METHOD FOR SELF-TESTING A PITOT PROBE AND METHOD FOR VERIFYING THE VELOCITY OF AN AIR FLOW PROVIDED BY A SERIES OF ASSOCIATE PITOT PROBE SENSORS AND A PITOT PROBE

Description

[0001] The present invention relates to a method for self-testing an incidence probe.

[0002] The present invention also relates to a method for verifying the velocity of an airflow supplied by a Pitot tube and an associated angle-of-attack probe.

[0003] The angle of attack probe according to the invention allows the angle of attack of an aircraft to be measured, also known by the English term "Angle Of Attack".

[0004] In the current state of the art, numerous technologies exist for locally measuring the aircraft's angle of attack. Measuring this local angle, which is generally different from the global angle, allows the corresponding avionics system to extrapolate the angle of attack of the entire aircraft to infinity upstream.

[0005] Among the known technologies, the most widespread are rotary probes. There are essentially two main types of rotary probes: vane-type probes, and differential pressure equalization probes between two zones.

[0006] Despite appearances, the basic principle is the same for all types of rotating probes: the probe's axis of symmetry aligns with the axis of the relative wind.

[0007] For wind vane-type sensors, the return to the equilibrium position is due to the balance of aerodynamic forces on both sides of a rotating element with a symmetrical blade profile. Since the blade's center of pressure is located behind the axis of rotation, the blade finds equilibrium along the axis of the relative wind. An angle sensor translates this information into a signal usable by the system and the pilot.

[0008] For differential pressure equalization probes, the part exposed to the airflow has an aerodynamic profile that is symmetrical with respect to the relative wind axis in the equilibrium position, but also symmetrical around the axis of rotation. It is therefore a cone, and not a paddle as in the previous case.

[0009] Due to this symmetry, the cone is not subject to any rotational aerodynamic force, regardless of its angle of rotation relative to the wind. There is no aerodynamic restoring force. Two slots are formed on either side of a line generating the cone. A differential sensor measures the pressure difference between these two openings, or more simply, an internal partition finds an equilibrium position when the pressure values ​​on either side of the internal partition are equal.

[0010] This internal partition, for example, features a rotating element whose angle of rotation can be determined by a sensor designed for this purpose. This angle of rotation then characterizes the pressure difference and is used to locally determine the aircraft's angle of attack.

[0011] Given the importance of the angle of incidence measured by the incidence probes, these probes are generally associated with test means to detect their failures.

[0012] These failures can be induced by parasitic torques applied to the rotating element of a probe, for example following icing of the probe.

[0013] For example, French document FR 2 626 375 describes an angle-of-attack probe in which the damping function is implemented electromagnetically, so as to minimize dry friction and / or parasitic torques. For testing purposes, the same means can be used to perform a positioning function in a predetermined position. This function allows for static testing of the probe when the aircraft is parked on the ground. Another angle-of-attack probe of the same type is known, for example, from US document 2019 / 242924 A1.

[0014] However, this solution does not allow verification of the integrity of the value provided by the probe in flight.

[0015] We know from document EP 2 385 378 A1 a self-test method for an incidence probe comprising an element rotating around an axis of rotation under the influence of an airflow and defining an equilibrium position in which its rotation around the axis of rotation is stabilized by the airflow.

[0016] Document RU 2 124 711 C1 describes a method of exciting a rotating element according to different harmonics.

[0017] Other solutions used in art rely essentially on the fusion of data from other sensors, in order to determine a likelihood of the angle of incidence data.

[0018] One example is the use of airspeed measurement along the aircraft's axis combined with vertical acceleration relative to the aircraft. If the wing and flap configuration is known, as well as the approximate mass of the aircraft, it is possible to calculate a range of probable angles of attack using inertial parameters, the aircraft's aerodynamic configuration, and engine thrust.

[0019] However, this type of solution has drawbacks that make it insufficient to guarantee the desired level of integrity.

[0020] First, it relies on the simultaneous integrity of several other systems. Therefore, if even one of these systems malfunctions or is simply inaccurate, false alarms can occur. This can then cast doubt on the angular measurements and lead to poor decisions for the remainder of the flight.

[0021] Furthermore, the cumulative uncertainties in the other parameters introduce uncertainty in the estimated value for the angle of attack. However, in certain phases of flight, the angular difference between normal flight and stall is small. Here again, false alarms could lead to the incorrect disregard of probe measurements, without a reliable backup.

[0022] Thus, for example, in architectures with only two angle of incidence measurement channels, this situation can occur as soon as a single channel fails, regardless of the cause of this failure, even if it is software-related.

[0023] The present invention proposes a self-test function for an angle-of-attack probe that can be implemented in flight without using data from other similar probes.

[0024] To this end, the invention relates to a self-testing method for an incidence probe, the incidence probe being capable of measuring the angle of incidence of an airflow in a measurement region and comprising a rotating element around an axis of rotation under the influence of the airflow, the axis of rotation being substantially perpendicular to the direction of said airflow, the rotating element defining an equilibrium position in which its rotation around the axis of rotation is stabilized by the airflow.

[0025] The process includes the following steps: control of an angular excitation of the rotating element around its equilibrium position according to excitation characteristics, the excitation characteristics defining a sinusoidal excitation of the rotating element; acquisition of angular measurements relating to the rotation of the rotating element; determination of a parasitic torque applied to the rotating element from the angular measurements and the excitation characteristics; comparison of at least one component of the parasitic torque with at least one predetermined threshold; detection of a malfunction of the probe when said component exceeds the predetermined threshold.

[0026] According to other advantageous aspects, the self-testing method comprises one or more of the following features, taken individually or in any combination that falls within the scope of the claims: the parasitic torque is determined using a transfer function describing the rotation of the rotating element in the presence of this parasitic torque, the parasitic torque being defined by an inertial component such as an anomaly in moment of inertia, a damping component, a proportional component such as an anomalous aerodynamic torque, and a friction or mass imbalance component; the inertial component, the damping component and the friction and imbalance component are determined by identifying for each corresponding component the share of the parasitic torque by subtracting a predetermined share of a maximum normal torque in its range of likelihood; a step of acquiring at least one value of the magnitude of the airflow velocity, called consensus velocity, from measurement means materially distinct from said probe;preferably said measurement means being another angle-of-attack probe or a velocity measurement channel comprising preferably one or more Pitot probes and / or one or more lidars; the proportional component and a pressure velocity of the airflow are determined relative to each other using a first or second mechanization; according to the first mechanization, the consensus velocity is inserted into the transfer function, the proportional component being determined using the other components of the parasitic torque; according to the second mechanization, the proportional component is determined from a predetermined value, a value of the pressure velocity, called the extrapolated velocity, being determined using all the components of the parasitic torque;the consensus speed according to the first mechanization being compared to the speed extrapolated according to the second mechanization, on the one hand, the proportional component according to the first mechanization being compared to the proportional component according to the second mechanization on the other hand, a criterion of good functioning being established if said comparisons fall within a predetermined range of likelihood; acquisition of data relating to aerodynamic noise; modification of the excitation characteristics as a function of the data relating to aerodynamic noise acquired.

[0027] The present invention also relates to a method for verifying the velocity of an airflow supplied by a Pitot probe channel comprising a plurality of Pitot probes and a plurality of static probes, the Pitot probe channel being capable of providing pressure velocity values ​​of the airflow, called first velocity values, determined using values ​​from the Pitot probes and the static probes.

[0028] The verification process is implemented using an incidence probe channel, the incidence probe channel comprising a plurality of incidence probes, each incidence probe being capable of measuring the angle of incidence of the airflow and comprising an element rotating around an axis of rotation under the influence of the airflow and a processing module capable of implementing the self-test process as previously described.

[0029] The verification procedure is implemented when no malfunction of the incidence probes has been detected following the implementation of the self-test procedure by the processing module of each of the incidence probes.

[0030] The verification process includes the following steps: acquisition of the pressure velocity values ​​determined by the processing modules of all the angle-of-attack probes, each of these values ​​being called a second velocity value; comparison of the second velocity values ​​with the first velocity values ​​and among these values, determination of the velocity values ​​retained to indicate the pressure velocity of the airflow; communication of the retained velocity values ​​with their accuracy.

[0031] Depending on other advantageous aspects, the verification process includes one or more of the following characteristics, taken individually or in all technically possible combinations: when, during the comparison step: all the first and second speed values ​​are consistent with each other, all the first and second speed values ​​are retained at nominal accuracy; one of the first speed values ​​is inconsistent with the other first speed values ​​and with the second speed values ​​which are consistent with each other and with the other first speed values, said other first speed values ​​and all the second speed values ​​are retained at nominal accuracy; the first speed values ​​are inconsistent with each other and none of these values ​​are consistent with the second speed values ​​which are consistent with each other, the first speed values ​​are retained at degraded accuracy and the second speed values ​​are retained at nominal accuracy;The first set of values ​​is consistent with each other but inconsistent with the second set of speed values, which are consistent with each other; the first set of speed values ​​and the second set of speed values ​​are retained at nominal accuracy with an indication of doubt regarding the values ​​provided; no speed value is retained in the other cases.

[0032] The present invention also relates to an incidence probe suitable for measuring the angle of incidence of an airflow in a measurement region and comprising a rotating element around an axis of rotation under the influence of the airflow, the axis of rotation being substantially perpendicular to the direction of said airflow, the rotating element defining an equilibrium position in which its rotation around the axis of rotation is stabilized by the airflow; the incidence probe being characterized in that it further comprises a processing module suitable for implementing a self-test method as previously described.

[0033] According to other advantageous aspects, the incidence probe comprises one or more of the following features, taken individually or in any combination that falls within the scope of the claims: an excitation motor capable of inducing an excitation of the rotating element around its equilibrium position according to known characteristics, the excitation characteristics defining a sinusoidal excitation of the rotating element; preferably the excitation motor being an electric motor coupled to a flywheel; means for stabilizing the rotating element around its equilibrium position, said stabilization means being of a mechanical or electrical nature; the excitation motor has stabilization means of an electrical nature; a sensor capable of generating angular measurements relating to the rotation of the rotating element; the rotating element is a weather vane directly exposed to the airflow; the rotating element is contained in a cone exposed to the airflow and symmetrical with respect to the axis of rotation.

[0034] These features and advantages of the invention will become apparent upon reading the following description, given solely by way of limiting example, and made with reference to the accompanying drawings in which: [ Fig 1 ] there figure 1 is a schematic view of an incidence probe according to the invention; [ Fig 2 ] there figure 2 is a flowchart of a self-testing method according to the invention, the self-testing method being implemented by the incidence probe of the figure 1 ; Fig 3 ] there figure 3 is a schematic view of a Pitot tube array and an angle-of-attack probe array, the angle-of-attack probe array comprising a plurality of angle-of-attack probes analogous to that of the figure 1 ; Fig 4 ] there figure 4 is a flowchart of a process for verifying the Pitot tube path of the figure 3 , according to the invention.

[0035] This was indeed illustrated on the figure 1 an incidence probe 10 according to the invention.

[0036] This probe 10 is for example integrated into a front part of an aircraft fuselage 12 and allows local measurement of an angle of incidence of the aircraft.

[0037] In other words, probe 10 allows the angle of incidence to be measured in a measurement region adjacent to the point of integration of probe 10 in the fuselage 12 of the aircraft.

[0038] With reference to the figure 1 , the probe 10 comprises a fixed part having a support 15 integrated in a fixed manner in the fuselage 12 of the aircraft and a movable part 16 mounted rotatably in the support 15 with respect to the axis of rotation Z.

[0039] The Z-axis, for example, is approximately perpendicular to the outer surface of the fuselage 12 and therefore to the incident airflow during the aircraft's flight. This airflow is denoted by the reference F on the figure 1 .

[0040] The moving part 16 includes a rotating element 21, an excitation motor 22, stabilization means 23 and a sensor 24.

[0041] The rotating element 21 is capable of driving the moving part 16 in rotation around the axis of rotation Z under the influence of the air flow F.

[0042] This rotating element 21 also defines an equilibrium position in which its rotation around the axis of rotation Z is stabilized by the airflow F.

[0043] In the example of the figure 1 The rotating element 21 is directly exposed to the airflow F and therefore has the shape of a paddle. Thus, in the example in this figure, the probe 10 is a wind vane type probe.

[0044] According to another embodiment (not illustrated), the probe 10 is a differential pressure equalization probe between two zones. In this case, the probe further comprises a symmetrical cone exposed to the airflow F and provided with a slot for each of the zones. This cone includes an internal partition that rotates according to the pressure difference in the zones. In this version, this rotating partition has a rotating element 21 as defined in the present invention.

[0045] The excitation motor 22 makes it possible to induce a rotation of the rotating element 21 from a control signal.

[0046] In the preferred embodiment of the invention, this excitation motor 22 has an electric motor coupled to a flywheel. It is therefore an inertial motor.

[0047] According to another embodiment, this motor 22 is a torque motor comprising a rotor in the moving part 16 and a stator in the fixed part 15.

[0048] However, the use of an inertial motor avoids a failure mode such as a blockage or braking specific to a torque motor.

[0049] The stabilization means 23 allow the rotating element 21 to be stabilized around its equilibrium position.

[0050] These stabilization methods can be mechanical or electrical in nature.

[0051] In the preferred embodiment of the invention, the stabilization means 23 are electrical in nature and are formed by the excitation motor 22. Thus, according to this embodiment, the inertial motor 22 not only induces a rotation of the moving element 21 but also stabilizes it around its equilibrium position.

[0052] In one variant, the stabilization means 23 are also electrical in nature but form separate means from the excitation motor 22.

[0053] The sensor 24 allows to generate a measurement signal including the angle of rotation of the moving part 16 around the axis of rotation Z.

[0054] This sensor 24 can be of a mechanical nature such as an inertial gyroscope or of an electrical or optical nature.

[0055] According to the invention, the probe 10 further comprises a processing module 30 connected to both the motor 22 and the sensor 24.

[0056] This module 30 allows a control signal to be generated for the motor 22 and a measurement signal to be received from the sensor 24.

[0057] More generally, this processing module 30 allows the implementation of a self-test process 100 of the probe 10 explained in more detail later.

[0058] To achieve this, the processing module 30 is presented at least partially in the form of software and / or a programmable logic circuit of the FPGA type (from the English "Field-Programmable Gate Array").

[0059] In the first case, the software is implemented using a processor and memory, for example, from an existing embedded computer. This software is therefore connected to the motor 22 and the sensor 23 by means of transmission known per se.

[0060] In the second case, the logic circuit can be placed near the fixed part 15 of the probe or away from it.

[0061] The self-test procedure 100 of probe 10 will now be explained with reference to the figure 2 presenting an organizational chart of its stages.

[0062] This method 100 is, for example, implemented periodically or continuously during aircraft flight. According to another embodiment, this method is implemented at the express request of a pilot and an avionics system.

[0063] During step 110 of process 100, the processing module 30 generates an angular excitation command for the rotating element 21 around its equilibrium position according to known excitation characteristics, at different times t 1, ..., t n.

[0064] The excitation characteristics, for example, show the values ​​of the current sent to the motor 22 at the corresponding instants. Thus, these characteristics are presented, for example, in the form of an excitation vector. Te having the following form: Te = Te t 1 … Te t n .

[0065] Excitation characteristics Te define a sinusoidal excitation of the rotating element, preferably pseudo-random.

[0066] During step 120, the processing module 30 acquires angular measurements relating to the rotation of the rotating element 31 at times t 1, ..., t n and measured by sensor 24.

[0067] Then, the processing module 30 determines first and second time derivatives of these measurements to obtain a measurement matrix M next: M = θ " t 1 θ ′ t 1 θ t 1 1 … … … … θ " t n θ ′ t n θ t n 1 .

[0068] Then, in the next step 130, the processing module 30 determines a parasitic pair Tq applied to the rotating element 31 from the values ​​obtained in steps 110 and 120.

[0069] This parasitic couple comprises, for example, four components in the following form: Tq = Tq 3 Tq 2 Tq 1 Tq 0 , Or : Tq3 is a third-order component called the inertial component and corresponding, for example, to an anomaly in the moment of inertia; Tq2 is a second-order component called the damping component; Tq1 is a first-order component called the proportional component, corresponding, for example, to a lift anomaly; and Tq0 is a zeroth order component called the mechanical component of friction and imbalance.

[0070] The physical meaning of these components comes from the rotation model of the rotating element 21, which has the following form: J + Tq 3 d 2 θ dt 2 d 2 θ dt 2 + b + Tq 2 dθ dt dθ dt + K + Tq 1 θ θ + noise t + Tq 0 + Te t = 0 , Or : J, b are coefficients that change relatively little over the probe's lifetime; K is a coefficient proportional to the square of the airflow velocity F; and noise(t) is aerodynamic noise.

[0071] This last relationship can also be written in matrix form, given the previous concepts, and as follows: C = M T M − 1 M T Te , Or C = J + Tq 3 b + Tq 2 K + Tq 1 noise t + Tq 0 .

[0072] To determine the components Tq3 And Tq2, it is assumed that the coefficients J and b are known or can be determined by calibration and do not change significantly during the operation of probe 10.

[0073] Thus, these components Tq3 And Tq2 can be determined directly using the values ​​obtained in the previous steps.

[0074] The component Tq0 is determined by minimizing aerodynamic noise.

[0075] For this purpose, during step 140, the processing module 30 acquires data relating to aerodynamic noise and from, for example, external sensors such as an inertial measurement unit of the aircraft.

[0076] Then, during step 145, the processing module 30 modifies the excitation characteristics Te allowing these noises to be reduced and therefore again implementing steps 110 and 120.

[0077] To determine the component Tq1, The processing module 30 implements a first or second mechanization.

[0078] According to the first mechanization, the component Tq1 is determined using at least one consensus velocity value.

[0079] In such a case, the processing module 30 first implements step 150 in which it acquires at least one value of the modulus of the airflow velocity F, called consensus velocity, from a measuring means materially distinct from the probe 10.

[0080] Preferably, this measurement means is another angle-of-attack probe or a Pitot tube system, preferably comprising several Pitot tubes whose measurements are consistent with each other, and several static probes. Thus, in this case, the consensus velocity is determined as the pressure velocity determined by the Pitot tube system.

[0081] The speed of consensus is preferentially described by its mean, its variance, the number and the expected precision of the sources if the sources are multiple.

[0082] Then, using the consensus speed, the processing module 30 determines the coefficient K and from this coefficient, the component Tq1.

[0083] According to the second mechanization, the processing module 30 sets the value Tq1 and determines a value for the magnitude of the airflow velocity F, called the extrapolated velocity, from this value Tq1.

[0084] Advantageously, the first and second mechanizations are repeated several times.

[0085] In this case, at the end of step 150, the processing module 30 compares the consensus speed according to the first mechanization with the speed extrapolated according to the second mechanization, and the value of the component Tq1 obtained according to the first mechanization with the value of the component Tq1 used for the second mechanization.

[0086] If these comparisons fall within a predetermined range of likelihood, the processing module 30 establishes a criterion for proper functioning and therefore retains the values Tq1 and the speed of consensus. Otherwise, the processing module 30 repeats the first and second mechanizations.

[0087] During step 160, the processing module 30 compares at least one component of the parasitic pair Tq with at least one predetermined threshold.

[0088] Preferably, during this step, the processing module 30 compares each of the components of the parasitic pair Tq with at least one predetermined threshold.

[0089] Then, during step 170, the processing module 30 diagnoses a probe failure when, during step 160, at least one of the components of the parasitic torque Tq exceeds the corresponding threshold.

[0090] When a failure is diagnosed, the processing module 30 issues, for example, an alarm intended for the pilot or any other avionics system.

[0091] Advantageously, according to the invention, the nature of the failure can be determined by identifying the component of the parasitic torque Tq having exceeded the corresponding threshold.

[0092] In particular, when it comes to the component Tq0, The failure may be due to friction or an imbalance of the masses of the corresponding probe.

[0093] When it comes to the component Tq1, The failure may correspond to an aerodynamic lift anomaly of the pallet: either the pallet is broken or deformed, or it is covered with frost.

[0094] Cases of icing and breakage are also detectable by the inertial component Tq3.

[0095] For a given probe, the case of deformation can be easily diagnosed using data from other probes because, generally speaking, two probes cannot deform in the same way.

[0096] Finally, exceeding the corresponding threshold by the component Tq2 would mean abnormal damping of the pallet.

[0097] It is then understood that the self-test method according to the invention makes it possible to implement a self-test function of the probe 10 during the flight of the aircraft, without using data from the other angle-of-attack probes.

[0098] This allows for diagnosis without resorting to a majority vote, thus providing the desired level of reliability while maintaining a two-probe architecture. Thanks to the fault localization it enables, which significantly enhances fault localization via majority vote, the device also improves integrity and availability in architectures with more than two probes.

[0099] The device allows for verification of information from other probes used in the aircraft, and in particular, Pitot probes which measure the pressure velocity of the airflow F.

[0100] Indeed, generally, an aircraft includes a measurement channel composed of a plurality of angle-of-attack probes and a measurement channel composed of Pitot probes.

[0101] There figure 3 It features an angle-of-attack probe channel VI comprising a plurality of angle-of-attack probes A1,...,AN and a Pitot probe channel VP comprising a plurality of Pitot probes P1,...,PM, each of the Pitot probes being capable of measuring a so-called total pressure. The Pitot probe channel VP further includes a plurality of static probes (not illustrated) capable of measuring a so-called static pressure.

[0102] The Pitot probe channel thus allows the pressure velocity of the airflow F to be measured using total pressure and static pressure values.

[0103] Each of the A 1 ,...,AN incidence probes is analogous to the incidence probe 10 described previously insofar as it allows the implementation of a self-test procedure as described previously.

[0104] There figure 3 also presents a verification module 190 which is at least partially in the form of software and / or a programmable logic circuit of the FPGA type (from the English "Field-Programmable Gate Array").

[0105] This verification module 190 allows verification of the integrity of the data provided by both the VI and VP channels and, to do so, implements a verification procedure 200 which will henceforth be explained with reference to the figure 4 presenting an organizational chart of its stages.

[0106] This verification procedure is implemented when no malfunction of the incidence probes A 1 ,...,AN has been detected following the implementation of the self-test procedure by the processing module 30 of each of these probes.

[0107] Furthermore, it is initially considered that the entire anemometric installation, i.e. the Pitot probes P 1 ,...,PM associated with the static probes and pressure measurement means, associated or not with a lidar, indicates a velocity value of the "pressure velocity" type of the airflow F which will be called the first velocity value thereafter.

[0108] In this document, the term "airflow velocity" or "air speed" refers to "pressure velocity," calculated solely from the values ​​provided by Pitot tubes and static probes. As is commonly known, pressure velocity can also be called conventional air speed (CAS). In particular, this pressure velocity should not be confused with true air speed (TAS), which refers to the average velocity of air molecules.

[0109] During the initial step 210, the verification module 190 acquires all the first speed values ​​indicated via the Pitot probes P 1 ,...,PM and / or via the lidar(s).

[0110] During the same step, this verification module 190 also acquires airflow velocity values ​​F determined by the processing modules 30 of the set of incidence probes A 1 ,...,AN during step 130.

[0111] Each of these speed values ​​will subsequently be called the second speed value.

[0112] In the next step 220, the verification module 190 compares the second speed values ​​with the first speed values ​​and, following this comparison, retains speed values ​​to indicate the airflow speed F.

[0113] In this comparison, several scenarios are possible.

[0114] In particular, when all first and second speed values ​​are in agreement with each other, the verification module 190 maintains all first and second speed values ​​at nominal accuracy.

[0115] When one of the first speed values ​​is inconsistent with the other first speed values ​​and with the second speed values ​​which are consistent with each other and with the other first speed values, the verification module 190 retains said other first speed values ​​and the set of second speed values ​​at nominal accuracy.

[0116] When the first speed values ​​are discordant with each other and none of these values ​​agree with the second speed values ​​which are concordant with each other, the verification module 190 keeps the first speed values ​​at degraded accuracy and the second speed values ​​at nominal accuracy.

[0117] When all the first values ​​agree with each other but disagree with the second speed values ​​which agree with each other, the verification module 190 retains all the first speed values ​​and the second speed values ​​at nominal accuracy with an indication of doubt about the values ​​provided.

[0118] In all other cases, no speed value is retained by the verification module 190.

[0119] During the next step 230, the verification module 190 communicates the speed values ​​retained possibly with their accuracy to the pilot or any other avionics system.

[0120] It is thus understood that the verification method 200 according to the invention makes it possible to verify all the Pitot probes. This presents a particular advantage of the invention because, among all the components of an anemometric system generally equipping an aircraft, the Pitot probes are the components whose integrity is the most difficult to establish in flight, given their environment.

Claims

1. A method for self-testing (100) an angle-of-attack probe (10), the angle-of-attack probe (10) being able to measure the angle of attack of an airflow (F) in a measurement region and comprising a rotary element (21) that is rotatable about an axis of rotation (Z) under the influence of the airflow, the axis of rotation being substantially perpendicular to the direction of said airflow (F), the rotary element (21) defining an equilibrium position in which its rotation about the axis of rotation (Z) is stabilized by the airflow (F); the method (100) comprising the following steps: - acquiring (120) angular measurements relative to the rotation of the rotary element (21); - determining (130) a parasitic torque applied to the rotary element from angular measurements and excitation characteristics (Te); - comparing (160) at least one component of the parasitic torque with at least one predetermined threshold; - detecting (170) an operating fault in the probe (10) when said component exceeds the predetermined threshold; the method being characterized by the following step: - controlling (110) an angular excitation of the rotary element (21) about its equilibrium position according to known excitation characteristics (Te), the excitation characteristics (Te) defining a sinusoidal excitation of the rotary element.

2. The self-testing method (100) according to claim 1, wherein the parasitic torque is determined by using a transfer function describing the rotation of the rotary element (21) in the presence of this parasitic torque, the parasitic torque being defined by an inertial component (Tq3) such as a moment of inertia anomaly, a damping component (Tq2), a proportional component (Tq1) such as an abnormal aerodynamic torque, and a friction or imbalance component of the masses (Tq0).

3. The self-testing method according to claim 2, wherein the inertial component (Tq3), the damping component (Tq2) and the friction and imbalance component (Tq0) are determined by identifying the portion of the parasitic torque for each corresponding component by subtracting a predetermined portion of a maximum normal torque in its likelihood domain.

4. The self-testing method (100) according to any one of the preceding claims, further comprising a step (150) for acquiring at least one value of the airflow velocity modulus, called consensus velocity, originating from measuring means that are materially separate from said probe; said measuring means preferably being another angle-of-attack probe or a velocity measurement series preferably comprising one or several Pitot probes and / or one or several lidars.

5. The self-testing method according to claim 4 combined with claim 2, wherein the proportional component (Tq1) and a pressure velocity of the airflow are determined with respect to one another by using a first mechanization or a second mechanization; according to the first mechanization, the consensus velocity is inserted into the transfer function, the proportional component (Tq1) being determined by using the other components of the parasitic torque; according to the second mechanization, the proportional component (Tq1) is determined from a predetermined value, a pressure velocity value, called extrapolated velocity, being determined by using the set of components of the parasitic torque; the consensus velocity according to the first mechanization being compared to the extrapolated velocity according to the second mechanization, on the one hand, the proportional component (Tq1) according to the first mechanization being compared to the proportional component (Tq1) according to the second mechanization, on the other hand, a proper operation criterion being established if said comparisons fall within a predetermined likelihood domain.

6. The self-testing method (100) according to any one of the preceding claims, wherein the frequency of said sinusoidal excitation is pseudo-random.

7. The self-testing method (100) according to any one of the preceding claims, further comprising the following steps: - acquiring (140) data relative to the aerodynamic noise; - modifying (150) the excitation characteristics as a function of the acquired data relative to the aerodynamic noise.

8. A method for checking (200) the pressure velocity of an airflow (F) supplied by a series of Pitot probes (VP), the series of Pitot probes comprising a plurality of Pitot probes (P1,...,PM) and a plurality of static probes, the series of Pitot probes (VP) being able to supply values of the airflow pressure velocity, called first velocity values, determined by using values originating from the Pitot probes (P1,...,PM) and the static probes; the checking method (200) being implemented by using a series of angle-of-attack probes (VI), the series of angle-of-attack probes (VI) comprising a plurality of angle-of-attack probes (A1,...,AN), each angle-of-attack probe (A1,...,AN) being able to measure the angle of attack of the airflow (F) and comprising a rotary element (21) that rotates about an axis of rotation (Z) under the influence of the airflow (F) and a processing module (30) able to carry out the self-testing method according to any one of claims 1 to 7 combined with claim 5; the checking method (200) being implemented when no operating fault of the angle-of-attack probes (A1,...,AN) has been detected subsequent to implementation of the self-testing method (100) by the processing module (30) of each of the angle-of-attack probes (A1,...,AN) the checking method (200) comprising the following steps: - acquiring (210) pressure velocity values determined by the processing modules (30) of the set of angle-of-attack probes (A1,...,AN), each of these values being called second velocity value; - comparing (220) the second velocity values with the first velocity values and, among these values, determining velocity values used to indicate the pressure velocity of the airflow; - communicating (230) the used velocity values with their precision.

9. The checking method (200) according to claim 8, wherein, during the comparison step (220): - all of the first and second velocity values are consistent with one another, the set of first velocity values and of second velocity values are used at nominal precision; - one of the first velocity values is inconsistent with respect to the other first velocity values and the second velocity values, which are consistent amongst themselves and with respect to the other first velocity values, said other first velocity values and all of the second velocity values are used at nominal precision; - the first velocity values are inconsistent amongst themselves and none of these values is consistent with the second velocity values, which are consistent amongst themselves, said first velocity values are used at degraded precision and the second velocity values are used at nominal precision; - all of the first values are consistent amongst themselves but inconsistent with respect to the second velocity values, which are consistent with one another, the set of first velocity values and of second velocity values are used at nominal precision with an indication of doubt regarding the supplied values; no velocity value is used in other cases.

10. An angle-of-attack probe (10) able to measure the angle of attack of an airflow (F) in a measurement region and comprising a rotary element (21) that is rotatable about an axis of rotation (Z) under the influence of the airflow (F), the axis of rotation (Z) being substantially perpendicular to the direction of said airflow (F), the rotary element (21) defining an equilibrium position in which its rotation about the axis of rotation (Z) is stabilized by the airflow (F); the angle-of-attack probe (10) being characterized in that it further comprises a processing module (30) able to implement a self-testing method (100) according to any one of claims 1 to 7.

11. The probe (10) according to claim 10, further comprising an excitation motor (22) able to cause an excitation of the rotary element (21) about its equilibrium position according to the excitation characteristics (Te), preferably the excitation motor (22) being an electric motor coupled to a flywheel.

12. The probe (10) according to claim 10 or 11, further comprising stabilization means (23) for stabilizing the rotary element (21) about its equilibrium position, said stabilization means (23) being mechanical or electrical in nature.

13. The probe (10) according to claim 11 and 12, wherein the excitation motor (22) has electrical stabilization means (23).

14. The probe (10) according to any one of claims 10 to 13, further comprising a sensor (24) capable of generating angular measurements relative to the rotation of the rotary element (21).

15. The probe (10) according to any one of claims 10 to 14, wherein the rotary element (21) is a vane exposed directly to the airflow (F).

16. The probe (10) according to any one of claims 10 to 14, wherein the rotary element (21) is comprised in a cone exposed to the airflow (F) and symmetrical relative to the axis of rotation (Z).