarm parameters, a monitoring and early warning signal is output. Based on regulatory parameters, the risk delay period of the flight equipment is determined, and combined with the takeoff risk delay parameters predicted based on meteorological parameters, a flight permission signal or alarm signal is output; during the flight of the flight equipment, flight deviations of the flight equipment are identified, and the risk level corresponding to the flight deviation is determined based on preset risk judgment conditions, so as to perform flight path correction according to the risk level.

[0007] Preferably, verification parameters are extracted based on the flight history data of the flight equipment, and these verification parameters are classified into regulatory parameters and alarm parameters, including: The verification parameters are arranged in chronological order and the timing interval is calculated; verification parameters that continuously change beyond the preset alarm interval are identified as alarm parameters; verification parameters that do not continuously change beyond the preset alarm interval are identified as monitoring parameters.

[0008] Preferably, when the flight equipment is detected to have entered a critical flight state based on alarm parameters, the output monitoring and early warning signal includes: The system determines whether the alarm parameters of the flight equipment match the preset deviation value to determine whether the flight equipment has entered a critical flight state; if they match, a monitoring and early warning signal is output.

[0009] Preferably, determining the risk delay period for flight equipment based on regulatory parameters includes: Obtain the takeoff time of the flight equipment; extend the takeoff time forward and backward by a preset time period length, and stitch them together with the takeoff time as the midpoint to form a takeoff risk delay interval; And determine the risk delay period based on whether the flight time of the flight equipment includes a takeoff risk delay interval.

[0010] Preferably, the parameters for predicting takeoff risk delays based on meteorological parameters include: Meteorological levels are determined based on the acquired meteorological parameters; takeoff risk delay parameters are then determined in conjunction with the meteorological levels.

[0011] Preferably, classifying meteorological levels based on acquired meteorological parameters includes: The system acquires takeoff wind speed, air pressure difference, temperature difference, humidity difference, and the number of takeoffs of the flight equipment, and generates a meteorological score based on these data. The meteorological level is then determined based on the meteorological score.

[0012] Preferably, the flight deviation includes a two-dimensional parameter consisting of the difference from the original flight distance and the amount of offset direction.

[0013] Preferably, during the flight of the flight equipment, identifying flight deviations and determining the corresponding risk level based on preset risk assessment conditions, and then performing flight path correction according to the risk level, includes: After identifying the deviation points, determine whether the flight path needs to be corrected based on the risk level corresponding to the deviation points; If the risk level is Level 1, path correction is triggered directly; if the risk level is Level 2, the length of the continuation deviation is further determined to decide whether to perform path correction.

[0014] This invention also discloses a multimodal low-altitude flight safety management system, comprising: The parameter extraction and classification module plays a sensing role, which is used to extract verification parameters based on the flight history data of the flight equipment and classify the verification parameters into regulatory parameters and alarm parameters. The status monitoring module plays a decision-making role, extracting alarm parameters output by the classification module for response parameters, and outputting monitoring and early warning signals when the flight equipment is detected to have entered a critical flight state. The risk assessment module plays a decision-making role. It extracts regulatory parameters from the classification module to determine the risk delay period of the flight equipment, and combines the takeoff risk delay parameters based on meteorological parameters to output a flight permission signal or an alarm signal. In addition, there is a deviation identification and correction module, which plays the role of execution and feedback. It is used to identify flight deviations during the flight of the flight equipment and determine the risk level corresponding to the flight deviation based on preset risk judgment conditions, so as to perform flight path correction according to the risk level.

[0015] Preferably, verification parameters are extracted based on the flight history data of the flight equipment, and these verification parameters are classified into regulatory parameters and alarm parameters, including: The verification parameters are arranged in chronological order and the timing interval is calculated; verification parameters that continuously change beyond the preset alarm interval are identified as alarm parameters; verification parameters that do not continuously change beyond the preset alarm interval are identified as monitoring parameters. Beneficial effects

[0016] 1. This invention extracts verification parameters from acquired flight history data and categorizes these parameters into regulatory parameters and alarm parameters based on time intervals and preset alarm ranges. The alarm parameters are then used to monitor key flight conditions in real time and output monitoring and early warning signals, achieving refined control over flight status. By decoupling and classifying continuously changing abnormal indicators from routine operational indicators, the targeted nature of monitoring and early warning signal output is improved, overcoming the problem of delayed early warnings or false alarms caused by the mixing of multimodal data.

[0017] 2. This invention uses regulatory parameters to determine takeoff time and constructs takeoff risk delay intervals. Combined with meteorological scores and takeoff risk delay parameters generated by evaluation of dimensions such as takeoff wind speed, air pressure difference, and temperature difference, it makes a forward-looking judgment on the safety of flight periods, thereby enhancing the environmental adaptability and operational reliability of flight equipment in complex meteorological environments.

[0018] 3. This invention identifies two-dimensional parameter flight deviations in real time during flight and classifies them into first-level or second-level risks based on risk assessment conditions. It then executes differentiated flight path correction strategies according to the risk level, effectively identifying and filtering minor sensor detection deviations or non-critical path offsets, thus avoiding frequent interruptions or terminations of flight missions due to excessive system sensitivity. Attached Figure Description

[0019] Figure 1 This is a flowchart of the method of the present invention; Figure 2 This is a system module diagram of the present invention. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to specific embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the scope of protection of the invention. Example 1

[0021] Please see Figure 1 As shown, this embodiment provides a multimodal low-altitude flight safety management method, including the following steps: S1. Historical flight data collection and processing; The system acquires flight history data from the flight equipment. This data consists of flight records and includes abnormal events such as the aircraft exceeding its designated airspace, drastic fluctuations in attitude angle, or communication link interruptions. After the flight equipment completes its mission, its flight data is acquired and compared against preset abnormal feature templates. Based on the anomalies observed in the flight history data, the system also calculates the abnormal data corresponding to each abnormal event.

[0022] Furthermore, flight history data specifically includes flight trajectory, flight attitude, meteorological parameters, payload weight, and communication signals.

[0023] In this embodiment, to facilitate rapid acquisition of abnormal data, abnormal events are categorized into different anomaly types, specifically including: flight path anomalies such as deviation from the preset flight path, flight attitude anomalies such as pitch or roll angles exceeding safety thresholds, meteorological anomalies such as encountering sudden strong winds or thunderstorms, and load anomalies such as center of gravity shift or overload. These anomaly types correspond to different verification parameters: flight path anomalies correspond to trajectory parameters, flight attitude anomalies correspond to attitude parameters, meteorological anomalies correspond to meteorological parameters, and load anomalies correspond to load parameters. Multiple verification parameters are extracted from historical flight data; these parameters are quantified values ​​reflecting various operational indicators of the flight equipment.

[0024] S2. Classification of regulatory parameters and alarm parameters; Based on the verification parameters, the verification parameters are classified into regulatory parameters and alarm parameters. The specific classification process includes: The verification parameters are arranged in chronological order, and the numerical differences between adjacent sampling points are calculated, which is the rate of change within the chronological interval. By introducing the time dimension of sorting, the dynamic trend of parameter evolution over time is identified.

[0025] In the classification logic, a preset alarm range value is set in advance. This value represents the range of normal fluctuations in the verification parameters that the flight equipment is allowed to experience under specific conditions. If the continuous change of the verification parameter during the monitoring period, that is, the absolute value of the difference between the current value and the value at the previous moment, is greater than the preset alarm interval value, then the verification parameter is classified as an alarm parameter and regarded as a key variable that has a significant impact on flight safety. If the continuous change of the verification parameter does not exceed the preset alarm range, it is classified as a regulatory parameter and used as a routine operating indicator. This classification method identifies key variables that may trigger safety accidents from the operating indicators, providing data priority support for subsequent real-time monitoring.

[0026] S3. Real-time flight status monitoring and early warning output; Based on alarm parameters, the key flight status of the flight equipment is monitored in real time. During the execution of the flight mission, the currently collected real-time operating data is compared with the alarm parameters. The key flight status monitoring process includes determining whether the alarm parameters of the flight equipment match the preset deviation value. The preset deviation value is determined based on the critical points that lead to flight loss of control from historical anomaly data. These critical points are the minimum airspeed or maximum tilt angle that causes the UAV to stall.

[0027] If the consistency between the real-time operating data and the alarm parameters reaches a preset ratio, or if the change trajectory of the real-time operating data matches the preset deviation value, then the flight equipment is judged to have entered a critical flight state.

[0028] A critical flight state refers to a state in which flight equipment is about to deviate, stall, or lose communication, requiring immediate warning or intervention measures. Once a critical flight state is confirmed, a monitoring and warning signal is immediately output. If the comparison results are inconsistent, real-time monitoring continues.

[0029] The degree of agreement between real-time operating data and alarm parameters refers to the frequency at which the two values ​​overlap or fall within the same fluctuation range.

[0030] S4. Takeoff time identification and risk path assessment; Based on regulatory parameters, the takeoff time of the flight equipment is obtained. During the flight mission planning phase, the risk delay period is determined according to the preset takeoff risk delay interval. The specific operation is as follows: The takeoff time is extended forward and backward by a preset time period, and then spliced ​​together with the takeoff time as the midpoint to form a takeoff risk delay interval.

[0031] Takeoff risk delay parameters are predicted based on meteorological parameters. Specifically, meteorological levels are classified according to the acquired meteorological parameters, and takeoff risk delay parameters are determined in combination with the meteorological levels.

[0032] The meteorological level classification includes a multi-dimensional assessment of meteorological parameters, which includes takeoff wind speed, air pressure difference, temperature difference, humidity difference, and the number of takeoffs of flight equipment. Based on the takeoff wind speed, air pressure difference, temperature difference, humidity difference, and the number of takeoffs of flight equipment, a meteorological score is generated through a preset weighted summation calculation logic. The meteorological level is determined according to the numerical range of the meteorological score. Depending on whether the flight time of the flight equipment includes a risk delay period, a flight permission signal or an alarm signal is output. If the takeoff time coincides with the risk delay period, an alarm signal is output; if they do not coincide, a flight permission signal is output. If the flight permission signal, alarm signal, and monitoring and early warning signal are not triggered, it indicates that the flight equipment is flying normally.

[0033] S5. Flight Deviation Identification and Risk Level Classification; During flight, the flight trajectory of the flight equipment is monitored in real time to identify flight deviations, i.e., the degree of deviation between the flight trajectory and the original planned path. Flight deviations consist of two-dimensional parameters, including the difference from the original flight distance and the offset direction. The offset direction is the normal vector of the current position relative to the preset route. By introducing the offset direction, the deviation distance and deviation direction are identified.

[0034] After identifying the deviation points, based on preset risk assessment conditions, the risk level corresponding to the flight deviation is classified as either Level 1 or Level 2 risk. The specific assessment logic is as follows: The spatial straight-line distance between the current deviation point and the original planned path is obtained. If this distance is greater than the first-level threshold, it is judged as a first-level risk; if the distance does not exceed the first-level threshold but exceeds the second-level threshold, it is marked as a second-level risk. The first-level threshold is preferably 10 meters, and the second-level threshold is preferably greater than 5 meters and less than or equal to 10 meters.

[0035] For Level 2 risks, it is necessary to further determine the duration of the deviation, that is, the flight distance during which the deviation persists in the subsequent monitoring period. If the flight equipment continues to deviate within the duration of the deviation or the deviation further expands, the risk level will be raised to Level 1 risk and flight path correction will be triggered. If the deviation converges within a preset time, that is, the distance gradually decreases and returns to within the Level 2 threshold, the current flight status will remain unchanged. Example 2

[0036] Please see Figure 2 As shown, this embodiment provides a multimodal low-altitude flight safety management and control system, including the following modules: The parameter extraction and classification module is used to extract verification parameters based on the flight history data of flight equipment and classify the verification parameters into regulatory parameters and alarm parameters.

[0037] During the actual execution process, the parameter extraction and classification module obtains a large number of flight parameters from the flight history data of the flight equipment. These flight parameters include flight altitude, speed, attitude, battery power, engine speed, communication signal strength, flight duration, number of takeoffs and landings, fault records, etc., which constitute the initial verification parameters.

[0038] The verification parameters are arranged in chronological order and the time interval is calculated. For continuously acquired sensor data, the time interval between adjacent data points is calculated. Analyzing the variation characteristics of these verification parameters, verification parameters whose continuous changes exceed the preset alarm interval value are identified as alarm parameters. Specifically: If the flight altitude drops drastically within a short period of time, exceeding a preset threshold, or if the battery charge rapidly decreases within a short period of time, exceeding a preset threshold, these parameters are identified as alarm parameters. The preset alarm range values ​​can be set according to the type of flight equipment, the nature of the flight mission, and safety standards.

[0039] Verification parameters that do not change continuously beyond the preset alarm range are identified as regulatory parameters. Specifically, parameters such as the cumulative flight time, total number of takeoffs and landings, average flight speed, and flight frequency in a specific area of ​​the flight equipment usually change relatively smoothly and are used for long-term trend analysis and risk assessment.

[0040] The above classification allows us to distinguish between emergency parameters that require real-time response and regulatory parameters used for macro-risk assessment, providing inputs of different granularities for subsequent modules.

[0041] The status monitoring module is used to extract alarm parameters output by the classification module for response parameters. When the flight equipment is detected to have entered a critical flight state, it outputs a monitoring and early warning signal.

[0042] In the specific execution process, the status monitoring module continuously receives alarm parameters output by the parameter extraction and classification module.

[0043] This module determines whether the flight equipment matches the preset deviation value to determine whether the flight equipment has entered a critical flight state. If it matches, that is, the flight equipment has entered a critical flight state, the module immediately outputs a monitoring and early warning signal.

[0044] Furthermore, monitoring and early warning signals can take the form of, but are not limited to, audible and visual alarms, SMS notifications, email reminders, and control center interface alarms, to promptly remind operators or automatic control systems to take countermeasures.

[0045] For example, when the received alarm parameters such as flight altitude, speed, and attitude deviate from the preset safe flight range or operational limits, and this deviation exceeds the preset deviation value, the flight equipment is considered to have entered a critical flight state. The preset deviation value can be configured according to the flight equipment's performance indicators, mission requirements, and safety regulations.

[0046] The risk assessment module is used to extract regulatory parameters output by the classification module for response parameters, determine the risk delay period of flight equipment, and output a flight permission signal or alarm signal in combination with takeoff risk delay parameters predicted based on meteorological parameters.

[0047] In the specific execution process, the risk assessment module receives the regulatory parameters output by the parameter extraction and classification module.

[0048] Specifically, the module obtains the takeoff time of the flight equipment, extends the takeoff time forward and backward by a preset time period length, and splices them together with the takeoff time as the midpoint to form a takeoff risk delay interval.

[0049] For example, if the preset time period is 30 minutes, then the takeoff risk delay range is from 30 minutes before takeoff to 30 minutes after takeoff.

[0050] The risk delay period is determined based on whether the flight schedule of the flight equipment includes a takeoff risk delay interval. For example, if the planned flight schedule of the flight mission overlaps with the takeoff risk delay interval, the overlapping part or the entire takeoff risk delay interval is determined as the risk delay period. Simultaneously, this module predicts takeoff risk delay parameters and classifies meteorological levels based on acquired meteorological parameters such as wind speed, air pressure, temperature, and humidity.

[0051] The meteorological rating system includes: acquiring takeoff wind speed, air pressure difference, temperature difference, humidity difference, and the number of takeoffs of flight equipment, and generating a meteorological score based on these factors. For example, it can be set that excessively high wind speed, drastic changes in air pressure, and abnormal temperature and humidity will lower the meteorological score. Weather levels are determined based on meteorological scores, such as Level 1, Level 2, and Level 3. Takeoff risk delay parameters are then determined in conjunction with these weather levels. For example, the higher the weather level, the more severe the weather conditions, and the greater the takeoff risk delay parameter value.

[0052] The system comprehensively considers the determined risk delay period and the predicted takeoff risk delay parameters. If high-risk factors exist within the risk delay period, such as excessively high weather levels causing the takeoff risk delay parameters to exceed the safety threshold, an alarm signal is output, suggesting delaying or canceling the flight; otherwise, a flight permission signal is output.

[0053] The deviation identification and correction module is used to identify flight deviations during flight and determine the risk level corresponding to the flight deviation based on preset risk assessment conditions, so as to perform flight path correction according to the risk level.

[0054] In the specific execution process, the deviation identification and correction module continuously monitors the flight status of the flight equipment during flight. This module identifies the flight deviation of the flight equipment, which includes two-dimensional parameters consisting of the difference from the original flight distance and the amount of deviation direction. Specifically: The real-time position of the flight equipment is obtained through GPS data, inertial navigation system, etc., and compared with the preset flight path to calculate the vertical distance and deviation direction between the current position and the original path.

[0055] The risk level corresponding to the flight deviation is determined based on the preset risk assessment conditions. Specifically, a small deviation with a short duration may be considered low risk, while a large deviation with a long duration or entering a no-fly zone is considered high risk.

[0056] Risk assessment criteria include the magnitude and duration of the deviation, the flight area, and the status of the flight equipment.

[0057] Furthermore, risk levels can be divided into Level 1 risk, Level 2 risk, etc.

[0058] Flight path corrections are performed based on the risk level. The process of performing flight path corrections includes: After identifying the deviation points, determine whether the flight path needs to be corrected based on the risk level corresponding to the deviation points.

[0059] If the risk level is Level 1, such as a significant deviation from the flight path or an imminent entry into a danger zone, flight path correction will be triggered directly. Flight path correction can be achieved by adjusting the flight attitude, speed, and direction through the autopilot system, enabling the flight equipment to return to the predetermined flight path or avoid danger as quickly as possible.

[0060] If the risk level is Level 2, meaning there is only a slight deviation from the flight path but it remains within a safe range, then the length of the continued deviation should be further assessed to determine whether flight path correction is necessary. Specifically: If the duration or distance of a slight deviation exceeds the preset duration of the deviation, it is deemed necessary to make a correction; otherwise, the flight equipment is allowed to adjust itself within a certain range, and the flight path correction is also made through the autopilot system.

[0061] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A multimodal low-altitude flight safety management method, characterized in that, include: Verification parameters are extracted from the flight history data of the flight equipment and classified into monitoring parameters and alarm parameters. When the flight equipment is detected to have entered a critical flight state based on the alarm parameters, a monitoring and early warning signal is output. Based on regulatory parameters, the risk delay period of the flight equipment is determined, and combined with the takeoff risk delay parameters predicted based on meteorological parameters, a flight permission signal or alarm signal is output; during the flight of the flight equipment, flight deviations of the flight equipment are identified, and the risk level corresponding to the flight deviation is determined based on preset risk judgment conditions, so as to perform flight path correction according to the risk level.

2. The low-altitude flight safety management method based on multimodal operation according to claim 1, characterized in that, Verification parameters are extracted from flight history data of flight equipment and categorized into regulatory parameters and alarm parameters, including: The verification parameters are arranged in chronological order and the timing interval is calculated; verification parameters that continuously change beyond the preset alarm interval are identified as alarm parameters; verification parameters that do not continuously change beyond the preset alarm interval are identified as monitoring parameters.

3. The low-altitude flight safety management method based on multimodal operation according to claim 1, characterized in that, When the flight equipment is detected to have entered a critical flight state based on alarm parameters, the output monitoring and early warning signals include: The system determines whether the alarm parameters of the flight equipment match the preset deviation value to determine whether the flight equipment has entered a critical flight state; if they match, a monitoring and early warning signal is output.

4. The low-altitude flight safety management method based on multimodal operation according to claim 1, characterized in that, The risk delay periods for flight equipment determined based on regulatory parameters include: Obtain the takeoff time of the flight equipment; extend the takeoff time forward and backward by a preset time period length, and stitch them together with the takeoff time as the midpoint to form a takeoff risk delay interval; And determine the risk delay period based on whether the flight time of the flight equipment includes a takeoff risk delay interval.

5. The low-altitude flight safety management method based on multimodal operation according to claim 1, characterized in that, The parameters for predicting takeoff risk delays based on meteorological parameters include: Meteorological levels are determined based on the acquired meteorological parameters; takeoff risk delay parameters are then determined in conjunction with the meteorological levels.

6. The low-altitude flight safety management method based on multimodal operation according to claim 5, characterized in that, The classification of meteorological levels based on the acquired meteorological parameters includes: The system acquires takeoff wind speed, air pressure difference, temperature difference, humidity difference, and the number of takeoffs of the flight equipment, and generates a meteorological score based on these data. The meteorological level is then determined based on the meteorological score.

7. The low-altitude flight safety management method based on multimodal operation according to claim 1, characterized in that, Flight deviation consists of a two-dimensional parameter comprising the difference from the original flight distance and the amount of deviation direction.

8. The low-altitude flight safety management method based on multimodal operation according to claim 1, characterized in that, During flight, flight deviations are identified, and the risk level corresponding to the deviations is determined based on preset risk assessment conditions. Flight path corrections are then performed according to the risk level, including: After identifying the deviation points, determine whether the flight path needs to be corrected based on the risk level corresponding to the deviation points; If the risk level is Level 1, path correction is triggered directly; if the risk level is Level 2, the length of the continuation deviation is further determined to decide whether to perform path correction.

9. A multimodal low-altitude flight safety control system, characterized in that, include: The parameter extraction and classification module plays a sensing role, which is used to extract verification parameters based on the flight history data of the flight equipment and classify the verification parameters into regulatory parameters and alarm parameters. The status monitoring module plays a decision-making role, extracting alarm parameters output by the classification module for response parameters, and outputting monitoring and early warning signals when the flight equipment is detected to have entered a critical flight state. The risk assessment module plays a decision-making role. It extracts regulatory parameters from the classification module to determine the risk delay period of the flight equipment, and combines the takeoff risk delay parameters based on meteorological parameters to output a flight permission signal or an alarm signal. In addition, there is a deviation identification and correction module, which plays the role of execution and feedback. It is used to identify flight deviations during the flight of the flight equipment and determine the risk level corresponding to the flight deviation based on preset risk judgment conditions, so as to perform flight path correction according to the risk level.

10. A low-altitude flight safety control system based on multimodal operation according to claim 9, characterized in that, Verification parameters are extracted from flight history data of flight equipment and categorized into regulatory parameters and alarm parameters, including: The verification parameters are arranged in chronological order and the timing interval is calculated; verification parameters that continuously change beyond the preset alarm interval are identified as alarm parameters; verification parameters that do not continuously change beyond the preset alarm interval are identified as monitoring parameters.

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