Method and system for detecting the ingestion of hot gases into an engine air intake

Abstract

The present invention relates to a method for detecting the ingestion of hot gases within an aircraft (1) having at least one air intake (20) configured to supply fresh air to at least one engine (15). The method comprises (i) measuring current values ​​of several respective monitoring parameters with respective sensors (40), said several monitoring parameters including an outside air temperature surrounding the aircraft (1) and a temperature of the air ingested into said air intake (20), (ii) processing said values ​​with a controller (50) using a stored machine-learning artificial intelligence model configured to detect, from said values, the ingestion of hot gases into said air intake (20), (iii) generating an alert with an alarm (60) as long as said ingestion of hot gases into said air intake (20) is detected during said processing. (Short figure: Figure 1)

Description

Title of the invention: Method and system for detecting the ingestion of hot gases into an engine air intake

[0001] The present invention relates to a method and a system for detecting the ingestion of hot gases into an engine air intake.

[0002] A vehicle, and in particular an aircraft, may include at least one air intake supplying fresh air to at least one engine. During operation, the engine may, in turn, eject hot gases. Hot gases may also be ejected from the vehicle by other systems, such as an air conditioning system, for example.

[0003] Some vehicles are capable of remaining stationary or even moving backward. For example, a rotorcraft, and in particular a helicopter or other types of aircraft, may be able to remain virtually motionless in flight, or even move backward. Within such a vehicle, the hot gases ejected by the vehicle are then likely to be ingested through the air intake(s), depending in particular on the relative wind. An aircraft may also pass through pockets of hot air, near flares for example. This phenomenon is sometimes called "hot gas ingestion." The ingestion of hot gases as an oxidizer can disrupt the operation of the engine(s), or even induce a pumping effect.

[0004] The air inlet(s) and the hot gas outlet(s) can be defined to deal with this phenomenon, at least under predetermined conditions.

[0005] Consequently, certain aircraft certification regulations may stipulate that an engine must operate normally in the presence of a predetermined relative wind. For example, when the aircraft is in a hover, the engine(s) must operate normally in the presence of a wind speed less than or equal to a threshold defined in the regulation, regardless of the wind direction.

[0006] Document CN106050418 A departs from this problem by describing instead a system for recycling gases ejected by a gas turbine. A return line is arranged between a gas intake opening of a gas compressor and an exhaust opening of the turbine, the return line being equipped with a flow control valve.

[0007] The same applies to document CN205908373 U.

[0008] The present invention then aims to propose a method for alerting a pilot to a risk of ingestion of hot gases.

[0009] The invention thus relates to a method for detecting the ingestion of hot gases within an aircraft, said aircraft having at least one air inlet configured to supply fresh air to at least one engine.

[0010] The method comprises the following steps carried out successively and iteratively:

[0011] - measurement of current values ​​of several respective monitoring parameters with respective sensors, said several monitoring parameters including an outside air temperature surrounding the aircraft and a temperature of the air ingested in said air intake,

[0012] - processing with a controller of said current values ​​with a model of memorized machine learning artificial intelligence, said machine learning artificial intelligence model being configured to detect from said current values ​​an ingestion of hot gases into said air inlet,

[0013] - following said processing, generation with an alerter of an alert as long as said ingestion of hot gases in said air inlet is detected by said machine learning artificial intelligence model during said processing.

[0014] The expression "temperature of the air ingested in said air intake" may refer to the temperature prevailing in the air intake, in a part of an engine supplied with air by the air intake, or in the immediate vicinity of an air intake and outside the aircraft fuselage. This expression "temperature of the air ingested in said air intake" is to be interpreted as a temperature representative of the temperature of the air entering the associated engine(s) and serving as the oxidizer.

[0015] Thus, this method involves measuring the current values ​​of predetermined monitoring parameters. These parameters include, at a minimum, the temperature of the air entering the air intake and the outside air temperature surrounding the aircraft. This outside air temperature surrounding the aircraft is sometimes referred to as "Outside Air Temperature" (OAT).

[0016] The measured values ​​are then fed into a predetermined machine learning artificial intelligence model embedded in the aircraft. Such a model can be established in a standard manner in the field of artificial intelligence.

[0017] Therefore, if the machine learning artificial intelligence model detects an ingestion of hot gases, an alert is issued by an alerter.

[0018] Indeed, simply monitoring the temperature in or in the immediate vicinity of an air intake is insufficient. This temperature can vary, particularly in the absence of hot gas ingestion, due to aircraft movements and changes in altitude. However, it is possible to develop a machine-learning artificial intelligence model based on the aforementioned monitoring parameters to determine whether hot gases are actually being ingested into the engine. If so, an alert is generated. The aircraft pilot can then review this alert and implement corrective actions, if deemed possible and necessary, to protect the engine(s).

[0019] The method may also include one or more of the following features.

[0020] According to one possibility, said processing may include a determination with the machine learning artificial intelligence model of a probability of ingestion of hot gases in said air inlet, said alert being issued as long as said probability is greater than a first probability threshold.

[0021] In the presence of a high probability of ingestion of hot gases, the alert is then issued.

[0022] Optionally, the method may include generating a pre-alert with the alerter as long as said probability is less than or equal to the first probability threshold and greater than a second probability threshold, the second probability threshold being less than the first probability threshold, the pre-alert being different from the alert.

[0023] The term "different" means that the alert and the pre-alert are distinguishable by an individual, visually, orally or tactilely for example.

[0024] If there is a lower probability of hot gas ingestion, a pre-alert is then issued. The pilot can then decide to continue the maneuver or decide to implement corrective actions.

[0025] The alert and the pre-alert can respectively be called "red" and "amber" alerts in the aeronautical field.

[0026] According to one possibility, said processing may include a determination with the machine learning artificial intelligence model of an increase in the temperature of the air ingested by said at least one engine since a predetermined time, said alert being issued as long as said temperature increase is above a first temperature threshold.

[0027] According to this treatment, the model does not generate a probability but evaluates the value of a temperature increase since a predetermined time. Such an increase can be considered indicative of the presence of ingested hot gases. For example, the first temperature threshold could correspond to a temperature rise of 5 degrees Celsius in the ingested gases.

[0028] Optionally, the method may include generating a pre-alert with the alerter as long as said temperature increase is less than or equal to the first temperature threshold and greater than a second temperature threshold, the second temperature threshold being less than the first temperature threshold, the pre-alert being different from the alert.

[0029] The term "different" means that the alert and the pre-alert are distinguishable by an individual, visually, orally or tactilely for example.

[0030] For example, the second temperature threshold may correspond to a temperature rise of 3 degrees Celsius of the ingested gases.

[0031] The alert and the pre-alert can respectively be called "red" and "amber" alerts in the aeronautical field.

[0032] According to a possibility compatible with the preceding ones, said measurement of current values ​​of several monitoring parameters may include a measurement of said temperature of the air ingested in said air inlet with an ingested air temperature sensor arranged in said air inlet or outside the air inlet and in an area crossed by said ingested air when the aircraft is stationary and in the absence of wind.

[0033] The temperature of the ingested air can be measured in the air inlet, or near the air inlet.

[0034] According to a possibility compatible with the preceding ones, said measurement of current values ​​of several monitoring parameters may include a measurement of said outside temperature with an outside air temperature sensor arranged outside an aircraft cell in a volume which is not traversed by said ingested air and said hot gases when the aircraft is stationary and in the absence of wind.

[0035] The outside air temperature can be measured at a distance from the air inlet and the hot gas emitter(s) to be accurate.

[0036] According to a possibility compatible with the preceding ones, said measurement of current values ​​of several monitoring parameters may include a measurement of an aircraft speed with a speed sensor.

[0037] Speed ​​can, for example, be airspeed or ground speed. An aircraft's speed influences the potential presence of hot gases in the air intake. With high airspeed and forward movement, the risk of ingestion of hot gases is low, except when passing through a hot gas bubble originating from a source other than the aircraft. An aircraft's speed can therefore be a useful monitoring parameter.

[0038] According to a possibility compatible with the preceding ones, said measurement of current values ​​of several monitoring parameters may include a measurement of an aircraft altitude value with an altitude sensor.

[0039] The altitude or height of the aircraft influences the temperature outside the aircraft, and therefore influences the potential ingestion of hot gases. An altitude or height can thus represent a monitoring parameter, the altitude value being the value of the aircraft's altitude or height.

[0040] According to a possibility compatible with the preceding ones, said measurement of current values ​​of several monitoring parameters may include a measurement of a displacement of the aircraft with a displacement sensor.

[0041] The direction of travel of the aircraft can contribute to the aircraft's ability to draw in hot gases, particularly if the aircraft is traveling in a direction from The air intake towards an aircraft component emitting hot gases. This direction of movement can therefore represent a monitoring parameter.

[0042] According to a possibility compatible with the preceding ones, said measurement of current values ​​of several monitoring parameters may include a measurement of at least one attitude angle of the aircraft with an attitude sensor.

[0043] The attitude of an aircraft can vary and can contribute to the ability to place an air intake in a flow of hot gases. Thus, an attitude angle in roll, pitch, and / or yaw can therefore represent a monitoring parameter.

[0044] In addition to a method, the invention relates to a detection system for detecting the ingestion of hot gases within an aircraft. This detection system comprises several sensors for measuring the values ​​of several monitoring parameters, said several sensors including a sensor for the temperature of the ingested air and a sensor for the temperature of the outside air. The detection system includes a controller in communication with said sensors and configured to apply the method of the invention. The detection system includes an alarm in communication with said controller and also configured to apply the method of the invention.

[0045] The multiple sensors may include at least one of the following sensors: a speed sensor measuring the speed of an aircraft equipped with the detection system, an altitude sensor measuring the altitude value of an aircraft equipped with the detection system, a displacement sensor measuring image information of a present or future displacement of an aircraft equipped with the detection system, an attitude sensor measuring at least one attitude angle of an aircraft equipped with the detection system.

[0046] The invention also relates to an aircraft having at least one air intake configured to supply fresh air to at least one engine, for example a heat engine operating with a fuel and an oxidizer, this aircraft being equipped with such a detection system.

[0047] The invention and its advantages will become apparent in more detail in the following description, with illustrative examples given by reference to the accompanying figures, which represent:

[0048] [Fig. 1], a diagram illustrating a detection system according to the invention arranged on an aircraft,

[0049] [Fig. 2], a diagram illustrating a detection system, and

[0050] the [Fig.3], a diagram illustrating the process according to the invention.

[0051] Elements present in several separate figures are assigned one and the same reference.

[0052] Figure 1 illustrates an example of an aircraft 1 possibly subject to a phenomenon of unwanted ingestion of hot gases 100.

[0053] Such an aircraft 1 may comprise a fuselage 2 extending from the rear to the front from a tail 3 to a nose 4. This fuselage 2 carries a propulsion system 10 comprising at least one engine 15. The engine(s) may optionally be internal combustion engines operating on fuel, such as turboshaft engines or piston engines, for example. For example, this propulsion system is designed to drive at least one rotor 5, such as a rotary wing 6 and / or an auxiliary rotor 7.

[0054] The engine(s) 15 eject hot gases 100, optionally via a nozzle 16. Such a nozzle 16 optionally extends from a gas outlet of at least one engine 15 to an external medium EXT surrounding the aircraft 1.

[0055] In addition, the aircraft 1 has at least one air inlet 20 supplying fresh air to one or more engines 15 from the external environment EXT. For example, such an air inlet 20 has at least one duct 21 providing fluidic communication between one or more engines 15 and the external environment EXT.

[0056] According to the illustrated example, the hot gases 100 are ejected by the engine(s) 15 towards the rear of the aircraft 1, in a direction from the nose 4 to the tail 3. The air intake(s) 20 are located conversely between one or more engines 15 and the nose 4 of the aircraft 1. Thus, during forward flight and from a threshold airspeed, hot gases 100 are unlikely to be drawn into an air intake 20. However, such a draw-in is likely to occur, for example during hovering with a strong tailwind.

[0057] Therefore, aircraft 1 is equipped with a detection system 30 to detect the possible ingestion of hot gases 100 into one or more engines 15.

[0058] The detection system 30 includes sensors 40 for measuring current values ​​of several monitoring parameters. Reference numerals 40 can be assigned to any sensor, while reference numerals 41, 42, 43, 44, 45, and 46 designate specific sensors as needed.

[0059] The term “sensor” refers to a physical sensor capable of directly measuring the value of the parameter in question, but also to a system that may include one or more physical sensors as well as signal processing means for providing an estimate of the parameter value from the measurement(s) provided by this or these physical sensors. Similarly, the term “value” refers both to a raw measurement from a physical sensor and to a measurement obtained by more or less complex signal processing from raw measurements.

[0060] Thus, the aircraft includes at least one ingested air temperature sensor 41 and at least one outside air temperature sensor 42. Each temperature sensor can take the form of a conventional sensor.

[0061] Optionally, the detection system 30 may include a single ingested air temperature sensor 41, or several ingested air temperature sensors 41 arranged in different locations. For example, the detection system 30 may include an ingested air temperature sensor 41 in each air inlet.

[0062] The intake air temperature sensor(s) 41 are designed to measure a temperature value that reflects the temperature of the gases ingested by the engine(s) 15. Thus, an intake air temperature sensor 41 can be arranged in an air inlet 20, and for example in a duct 21. Alternatively, an intake air temperature sensor 41 can be located outside an air inlet 20, or even in a zone ZI through which the ingested air flows when the aircraft 1 is stationary and there is no wind. Such a zone ZI can be located in front of the air inlet 20, along a direction of airflow in an inlet surface of the air inlet.

[0063] Optionally, the detection system 30 may include a single outdoor air temperature sensor 42, or several outdoor air temperature sensors 42 arranged in different locations.

[0064] The function of the outside air temperature sensor(s) 42 is to measure a current temperature value that reflects the temperature of the surrounding environment EXT. Thus, an outside air temperature sensor 42 can be arranged outside the cell 2, or even, in particular, within a volume Z2 that is not traversed by ingested air and hot gases when the aircraft 1 is stationary and in the absence of wind. For example, such an outside air temperature sensor 42 can be arranged under a lower face of the aircraft cell facing the ground in flight, with the air inlet(s) 20 and the hot gas outlet(s) located, conversely, at the top of the cell 2.

[0065] The detection system 30 may also include additional sensors.

[0066] According to one possibility, the detection system 30 may include at least one speed sensor 43 configured to measure the speed of an aircraft 1 in at least one direction. The speed may be airspeed or true airspeed, for example.

[0067] For example, a speed sensor 43 may include an anemobaric system, a receiver for a satellite positioning system, an inertial measurement unit...

[0068] According to one possibility, the detection system 30 may include at least one altitude sensor 44 configured to measure a current altitude value of the aircraft 1. The current altitude value may be an altitude as such, or possibly a height. An altitude sensor 44 may include, for example, a radiosonde, an anemobarometric system, a receiver for a satellite positioning system, etc.

[0069] According to one possibility, the detection system 30 may include at least one displacement sensor 45 configured to measure image information of a present or future displacement of the aircraft.

[0070] For example, a displacement sensor 45 may include, for example, a receiver of a satellite positioning system, an inertial measurement unit, etc.

[0071] According to another example, a displacement sensor 45 emits a measurement that varies according to the input of a human-machine interface 90 for piloting the aircraft 1. The operation of such a human-machine interface 90 induces a displacement of the aircraft 1 in the air. By way of example only, a displacement sensor 45 may include a position sensor cooperating with a collective pitch lever, a cyclic control stick, a rudder pedal, etc.

[0072] According to one possibility, the detection system 30 may include a pitch sensor 46 measuring at least one pitch angle of the aircraft 1.

[0073] For example, a pitch sensor 46 may include, for example, an inertial measurement unit, one or more inclinometers, etc.

[0074] Regardless of the number and types of sensors 40, the detection system 30 includes a controller 50 in communication with the sensors 40, via wired or wireless links. The controller thus receives analog or digital signals emitted by the sensors 40 and carrying the measured values ​​respectively.

[0075] The controller 50 may include one or more processing units, each processing unit comprising, for example, at least one processor 51 and at least one memory 53, at least one integrated circuit, at least one programmable system, at least one logic circuit, these examples not limiting the scope given to the expression "processing unit". The term processor may refer to a central processing unit known by the acronym CPU, a graphics processing unit GPU, a digital signal processing unit known by the acronym DSP, a microcontroller...

[0076] The controller 50 stores, for example in a memory 53, a machine learning artificial intelligence model 52. This machine learning artificial intelligence model 52 is configured to detect from the measured values ​​of the monitoring parameters of an ingestion of hot gases in the air inlet(s) 20.

[0077] A machine learning artificial intelligence model is sometimes referred to as "Machine Learning" in English because of its ability to learn the problem posed from training data. This training data can be generated during multiple flights, including test flights dedicated or not to this application.

[0078] The machine learning artificial intelligence model can be of a common type, or can, for example, take the form of a linear or logistic regression algorithm, a decision tree, or a so-called "clustering" algorithm. English, an association algorithm or a neural network or even a “deep” neural network composed of multiple hidden layers.

[0079] The machine learning artificial intelligence model can be obtained using supervised learning, unsupervised learning, or even reinforcement learning.

[0080] Furthermore, the detection system 30 includes an alarm 60 capable of generating at least one alert and possibly a pre-alert on command from the controller 50. The alarm 60 is thus connected to the controller 50 via a wired or wireless connection. The controller 50 transmits a signal to the alarm carrying information indicating whether an alert or a pre-alert should be issued. Each alert and pre-alert can take the form of a visual alarm, for example, by emitting light with one or more LEDs or displaying one or more characters on a screen; an audible alarm, via a loudspeaker; and / or a haptic alarm, for example, using a vibrating unit that vibrates an organ held or worn by an individual.

[0081] Figure [Fig. 2] schematically illustrates such a detection system 30.

[0082] In particular, [Fig. 2] illustrates the possibility of generating an alert 61 and a pre alert 62 possibly different, for example by displaying colours.

[0083] Figure 3 illustrates the process implemented by a detection system 30 according to the invention. This process comprises multiple steps performed cyclically at each calculation time.

[0084] This method includes an STP1 measurement of current values ​​of the respective monitoring parameters with the respective sensors 40.

[0085] The STP1 measurement of current values ​​of the monitoring parameters includes the STP1.1 measurement of the temperature of the air ingested in the air inlet 20 with at least one 4L ingested air temperature sensor. Optionally, an average can be performed in the presence of several 4L ingested air temperature sensors.

[0086] The STP1 measurement of current values ​​of the monitoring parameters includes the STP1.2 measurement of the outside temperature with the outside air temperature sensor 42. Optionally, an average can be performed in the presence of several outside air temperature sensors 42.

[0087] Optionally, the current values ​​of the ingested air temperature and the outside temperature are transmitted directly to the controller 50 for processing according to the option shown in dotted lines.

[0088] Alternatively, the current values ​​of the ingested air temperature and the outside temperature are merged into a measurement of the difference between the values ​​of the ingested air temperature and the outside temperature for processing. The difference can be calculated by the controller 50 or another processing unit by example.

[0089] The STP1 measurement of current values ​​of the monitoring parameters may include the STP1.3 measurement of an aircraft speed 1 with a speed sensor 43.

[0090] The STP1 measurement of current values ​​of the monitoring parameters includes the STP1.4 measurement of a current altitude value of the aircraft 1 with an altitude sensor 44.

[0091] The STP1 measurement of current values ​​of the monitoring parameters includes the STP1.5 measurement of a displacement of the aircraft 1 in the air with a displacement sensor 45.

[0092] The STP1 measurement of current values ​​of the monitoring parameters includes the STP1.6 measurement of at least one attitude angle of the aircraft 1 with an attitude sensor 46.

[0093] Regardless of the measurements taken during the STP1 measurement step of current values ​​of the monitoring parameters, the process applied by the detection system 30 includes the STP2 processing with the stored machine learning artificial intelligence model 52 of the current values.

[0094] The current values ​​of the monitoring parameters are fed into the machine learning artificial intelligence model. This machine learning artificial intelligence model is configured to detect from said current values ​​whether an air inlet 20 is ingesting hot gases 100, or is at risk of ingesting hot gases.

[0095] If so, following this STP2 treatment, the process includes the generation of STP3 with the alerter 60 of an alert 61, as long as such ingestion of hot gas 100 is detected.

[0096] Optionally, a pre-alert 62, different from the alert 61, is generated not when an ingestion of hot gases 100 is detected, but when the machine learning artificial intelligence model 52 detects either a risk, or a possible ingestion of hot gases present or to come.

[0097] According to a first alternative, during the STP2 processing, the machine learning artificial intelligence model 52 is configured to determine a probability of hot gas ingestion 100 in the air inlet(s) 20. The controller 50 then transmits, during the STP3 alert generation step, a signal to the alerter 60 so that the alerter 60 issues the alert 61, this alert 61 being issued as long as the probability is greater than a first probability threshold. Optionally, the controller 50 transmits, during the STP3 alert generation step, a signal to the alerter 60 so that the alerter 60 issues a pre-alert 62, this pre-alert 62 being issued as long as the probability is less than or equal to the first probability threshold and greater than a second probability threshold.

[0098] According to a second alternative, during the STP2 processing, the machine learning artificial intelligence model 52 is configured to quantify an increase in the temperature of the air ingested by the engine(s) 15 over a predetermined time period, for example, over the last 30 seconds. The controller 50 then transmits, during the STP3 alert generation step, a signal to the alerter 60 so that the alerter 60 issues the alert 61 as long as the temperature increase is above a first temperature threshold. Optionally, the controller 50 transmits, during the STP3 alert generation step, a signal to the alerter 60 so that the alerter 60 issues a pre-alert 62 as long as the temperature increase is less than or equal to the first temperature threshold and greater than a second temperature threshold.

[0099] Naturally, the present invention is subject to numerous variations in its implementation. Although several embodiments have been described, it is understood that it is not conceivable to exhaustively identify all possible embodiments. It is, of course, conceivable to replace a described means with an equivalent means without departing from the scope of the present invention.

Claims

Demands

1. A method for detecting the ingestion of hot gases within an aircraft (1), said aircraft (1) having at least one air inlet (20) configured to supply fresh air to at least one engine (15), characterized in that the method comprises the following steps carried out successively and iteratively: - measurement (STP1) of current values ​​of several respective monitoring parameters with respective sensors (40), said several monitoring parameters comprising an outside temperature of the air surrounding the aircraft (1) and a temperature of the air ingested into said air inlet (20), - processing (STP2) with a controller (50) of said current values ​​with a stored machine learning artificial intelligence model (52), said machine learning artificial intelligence model being configured to detect from said current values ​​the ingestion of hot gases into said air inlet (20),- following said processing (STP2), generation (STP3) with an alerter (60) of an alert (61) as long as said ingestion of hot gases in said air inlet (20) is detected by said machine learning artificial intelligence model (52) during said processing (STP2).

2. A method according to claim 1, wherein the process comprises a determination with the machine learning artificial intelligence model (52) of a probability of ingestion of hot gases in said air inlet (20), said alert (61) being issued as long as said probability is greater than a first probability threshold.

3. A method according to any one of claims 1 to 2, wherein the method comprises a generation of a pre-alert (62) with the alerter (60) as long as said probability is less than or equal to the first probability threshold and greater than a second probability threshold, the second probability threshold being less than the first probability threshold, the pre-alert (62) being different from the alert (61).

4. A method according to claim 1, wherein the processing (STP2) comprises a determination, using the machine learning artificial intelligence model (52), of an increase in the temperature of the air ingested by said at least one engine (15) for a predetermined time, said alert (61) being issued as long as said temperature increase is greater than a first temperature threshold.

5. A method according to claim 4, wherein the method comprises a generation of a pre-alert (62) with the alerter (60) as long as said temperature increase is less than or equal to the first temperature threshold and greater than a second temperature threshold, the second temperature threshold being less than the first temperature threshold, the pre-alert (62) being different from the alert (61).

6. A method according to any one of claims 1 to 5, wherein said measurement (STP1) of current values ​​of several monitoring parameters comprises a measurement of said temperature of the air ingested in said air inlet (20) with an ingested air temperature sensor (41) arranged in said air inlet (20) or outside the air inlet (20) and in an area (Zl) traversed by said ingested air when the aircraft (1) is stationary and in the absence of wind.

7. A method according to any one of claims 1 to 6, wherein said measurement (STP1) of current values ​​of several monitoring parameters comprises a measurement of said outside temperature with an outside air temperature sensor (42) arranged outside a cell (20) of the aircraft (1) in a volume (Z2) which is not traversed by said ingested air and said hot gases when the aircraft (1) is stationary and in the absence of wind.

8. A method according to any one of claims 1 to 7, wherein said measurement of current values ​​of several monitoring parameters includes a measurement of an aircraft speed (1) with a speed sensor (43).

9. A method according to any one of claims 1 to 8, wherein said measurement of current values ​​of several monitoring parameters includes a measurement of an aircraft altitude value (1) with an altitude sensor (44).

10. A method according to any one of claims 1 to 9, wherein said measurement of current values ​​of several monitoring parameters includes a measurement of a displacement of the aircraft (1) with a displacement sensor (45).

11. A method according to any one of claims 1 to 10, wherein said measurement of current values ​​of several monitoring parameters comprises a measurement of at least one pitch angle of the aircraft (1) with a pitch sensor (46).

12. A detection system (30) for detecting the ingestion of hot gases within an aircraft (1), characterized in that said detection system (30) comprises several sensors (40) for measuring values ​​of several monitoring parameters respectively, said several sensors (40) comprising an ingested air temperature sensor (41) and an outside air temperature sensor (42), said detection system (30) comprising a controller (50) in communication with said sensors (40) and configured to apply the method according to any one of claims 1 to 11, said detection system (30) comprising an alarm (60) in communication with said controller (50) and configured to apply the method according to any one of claims 1 to 11.

13. Detection system claim 12, characterized in that said several sensors (40) comprise at least one of the following sensors: a speed sensor (43) measuring a speed of an aircraft (1) equipped with the detection system (30), an altitude sensor (44) measuring an altitude value of an aircraft (1) equipped with the detection system (30), a displacement sensor (45) measuring image information of a present or future displacement of an aircraft (1) equipped with the detection system (30), a pitch sensor (46) measuring at least one pitch angle of an aircraft (1) equipped with the detection system (30).

14. Aircraft (1) having at least one air inlet (20) configured to supply fresh air to at least one engine (15), characterized in that said aircraft (1) is equipped with a detection system (30) according to any one of claims 12 to 13.