Control unit and indicator for a hover-capable aircraft or for a flight simulation system of said aircraft and related method for assisting in the execution of manoeuvres

Abstract

A control unit for a hover-capable aircraft or for a flight simulation system of an aircraft is described, the control unit being programmed to receive at an input at least a first signal associated with an actual or simulated flight parameter of the aircraft and to provide at an output a second signal associated with a never-exceeding forward speed of the aircraft; the control unit being programmed to process a third signal associated with an actual or simulated weight of the aircraft to associate a plurality of tables with respective intervals of values of the third signal, each table associating a plurality of values of the second signal with a respective first signal; and to process the second signal based on the table associated with the relevant interval of the third signal and the respective first signal.

Description

[0001] Cross-reference to related applications

[0002] This patent application claims priority to European Patent Application No. 21212366.5, filed on December 3, 2021, the entire disclosure of which is incorporated herein by reference. Technical Field

[0003] The present invention relates to a control unit for a hovering aircraft or a flight simulation system for the aircraft.

[0004] The present invention also relates to an indicator for a hovering aircraft or for a flight simulation system of the aircraft.

[0005] The present invention also relates to a method for assisting in the manipulation of the above-described hovering aircraft or a flight simulation system of the aircraft. Background Technology

[0006] A known helicopter includes an engine system, a main rotor driven by the engine system, the main rotor having multiple blades, and is adapted to provide the lift required to maintain the helicopter itself and the thrust required for the helicopter's directional control.

[0007] Known tiltrotor aircraft include:

[0008] The fuselage extending along the first longitudinal axis;

[0009] A fixed wing extending along the second transverse axis of the tiltrotor aircraft and tilted relative to the first longitudinal axis; and

[0010] A pair of rotors that rotate about their respective third axes and can tilt relative to the second axis.

[0011] Tiltrotor aircraft can switch between the following configurations:

[0012] Aircraft structure in which the third axis of each rotor is parallel to the first axis; and

[0013] A helicopter configuration in which the third axis of rotation of each rotor is tilted relative to the first axis.

[0014] In aircraft construction, the rotor acts as the aircraft's conventional propeller and generates the thrust necessary to keep the aircraft itself afloat. In this configuration, the fixed wing provides the lift required to keep the aircraft afloat.

[0015] In helicopter construction, the rotor provides both the lift required to maintain its position and the thrust required to maneuver the tiltrotor aircraft along the first and second axes mentioned above.

[0016] Helicopters and tiltrotor aircraft constructed of helicopters have a characteristic speed that must never be exceeded during flight, known as the Velocity to Never Exceed (VNE) in the following text.

[0017] The velocity VNE is a characteristic of every helicopter / tilt rotor aircraft and is determined by aerodynamic limits such as the need for stall on the retractable blades and to avoid transonic flow on the forward blades, or by structural limits such as the need to avoid excessive loads on the main rotor shaft and hub.

[0018] The velocity VNE is determined through design evaluation and flight experiments, and depends on several parameters characterizing flight conditions and the aircraft itself. The most relevant parameters are air temperature, altitude, and weight.

[0019] In other words, the velocity VNE limits the flight envelope of an aircraft, that is, the maximum speed at which the aircraft can operate at a given altitude.

[0020] Known types of hovering aircraft include instruments that provide the pilot with an indication of this velocity VNE as the aircraft's flight status changes.

[0021] In the commonly used scheme, the speed VNE indicated to the pilot is based solely on the air temperature, the actual altitude of the aircraft, and the maximum weight of the aircraft at takeoff.

[0022] Since a lower actual weight of an aircraft corresponds to a higher velocity VNE, the commonly used approach lacks an estimate of the velocity VNE and consequently reduces the usable flight envelope of the aircraft.

[0023] The industry recognizes the need to provide pilots with a more accurate indication of their velocity (VNE) to improve the flight envelope in terms of speed and reduce pilot workload.

[0024] CN-B-108045589 describes a method for generating a warning when a hovering aircraft exceeds its speed VNE, which is also estimated based on the aircraft's weight.

[0025] JP-B-2710764 describes a method for calculating velocity VNE based on the actual weight of the aircraft.

[0026] US-A-4870412 discloses a control unit for a hovering aircraft according to the preamble of claim 1 and a method for assisting in the execution of maneuvers of an aircraft configured to hover according to the preamble of claim 11.

[0027] DE-A-4140943 discloses an instrument having a calculation and display unit that determines the actual and maximum permissible flight speeds based on measurement data and compares them with each other. A dual-pointer instrument is used to simultaneously display the analog values. It includes a comparator that issues visual and / or audible warning signals when the maximum permissible flight speed is exceeded. In this way, the instrument prevents the maximum permissible flight speed from being exceeded unnoticed, thus reducing the risk of developing a flight emergency.

[0028] US-A-2015 / 116345 discloses a substantially standalone digital instrument module for fixed-wing and rotary-wing aircraft, which provides flight and other situational information such as attitude, altitude, airspeed, and sideslip information during routine aircraft operation or in emergencies such as primary instrument failure. The module can be installed in any of its various possible orientations. It includes redundant memory to store backup copies of software and settings during upgrades and changes. It partitions certified software from non-certified software. It can receive software upgrades and setting changes via commonly used portable storage devices. It can automatically calculate atmospheric pressure and synchronize it with the aircraft's primary instrument. It also allows for the generation of customizable dimming profiles and customizable distance markers.

[0029] US-A-2021 / 086911 discloses a method for adaptive flight display, the method comprising: drawing a first flight instrument display during autonomous flight operations of an aircraft, the first flight instrument display including autonomous mode information; determining, by a processor, a triggering condition that satisfies a transition from the first flight instrument display for autonomous flight operations to a second flight instrument display for providing enhanced perception of aircraft operating parameters for at least one of human perception and manual operation of the aircraft, the triggering condition being associated with a request for human intervention; and drawing a second flight instrument display for manual operation of the aircraft in response to the satisfaction of the triggering condition, the second flight instrument display including additional information. Summary of the Invention

[0030] The purpose of this invention is to provide a control unit for a hovering aircraft or a flight simulation system for said aircraft, which meets the above-mentioned requirements in a simple and economical manner.

[0031] According to the invention, this objective is achieved by a control unit for a hovering aircraft or a flight simulation system of the aircraft, according to the invention.

[0032] The present invention also relates to an indicator for a hovering aircraft or a flight simulation system of the aircraft according to the present invention.

[0033] The present invention also relates to a method according to the invention for assisting in the manipulation of an aircraft or a flight simulation system configured to hover. Attached Figure Description

[0034] The invention will be better understood below by way of non-limiting example with reference to the accompanying drawings, wherein:

[0035] Figure 1 It is a perspective view of a hovering aircraft including the control unit according to the present invention;

[0036] Figure 2 yes Figure 1 A schematic diagram of the control unit;

[0037] Figure 3 and 4 yes Figure 1 and 2 A schematic diagram of some stages of the control unit;

[0038] Figure 5 This is a magnified front view of an indicator implemented according to the teachings of the present invention;

[0039] Figure 6 and 7 The corresponding details of the interface of the control unit according to the present invention are shown; and

[0040] Figure 8 The schematic diagram illustrates a control unit according to the invention. Figure 1 The flight simulation system for aircraft. Detailed Implementation

[0041] refer to Figure 1 This demonstrates an aircraft capable of hovering, meaning it can fly at a constant altitude and zero speed.

[0042] In the example shown, the aircraft is a helicopter, hereinafter referred to as Figure 1.

[0043] Alternatively, the aircraft could be a tiltrotor aircraft or a drone / UAV.

[0044] refer to Figure 1 The reference numeral 1 in the attached figure specifically indicates a helicopter that essentially includes the following elements:

[0045] The fuselage 2 is limited to the cockpit 11;

[0046] The main rotor 3, located at the top of the fuselage 2, has multiple blades 12 and rotates about a first axis; and

[0047] An anti-torque rotor 4 is located at one of the tail ends of the fuselage 2, which rotates about its own second axis which is transverse to the first axis.

[0048] More specifically, the fuselage 2 includes a pair of lateral sides 5a, 5b that define corresponding hatches 6a, 6b for entering and exiting the fuselage 2.

[0049] The fuselage 2 also includes the head 7 and the tail 8.

[0050] It is possible to determine the longitudinal axis X and the lateral axis Y of the helicopter 1, which are oriented from the head 7 to the tail 8. The axis Y is orthogonal to the axis X and is set horizontally when the helicopter 1 is on the ground or in a conventional flight configuration.

[0051] It can also determine the Z axis, which is orthogonal to the axes X and Y and is vertically set when the helicopter 1 is on the ground or in a conventional flight configuration.

[0052] The helicopter 1 also includes a plurality of devices 15 that can be selectively operated in a corresponding operating configuration.

[0053] Non-limiting examples of these devices 15 are:

[0054] Multiple retractable landing gears 20; and

[0055] Multiple hatches for entering and exiting fuselage 2, which can be selectively configured to open or close.

[0056] In certain embodiments, helicopter 1 also includes multiple optional kits 25 (only in...). Figure 2 (As illustrated in the diagram), they can be selectively installed and / or selectively operated in the corresponding operating configuration.

[0057] Non-restrictive examples of these kits 25 are:

[0058] Equipment 9 for transporting loads includes a winch, a liftable cable, and a recovery basket, sling, or stretcher.

[0059] A hook, adapted to allow the transport of a load at a constant distance relative to the fuselage 2, without allowing it to be raised / lowered relative to the fuselage 2; and

[0060] Optical sensors, infrared sensors, such as FLIR-type photoelectric / infrared sensors, and searchlights. Figure 1 In the example shown, the conveying device 9 is adapted to allow the load to be lifted onto the fuselage 2 or lowered toward the ground. The helicopter 1 is characterized by a forward speed that is never exceeded under any operating condition, referred to below as speed VNE.

[0061] The speed VNE is determined by several parameters, such as the need to avoid stalling of the backward blade 12 of rotor 3, the need to avoid transonic flow at the forward blade 12 of rotor 3, or the need not to exceed a certain load level on rotor 3 itself.

[0062] Helicopter 1 also includes:

[0063] Fuel tank 13;

[0064] Fuel management system 14, which provides an indication of the amount of fuel present in fuel tank 13; and

[0065] Sensor 16 is designed to detect the weight on landing gear 20 and generate a signal indicating that helicopter 1 is on the ground.

[0066] Another feature of helicopter 1 is the value of its maximum forward speed, referred to below as speed Vmax.

[0067] Speed ​​Vmax corresponds to the minimum of the maximum permissible speed of helicopter 1 when one or more devices 15 and / or kits 25 are installed and enabled or set in the relevant operating configuration.

[0068] In other words, when the speed VNE is greater than the speed Vmax, the activation of the operating configuration of one or more devices 15, the installation of one or more kits 25 and / or the activation of the operating configuration of one or more kits 25 themselves causes the maximum speed of the helicopter 1 to decrease from the speed VNE to the speed Vmax.

[0069] For example, using load device 9 requires reducing the maximum operating speed of helicopter 1 from speed VNE to speed Vmax.

[0070] Helicopter 1 also includes:

[0071] Multiple sensors 30 are adapted to detect flight parameters of helicopter 1, such as altitude (ALT), external air temperature (OAT), and indicated speed (IAS); and

[0072] A propulsion system 35 suitable for driving the main rotor 3 and auxiliary equipment of the helicopter 1.

[0073] In the illustrated embodiment, the propulsion system 35 includes at least one pair of turbines 36.

[0074] The propulsion system 35 also includes a control unit 37 programmed to control the turbine 36.

[0075] Control unit 37 is programmed to provide as an output:

[0076] AEO signal that all turbines 36 can operate;

[0077] The signal OEI when one of the turbines 36 is deactivated; and

[0078] The signal for when propulsion system 35 is deactivated is "Power off".

[0079] Alternatively, the propulsion system 35 includes a single turbine 36.

[0080] In this case, control unit 37 is programmed to provide as an output:

[0081] The turbine 36 can operate using the AEO signal; and

[0082] The signal for when propulsion system 35 is deactivated is "Power off".

[0083] Helicopter 1 also includes ( Figure 2 ):

[0084] Interface 40, which can be enabled by the pilot to input information and / or data (only when...) Figure 7 and 8 (Illustrated in the middle)

[0085] The helicopter 1's control computer 45, commonly referred to as the "aircraft management computer"; and

[0086] The system 50, used to display flight information and parameters to the pilot in cockpit 11, is in... Figure 5 and 6 (As shown in the image).

[0087] Interface 40 is electrically connected to control unit 45.

[0088] Interface 40 is configured to allow the crew to input multiple data points associated with the actual weight GW of helicopter 1.

[0089] In the example shown, interface 40 includes a display, which is, for example, a touchscreen type. Alternatively, interface 40 may include a multifunction control and display unit called an MDCU or any panel that allows crew members to input data and / or information.

[0090] The control unit 45 is electrically connected to the interface 40, the display system 50, the device 15 / kit 25, and the fuel management system 14.

[0091] The display system 50 is electrically connected to the control unit 45, the sensor 30, and the control unit 37.

[0092] Control unit 45 is also programmed to receive information input by crew members on interface 40 in the input section.

[0093] The display system 50 further includes multiple display devices 51 preferably disposed in the cockpit 11.

[0094] The display device 50 is programmed to receive inputs in the input section:

[0095] The signals ALT, IAS / CAS, and OAT generated by sensor 30; and

[0096] Signals AEO, OEI, and Power off generated by control unit 37.

[0097] Helicopter 1 also includes a processing system 46 programmed to evaluate the value of speed VNE.

[0098] It is important to emphasize that the processing system 46 is distributed among the interface 40, the control unit 45, and the display system 50; that is, it includes multiple levels disposed within the interface 40, the control unit 45, and the display system 50, as will become clear in the remainder of this specification.

[0099] Advantageously, the processing system 46 is programmed to process:

[0100] The signal is associated with the actual weight GW of helicopter 1, and multiple tables T1, T2, ..., Tn are associated with corresponding intervals I1, I2, ..., Ij of the actual weight GW value; each table T1, T2, ..., Tn associates multiple values ​​of velocity VNE with corresponding signals ALT, OAT; and

[0101] The values ​​of processing speed VNE are based on tables T1, T2, ..., Tn associated with the actual weight GW and the corresponding signals ALT, OAT.

[0102] Preferably, the processing system 46 is programmed as follows:

[0103] j intervals I1, I2, ..., Ij that generate the value of the actual weight GW of helicopter 1; and

[0104] For each interval I1, I2, ..., Ij, associate i tables T1, T2, ..., Ti with groups S1, S2, ..., Sj.

[0105] Each table T1, T2, ..., Ti of the same group S1, S2, ..., Sj associated with the predetermined intervals I1, I2, ..., Ij also corresponds to the corresponding AEI, OEI, Power off state of the propulsion system 35.

[0106] In other words, the number of tables T1, T2, ..., Tn is equal to n = i × j, where j is the number of intervals I1, I2, ..., Ij and i is the number of AEI, OEI, and Power off states.

[0107] More specifically, the processing system 46 includes:

[0108] Storage level 44 stores multiple velocity curves High_VNE, Medium_VNE, and Low_VNE associated with the corresponding intervals I1, I2, ..., Ij of the actual weight GW.

[0109] Processing stage 48 is programmed to also process the actual weight GW based on the data input in interface 40; and

[0110] Another storage level 52 stores tables T1, T2, ..., Tn associated with the corresponding velocity curves High_VNE, Medium_VNE, Low_VNE.

[0111] More specifically, storage level 52 is programmed as follows:

[0112] For each velocity curve High_VNE, Medium_VNE, Low_VNE, associate the tables T1, T2, ..., Ti with groups;

[0113] In the groups T1, T2, ..., Ti, select the table associated with AEO, OEI, and Power off status; and

[0114] Use the selected tables T1, T2, ..., Ti to evaluate the value of velocity VNE.

[0115] Especially for reference Figure 3 The velocity VNE value of the High_VNE velocity curve is larger than that of the Medium_VNE velocity curve.

[0116] The velocity value of Medium_VNE is larger than that of the velocity curve Low_VNE.

[0117] The actual weight GW in interval I2 is greater than the actual weight GW in interval I1. The actual weight GW in interval I3 is greater than that in interval I2.

[0118] Processing stage 48 is programmed to use the Low_VNE speed profile, which is associated with the maximum value of interval I3 with the actual weight GW, as the default speed profile.

[0119] Preferably, interval I1 includes actual weight values ​​less than GW1, interval I2 includes actual weight values ​​between GW1 and GW2, and interval I3 includes actual weight values ​​greater than GW2.

[0120] More preferably, interval I1 includes the actual weight value less than GW1 - ∆GW1, interval I2 includes the actual weight value between GW1 - ∆GW1 and GW2 - ∆GW2, and interval I3 includes the value greater than GW2 - ∆GW2, wherein ∆GW1 and ∆GW2 are configurable values ​​that take into account any uncertainty in the amount of fuel present in fuel tank 13.

[0121] More preferably, the processing stage 48 is programmed to process the speed curves High_VNE, Medium_VNE, and Low_VNE after the actual weight GW is maintained in the relevant intervals I1, I2, ..., Ij for a predetermined, selectively set time interval PT, in order to take into account the control contribution when the helicopter 1 is tilted at a large angle relative to the horizon.

[0122] Specifically, the values ​​PT, ∆GW1, and ∆GW2 can be set within processing level 48.

[0123] Processing stage 48 is programmed to receive the value of the amount of fuel in fuel tank 13 from system 14 and also calculate the actual weight GW based on that amount.

[0124] More precisely, the processing stage 48 is programmed to calculate the actual weight GW based on data entered by the crew in interface 40 and the amount of fuel present in fuel tank 13.

[0125] Processing stage 48 is also programmed to obtain a confirmation signal CONFIRM STATUS from interface 40 to realize the calculation of speed VNE based on actual weight GW.

[0126] The CONFIRM STATUS signal can be presented as a TRUE or FALSE value depending on whether processing of the speed VNE based on the actual weight GW is feasible or not.

[0127] Specifically, processing stage 48 is programmed to send to display device 50:

[0128] The velocity curves High_VNE, Medium_VNE, and Low_VNE calculated by the processing stage 48 itself when the signal CONFIRM STATUS is TRUE; and

[0129] The default velocity curve Low_VNE is when the signal CONFIRM STATUS is FALSE.

[0130] Processing stage 48 is also programmed to send the default speed curve Low_VNE to display device 50 when sensor 16 detects that helicopter 1 is on the ground.

[0131] In other words, the processing stage 48 executes a reset loop when the sensor 16 detects that the helicopter 1 is on the ground.

[0132] Processing stage 48 is also programmed to send to interface 40: the total weight of fuel present in fuel tank 13, the actual weight GW, and the processed velocity curves High_VNE, Medium_VNE, and Low_VNE.

[0133] In the example shown, the number of velocity curves High_VNE, Medium_VNE, Low_VNE, intervals I1, I2, ..., Ij, and groups S1, S2, ..., Sj is three.

[0134] Therefore, the number of tables T1, T2, ..., Tn is nine.

[0135] The processing system 46 is also programmed to evaluate the value of speed Vmax.

[0136] More specifically, storage level 47 has a file 49 in its memory that indicates the installed kit 25 and associated operating configurations, as well as the operating configurations of device 15.

[0137] Processor level 48 is programmed to retrieve data from interface 40.

[0138] The confirmation signal VMAX DISABLE STATUS enables or disables the calculation of speed Vmax;

[0139] Multiple signals related to the configuration of device 15 / kit 25; and

[0140] A signal associated with a speed Vmaxcustom that can be selected by the crew and is different from speed Vmax.

[0141] The VMAX DISABLE STATUS signal can be presented as TRUE or FALSE when the calculation of speed Vmax is disabled or enabled, respectively.

[0142] Processing stage 48 is programmed to calculate speed Vmax as the minimum value between the speed Vmax value associated with the corresponding equipment 15 / kit 25 installed on helicopter 1 and the speed Vmax value associated with the relevant operating conditions.

[0143] Preferably, processing stage 48 is programmed to process the smaller of the aforementioned minimum value and speed Vmaxcustom as speed Vmax.

[0144] Control unit 45 is also programmed to:

[0145] In the calculation of speed Vmax, package 25, which exists in document 49 but is declared as uninstalled or temporarily disabled through interface 40, is not considered; and / or

[0146] If the value Vmaxcustom that can be entered in interface 40 is less than the minimum value of speed Vmax associated with the configuration of device 15 and kit 25 and the installed kit 25, then it is considered as Vmax.

[0147] Storage level 47 includes an additional table TX in which multiple values ​​of speed Vmax are stored in relation to the corresponding equipment 15 / kit 25 installed on helicopter 1 and the relevant conditions indicated in document 49.

[0148] Processing stage 48 is also programmed to send the value of speed Vmax to display device 50 when the signal CONFIRM STATUS is TRUE or FALSE.

[0149] Processing stage 48 is also programmed to interrupt the calculation of speed Vmax when the signal VMAX DISABLE STATUS presents a TRUE value.

[0150] The processing system 46 is programmed to display on the indicator 65 of the display device 51:

[0151] The indicator 60 shows the value of the speed VNE; and / or

[0152] The indicator 61 shows the value of the velocity Vmax.

[0153] The processing system 46 also includes a generator 55 programmed to produce the following signals within the cockpit 11:

[0154] A first audible warning signal when the actual speed IAS of helicopter 1 exceeds the predetermined rate of speed VNE; and / or

[0155] A second audible warning signal is given when the actual speed IAS of helicopter 1 exceeds the predetermined rate of speed Vmax.

[0156] Display device 50 obtains information from control unit 45:

[0157] The velocity profiles of High_VNE, Medium_VNE, and Low_VNE processed by processing stage 48; and

[0158] The value of speed Vmax as evaluated by processing stage 46.

[0159] The display device 51 of the display system 50 is programmed to: when the signal VMAX DISABLE STATUS is TRUE:

[0160] Display the value of velocity VNE;

[0161] When processing the default velocity profile (Low_VNE) at processing stage 46, display the status message "Check GW-VNE"; and

[0162] When processing speed curves other than the default speed curve Low_VNE in processing level 46, the status message Check GW-VNE is reset.

[0163] The display device 51 of the display system 50 is programmed to: when the signal VMAX DISABLE STATUS presents a FALSE value:

[0164] Display the value of speed VNE or speed Vmax when the value of speed VNE is greater than the value of speed Vmax; or

[0165] When the value of speed VNE is less than or equal to the value of speed Vmax, only the value of speed VNE is displayed.

[0166] The display device 51 of the display system 50 is programmed to: when the signal VMAX DISABLE STATUS is TRUE:

[0167] When processing the default velocity profile (Low_VNE) at processing stage 46, display the status message "Check GW-VNE"; and

[0168] When processing speed curves other than the default speed curve Low_VNE in processing level 46, the status message Check GW-VNE is reset.

[0169] A first fault state occurs when the display system 50 fails to receive or loses the speed curves High_VNE, Medium_VNE, and Low_VNE processed by the processing stage 48, or receives invalid speed curves High_VNE, Medium_VNE, and Low_VNE.

[0170] In this first fault state, memory level 52 is programmed as follows:

[0171] Select the groups S1, S2, ..., Sj corresponding to the default velocity curve Low_VNE;

[0172] Select tables T1, T2, ..., Tn corresponding to the AEO, OEI, and Power off states of the selected groups; and

[0173] The value of velocity VNE is selected from the selected tables T1, T2, ..., Tn based on the signals ALT and OAT.

[0174] In the first fault state, the display device 51 of the display system 50 is configured to display the value of the speed VNE and the message "Default VNE-invalid data".

[0175] A second fault state occurs when storage level 52 does not receive or loses a value of speed Vmax, or receives an invalid value of speed Vmax.

[0176] When this second fault condition occurs, the display device 51 of the display system 50 is programmed to:

[0177] Remove the velocity Vmax indicator; and

[0178] The message displayed is "No Vmax - invalid data".

[0179] The display system 50 obtains the actual speed value IAS of the helicopter from the sensor 30 and is programmed to send the value to the generator 55 when the actual speed signal IAS exceeds the speed signal VNE or Vmax.

[0180] In the example shown, the processing stage 48 is carried by the control unit 45.

[0181] Storage level 52 is carried by display device 50.

[0182] The generator 55 is located within the control unit 45.

[0183] Display device 51 includes an indicator 65 referred to as an attitude and orientation indicator “ADI”.

[0184] Indicator 65 integrates the functions of an attitude indicator or "artificial horizon" and a "flight guide," that is, it provides a representation of the optimal flight trajectory to maintain the desired flight path.

[0185] More specifically, indicator 65 includes ( Figure 5 ):

[0186] The reference indicator 66 for helicopter 1; and

[0187] A circular region 67 having a center O and capable of rotating about the center O relative to the indicator 66 based on the angle at which the helicopter 1 is tilted relative to the axis X or the longitudinal axis of the aircraft (i.e., the roll angle of the helicopter 1 itself).

[0188] Area 67 also includes:

[0189] The slanted scale 68 is associated with the angle between the axis Y of helicopter 1 and a fixed direction, based on the helicopter's rotation relative to its longitudinal axis (i.e., the roll angle of helicopter 1); and

[0190] A linear scale 69 is associated with the angle between the axis X of helicopter 1 and a fixed direction, based on the rotation of the helicopter relative to its lateral axis (i.e., the pitch angle of helicopter 1).

[0191] The position of the indicator 66 on scales 68 and 69 indicates the corresponding roll and pitch angles of helicopter 1.

[0192] Indicator 65 also includes:

[0193] The forward velocity IAS (hereinafter referred to as actual forward velocity) is indicated by the atmospheric reference system of helicopter 1.

[0194] A scale 71, on which multiple notches 73 are displayed in relation to the corresponding values ​​of the actual forward velocity IAS of helicopter 1; and

[0195] The pointer 72, superimposed on the scale 71, moves vertically such that the pointer 72 is superimposed on the notch 73 corresponding to the instantaneous value of the actual forward velocity IAS.

[0196] Indicator sections 61 and 62 are displayed on the scale 71 at corresponding notches 73 corresponding to speeds VNE and Vmax, respectively.

[0197] Preferably, the indicator sections 61 and 62 are formed by corresponding labels “VNE threshold” and “Vmax threshold”.

[0198] refer to Figure 6 and 7 Interface 40 allows crew members to input the data needed to calculate the actual weight GW and the speed Vmax.

[0199] More specifically, interface 40 includes:

[0200] Area 41 is used for inputting / displaying the data required to calculate the actual weight GW. Figure 6 );as well as

[0201] Area 42 is used for inputting / displaying the data required to calculate speed Vmax. Figure 7 ).

[0202] Area 41 includes ( Figure 6 ):

[0203] 83 fields that allow data input;

[0204] Multiple read-only fields 84; and

[0205] Field 85 is used to confirm the entered data.

[0206] Field 83 allows input of data related to the basic operating weight of helicopter 1, the reference center of gravity position of helicopter 1, the weight of the crew, the weight of the equipment in cockpit 11, the weight of the equipment 15 / kits 25 installed on helicopter 1, and the weight of baggage.

[0207] Field 84 displays the total fuel weight detected by system 14, the actual weight GW of helicopter 1, the center of gravity position of helicopter 1, and the speed curves High_VNE, Medium_VNE, and Low_VNE processed by processing stage 48.

[0208] Field 85 allows enabling / disabling the CONFIRM STATUS signal.

[0209] In the example shown, fields 83, 84, and 85 are rectangles and are set according to multiple overlapping horizontal lines.

[0210] Area 42 includes ( Figure 7 ):

[0211] Multiple fields 91 and 92 that can be selectively enabled or disabled; and

[0212] A pair of fields, 93a and 93b, in which the value of speed Vmaxcustom can be entered accordingly, and its function can be selectively enabled or disabled.

[0213] Field 91 allows enabling / disabling the signal VMAX DISABLE.

[0214] Field 92 allows enabling / disabling the installation of the corresponding device 15 / kit 25.

[0215] In the example shown, fields 91, 92, 93a, and 93b are rectangles and are set according to multiple overlapping horizontal lines.

[0216] The operation of helicopter 1 is described starting from the ignition state. In this state, the CONFIRM STATUS signal is FALSE and the processing stage 48 of the processing system 46 selects the default speed profile VNE_Low Profile.

[0217] Storage level 52 obtains the AEO, OEI, and Power off status indicated by system 36 and selects the corresponding tables T1, ..., Tn from the groups S1, S2, ..., Sj associated with the default speed profile VNE_Low Profile.

[0218] Display device 51:

[0219] The default value of speed VNE is displayed in the indicator section 61; and

[0220] The message "Check GW-VNE" is displayed.

[0221] The speed VNE displayed in the display unit 61 varies during the operation of the helicopter 1 based on the signals ALT, OAT detected by the sensor 30 and the signals AEO, OEI, Power off when the propulsion system 35 includes at least two turbines 36, or the signals AEO, Power off when the propulsion system 35 includes only one turbine 36.

[0222] The display device 51 displays the speed VNE on the indicator section 61.

[0223] When helicopter 1 is on the ground or in flight, the processing stage 48 of the processing system 46 continues to select the default speed profile VNE_Low Profile until the crew enables the confirmation signal CONFIRMSTATUS through field 85 of the interface 40.

[0224] Once enabled, the CONFIRM STATUS signal will show a TRUE value.

[0225] When the calculation of speed VNE needs to be initialized based on the actual weight GW, the crew enters data on the helicopter's baseline operating weight BOW, the weight of the crew, the weight of equipment installed in the cockpit, the weight of baggage, and the weight of equipment 15 / kit 25 in field 83 of area 41.

[0226] Processing stage 48 calculates the value of the actual weight GW and the speed curves High_VNE, Medium_VNE, and Low_VNE associated with the actual weight GW based on the above data.

[0227] More specifically, processing stage 48 updates the velocity curves High_VNE, Medium_VNE, and Low_VNE based on the corresponding intervals I1, I2, ..., Ij associated with the actual weight GW.

[0228] Storage level 52 associates the groups S1, S2, ..., Ti of tables T1, T2, ..., Ti with the updated velocity curves High_VNE, Medium_VNE, and Low_VNE.

[0229] Storage level 52 selects one of the selected groups S1, S2, ..., Sn from the tables T1, T2, ..., Ti based on the actual AEO, OEI, and Power off states detected by control unit 37, and processes the value of speed VNE from the selected tables T1, T2, ..., Ti based on the values ​​of height ALT and external temperature OAT detected by sensor 30.

[0230] Processing level 48 also processes the value of speed Vmax associated with equipment 15 / kit 25 installed on helicopter 1 based on the data contained in document 49 and the content entered into interface 40 by the crew.

[0231] Specifically, the processing stage 48 calculates the value of speed Vmax as the minimum between the speed Vmax value associated with the corresponding equipment 15 / kit 25 installed on the helicopter 1 and the speed Vmax value associated with their relevant operating conditions.

[0232] Preferably, the processing stage 48 is programmed to calculate the speed Vmax as the smaller of the aforementioned minimum value and the speed Vmaxcustom.

[0233] Interface 40 displays the actual weight GW of helicopter 1 and the speed curves High_VNE, Medium_VNE, and Low_VNE processed by processing stage 48 in field 83 of region 41.

[0234] Processing level 48 enables field 85 of region 41.

[0235] The crew uses field 85 to determine the data entered through field 83 in area 41.

[0236] The display device 51 displays the values ​​of speeds VNE and Vmax on the indicator sections 60 and 61 of the indicator 65, respectively.

[0237] During the mission and due to the change in the weight of helicopter 1, processing stage 48 continuously updates the actual weight GW value and the corresponding speed curves High_VNE, Medium_VNE, and Low_VNE.

[0238] The tables T1, T2, ..., Ti associated with the updated speed curves High_VNE, Medium_VNE, and Low_VNE are continuously updated and grouped into S1, S2, ..., Sj.

[0239] Storage level 52 continuously updates tables T1, T2, ..., Tn selected from the updated speed curves High_VNE, Medium_VNE, and Low_VNE based on the actual AEO, OEI, and Power off states detected by control unit 37.

[0240] Storage class 52 also continuously updates the speed VNE selected from the selected tables T1, T2, ..., Tn based on the values ​​of altitude ALT and external temperature OAT detected by sensor 30.

[0241] When sensor 16 detects that helicopter 1 is on the ground, processing stage 48 sends the default curve Low_VNE to display device 50, thereby executing a reset loop.

[0242] Conversely, the CONFIRM STATUS signal remains FALSE unless the crew confirms the data entered via field 83 in area 41 through field 85.

[0243] The crew can enable the display of speed Vmax through field 93b in area 42 of interface 40 and enable / disable the installation of device 15 / kit 25 through field 92 in area 42 of interface 40.

[0244] Finally, the crew can enter the value Vmaxcustom through field 93a in area 42 of interface 40.

[0245] The processing system 46 acquires the data input in fields 92, 93a, and 93b and evaluates the speed Vmax based on file 49 stored in storage level 47 and table Tx stored in storage level 47.

[0246] The processing system 46 displays the value of the speed Vmax on the indicator 62 of the indicator 65, or displays the value Vmaxcustom when the speed Vmax is set and is less than the processed speed Vmax.

[0247] When the button VMAX DISABLE in field 92 of area 42 of interface 40 is pressed, the processing system 48 interrupts the processing speed Vmax.

[0248] Generator 55 is generated within cockpit 11:

[0249] A first audible warning signal is given when the actual speed IAS of helicopter 1 exceeds the predetermined rate of speed VNE; and

[0250] The second sound signal when the actual speed JAS of helicopter 1 is greater than the predetermined rate of speed Vmax.

[0251] In particular, these predetermined rates can be functions of the corresponding velocities VNE and Vmax.

[0252] refer to Figure 8 100' indicates a training system for flight crew that is adapted to simulate the aerodynamic characteristics of helicopter 1'.

[0253] System 100' basically includes:

[0254] Station 110' for use by pilot trainees;

[0255] Multiple analog control devices 111', such as joysticks or cloche-type devices, can be activated by the pilot via commands indicating simulated flight control and status;

[0256] A graphical interface 112', such as a screen, is provided with a visual representation for the pilot to view and adapted to provide the pilot with a simulated flight;

[0257] Multiple flight simulation devices 113' suitable for generating simulated flight representations that can be perceived from station 110'; and

[0258] The processing unit 114' is configured to receive commands from the pilot to the control device 111' in the input section and generate as output output command signals for the simulation device 113' associated with the simulated aerodynamic load to be generated at station 110'.

[0259] System 100' also includes a processing system 46' which is generally similar to processing system 46. In particular, processing system 46' includes storage levels 44' and 52' which are generally similar to storage levels 44 and 52, a processing level 48' which is generally similar to processing level 48, and a control unit 45' which is generally similar to control unit 45.

[0260] Processing system 46' is similar to system 46 and will be described below only in terms of its differences from the latter; the same or equivalent parts of systems 46 and 46' will be indicated by the same reference numerals where possible.

[0261] More specifically, the difference between processing system 46' and processing system 46 is that it processes the simulated speed VNE' based on the signal GW' associated with the simulated weight of helicopter 1 and the signals ALT', OAT' associated with the simulated values ​​OAT', ALT' of external temperature and altitude.

[0262] The difference between processing system 46' and processing system 46 is that it processes the simulated value of the still available fuel quantity based on the data input on interface 40' and the commands applied to control device 111'.

[0263] Similarly, the difference between processing system 46' and processing system 46 is that processing system 46' processes the value of the simulated speed Vmax' of helicopter 1 based on the simulation of the installation of device 15 / kit 25 and the associated simulated operating conditions.

[0264] More specifically, the analog device 113' includes:

[0265] Multiple actuators 115' suitable for applying simulated aerodynamic loads on station 110', these aerodynamic loads being determined by flight maneuvers and states simulated by the pilot via control equipment 111'; and

[0266] Display device 116' is adapted to display a simulated visual representation of flight on a graphical interface 112'. This simulated visual representation is determined by the pilot's simulated flight maneuvers and states via control device 111'.

[0267] Specifically, the simulated graphical representation is obtained as a simulation of the pilot's field of vision or as a series of simulated flight instructions provided to the corresponding flight instruments displayed in the graphical interface 112'.

[0268] Specifically, the graphical interface 112' includes only... Figure 8 The interface 40' and display system 50' are schematically shown in the diagram.

[0269] Interface 40' and display system 50' are similar to interface 40 and display system 50, respectively, and will be described below only in terms of their differences from the latter; the same or equivalent parts of interfaces 40, 40' and display systems 50, 50' will be indicated by the same reference numerals where possible.

[0270] Specifically, interface 40' differs from interface 40 in that it allows the crew to input simulated information and / or data related to the simulated weight GW' of helicopter 1' and the simulated operation of helicopter 1' itself.

[0271] The difference between display system 50' and display system 50 is that display system 50' displays information about helicopter 1 and simulated flight parameters on display device 51' of interface 112.

[0272] Specifically, the display system 50' differs from the display system 50 in that it displays the simulated VNE' and simulated Vmax' speed values.

[0273] The processing unit 114' includes a storage level 117', in which important data of rotors 3 and 4 and helicopter 1 are stored.

[0274] The processing unit 114' is also programmed to generate analog signals ALT', OAT', IAS', AEO', OEI', and Power off' based on commands given by the pilot to the control device 111'.

[0275] In use, trained pilots execute simulated flight maneuvers by issuing simulated commands via control device 111'. These simulated commands simulate, for example, the thrust value of rotor 3, and specific flight states of flight maneuvers, such as low-altitude flight or hovering maneuvers.

[0276] The processing unit 114' generates analog signals ALT', OAT', IAS', AEO', OEI', and Power off' based on the analog commands applied by the pilot to the control device 111'.

[0277] The operation of the processing system 46', interface 40' and display system 50' is similar to that of the processing system 46, interface 40 and display system 50, respectively; only the differences are described.

[0278] Specifically, the operation of processing system 46' differs from that of processing system 46 in that:

[0279] It processes the analog speed VNE based on the analog signals ALT', OAT', IAS', AEO', OEI', and Power off'; and

[0280] It processes the simulated speed Vmax' based on the installation simulation of device 15 / kit 25 and the associated simulated operating conditions.

[0281] The operation of interface 40' differs from that of interface 40 in that it allows the crew to input simulation information and / or data related to the simulated weight GW' of helicopter 1' and the simulated operation of helicopter 1' itself.

[0282] The difference between display system 50' and display system 50 is that display system 50' displays information about helicopter 1 and simulated flight parameters on display device 51' of interface 112'.

[0283] Specifically, the display devices 51' are located in the indicator sections 60' and 61' of the indicator 65' respectively. Figure 8 The simulated VNE' and simulated Vmax' velocity values ​​are displayed on the screen (not visible in the image).

[0284] The advantages that can be obtained by examining the control units 45, 45', indicators 65, 65' and the methods for assisting in the execution of operations according to the present invention are obvious.

[0285] Specifically, processing stages 48, 48' are programmed to process speeds VNE, VNE' based on tables T1, T2, ..., Tn associated with actual weights GW, GW' and signals ALT, OAT, ALT', OAT'.

[0286] In this way, the actual or simulated flight envelope of helicopter 1, 1' can be improved in terms of speed VNE, VNE' and the workload of the pilot can be reduced.

[0287] Tables T1, T2, ..., Tn are associated with the corresponding velocity curves High_VNE, Medium_VNE, and Low_VNE. Specifically, the velocity curves High_VNE, Medium_VNE, and Low_VNE associate the intervals I1, I2, ..., Ij of the actual weights GW and GW' with the constant but different values ​​of their corresponding velocities VNE and VNE', respectively.

[0288] Using constant velocity curves High_VNE, Medium_VNE, and Low_VNE, which are associated with corresponding intervals I1, I2, ..., Ij of the actual or simulated weights GW and GW', allows for improvements in the accuracy of the speed calculation without excessive increases, while also improving computation time. Therefore, the actual or simulated speeds VNE and VNE' can be displayed in real time on indicators 65 and 65'.

[0289] Instructions 60 and 60' provide the crew with the actual or simulated forward speeds IAS and IAS' of helicopters 1 and 1' on indicators "ADI" 65 and 65' and at instruction 70. In this way, indicators 65 and 65' allow the crew to see the actual or simulated speeds VNE and VNE' in an easily visible area of ​​the cockpit 11, and the crew can continuously monitor them during actual or simulated flight maneuvers of helicopters 1 and 1'.

[0290] The audible signals provided by generator 55 give the crew clear audible indications of the actual or simulated speeds IAS, IAS' and approach speeds VNE, VNE'. This audible indication is useful in emergency maneuvering situations where the crew cannot maintain constant attention to indicators 65, 65'.

[0291] The sound signals generated by the instruction units 60, 60' and / or generator 55 can be selectively disabled to allow helicopters 1, 1' to use different actual or simulated configuration modes according to the corresponding actual or simulated operating scenarios.

[0292] Finally, the simulation system 100' provides the crew with a simulated assessment of speed VNE' to allow them to simulate the situations the crew would actually encounter on helicopter 1'.

[0293] Finally, it is obvious that modifications and variations can be made to the above-described control units 45, 45', indicators 65, 65', and methods for assisting in the actual or simulated manipulation of the helicopter 1 without exceeding the scope of protection of this invention.

[0294] Specifically, aircraft 1 can be unmanned or can be a drone.

[0295] In this case, indicator 65 will be set on a remote interface controlled by the user on the ground.

[0296] Tables T1, T2, ..., Tx can be stored in a storage level set in the control unit 45.

[0297] File 49 can be stored in display systems 50, 50' instead of control units 45, 45'.

[0298] Tables T1, T2, ..., Tn can be associated with their corresponding intervals I1, I2, ..., Ij within the display system 50, 50' rather than within the control unit 45, 45'.

[0299] The actual weights GW and GW' can be processed within the display systems 50 and 50', rather than within the control unit 45.

[0300] Tables T1, T2, ..., Tn can be selected within display system 50, 50'.

Claims

1. A control unit for a hovering aircraft or a flight simulation system for said aircraft, said control unit being programmed to receive at an input at at least a first signal associated with actual or simulated flight parameters of said aircraft and to provide at an output a second signal associated with said aircraft's forward velocity, which never exceeds that of said aircraft. The control unit is programmed to: Process a third signal associated with the actual or simulated weight of the aircraft. Its features are, The control unit is programmed to: Multiple tables are associated with corresponding intervals of the values ​​of the third signal, and each table associates multiple values ​​of the second signal with the corresponding first signal; The second signal is processed based on the table associated with the interval related to the third signal and the corresponding first signal; The input section receives a fourth signal associated with at least one additional actual or simulated flight parameter of the aircraft. The storage intervals associated with the effective weight never exceed the velocity curve; as well as Each of the velocity curves is associated with a corresponding group of the tables, and each table in the group is associated with a corresponding value of the fourth signal.

2. The control unit according to claim 1, wherein, The first signal is correlated with the external temperature of the aircraft and its actual or simulated altitude.

3. A hovering aircraft, comprising: A sensor device configured to detect flight parameters of the aircraft; A propulsion system, which includes at least one engine; The cockpit includes display devices capable of showing values ​​that will never exceed the speed limit; as well as The control unit according to claim 1, The fourth signal is characterized in that it is associated with a first, second, or third state of actual or simulated operation of the propulsion system of the aircraft, which includes multiple engines. The first state indicates that all the engines of the propulsion system are operational, the second state indicates that only one engine of the propulsion system is operational, and the third state indicates that the propulsion system is deactivated.

4. The aircraft according to claim 3, characterized in that, The velocity curve associates the constant and distinct values ​​that never exceed the velocity with the equal values ​​of the first signal and the fourth signal.

5. The aircraft according to claim 3, characterized in that, The control unit is programmed to: The input section receives a fifth signal associated with the actual or simulated speed of the aircraft. as well as Generates an acoustic signal associated with the fact that the actual or simulated speed of the aircraft is equal to the predetermined rate that will never exceed the speed; and / or The command indicates that the speed must not be exceeded.

6. The aircraft according to claim 3, characterized in that, The control unit includes: The first storage stage stores the speed curve; A processing stage, programmed to process the actual or simulated weight; and A second storage level storing the table is operatively connected to the first storage level and the processing level and is configured to acquire the first signal and the second signal and process the second signal.

7. The aircraft according to claim 6, characterized in that, The control unit includes a display level programmed to command the display of the speed never exceeding the specified speed and commands from the second storage level.

8. The aircraft according to claim 6, characterized in that, The control unit includes an interface that can be enabled to input a sixth signal associated with the actual or simulated weight of the aircraft at takeoff and / or the actual or simulated weight of the aircraft's equipment, and is operatively connected to the first storage level. The second signal is processed based on the sixth signal during use.

9. The aircraft according to claim 3, characterized in that, It includes an indicator, the indicator comprising: A first indicator unit associated with the actual or simulated position of the horizon; A second indicator unit relating to the actual or simulated altitude of the aircraft relative to the horizon; and A third indicator unit associated with the actual or simulated forward velocity of the aircraft. The third indicator further includes a vertical scale that is positioned laterally on the second indicator. The indicator is characterized in that it comprises: A fourth indicator is associated with the actual or simulated value of the forward speed of the aircraft and is set along the scale.

10. A flight simulation system for simulating the flight of a hovering aircraft, comprising: Stations for pilots in training; Display devices on which analog values ​​can be displayed that never exceed the speed; At least one simulation control device for the aircraft, which can be activated by commands simulated by the pilot to simulate the flight state of the aircraft; A simulation device configured to generate a simulated representation of the flight state that can be perceived by the pilot; as well as The control unit according to claim 1.

11. A method for assisting in the execution of actual or simulated maneuvers of an aircraft configured to hover, comprising the steps of: i) Receive at the input section at at least one first signal associated with the actual or simulated flight parameters of the aircraft; ii) Provide a second signal at the output unit that is associated with the actual or simulated forward velocity of the aircraft, which never exceeds the forward velocity; iii) Processing a third signal associated with the actual or simulated weight of the aircraft. Its characteristic is that it includes the following steps: iv) Associating multiple tables with corresponding intervals of the values ​​of the third signal, each table associating multiple values ​​of the second signal with a corresponding first signal; v) Process the second signal based on the table associated with the third signal and based on the corresponding first signal; vi) Receive at the input section a fourth signal associated with at least one additional actual or simulated flight parameter of the aircraft; vii) Store multiple speed curves that are never more than the corresponding intervals of the actual weight; and viii) Associating each of the velocity curves with a corresponding group of the tables, each of the tables in the group being associated with a corresponding value of the fourth signal.

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