METHOD AND SYSTEM FOR SUPPORTING THE CONTROL OF AN AIRCRAFT, AIRCRAFT WITH SUCH A SYSTEM

Description

[0001] Generally speaking, piloting a rotorcraft requires monitoring numerous instruments arranged on a dashboard. These instruments provide the pilot with information on external flight conditions and certain operating parameters of the rotorcraft. Such operating parameters may relate to an engine assembly and / or a main power transmission (hereafter referred to for convenience as the "MPT transmission") and may include the temperature and / or pressure of fluids circulating within these components.

[0002] Furthermore, for physical reasons there are many limitations, particularly thermal ones, that the pilot must take into account at every moment of the flight.

[0003] In addition, some rotorcraft are equipped with one or more free-turbine turboshaft engines. Power is then drawn from a so-called "low-pressure" stage of the turbine, which is mechanically independent of a compressor assembly and a so-called "high-pressure" stage of the turbine. With a turboshaft engine rotating between 30,000 and 50,000 revolutions per minute, the main power transmission reduces the output speed of the engine assembly to drive the rotor(s) of the rotor(s) of the rotorcraft to a rotational speed (NR) of approximately 300 to 400 revolutions per minute, for example.

[0004] In addition, the engine manufacturer establishes, through calculations or tests, the curves of the available power of a turboshaft engine as a function of altitude and temperature, and this for each authorized operating regime.

[0005] Such curves then define limitations which can be monitored in particular through, for example, several operating parameters of the rotorcraft, namely the rotation speed of an engine, the torque (TQ) related to the operation of the engine of the BTP gearbox and the temperature of the engine gases (T4).

[0006] The values ​​of these parameters can be displayed on different dials.

[0007] Document FR2749545 describes a piloting indicator that identifies, among turboshaft engine monitoring parameters, the one closest to its limit. Information regarding the limitations to be observed is thus grouped on a single display, allowing, on the one hand, for a summary and presentation of only the result of this summary to simplify the pilot's task and, on the other hand, to save space on the instrument panel. This yields a "limiting parameter," among the aforementioned turboshaft engine monitoring parameters, whose current value is closest to the limit value for that parameter. For this reason, such an indicator will also be referred to hereafter as the "first limitation instrument," abbreviated as "IPL."

[0008] In addition, variants of this IPL allow the value of the limiting parameter to be displayed in equivalent power, i.e. in power margin such as +10% of the PMD for example, or in pitch margin, the pitch indicating the position of the rotor blades of the gyroplane relative to the incident wind.

[0009] Furthermore, it is known, as described in documents FR 2 756 256 and FR 2 973 340, as well as in documents US 2013 / 054053 and CN 105 416 601, to use these various parameters to implement power margin indicators. Such a margin can be expressed as the collective pitch value of a main rotor, allowing the pilot(s) to have a concise indication of the available power margins, replacing several conventional indicators generally scattered across the instrument panel. Document CN105 416 601 A describes a helicopter display showing parameters (temperature, rotational speed, engine torque) for each of the helicopter's two engines. Each parameter is graphically represented by two pointers under an arc, each pointer being associated with one of the two engines. The color of the pointer changes according to predefined value ranges for the engine parameter.The screen also displays on the left under the arc corresponding to the parameter the numerical value of the parameter of the left motor and on the right under this arc that of the right motor.

[0010] In addition, on some helicopters, the current values ​​of the various operating parameters of the engine and the BTP gearbox can be displayed continuously on a dedicated display device, making it possible for a pilot to see what the values ​​of these different parameters are and possibly if one of these values ​​is approaching a limit.

[0011] However, when the aircraft is not equipped with this dedicated display, the pilot can no longer know which parameter is approaching its limit. A limit exceedance will only be indicated once that limit is reached.

[0012] Furthermore, permanently displaying the current values ​​of the operating parameters of the engine and / or the BTP gearbox on a dedicated page of a second screen can be detrimental because this second screen can no longer be used for displaying information necessary for the mission.

[0013] In addition, there is also known document FR 2 950 324 which describes a method and a device for piloting an aircraft in the event of failures of a first limitation indicator.

[0014] Such a document then discloses the fact of maintaining each monitoring parameter (Ng, T4, Tq) below a predetermined threshold when the first limitation indicator is no longer able to display the information corresponding to the IPL scale.

[0015] Document FR 2 871 520 presents a control indicator allowing prediction of the evolution of the monitoring parameters of a turboshaft engine.

[0016] Document FR 3 051 772 also describes a method and device for assisting in the piloting of an aircraft. Il proposes, for its part, to allow an exceedance of the limitation by the motor regulation in the event of an increase in the collective step.

[0017] Document FR 2 772 718 describes a first-limiting instrument that identifies, among turboshaft engine monitoring parameters, the one closest to its limit. Information regarding the limits to be observed is thus grouped on a single display. Il also describes a method for piloting an aircraft comprising, during a flight phase of the aircraft, at least two steps of measuring at least two current values ​​respectively of at least two operating parameters of the aircraft.

[0018] Document FR 2 888 638 relates to a piloting indicator for an aircraft of the type comprising information sources, means for processing information received from the information sources and display means capable of presenting on at least one display screen data from the processing means.

[0019] In addition, the information sources determine the parameter values ​​relating to a propeller and turbine of a turboprop, as well as the parameter values ​​relating to the aircraft; the processing means calculate, from these values, a power parameter which takes into account the ratio between the current power of the turboprop and the maximum power obtained without air sampling at sea level in standard atmosphere; and the display means present, on the display screen, at least one characteristic sign illustrating the power parameter.

[0020] Display means (5) present on the display screen (7) a dial (12) which is graduated in percentage (from 0% to 100%) and whose maximum ("10", i.e. 100%) represents the maximum power PWRmax.

[0021] US document 10 173 787 describes another instrument of first limitation for a twin-engine rotary-wing aircraft (10) having a rotor (12).

[0022] Such a first limiting instrument thus includes a display (40) designed to dynamically redefine the information communicated to a pilot.

[0023] The twin-engine rotary-wing aircraft (10) includes a plurality of sensors to measure parameters such as power turbine speed (Np), main rotor speed (Nr), engine torque (Qe), measured gas turbine temperature (MGT), gas turbine speed (Ng) and mast torque (Qm).

[0024] A power gauge (42) is constructed and arranged to provide a combined indication of MGT, Ng, Qe and Qm such that the relationship between these parameters and several operating limits is known via a single indicator needle.

[0025] In addition, a bar graph indicator (50) can display the value of the main rotor speed (Nr) (72) and this value (72) can be coloured according to the flight conditions.

[0026] Furthermore, this value of the main rotor speed is defined as a percentage of a reference value between, for example, 97% (as shown in Figure 4D) and 103% (as shown in Figure 4A).

[0027] US document 2001 / 044679 describes another first-limiting instrument but without displaying any numerical data representative of a current value of an operating parameter.

[0028] The present invention aims to provide a method and device for alternative aircraft piloting assistance. This method and device provide a solution for reducing pilot workload and facilitating pilot identification of the source of a risk of exceeding a limit in one of the engine and BTP gearbox operating parameters.

[0029] Flight safety is then improved because the pilot can anticipate piloting maneuvers or even perform a piloting action to avoid exceeding this limit.

[0030] The invention therefore relates to a method for assisting in the piloting of an aircraft, the method comprising, during a flight phase of the aircraft, at least two steps of measuring at least two current values ​​respectively of at least two operating parameters of the aircraft.

[0031] Furthermore, the phrase "at least two measurement steps of at least two current values ​​respectively of at least two aircraft operating parameters" means that each measurement step allows for the measurement of a current value of an aircraft operating parameter.

[0032] According to the invention, such a method is remarkable in that it comprises, for each of the at least two operating parameters, the following steps: generation of a numerical data representative of a current value of this operating parameter, identification of a current interval in which an index is included, this index being chosen from the group comprising the current value, a rate of change with respect to time of the current value and a current value corrected according to the rate of change with respect to time of the current value, the current interval being identified from among at least two index intervals, each interval of said at least two index intervals being associated with a specific display configuration of the numerical data, two distinct configurations associated with two different intervals being different from each other, said distinct configurations being identical respectively for each of said at least two operating parameters,each specific display configuration corresponding to a combination of at least one color of said numeric data, a background color of a display area of ​​said numeric data, and a border color of said display area, and display of the numeric data in at least one symbology page according to said specific display configuration corresponding to the current interval.

[0033] In addition, the index corresponding to the rate of change with respect to time of the current value can be determined from several current values ​​of a parameter measured over a predetermined period.

[0034] Furthermore, the expression "the said distinct configurations being identical respectively for each of the said at least two operating parameters" means that the display of each numerical data point is carried out identically according to each of the display configurations. Thus, the display configurations of the numerical values ​​corresponding to one operating parameter are identical to the display configurations of the numerical values ​​corresponding to another operating parameter.

[0035] Therefore, depending on the display configuration of each digital data point, the pilot can quickly identify the interval within which the index of the relevant operating parameter lies. By appropriately selecting the intervals, the pilot can determine whether the aircraft's operating parameter is approaching a limit before exceeding it. Such a limit can, in fact, be included in a third interval, distinct from a first and second interval, the limit being, for example, a boundary within this third interval. These first, second, and third index intervals thus belong to at least two intervals.

[0036] The aircraft's operating parameters, as already mentioned, can be parameters related to the operation of the engine and the BTP gearbox. The method is applicable for one or more of the following operating parameters: a rotational speed of a gas generator (N1) of an aircraft engine, a first torque (TQ1) related to the engine operation, a second torque (TQ2) related to the operation of a main power transmission gearbox, a temperature (T4) of the engine gases and a rotational speed NR of a rotor equipping the aircraft.

[0037] The driver's workload is then reduced because simply viewing the current display configuration allows the driver to know in which range of values ​​the numerical data lies.

[0038] Therefore, as long as the numerical data is displayed in a first display configuration distinct from a second display configuration, the pilot knows that the current interval within which an index falls does not present a risk of exceeding a limit. The pilot then has no need to read the displayed numerical data.

[0039] Furthermore, using the same display configurations for each of the different operating parameters also reduces the workload of the driver, who does not have to look at the displayed value or compare it with a possible limit to assess a margin between the current value and an associated limit.

[0040] A display area of ​​the same symbology page shown for each numeric data item can, for example, be a rectangular shape within which that numeric data item is inscribed. Advantageously, the shape and size of each display area can be the same for each numeric data item.

[0041] Furthermore, a first interval of indices can thus correspond to an interval without risk of exceeding a limit for each of the parameters.

[0042] A second interval of indices following the first interval may correspond to an interval closer to a limit for each parameter. The risk of exceeding a limit is then higher, and a change in the display configuration of the numerical data informs the pilot of this approach to the limit.

[0043] Optionally, a third interval of indices may correspond to another interval following the second interval. This third interval may then be closer to a limit for one of the parameters when the number of intervals is four or more.

[0044] Alternatively, the at least two intervals are three in number, a third interval may correspond to an interval including a limit for all parameters.

[0045] Furthermore, for the same configuration, the associated interval is specific and different for each parameter.

[0046] The pilot assistance process may also include one or more of the following characteristics.

[0047] Advantageously, the at least two index intervals may comprise a first index interval, a second index interval, a third index interval, a fourth index interval, the first, second, third and fourth intervals being disjoint from each other.

[0048] For each parameter, the first interval of indices can then correspond to the risk level furthest from a limit for the parameter in question. The second and third intervals of indices can then correspond to increasing risk levels approaching this limit, and the fourth interval of indices can correspond to exceeding this limit.

[0049] According to the claimed invention, each specific display configuration corresponds to a combination of at least one color of the digital data, a background color of a display area of ​​the digital data, and a color of an outline of the display area.

[0050] According to a specific example of the possible combinations for the color of the digital data, the background color of the display area, and the border color of the display area: A first predetermined display configuration may feature a white color for the numeric data, a black color for the background of the display area, and a black color for the outline of the display area; a second predetermined display configuration may feature a white color for the numeric data, a black color for the background of the display area, and a white color for the outline of the display area. A third predetermined display configuration may feature a black color for the numeric data, an amber color for the background of the display area and an amber color for the outline of the display area, and a fourth predetermined display configuration may feature a black color for the numeric data, an amber color for the background of the display area and a white color for the outline of the display area.

[0051] Optionally, in addition to these four predetermined display configurations, a fifth predetermined display configuration may feature a white color for the numeric data, a red color for the background of the display area, and a red color for the outline of the display area.

[0052] Furthermore, the display of each numeric data can be done in a column in said at least one symbology page, with at least one numeric data being arranged above another numeric data.

[0053] Consequently, the display areas corresponding to each of the numerical data points are superimposed and can correspond to rectangular cells forming a column. As a result, the outlines of two adjacent display areas may coincide or come into contact with each other.

[0054] According to a first embodiment of the invention, said at least one symbology page may comprise a single page chosen from a group comprising a page "called FND" related to the in-flight navigation of the aircraft and a page "called VMD" related to the operation of the aircraft.

[0055] In other words, each numerical data point can be displayed on a single symbology page on a display such as a screen or helmet visor. Preferably, this symbology page can be the FND page, which stands for Flight Navigation Display. Such an FND page can include information such as heading, altitude, and route to follow, providing all the necessary information for aircraft navigation.

[0056] Alternatively, the symbologies page can be the VMD page, which stands for Vehicle Management Display. Such a VMD page can include information on pressure, temperature, fuel level, electrical charge, etc., providing all the information necessary for the proper operation of the aircraft.

[0057] According to a second embodiment of the invention, said at least one symbology page may include a "so-called FND" page related to the in-flight navigation of the aircraft and a "so-called VMD" page related to the operation of the aircraft.

[0058] In other words, each numerical data point can be displayed in several symbology pages such as the FND page and the VMD page. These pages can then be displayed simultaneously or alternately one after the other on one or more displays.

[0059] Furthermore, according to another example, the aircraft may have at least two engines, the method may include identifying an aircraft operating mode from among at least one convenience mode called "AEO" in which all of said at least two engines are operational, a convenience mode called "OEI" in which one of said at least two engines is inoperative, and a convenience mode called "OEI training" in which a failure of one of said at least two engines is simulated for pilot training purposes.

[0060] In other words, the process may include a step to identify an aircraft operating mode. This identification of an operating mode can be implemented in such a way as to modify the display of each of the digital data points. Such an aircraft operating mode identification step can be implemented at aircraft startup or in flight, for example, at the pilot's request or automatically.

[0061] Advantageously, depending on the identification of the aircraft's operating mode, at least one of the at least two index intervals can be variable.

[0062] In other words, a boundary or boundaries of one of the index intervals may change depending on the aircraft's operating mode for at least one of the parameters.

[0063] Thus in AEO mode, the respective bounds of the index intervals can be lower or higher than the respective bounds of the index intervals corresponding to OEI mode or OEI training mode.

[0064] In practice, in AEO mode, at least one interval among the at least two index intervals can be defined by a first pair of bounds, in OEl mode, this index interval can be defined by a second pair of bounds, and in OEI training mode, this index interval can be defined by a third pair of bounds, at least one of the first, second and third pairs of bounds being distinct from at least one other pair of bounds among said first, second and third pairs of bounds.

[0065] For example, one of the lower or upper terminals of the first pair of terminals may be lower or higher than the lower or upper terminal of the second pair of terminals. This lower or upper terminal of the second pair of terminals may, in turn, be equal to the lower or upper terminal of the third pair of terminals.

[0066] In another example, one of the lower or upper limits of the first pair of limits could be equal to the lower or upper limit of the second pair of limits. This lower or upper limit of the second pair of limits could, in turn, be lower or higher than the lower or upper limit of the third pair of limits.

[0067] In yet another example, one of the lower or upper terminals of the first pair of terminals may be distinct from the lower or upper terminal of the second pair of terminals, which is itself distinct from the lower or upper terminal of the third pair of terminals. This lower or upper terminal of the first pair of terminals is also distinct from the lower or upper terminal of the third pair of terminals.

[0068] According to a particular embodiment, at least one interval among the at least two index intervals can be predetermined for at least one of said at least two parameters.

[0069] In other words, the index interval(s) can be fixed, determined by tests, trials, or simulations, and / or calculated prior to aircraft use. This index interval (or these intervals) can then be stored in memory for use during flight. Advantageously, such memory can be integrated into the aircraft.

[0070] Furthermore, the at least two operating parameters of the aircraft can be chosen from a group comprising a rotational speed of a gas generator (N1) of an aircraft engine, a first torque (TQ1) related to the operation of the engine, a second torque (TQ2) related to the operation of a main power transmission box, a temperature (T4) of the engine gases, and a rotational speed (NR) of a rotor equipping the aircraft.

[0071] Indeed, such aircraft operating parameters make it possible to monitor the most critical and necessary components for piloting an aircraft.

[0072] According to an advantageous example, the method may include a measurement of the speed of movement of the aircraft relative to the air, at least one interval of the at least two index intervals being variable as a function of the measurement of the speed of movement for at least one of said at least two parameters.

[0073] For example, when the measured speed of movement is less than a predetermined threshold value, an interval of indices can be bounded by a first pair of bounds, and when the measured speed of movement is greater than or equal to this predetermined threshold value, this interval of indices can be bounded by a second pair of bounds. Thus, at least one of the two bounds of the first pair can be distinct from the bounds of the second pair. Optionally, both bounds of the first pair can be distinct from both bounds of the second pair.

[0074] Advantageously, the process can include an alert triggered when the current interval changes among at least two index intervals.

[0075] Such an alert can be generated by an alarm that produces an audible, visual, or vibrating signal. For example, a light or LED can illuminate or flash to alert the pilot that the current interval has changed. A written message can also be displayed on the instrument display showing the numerical data.

[0076] A siren or any sound signal can be emitted by a buzzer or a loudspeaker.

[0077] The present invention also relates to an aircraft piloting assistance system, the system comprising at least two sensors measuring at least two current values ​​respectively of at least two aircraft operating parameters.

[0078] According to the invention, this system is remarkable in that it comprises: a computer generating, for each of the at least two operating parameters, a numerical data point representing a current value of an operating parameter, an identification unit configured to identify, for each of the at least two operating parameters, a current interval in which an index is included, the index being chosen from the group containing the current value, a rate of change with respect to time of the current value and a current value corrected according to the rate of change with respect to time of the current value, the current interval being identified from among at least two disjoint index intervals, each interval of said at least two index intervals being associated with a specific display configuration of said numerical data, two distinct configurations associated with two different intervals being different from each other,said distinct configurations being identical respectively for each of said at least two operating parameters, each specific display configuration corresponding to a combination of at least one color of said digital data, a background color of a display area of ​​said digital data, and a border color of said display area, and a display showing the digital data in at least one symbology page according to the specific display configuration. In other words, such a computer allows the calculation or provision of the digital data representing a current value of an operating parameter. Such a computer may include, for example, at least one processor and at least one memory, at least one integrated circuit, at least one programmable system, at least one logic circuit,These examples do not limit the scope given to the expression "computer". The term processor can refer to a central processing unit known by the acronym CPU, a graphics processing unit (GPU), a digital signal processing unit (DSP), a microcontroller... ,

[0079] Furthermore, such a computer can also be connected to several sensors via wired or wireless connections. These sensors can measure the current values ​​of at least two aircraft operating parameters.

[0080] Such sensors can thus be chosen from a group including the rotational speed sensors of the gas generator of an engine equipping the aircraft, the torque sensors related to the operation of the engine and / or the main power transmission box and the temperature sensors of the engine gases.

[0081] The calculator can thus generate the numerical data representing a current value of an operating parameter; the numerical data can take the form of the current value or the form of another value, for example by converting the current value into information representing a percentage of a nominal reference value.

[0082] The display is connected to the computer and receives, via wired or wireless connection, the numerical data corresponding to each parameter. The display then shows this numerical data on at least one page of symbologies. Such a display can be a screen mounted in the cockpit, for example on a dashboard, or a head-up display such as a helmet visor or glasses.

[0083] The identification unit receives the various numerical data, then allows the identification of current intervals in which these numerical data or their rates of change are inscribed, forming an index.

[0084] Such an identification unit may be separate from, or indistinguishable from, the previously described computer, or even integrated into the display. This identification unit may include, for example, at least one processor and at least one memory, at least one integrated circuit, at least one programmable system, at least one logic circuit; these examples do not limit the scope of the term "identification unit." The term "processor" can refer to a central processing unit (CPU), a graphics processing unit (GPU), a digital signal processor (DSP), a microcontroller, and so on.

[0085] The information corresponding to the identification of the current index interval can then be transmitted to the display via wired or wireless means. The display can then adapt the display of each numerical data point in real time according to the identification of the current interval.

[0086] Such a display may optionally include a display configurator, either separate from or integrated with the previously described computer and identification unit. This display configurator may include, for example, at least one processor and at least one memory, at least one integrated circuit, at least one programmable system, at least one logic circuit; these examples do not limit the scope of the term "display configurator." The term "processor" can refer to a central processing unit (CPU), a graphics processing unit (GPU), a digital signal processor (DSP), a microcontroller, etc.

[0087] In practice, such a system may include a speed sensor generating a measurement of the aircraft's speed relative to the air, with at least one of the at least two index intervals being variable as a function of the measurement of the speed of movement for at least one of said at least two parameters.

[0088] In other words, a measurement of a movement speed is transmitted via wired or wireless means to the identification unit to modify at least one of the index intervals.

[0089] Furthermore, the invention also relates to a remarkable aircraft in that it includes the aforementioned pilot assistance system.

[0090] Such an aircraft is thus able to reduce the workload of a pilot and offers an increased level of safety.

[0091] The invention and its advantages will become apparent in more detail in the following description, with illustrative examples given by reference to the attached figures which represent: there figure 1 , a diagram of an aircraft equipped with a flight assistance system according to the invention, the figure 2 , a front view of a display, according to the invention, the figure 3 , a flowchart illustrating a first example of a piloting assistance method conforming to the invention, the figure 4 , a flowchart illustrating a second example of a piloting assistance method according to the invention, the figure 5 , a flowchart illustrating a third example of a piloting assistance method according to the invention, and the figure 6 , a flowchart illustrating a fourth example of a piloting assistance method according to the invention.

[0092] Elements present in several separate figures are assigned a single reference.

[0093] As already mentioned, the invention relates to an aircraft piloting assistance system, an associated aircraft and a piloting assistance method.

[0094] As depicted in the figure 1 , such an aircraft 1 includes at least one engine 13, 14, a main power transmission gearbox 16 allowing the transmission of engine torque generated by the engine(s) 13, 14 to a rotor 15 participating at least in the lift of the aircraft 1. In addition, the aircraft 1 also includes a pilot assistance system 2 aimed at least at reducing the workload of a pilot during a mission.

[0095] This system 2 includes at least two sensors 3, 4 measuring the current values ​​of at least two operating parameters of the aircraft 1. For example, these at least two sensors 3, 4 can be chosen from torque sensors related to the operation of an engine 13, 14 and / or the BTP gearbox 16, gas temperature sensors at the engine(s) 13, 14 and rotor speed sensors 15.

[0096] System 2 also includes a calculator 5 which generates, for each of the at least two operating parameters, a numerical data representative of a current value of an operating parameter.

[0097] The computer 5 can be connected to, for example, three sensors 3, 4 via wired or wireless connections to monitor three operating parameters. Of course, more than three sensors 3, 4 can also be used to monitor more than three operating parameters of an aircraft 1.

[0098] According to this example, the calculator 5 can generate three numerical data points representing the three current values ​​of the operating parameters. Such a calculator 5 can, in particular, convert at least one of the current values ​​into information representing a percentage of a nominal reference value.

[0099] System 2 then includes a display 6 showing each numeric data point in at least one page of symbologies. Such a display 6 is shown in more detail in the figure 2 and presents for example three numerical data 11, 11', 11" representing the current values ​​of three operating parameters.

[0100] Display 6 can be connected to calculator 5 and receives, via wired or wireless connection, the three digital data points 11, 11', 11" corresponding to the three parameters. Display 6 then allows these three digital data points 11, 11', 11" to be displayed on at least one symbology page.

[0101] Such a display 6 may include a screen arranged in the cockpit for example on a dashboard or a so-called "head up" display device such as a helmet visor or glasses lenses.

[0102] Furthermore, system 2 also includes an identification unit 7 to identify a current interval within which an index is contained. Such an index can be formed either directly from the current value or from a rate of change with respect to time of this current value, such a rate of change being determined, for example, from several current values ​​measured over a predetermined period.

[0103] The current interval is then identified from among at least two index intervals that are disjoint from each other, these at least two index intervals possibly being consecutive.

[0104] When two index intervals are consecutive, they then have the same bound which is excluded from one interval and included in the other interval.

[0105] The identification unit 7 can be confused with or distinct from the calculator 5. The identification unit 7 can thus be connected by wired or wireless means to the calculator 5.

[0106] For example, a first interval of indices can be formed by all values ​​less than a threshold value and a second interval of indices can be formed by all values ​​greater than or equal to that same threshold value.

[0107] In addition, these at least two index intervals are advantageously predetermined by tests, trials, simulations or calculations prior to the mission of aircraft 1. These at least two index intervals are then stored in a memory which can, for example, be carried on board aircraft 1. These at least two index intervals can also be calculated in flight possibly based on measurements of physico-chemical parameters related, for example, to the surrounding environment in which aircraft 1 is operating.

[0108] As shown, the display 6 can also include a display configurator 8 allowing modification of the display of each of the digital data 11, 11', 11". The display configurator 8 can thus be connected by wire or wireless means with the identification unit 7.

[0109] Alternatively, this display configurator 8 can be confused with or separated from the calculator 5 and the identification unit 7. The display configurator 8 can thus be connected by wire or wireless means with the identification unit 7 on the one hand and the calculator 5 on the other.

[0110] Such a display configurator 8 can thus display the numeric data 11, 11', 11" according to at least two display configurations corresponding respectively to at least two index intervals. Each display configuration corresponds to a combination of at least one color of the numeric data 11, 11', 11", a background color of a display area 10, 10', 10" for the numeric data 11, 11', 11" and a border color 12, 12', 12" of the display area 10, 10, 10", each combination being different from the other combinations.

[0111] Such at least two display configurations thus include a first predetermined display configuration when the current interval is a first interval, and a second predetermined display configuration when the current interval is a second interval and so on, each predetermined display configuration being distinct from the other predetermined display configuration(s).

[0112] For example, in a first display configuration, the numeric data 11, 11', 11" can be white on a black background and surrounded by a black outline 12, 12', 12" which is then confused with the background of a display area 10, 10', 10".

[0113] In a second display configuration, the numeric data 11, 11', 11" can be white on a black background and surrounded by a white outline 12, 12', 12" which contrasts with the black background of a display area 10, 10', 10".

[0114] This second configuration of displaying the numerical data 11, 11', 11" thus makes it very simple to inform the pilot that the current interval has changed and is the second interval.

[0115] In practice, the system 2 may include a speed sensor 9 generating a measurement of the speed of movement of the aircraft 1 relative to the air, at least one of the at least two index intervals being variable according to the measurement of the speed of movement from this speed sensor 9.

[0116] For example, the different bounds of such a variable index range can be predetermined and stored in memory as a table or array with at least two rows and at least two columns. Each column of the array corresponds to a predetermined speed range, and each row contains the bounds of a predetermined index range associated with that speed range.

[0117] The speed sensor 9 then transmits the measurement of the movement speed via wired or wireless means to the identification unit 7. This identification unit 7 can then modify one or more terminals of one of the index intervals according to this speed measurement.

[0118] System 2 may also include an alerter 17 capable of generating at least one alert. Such an alert may take the form of a visual alarm, for example by means of the emission of light with a light-emitting diode or equivalent or the display on a screen of one or more characters, an audible alarm, by means of a loudspeaker, and / or a haptic alarm, for example by means of a vibrating unit causing a part held or worn by the pilot of the aircraft 1 to vibrate.

[0119] THE figures 3 à 6 represent different examples of processes in which, for the sake of simplification and readability, these processes will be represented to allow monitoring of only two distinct operating parameters.

[0120] As depicted in the figure 3 , the invention also relates to a method 20 for assisting in the piloting of aircraft 1.

[0121] This method 20 thus comprises at least two measurement steps 21, 21' of the current values ​​of at least two distinct operating parameters as described above. These measurement steps 21 and 21' are thus carried out in flight during a mission of the aircraft 1 to assist the pilot in monitoring the safety of his piloting maneuvers.

[0122] Therefore, the process 20 includes, for each of the monitored operating parameters, a generation 22, 22' of a digital data 11, 11' representing the current value of the operating parameter. Each sensor 3, 4 then implements a measurement step 21 and 21' and transmits the current value of the parameter to the computer 5 to perform the generation 22, 22' of a digital data 11, 11'.

[0123] The process 20 then includes an identification 24, 24' of the current interval, with the identification unit 7. Such a current interval is then the interval in which the current value or the rate of change with respect to time of the current value is included, the current interval being identified among at least two index intervals.

[0124] Therefore, as long as the current interval is a first interval, the process 20 includes a display 25, 25' in at least one page of symbologies of the numeric data 11, 11' according to the first predetermined display configuration.

[0125] However, when the current interval is identified as a second interval, the method 20 includes a display 26, 26' of the numeric data 11, 11' according to the second predetermined display configuration.

[0126] Furthermore, the process 20 may include an alert 33, 33' triggered when the current interval transitions from the first interval to the second interval. Such an alert 33, 33' may be implemented by the alerter 17 of system 2 or by any other independent alerter.

[0127] Furthermore, the current interval can also be identified, for example, among four index intervals comprising a first index interval, a second index interval, a third index interval and a fourth index interval, these first, second, third and fourth intervals being disjoint from each other.

[0128] As depicted in the figure 4 , the process 30 can thus include, when the current interval is the third interval, a display 27, 27' of the digital data 11, 11' according to a third predetermined display configuration, when the current interval is the fourth interval, a display 28, 28' of the digital data 11, 11' according to a fourth predetermined display configuration and, possibly when the current interval is a fifth interval, a display 29, 29' of the digital data 11, 11' according to a fifth predetermined display configuration.

[0129] Moreover, the first, second, third, fourth and fifth predetermined display configurations are then distinct from each other and also correspond to distinct combinations of at least the color of the numeric data 11, 11', the background color of the display area 10, 10' and the outline color 12, 12' of the display area 10, 10'.

[0130] The use of four or five distinct display configurations makes it possible to define several alerts corresponding to several distinct limits or one alert and several pre-alerts operated according to the identification 24, 24' of the current interval.

[0131] For example, the display 27, 27' of the numerical data 11, 11' according to the third predetermined display configuration may correspond to a first pre-alert indicating a first level of risk of exceeding a limit. The display 28, 28' of the numerical data 11, 11' according to the fourth predetermined display configuration may correspond to a second pre-alert indicating a second level of risk higher than the first level of risk, or to an alert indicating that the limit has been exceeded.

[0132] When implemented, the display 29, 29' of the numeric data 11, 11' according to the fifth predetermined display configuration may correspond to an alert corresponding to exceeding the limit.

[0133] Alternatively, the display 27, 27' of the digital data 11, 11' according to the third predetermined display configuration may correspond to a pre-alert indicating that the index is approaching a first limit. The display 28, 28' of the digital data 11, 11' according to the fourth predetermined display configuration may correspond to a first alert indicating that this first limit, relating to a specific engine speed, is exceeded, for example. The display 29, 29' of the digital data 11, 11' according to the fifth predetermined display configuration may correspond to a second alert indicating that a second limit, relating to a second engine speed, is exceeded, for example.

[0134] The first and second engine speeds can, for example, correspond to a speed conveniently referred to as "PMC" (Maximum Continuous Power) and a speed conveniently referred to as "PMD" (Maximum Takeoff Power). Thus, the first limit can refer to the PMC speed and may be lower than the second limit, which refers to the PMD speed.

[0135] As depicted in the figure 2 , these displays 25, 26, 27, 28, 29, 25', 26', 27', 28', 29' of each numeric data 11, 11' are carried out for example in a column in the symbology page(s), at least one first numeric data 11 being arranged above a second numeric data 11'.

[0136] This symbologies page is advantageously a so-called "FND" page related to the in-flight navigation of aircraft 1 and / or a so-called "VMD" page related to the operation of aircraft 1.

[0137] In addition, the display 6 can display each digital data 11, 11' in the so-called "FND" page related to the flight navigation of aircraft 1, possibly in the immediate vicinity of a first limiting instrument 18.

[0138] As depicted in the figure 5 , when aircraft 1 is equipped with at least two engines 13, 14, the method 40 may include an identification 41 of an operating mode of aircraft 1 from among at least one mode called "AEO" in which all engines 13, 14 are operational, a mode called "OEl" in which one of the engines 13, 14 is in failure and a mode called "OEI training" in which a failure of one of the engines 13, 14 is simulated for pilot training purposes.

[0139] Therefore, depending on this identification 41 of the operating mode of aircraft 1, at least one of the at least two index intervals can be modified, or even all of the index intervals can be modified.

[0140] Each index range corresponding to the different AEO, OEI, or OEI training operating modes of aircraft 1 can be predetermined and stored in memory. Therefore, the identification step 24, 24' of the current range in which an index is included can access this memory and select, for each identified operating mode, the at least two index ranges necessary to identify the current range.

[0141] For example, the different index ranges can be predetermined and stored in memory as a table or array with at least two rows and at least two columns. Each column of the array corresponds to an operating mode, and each row corresponds to a predetermined index range.

[0142] For example, in this case, in AEO mode, at least one of the two index intervals can be defined by a first pair of bounds; in OEI mode, this index interval can be defined by a second pair of bounds; and in OEI training mode, this index interval can be defined by a third pair of bounds. Thus, one or more of the first, second, and third pairs of bounds is or are distinct from at least one other pair of bounds among the first, second, and third pairs of bounds.

[0143] Furthermore, as described in the figure 6 , the method 50 may also include a measurement 51 of the speed of movement of the aircraft 1 relative to the air operated for example by means of one or more Pitot probes.

[0144] In this case, at least one of the at least two index intervals may be modified, or even all of the index intervals, may be modified, depending on the measurement of the speed of movement of aircraft 1.

[0145] Each index interval corresponding to a speed of movement of aircraft 1 can be predetermined and stored in memory. Therefore, the identification step 24, 24' of the current interval in which an index is included can use this memory and select, for each measurement of a speed of movement, the at least two index intervals that allow the current interval to be identified.

[0146] The speed sensor 9 described above can thus perform this measurement 51 of a speed of movement of the aircraft 1.

[0147] For example, below a speed of 40 knots, one knot being equal to 1.852 kilometers per hour, the first index range can be between 0% and 85%, while above 40 knots this first index range is between 0% and 82%. This percentage can also correspond to a torque value related to the operation of an engine 13, 14 and / or a BTP gearbox for main power transmission 16, expressed in comparison to a nominal reference value corresponding to an index of 100%.

[0148] Naturally, the present invention is subject to numerous variations in its implementation. Although several embodiments have been described, it is understood that it is not conceivable to exhaustively identify all possible embodiments.

Claims

1. Method (20, 30, 40, 50) for assisting with the piloting of an aircraft (1), said method (20, 30, 40, 50) having, during a flight phase of said aircraft (1), at least two steps (21, 21') of measuring at least two current values respectively of at least two operating parameters of said aircraft (1), said method (20, 30, 40, 50) having, for each of said at least two operating parameters, the following steps: • generating (22, 22') a numerical datum (11, 11') representative of a current value of this operating parameter, • identifying (24, 24') from a current interval in which an index is comprised, said index being chosen from among the group having said current value, a variation speed with respect to the time of said current value and a corrected current value according to said variation speed with respect to the time of said current value, said current interval being identified from among at least two disconnected index intervals, each interval of said at least two index intervals being associated with a specific display configuration of said numerical datum (11, 11'), two distinct configurations associated with two different intervals being different from one another, said distinct configurations being identical respectively for each of said at least two operating parameters, each specific display configuration corresponding to a combination of at least one colour of said numerical datum (11, 11'), a background colour of a display zone (10, 10') of said numerical datum (11, 11') and a colour of a contour (12, 12') of said display zone (10, 10'), and • displaying (25-29, 25'-29') said numerical datum (11, 11') in at least one page of symbols according to said specific display configuration corresponding to said current interval.

2. Method according to claim 1, characterised in that said at least two index intervals have a first index interval, a second index interval, a third index interval and a fourth index interval, said first, second, third and fourth being disconnected from one another.

3. Method according to any one of claims 1 to 2, characterised in that said displaying (25-29, 25'-29') of each numerical datum (11, 11') is done in a column in said at least one page of symbols, at least one numerical datum (11) being arranged above another numerical datum (11').

4. Method according to any one of claims 1 to 3, characterised in that said at least one page of symbols has one single page chosen from among a group having a so-called "FND" page linked to navigation in flight of said aircraft (1), and a so-called "VMD" page linked to the operation of said aircraft (1).

5. Method according to any one of claims 1 to 3, characterised in that said at least one page of symbols has a so-called "FND" page linked to navigation in flight of said aircraft (1), and a so-called "VMD" page linked to the operation of said aircraft (1).

6. Method according to any one of claims 1 to 5, characterised in that, said aircraft (1) having at least two engines (13, 14), said method (40) has an identification (41) of an operating mode of said aircraft (1) from among at least one so-called "AEO" mode, in which all said at least two engines (13, 14) are operational, a so-called "OEI" mode, in which one of said at least two engines (13, 14) is broken down and a so-called "OEI training" mode, in which a breakdown of one of said at least two engines (13, 14) is simulated for piloting training purposes.

7. Method according to claim 6, characterised in that, according to said identification (41) of said operating mode of said aircraft (1), the at least one of said at least two index intervals is variable, for at least one of said at least two parameters.

8. Method according to claim 7, characterised in that, in said "AEO" mode, at least one interval from among said at least two index intervals is defined by a first pair of terminals, in said "OEI" mode, said at least one interval is defined by a second pair of terminals and in said "OEI training" mode, said at least one interval is defined by a third pair of terminals, the at least one of said first, second and third pairs of terminals being distinct from at least one other pair of terminals from among said first, second and third pairs of terminals.

9. Method according to any one of claims 1 to 8, characterised in that at least one interval from among said at least two index intervals is predetermined for at least one of said at least two parameters.

10. Method according to any one of claims 1 to 9, characterised in that said at least two operating parameters of said aircraft (1) are chosen from among a group having a rotation speed of a gas generator (N1) of an engine (13, 14) of said aircraft (1), a first torque (TQ1) linked to the operation of said engine (13, 14), a second torque (TQ2) linked to the operation of a main power transmission box, a temperature (T4) of the gases of said engine (13, 14) and a rotation speed (NR) of a rotor equipping said aircraft.

11. Method according to any one of claims 1 to 10, characterised in that said method (50) has a measurement (51) of a movement speed of said aircraft (1) with respect to the air, at least one interval of said at least two index intervals being variable according to said measurement of said movement speed.

12. Method according to any one of claims 1 to 11, characterised in that said method (20) has an alert (33, 33') triggered when said current interval changes from among said at least two index intervals.

13. System (2) for assisting with the piloting of an aircraft (1), said system (2) having at least two sensors (3, 4) for measuring at least two current values respectively of at least two operating parameters of said aircraft (1), said system (2) having : • a computer (5) generating, for each of said at least two operating parameters, a numerical datum (11, 11') representative of a current value of an operating parameter, • an identification unit (7) configured to identify, for each of said at least two operating parameters, a current interval in which an index is comprised, said index being chosen from among the group having said current value, a variation speed with respect to the time of said current value and a corrected current value according to said variation speed with respect to the time of said current value, said current interval being identified from among at least two disconnected index intervals, each interval of said at least two index intervals being associated with a specific display configuration of said numerical datum (11, 11'), two distinct configurations associated with two different intervals being different from one another, said distinct configurations being identical respectively for each of said at least two operating parameters, each specific display configuration corresponding to a combination of at least one colour of said numerical datum (11, 11'), a background colour of a display zone (10, 10') of said numerical datum (11, 11') and a colour of a contour (12, 12') of said display zone (10, 10') and, • a display unit (6) displaying said numerical datum (11, 11') in at least one page of symbols according to said specific display configuration.

14. System for assisting with piloting according to claim 13, characterised in that said system (2) has a speed sensor (9) generating a measurement of a movement speed of said aircraft (1) with respect to the air, at least one interval of said at least two index intervals being variable according to said measurement of said movement speed.

15. Aircraft (1), characterised in that said aircraft (1) has a system (2) for assisting with piloting, according to any one of claims 13 to 14.