An intelligent electronic release method and system for an aircraft

Abstract

This application relates to an intelligent electronic release method and system for aircraft, comprising: creating a corresponding MEL electronic database based on a paper MEL manual; acquiring and storing release-related data; monitoring whether a new fault occurs in the aircraft; if a new fault occurs, determining whether the aircraft can continue to be released based on the search results corresponding to the new fault in the MEL electronic database and the release-related data; and performing corresponding decision-making operations according to different judgment results.

Description

Technical Field

[0001] This invention belongs to the field of avionics system design, and in particular to an intelligent electronic release method and system for aircraft. Background Technology

[0002] "Aircraft release" is a core step in ensuring safe flight operations. It refers to the process by which authorized professionals confirm that an aircraft is airworthy and approve its performance of a specific flight mission. It is not a single step, but rather a series of steps throughout the entire flight, requiring collaboration among dispatch, maintenance, air traffic control, and ground support departments. The overall process can be divided into five stages: pre-flight preparation, technical assessment, collaborative confirmation, release approval, and post-flight review.

[0003] If unforeseen circumstances arise before flight (such as deteriorating weather or new malfunctions), the "technical assessment + collaborative confirmation" process must be restarted quickly to ensure that the release decision always meets safety standards.

[0004] The Minimum Equipment List (MEL) is a core technical document that ensures an aircraft can continue to operate even if some non-critical equipment fails, provided that flight safety is not compromised. It is an important basis for aviation operators (such as airlines) to release aircraft and maintain continued airworthiness. Its formulation and implementation must strictly comply with the regulations of the International Civil Aviation Organization (ICAO) and the civil aviation authorities of various countries (such as the Civil Aviation Administration of China (CAAC), the Federal Aviation Administration (FAA) of the United States, and the European Aviation Safety Agency (EASA).

[0005] Once the aircraft doors are closed, only the pilots remain in the cockpit. If a new malfunction occurs at this point, the crew needs to address it and then reassess the impact on flight clearance. Specifically, in practice, when maintenance personnel or the flight crew discover a malfunction, they consult the MEL (Membership Management Item) manual. If the malfunction code allows for clearance according to the MEL, the aircraft can be cleared after multi-party confirmation. Conversely, if the malfunction code pertains to an item that requires repair or if there is a coordination problem, the pilots should abort the clearance. Because pilots only have a paper MEL manual for reference, the crew must manually review it and confirm the impact of the malfunction through multi-party communication before making further decisions. Therefore, this rapid restart process is both time-consuming and labor-intensive.

[0006] Therefore, there is a need for an intelligent electronic release solution to replace traditional manual operations, in order to reduce the burden on crew members while further improving efficiency. Summary of the Invention

[0007] This application relates to an intelligent electronic release scheme for aircraft.

[0008] According to a first aspect of this application, a smart electronic release method for an aircraft is provided, comprising: Create a corresponding electronic MEL database based on the paper MEL manual; Acquire and store data related to release; Monitor for new aircraft malfunctions: If a new fault occurs, the system will determine whether the aircraft can continue to be released based on the search results corresponding to the new fault in the MEL electronic database and the data related to release. Based on different judgment results, corresponding decision-making operations are executed.

[0009] According to a second aspect of this application, an intelligent electronic release system for an aircraft is provided, comprising: The current flight dispatch information storage module is configured to store the current flight dispatch information obtained from the airline's dispatch system via the network; The fault repair database is configured to store aircraft material data obtained from the airline's aircraft material service platform and / or airline maintenance data obtained from the airline's maintenance service platform via the network; An aircraft current state storage module is configured to store the current state of the aircraft obtained from various aircraft systems; The MEL electronic database is configured to store relevant content from the MEL manual for this model; and when a new fault occurs, the corresponding entry content is retrieved from the MEL electronic database based on the new fault. The release calculation control module is configured to: Monitor whether any new malfunctions occur in the aircraft; If a new fault occurs, the aircraft can be released based on the dispatch release information, the current status of the aircraft, and the entry in the MEL electronic database corresponding to the new fault. Based on the different types of judgment results, the corresponding decision-making operations are executed respectively.

[0010] This overview is provided to introduce, in a simplified form, some of the concepts further described in the detailed description below. This overview is not intended to identify key or essential features of the claimed subject matter, nor is it intended to limit the scope of the claimed subject matter. Attached Figure Description

[0011] To describe how the above and other advantages and features of the invention are obtained, a more detailed description of the invention, which has been briefly described above, will be presented with reference to specific embodiments of the invention shown in the accompanying drawings. It will be understood that these drawings depict only exemplary embodiments of the invention and are therefore not intended to limit its scope. The invention will be described and explained using the drawings and with the aid of additional features and details, in which: Figure 1 A schematic flowchart of an intelligent electronic release method for an aircraft according to an embodiment of this application is shown.

[0012] Figure 2 A schematic structural diagram of an intelligent electronic release system for an aircraft according to an embodiment of this application is shown. Detailed Implementation

[0013] This application relates to an intelligent electronic release scheme for aircraft.

[0014] exist Figure 1 The diagram shows a schematic flowchart of an intelligent electronic release method for an aircraft according to an embodiment of this application.

[0015] As shown in the figure, firstly, in the preliminary ground preparation stage, in step 102, a corresponding MEL electronic database is created based on the paper MEL manual. The MEL electronic database includes all the contents of the MEL manual.

[0016] Next, in step 104, data related to release is acquired and stored. This data may include: the aircraft's current status, current flight dispatch and release information, and airline parts and maintenance data.

[0017] This includes the ability to obtain and store the current state of the aircraft from its various systems.

[0018] The dispatch release information for the current flight can be obtained from the airline's dispatch system via the network. The obtained dispatch release information can be stored in a module such as a current dispatch release information storage module. This dispatch release information includes, but is not limited to, operational environment data, flight plans, pending faults, and flight restrictions.

[0019] Aircraft material data (such as: aircraft materials, storage location, quantity, etc.) can be obtained from the airline's aircraft material service platform via the network and / or from the airline's maintenance service platform (such as: maintenance personnel, average fault repair time, maintenance tools, etc.).

[0020] The acquired aircraft material data and airline maintenance data were used to create a corresponding fault maintenance database, which helps determine whether the airport has the conditions for maintenance and to estimate the maintenance time in subsequent release decisions.

[0021] After these preparations are completed, in step 106, monitor whether any new malfunctions occur in the aircraft.

[0022] If a new fault occurs, the process proceeds to step 110. In step 110, the intelligent electronic release subprocess is executed.

[0023] If no new faults occur, the process proceeds to step 120. In step 120, the standard aircraft release procedure is executed. This will not be elaborated further.

[0024] In step 110, the process enters the intelligent electronic release sub-process, which includes the following steps: First, in step 112, the aircraft release calculation and control module determines whether the aircraft can continue to be released based on the search results for the newly added fault in the MEL electronic database and the release-related data.

[0025] As mentioned earlier, the MEL electronic database is built upon the traditional paper-based MEL manual. Therefore, it also contains all of its contents.

[0026] Specifically, an example MEL electronic database may include the following: 1) Basic definition class data System / Chapter Number: Numerical codes that conform to the ATA 100 standard (e.g., ATA 21 represents air conditioning, ATA 32 represents landing gear).

[0027] Project Name: The name of the specific equipment (e.g., "seat belt", "autopilot").

[0028] 2) Core operational data

[0029] This is the most critical data in the release review, and it is usually contained in the MEL entry table, including: Number of units installed: This refers to the total number of this system or device installed on the aircraft during its design and manufacturing. This number is fixed and determined by the aircraft configuration.

[0030] Release quantity: refers to the minimum number of usable and operational devices required for an aircraft to take off safely after some equipment malfunctions.

[0031] For example, "Installation quantity: 2, Release quantity: 1" means that there are two such devices installed on the aircraft, and release is allowed when at least one of the devices is in good working order.

[0032] Rectification Interval / Category: This is the most important time limit data in MEL, usually represented by letter codes. Category A: Usually refers to a very short period (such as 3 days).

[0033] Category B: Shorter timeframes (e.g., 7 days).

[0034] Category C: Mid-term (e.g., 15 days).

[0035] Category D: Long-term (e.g., 120 days or as required by airworthiness directives).

[0036] 3) Operation and maintenance data

[0037] This part of the data is usually referred to as "conditions and constraints," and it is divided into two categories: Item O (Operational Procedures): Restrictions on the operations of the flight crew before or during flight.

[0038] M (Maintenance Procedures): Maintenance work that maintenance personnel must complete before release.

[0039] 4) Remarks / Exceptions: The notes below some entries contain exemptions or additional requirements under special conditions.

[0040] Therefore, the release calculation control module can retrieve the corresponding MEL data associated with the newly added fault from the MEL electronic database based on the ATA chapter number of the newly added fault.

[0041] The following steps can be used to retrieve newly added faults in the MEL electronic database based on the example data structure described above: Step 1: Confirm the existence of the fault in the MEL electronic database.

[0042] Operation: Based on the equipment malfunction symptoms, find the ATA chapter number in the MEL electronic database (e.g., for toilet malfunctions, find ATA38; for landing gear indicator lights, find ATA32).

[0043] If the corresponding chapter number can be found in the MEL electronic database, it means that there are clear industry operating procedures that the unit needs to follow for the equipment malfunction, and the process proceeds to the next step.

[0044] If no entry for the corresponding chapter number is found, it usually means that the equipment is essential for flight, and its failure would pose an unacceptable risk. This type of failure typically involves critical flight equipment, and for safety reasons, it must be repaired immediately. The aircraft should not be released until the failure is resolved. Therefore, the conclusion is straightforward: the aircraft cannot be released and the flight can only proceed after the failure is resolved. In this case, maintenance data should be queried, for example, by consulting a fault maintenance database, to provide reference information for maintenance decisions, and subsequent judgment steps are unnecessary.

[0045] Step 2: Based on the corresponding entry found in the MEL electronic database, combined with the dispatch release information and the aircraft's current status, determine and confirm the release impact of the malfunction. The release impact can include the following three situations: 1) This newly added fault type has no impact on the aircraft release: This type of fault does not affect the aircraft's handling and navigation; therefore, it can be repaired at a later time after landing from the current flight mission. For example, a fault such as a black screen on a passenger seat's personal entertainment system or a reading light not working will not adversely affect the aircraft release. When such a fault occurs, the corresponding entry in the MEL electronic database will provide an instruction to allow the aircraft to be released. For this type of fault, the judgment result is "release".

[0046] 2) The newly added fault type is "conditional release": This type of fault allows release after the specified conditions are met, otherwise it cannot be released.

[0047] Specifically, if the fault is a conditional release, then the system determines whether the aircraft meets the release conditions specified in the corresponding entry of the MEL electronic database based on the stored dispatch release information and the aircraft's current status.

[0048] For example, if the dispatch release information contains "one sensor of a certain type has a reserved fault", and the newly added fault is another sensor of the same type, and the entry related to this type of sensor in the MEL electronic database is "at least one of the four sensors of this type must be normal", then since there are still two normal sensors of this type remaining, the aircraft can be released.

[0049] For example, if the dispatch release information includes "icing weather exists on this route," and a new fault is "engine anti-icing valve failure," then based on the MEL electronic database's restriction on this new fault ("avoid icing weather") and the dispatch release information's inclusion of "icing weather exists on this route," the fault's impact on release is determined as "cannot be released." Conversely, if there is no icing on the route, the aircraft can be released.

[0050] For example, a new fault is added: the "oil filter bypass light" is illuminated. According to the MEL electronic database, this fault should prevent the aircraft from being released. However, after checking the current status of the aircraft, the crew found that the engine oil system was working normally and there was no fault. Therefore, it can be determined that the fault is not actually due to an oil filter blockage in the engine, but rather a fault in the warning system itself (such as a light malfunction). Therefore, the impact of this fault on the release is judged as "release".

[0051] Therefore, the release impact judgment result of the "conditional release" type fault is either "release" if the conditions are met, or "cannot release" if the conditions are not met.

[0052] 3) The newly added fault type is "Restricted Release": This type of fault allows the crew to be released after following the flight precautions specified in the MEL electronic database entries or performing the designated operations; otherwise, release is not permitted. The judgment result for this fault type is "Restricted Release".

[0053] For example, a new fault is added: "One main generator (IDG) has failed." According to the relevant entry in the MEL electronic database, after executing all unit operation procedures (item O), it is confirmed that this fault affects release as "release." Otherwise, release is not allowed. Therefore, for this type of fault, further operational instructions are needed to guide unit operation to achieve release.

[0054] In summary, the result of determining whether the current aircraft can continue to be released in step 112 can include three situations: release, restricted release, and no release (faults such as failure to meet specified conditions, failure to perform specified operations, or failures not appearing in the MEL electronic database).

[0055] Subsequently, based on the different types of judgment results, the release calculation control module executes the corresponding decision-making operations.

[0056] Specifically, if the result of step 112 is "release", the process proceeds to step 114.

[0057] In step 114, the crew is instructed to retain the fault statement and re-release the aircraft, and simultaneously transmit the relevant information back to the airline's dispatch system.

[0058] If the result of step 112 is "restricted release", the process proceeds to step 116.

[0059] In step 116, the specific operating procedures that the crew needs to complete are displayed to guide the crew to perform the corresponding operations. After the operations are performed, the crew is released again, and the relevant information is transmitted back to the airline's dispatch system at the same time.

[0060] Let's take the newly added fault "One main generator (IDG) failure" as an example. According to the relevant entries in the MEL electronic database, the release calculation control module displays on the screen that the crew must perform the following sample core operating procedures (item O) before and during flight: 1. Start the APU: Throughout the flight, the APU (Auxiliary Power Unit) must be used as a backup power source and supply power to the aircraft's electrical grid.

[0061] 2. Check APU status: Before each flight, it is necessary to check and confirm that the APU fuel pump is working properly and that the APU lubricating oil level is sufficient to ensure that the APU can work continuously and reliably.

[0062] 3. Monitoring critical systems: During flight, the crew needs to monitor whether the indications and warnings of the remaining generators and APU are normal.

[0063] 4. Comply with flight restrictions: When this reservation is exercised, the aircraft may not operate under ETOPS (Extended-range Twin-engine) conditions and the flight altitude is restricted to below FL335 (approximately 33,500 feet).

[0064] After the crew completes ground operations 1 and 2, they are released back to the airline's dispatch system, and the information is simultaneously transmitted back. Furthermore, during the flight, the crew continues to be guided to follow procedures 3 and 4, which are required during flight, to ensure safe flight operations.

[0065] If the result of step 112 is "cannot be released", then the process proceeds to step 118.

[0066] In step 118, maintenance decision reference information is provided based on the entries corresponding to the newly added faults in the MEL electronic database and / or relevant data in the fault maintenance database.

[0067] For example, if the "cannot be released" fault is because the corresponding entry for the fault cannot be found in the MEL electronic database, then maintenance decision reference information can be provided by querying the fault maintenance database.

[0068] If the "cannot be released" fault is because the fault is a "conditional fault" in the MEL electronic database but the release conditions are not met, the conditions recorded in the corresponding entry in the MEL electronic database can be referred to first to try to meet the specified conditions through manual operation in order to achieve release. If the conditions still cannot be met by manual operation, the fault repair database can be queried to provide repair decision reference information.

[0069] That is, based on the fault repair content (e.g., item M) provided in the corresponding entry of the MEL electronic database and / or by querying the fault repair database, the status of maintenance personnel, maintenance tools and aircraft parts is confirmed, and the maintenance time is estimated based on the historical average maintenance time and the time for maintenance resources to arrive (including the expected time for parts to be transferred, etc.).

[0070] If all these maintenance conditions are met, maintenance is considered feasible. Recommendations can be provided in the maintenance decision reference information, the airline can be notified to prepare for maintenance, and the duration of the maintenance can be used to determine whether passengers need to disembark. Once the maintenance is completed and the fault is eliminated, the electronic release procedure can be repeated.

[0071] If these maintenance conditions cannot be met, suggestions can be provided in the maintenance decision reference information, the airline can be notified to coordinate and allocate resources, and it can be determined whether a replacement aircraft is needed for the flight. The relevant information can then be transmitted back to the airline's dispatch system.

[0072] This concludes the schematic flowchart of the intelligent electronic release method for aircraft.

[0073] Typically, the intelligent electronic release method is executed during the ground preparation phase before takeoff. However, in a preferred embodiment, in addition to executing the intelligent electronic release scheme during the aircraft's ground preparation phase, the intelligent electronic release scheme can also be executed when the aircraft has already commenced its flight mission.

[0074] Specifically, during the preparation phase, steps 102-104 above are executed first to obtain data related to release and construct a corresponding database. When the aircraft has begun its flight mission, after detecting a new fault, the aircraft's release calculation and control module determines whether maintenance work needs to be carried out after the aircraft lands, and provides maintenance decision reference information, based on the retrieval results for the new fault in the MEL electronic database, the release-related data, and the relevant data in the fault maintenance database.

[0075] The determination includes finding the corresponding entry for the newly added fault in the MEL electronic database, combined with the dispatch release information and the current status of the aircraft, to determine whether maintenance work needs to be carried out after landing.

[0076] As mentioned earlier, each type of fault has a corresponding rectification interval / category and an M item in the MEL electronic database. Therefore, a comprehensive judgment can be made based on the fault type, rectification interval / category, M item, current dispatch release status, and aircraft status.

[0077] For example, for a new fault of the "cannot be released" type, if its repair period is Category A and the aircraft is currently in "flight" status, it can be determined that maintenance work for the fault needs to be carried out after landing (e.g., pitot tube heating fault).

[0078] For example, for a new fault of the "release" type, if its repair period is Class D, it can be determined that no maintenance work is required for the fault after landing (e.g., a reading light on a passenger seat is damaged).

[0079] For example, regarding a new fault of the "conditional release" type, if the dispatch release information contains the content "two sensors of a certain type have reserved faults", and the new fault is another sensor of that type, and the entry related to that type of sensor in the MEL is "at least two of the four sensors must be normal", then since only one sensor of that type is normal at this time, and the repair period is Class A, it can be determined that maintenance work for this fault needs to be carried out after landing.

[0080] Subsequently, after determining that maintenance work needs to be carried out after the fault is detected, maintenance decision-making reference information is provided based on the corresponding entries in the MEL electronic database and / or relevant data in the fault repair database. See step 118 above for details. It will not be repeated here.

[0081] exist Figure 2 The diagram shows a schematic structural diagram of an intelligent electronic release system for an aircraft according to an embodiment of this application.

[0082] As shown in the figure, the intelligent electronic release system may include four parts: a current dispatch release information storage module 202, a fault maintenance database 204, an aircraft current status storage module 206, a MEL electronic database 208, and a release calculation and control module 210.

[0083] The current flight dispatch information storage module 202 is configured to store the current flight dispatch information obtained from the airline's dispatch system via the network.

[0084] The fault repair database 204 is configured to store aircraft material data obtained from the airline's aircraft material service platform and / or airline maintenance data obtained from the airline's maintenance service platform via the network.

[0085] The aircraft current state storage module 206 is configured to store the current state of the aircraft obtained from various aircraft systems.

[0086] The MEL electronic database 208 is configured to store relevant content from the MEL manual for this aircraft model. When a new fault occurs, the corresponding entry can be retrieved directly from the MEL electronic database 208 based on the aircraft's fault status.

[0087] Release calculation control module 210 is configured to: Monitor for any new aircraft malfunctions; If a new fault occurs, the aircraft can be released based on the dispatch release information, the current status of the aircraft, and the search results for the new fault in the MEL electronic database. Based on the different types of judgment results, corresponding decision-making operations are performed, including: 1) If the judgment result is "release", the crew is instructed to retain the fault handling and re-release the aircraft, and the relevant information is simultaneously transmitted back to the airline's dispatch system; 2) If the judgment result is "restricted release", the specific operation procedures that the crew needs to complete will be displayed to guide the crew to perform the corresponding operations. After the operation is performed, the crew will be released again and the relevant information will be transmitted back to the airline's dispatch system at the same time. 3) If the judgment result is "cannot be released", maintenance decision reference information is provided based on the entry corresponding to the newly added fault in the MEL electronic database and / or the relevant data in the fault maintenance database. The maintenance decision reference information includes whether the maintenance conditions are met and the estimated maintenance time (including the expected time for parts to be transferred, etc.), and subsequent operation guidelines for the unit (such as: handling fault retention, handling item O procedures).

[0088] After understanding the intelligent electronic release method and system for aircraft of this application, it can be found that it has the following advantages: 1. This system can directly retrieve the MEL electronic manual based on the aircraft's fault status, and quickly confirm the impact of the fault on the release by combining the current dispatch release information and the aircraft status, and simultaneously feed back to the airline's dispatch system for all parties to conduct simultaneous evaluation. 2. This system can provide information such as whether the conditions for carrying out maintenance work are met and the estimated maintenance time based on the maintenance content, the airline's current aircraft materials, maintenance tools and personnel, for the reference of the crew and the airline; 3. This system can provide crew operation instructions as needed based on whether the aircraft has started its flight mission and the impact of malfunctions on release.

[0089] Although the techniques have been described using language specific to structural features and / or methodological actions, it should be understood that the appended claims are not necessarily limited to the described features or actions. Rather, these features and actions are described as exemplary forms of implementing these techniques.

[0090] The operations of the example processes are shown in separate boxes and are summarized with reference to these boxes. These processes are shown as a flow of logical boxes, each of which may represent one or more operations that can be implemented using hardware, software, or a combination thereof. In the context of software, these operations represent computer-executable instructions stored on one or more computer-readable media that, when executed by one or more processors, cause one or more processors to perform a given operation. Generally, computer-executable instructions include routines, programs, objects, modules, components, data structures, etc., that perform a particular function or implement a particular abstract data type. The order in which the operations are described is not intended to be construed as limiting, and any number of the operations may be executed in any order, combined in any order, subdivided into multiple sub-operations, and / or executed in parallel to implement the described process. The described process may be executed by resources associated with one or more computing devices, such as one or more internal or external CPUs or GPUs, and / or one or more pieces of hardware logic, such as FPGAs, DSPs, or other types of accelerators.

[0091] All of the methods and processes described above can be embodied in software code modules executed by one or more general-purpose computers or processors, and can be fully automated via these software code modules. These code modules can be stored on any type of computer-executable storage medium or other computer storage device. This code can also be packaged into corresponding computer program products. Some or all of these methods can alternatively be embodied in dedicated computer hardware.

[0092] Any routine description, element, or box in the flowcharts described herein and / or in the accompanying drawings should be understood as potentially representing a module, segment, or portion of code comprising one or more executable instructions for implementing a specific logical function or element in that routine. Alternative implementations are included within the scope of the examples described herein, wherein elements or functions may be removed or performed inconsistently with the order shown or discussed, including substantially synchronous or reverse order execution, depending on the functionality involved, as will be understood by those skilled in the art.

[0093] While different embodiments have been described above, it should be understood that they are merely examples and not limitations. Those skilled in the art will appreciate that various modifications in form and detail may be made without departing from the spirit and scope of the invention as defined in the appended claims. Therefore, the breadth and scope of the invention disclosed herein should not be limited by the exemplary embodiments disclosed above, but should be defined solely by the appended claims and their equivalents.

Claims

1. A smart electronic release method for aircraft, comprising: Create a corresponding electronic MEL database based on the paper MEL manual; Acquire and store data related to release; Monitor for new aircraft malfunctions: If a new fault occurs, the system will determine whether the aircraft can continue to be released based on the search results corresponding to the new fault in the MEL electronic database and the data related to release. Based on different judgment results, corresponding decision-making operations are executed.

2. The intelligent electronic release method of claim 1, wherein, Also includes: If no new faults occur, proceed with the standard aircraft release procedure.

3. The intelligent electronic release method of claim 1, wherein, The steps of acquiring and storing data related to release include: Obtain and store the current state of the aircraft from its various systems; The dispatch release information for the current flight is obtained and stored from the airline's dispatch system via the network. The system acquires aircraft material data from the airline's aircraft material service platform and / or airline maintenance data from the airline's maintenance service platform via the network, and creates a fault maintenance database based on the acquired aircraft material data and airline maintenance data.

4. The intelligent electronic release method of claim 3, wherein, The steps for determining whether the aircraft can continue its departure include: The search for newly added faults in the MEL electronic database includes: Confirm the existence of the newly added fault in the MEL electronic database: If the entry for the corresponding chapter number of the newly added fault cannot be found in the MEL electronic database, the judgment result is "cannot be released"; If an entry for the corresponding chapter number of the newly added fault is found in the MEL electronic database, the impact of the newly added fault on the release is further determined based on the entry, the dispatch release information, and the current status of the aircraft.

5. The intelligent electronic release method as described in claim 4, characterized in that, The step of determining and confirming the release impact of the newly added fault based on the entry, the dispatch release information, and the current status of the aircraft includes: 1) If the type of the newly added fault has no impact on the release of the aircraft, then the judgment result is "release"; 2) If the type of the newly added fault is "conditional release", then determine whether the release conditions specified in the entry are met based on the dispatch release information and the current status of the aircraft: If the release conditions are met, the judgment result is "release"; If the release conditions are not met, the judgment result is "cannot be released"; 3) If the type of the newly added fault is "restricted release", then the judgment result is "restricted release".

6. The intelligent electronic release method of claim 5, wherein, The steps of performing corresponding decision-making operations based on different judgment results include: If the judgment result is "release", the crew is instructed to retain the fault statement and re-release the aircraft, and simultaneously transmit the relevant information back to the airline's dispatch system; If the judgment result is "restricted release", the specific operating procedures that the crew needs to complete will be displayed to guide the crew to perform the corresponding operations. After the operation is performed, the crew will be released again and the relevant information will be transmitted back to the airline's dispatch system at the same time. If the judgment result is "cannot be released", then maintenance decision reference information is provided based on the entry corresponding to the newly added fault in the MEL electronic database and / or the relevant data in the fault maintenance database.

7. The intelligent electronic release method of claim 6, wherein, The step of providing maintenance decision reference information based on the entries corresponding to the newly added faults in the MEL electronic database and / or the relevant data in the fault maintenance database includes: based on the fault maintenance content provided by the corresponding entries in the MEL electronic database, confirming the status of maintenance personnel, maintenance tools and aircraft materials by querying the fault maintenance database, estimating the maintenance time based on the historical average maintenance time and the time it takes for maintenance resources to arrive, and providing corresponding suggestions in the maintenance decision reference information.

8. The intelligent electronic release method of claim 1, wherein, Also includes: When the aircraft has started its flight mission, after a new fault is detected, based on the search results corresponding to the new fault in the MEL electronic database, the release-related data, and the relevant data in the fault maintenance database, it is determined whether maintenance work needs to be carried out after the aircraft lands and maintenance decision reference information is provided.

9. An intelligent electronic release system for aircraft, comprising: The current flight dispatch information storage module is configured to store the current flight dispatch information obtained from the airline's dispatch system via the network; The fault repair database is configured to store aircraft material data obtained from the airline's aircraft material service platform and / or airline maintenance data obtained from the airline's maintenance service platform via the network; An aircraft current state storage module is configured to store the current state of the aircraft obtained from various aircraft systems; The MEL electronic database is configured to store relevant content from the MEL manual for this model; and when a new fault occurs, the corresponding entry content is retrieved from the MEL electronic database based on the new fault. The release calculation control module is configured to: Monitor whether any new malfunctions occur in the aircraft; If a new fault occurs, the aircraft can be released based on the dispatch release information, the current status of the aircraft, and the entry in the MEL electronic database corresponding to the new fault. Based on the different types of judgment results, the corresponding decision-making operations are executed respectively.

10. The intelligent electronic release system of claim 9, wherein, The step of performing corresponding decision-making operations based on different types of judgment results includes: If the judgment result is "release", the crew is instructed to retain the fault statement and re-release the aircraft, and simultaneously transmit the relevant information back to the airline's dispatch system; If the judgment result is "restricted release", the specific operating procedures that the crew needs to complete will be displayed to guide the crew to perform the corresponding operations. After the operation is performed, the crew will be released again and the relevant information will be transmitted back to the airline's dispatch system at the same time. If the judgment result is "cannot be released", then maintenance decision reference information is provided based on the entry corresponding to the newly added fault in the MEL electronic database and / or the relevant data in the fault maintenance database.

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