Aircraft having a pivoting landing gear equipped with a pivot locking system and a monitoring system.

Abstract

The present invention relates to an aircraft having a landing gear (10) equipped with a base (11) and a pivoting assembly (12), said landing gear (10) having a pivoting locking system (20) comprising a movable locking finger (25) and a passage (22) formed in a base (21). A monitoring system (50) is configured to determine the presence of a risk of sudden yaw of the aircraft in the event of takeoff or unlocking of the landing gear (10) when the locking finger (25) is in the ground-locked mode, the monitoring system (50) being configured to transmit a risk signal to a processing system (60) following a determination of the presence of said risk of sudden yaw. (Shortcut figure: Figure 3)

Description

Title of the invention: Aircraft having a pivoting landing gear equipped with a pivoting locking system and a monitoring system.

[0001] The present invention relates to an aircraft having a pivoting landing gear equipped with a pivot locking system and a monitoring system.

[0002] The landing gear of an aircraft, and for example of a rotorcraft or even a helicopter, may include at least one pivoting landing gear. Such a pivoting landing gear may include an assembly carrying at least one ground contact element, and capable of pivoting 360 degrees around a pivot axis to facilitate the aircraft's movement on the ground. The term "ground" hereafter refers to any surface on which an aircraft can land, such as a land surface, the roof of a building, the deck of a ship, etc.

[0003] For example, a tricycle rotorcraft may comprise two main landing gear and one auxiliary landing gear, each comprising at least one wheel. The two main landing gears are not pivotable. In contrast, the auxiliary landing gear is pivotable to ensure the aircraft's maneuverability on the ground. The wheel(s) of the auxiliary landing gear are, on the ground, free to pivot about a pivot axis that is distinct from the axis(es) of rotation of the wheels. On a helicopter equipped with a yaw control system, and for example with a tail rotor, a turn can be initiated on the ground by controlling the thrust exerted by this yaw control system. The yaw control system generates a moment on an aircraft cell supported by the landing gears; this moment automatically pivots the auxiliary landing gear to orient the aircraft in the required direction.

[0004] Such a pivoting landing gear is nevertheless usually equipped with a pivot locking system. The pivot locking system locks the pivoting landing gear, on command, in a predetermined position, generating a straight-line movement of the aircraft. The wheel(s) of the pivoting landing gear are then substantially aligned with the longitudinal axis of the aircraft.

[0005] A known pivot locking system includes a locking pin that can penetrate a bore in a base integral with the pivoting assembly of a pivoting lander. Furthermore, the pivot locking system includes a flexible connecting rod connected to the locking pin and linked to a handle, notably by a ball bearing. To place the pivot locking system in an unlocked position, the handle is operated by an operator to position the locking pin outside the bore. The pivoting assembly is then free to pivot around a pivot axis. To lock the pivoting lander, the handle is operated by an operator to position the locking finger in the bore.

[0006] Such a pivoting locking system is effective. However, when the pivoting landing gear is locked, the pilot may inadvertently apply excessive yaw control. The aircraft then remains stable on the ground due to the forces at the wheel / ground contact points. Nevertheless, if the crew unlocks the pivoting landing gear, this equilibrium is disrupted, which can lead to a sudden yaw movement of the aircraft. Similarly, if the aircraft takes off under these conditions, this equilibrium is also disrupted, and without prompt reaction from the pilot, the aircraft will begin to rotate about the yaw axis.

[0007] Documents US3375999, EP 662906 B1 and CN104210654 A are known.

[0008] The present invention then aims to provide an aircraft having an innovative landing gear to limit the risks of sudden destabilization.

[0009] The invention thus relates to an aircraft equipped with a pivoting landing gear having a base and a pivoting assembly carrying a contact member which is configured to be in contact with the ground, said pivoting assembly being mobile in rotation about a pivot axis relative to the base, said pivoting landing gear having a pivoting locking system comprising a movable locking finger and a passage provided in a base, the locking finger being outside said passage in an unlocked mode to allow the pivoting assembly free to pivot relative to the base, the locking finger being placed in a locked mode in said passage to restrict said pivoting, the locking finger being carried by the base and the base belonging to the pivoting assembly.

[0010] The aircraft includes a monitoring system configured to determine the presence of a risk of sudden yaw of the aircraft in the event of a takeoff or unlocking of the pivoting landing gear when the locking finger is in the ground-locked mode, the monitoring system being configured to send a risk signal to a processing system following a determination of the presence of said risk of sudden yaw.

[0011] The term “signal” refers, for example, to an analog or digital, electrical or optical signal carrying data.

[0012] Thus, when the pivot locking system is in the locked mode, the monitoring system determines whether the aircraft presents a risk of destabilization in the event of unlocking the pivot landing gear or takeoff, and accordingly commands an aircraft system to limit the risk of such destabilization. The pilot may optionally act on the aircraft's flight controls to reduce the yaw moment exerted on the aircraft. Consequently, The pilot's maneuver allows the aircraft to eliminate the risk of sudden yaw. The pilot can then choose to unlock the landing gear and / or take off safely.

[0013] Thus, the monitoring system can help limit the risks of aircraft destabilization due to pilot error in the presence of a locked pivoting landing gear.

[0014] The lander may also include one or more of the following features, taken alone or in combination.

[0015] According to one possibility, the processing system may include an alarm generator that generates an alarm following receipt of the risk signal.

[0016] The alarm generator makes it possible to warn a crew of the presence of a risk of sudden yaw.

[0017] According to a possibility compatible with the preceding ones, the processing system may include an inhibitor maintaining the locking finger in the locked mode following reception of the risk signal.

[0018] The inhibitor is then automatically activated to immobilize the locking finger in the locked position. This prevents a pilot from accidentally unlocking the pivoting landing gear when there is a risk of destabilization. However, a pilot can reduce the yaw moment exerted on the aircraft. When the pilot's maneuver eliminates the risk of the aircraft entering a sudden yaw motion, the risk signal is no longer emitted and the inhibitor is deactivated. The pilot can then unlock the pivoting landing gear safely.

[0019] Optionally, said inhibitor may include a locking actuator that maintains the locking finger in the locked mode either by shape interference with the locking finger or with a control driving a movement of the locking finger, or by inhibiting such a control.

[0020] According to an alternative, the locking finger can be made movable by an electric actuator. The inhibitor can then include a component that inhibits this electric actuator, either by means of electronic logic implemented in the electric actuator or by cutting off the power supply to this electric actuator, for example.

[0021] According to an alternative, the locking finger can be made movable by a mechanical system. In this case, a dedicated actuator can be used to brake or immobilize the locking finger or this mechanical system.

[0022] According to a possibility compatible with the preceding ones, the monitoring system can be configured to determine the presence of said risk of movement sudden yaw occurs when a value relating to a force in the locking system is greater than a limit.

[0023] Indeed, if the aircraft is subjected to a significant yaw moment likely to generate a risk of sudden yaw, then the locking system is subjected to a significant stress. A shear force exerted by the base on the locking pin, or a force exerted by the locking pin on a guiding bearing, for example, tends to increase until it exceeds a limit. This limit can be established by analysis following trials, tests, and / or simulations. The limit can, for example, be determined from the angular acceleration that the aircraft would experience during takeoff or landing gear unlocking. The limit can also be established based on dedicated tests designed to estimate a pilot's ability to avoid a loss of stability in the event of a sudden yaw rotation of the aircraft and in the presence of different locking pin load levels.The limit can also be assessed from a yaw control applied to counteract the effects of the loss of stability.

[0024] If the monitoring system determines that a value varying jointly with such force exerted by or on the locking finger is greater than the limit, the monitoring system infers that the aircraft presents a risk of destabilization, and commands the processing system accordingly.

[0025] According to a possibility compatible with the preceding ones, the monitoring system may include at least one sensor for measuring said value and a controller, the sensor emitting to the controller a measurement signal carrying said value, said controller being configured to determine if the value is above the limit and generate said risk signal accordingly.

[0026] Therefore, the monitoring system includes at least one sensor and a controller that compares the measured value to the limit to determine whether the risk signal should be issued. A crew is thus informed of the presence of a risk of destabilization if the pivoting landing gear is unlocked or if the aircraft takes off.

[0027] Optionally, a preventive alert is issued if said value is between a predetermined threshold and said limit.

[0028] According to one possibility, said sensor may include at least one strain gauge arranged on the locking finger and measuring said value, said force being a shear force exerted on the locking finger, more precisely by the base.

[0029] Said value relating to said effort can be determined in a conventional manner using one or more strain gauges.

[0030] According to another possibility, the sensor may include an instrumented bearing guiding said locking finger and measuring said value, said force being a force exerted by said locking finger on the instrumented bearing.

[0031] In this case, the bearing may include at least one strain gauge to measure in a conventional manner the value relating to the force exerted by the locking finger on the instrumented bearing, this force being in fact an image of the yaw moment exerted on the aircraft.

[0032] According to another possibility, said monitoring system may include at least two alarm microswitches arranged on either side of the monitoring finger, for example in a plane perpendicular to the pivot axis, an alarm microswitch being activated when said value is greater than the limit in the presence of a pivoting of the pivoting assembly relative to the base in one direction, each activated alarm microswitch emitting an alarm signal, the alarm signal representing the risk signal transmitted to the processing system or being transmitted to a controller which accordingly emits the risk signal.

[0033] The monitoring system may have two alarm microswitches to take into account the possible pivoting of the pivoting assembly in two opposite directions.

[0034] Optionally, the system may include two alert microswitches to generate a preventive alert before the alarm signal is emitted.

[0035] According to another possibility, said monitoring system may include a position sensor measuring a current position of a yaw control of the aircraft and a speed sensor measuring a current rotational speed of a lift rotor of the aircraft, said monitoring system including a controller in communication with the position sensor and the speed sensor, the controller being configured to emit the hazard signal based at least on said current position and current rotational speed.

[0036] Indeed, on a rotorcraft and, for example, a helicopter, the risk of loss of aircraft control during ground unlocking of the pivoting landing gear or during takeoff can be identified based at least on the yaw control position, taken, for example, at the level of a rudder pedal, as well as on the rotational speed of the lift rotor. The current yaw control position can be measured in the usual way, and, for example, expressed as a deflection angle. Similarly, the current rotational speed can be measured in the usual way, and, for example, expressed as a percentage of a nominal rotational speed.

[0037] For example, said controller may be configured to estimate a current yaw moment as a function of said current position and current rotational speed or as a function of said current position and current rotational speed as well as a position of a collective blade pitch control element of said lift rotor measured with a complementary sensor, and to generate said risk signal if the current yaw moment is greater than a limit moment.

[0038] For example, the controller stores a law giving the current yaw moment as a function of the current position and the current rotational speed, and possibly also of the position of the control device for the collective pitch of the blades of the lift rotor. Such a device may take the form of a conventional collective pitch lever, for example. The term "law" here and subsequently refers to a mathematical law, a table of values, a neural network, or other such device. The law may be established by trials, calculations, and / or simulations, for example.

[0039] According to another example, said controller is configured to determine a current yaw moment solely as a function of said current position or as a function of said current position and a position of a collective blade pitch control element of said lift rotor measured with a complementary sensor, the controller being configured to generate said risk signal if the current yaw moment is greater than a limit moment and if jointly the current rotational speed is greater than a predetermined speed threshold.

[0040] In this simplified variant, the controller takes into account the position of the yaw control, or even the position of the control element of the collective pitch of the blades of said lift rotor, to evaluate the current yaw moment, but only activates from a rotor rotation speed threshold.

[0041] According to a possibility compatible with the preceding ones, said aircraft may comprise an auxiliary landing gear and two main landing gears, said pivotable landing gear forming said auxiliary landing gear.

[0042] The invention also relates to a method for monitoring an aircraft comprising a pivoting landing gear equipped with a base and a pivoting assembly carrying a contact member configured to be in contact with the ground, said pivoting assembly being rotationally mobile about a pivot axis relative to the base, said pivoting landing gear having a pivot locking system comprising a movable locking pin and a passage formed in a socket, the locking pin being outside said passage in an unlocked position to allow the pivoting assembly to pivot freely relative to the base, the locking pin being placed in a locked position within said passage to restrict said pivoting, the locking pin being carried by the base and the socket belonging to the pivoting assembly. This method notably comprises:

[0043] - determination, using a monitoring system, of the presence of a risk of sudden yaw movement of the aircraft during takeoff or unlocking of the swiveling landing gear when the locking finger is in the ground-locked mode,

[0044] - following the determination with the monitoring system of the presence of said risk of sudden yaw of the aircraft, transmission of a risk signal to a processing system.

[0045] The process may also include the steps described above.

[0046] The invention and its advantages will become apparent in more detail in the following description, with illustrative examples given by reference to the accompanying figures, which represent:

[0047] [Fig. 1], a diagram illustrating a rotorcraft according to the invention,

[0048] [Fig.2], a diagram illustrating the rotorcraft of [Fig.1] in top view,

[0049] [Fig. 3], a diagram detailing an example of a pivoting lander according to the invention having a locking system in locked mode,

[0050] [Fig. 4], a diagram detailing an example of a monitoring system according to the invention,

[0051] [Fig. 5], a diagram detailing an example of a monitoring system according to the invention,

[0052] [Fig. 6], a diagram detailing an example of a monitoring system according to the invention,

[0053] [Fig. 7], a diagram detailing an example of a monitoring system according to the invention,

[0054] [Fig. 8], a diagram detailing an example of a monitoring system according to the invention, and

[0055] the [Fig.9], a diagram detailing an example of a monitoring system according to the invention.

[0056] Elements present in several separate figures are assigned one and the same reference.

[0057] Figure 1 shows an aircraft 1 according to the invention. This aircraft 1 comprises a fuselage 2 optionally carrying at least one lift rotor 4, namely a rotor contributing at least to the lift of the aircraft 1 and possibly also to its propulsion. In this case, the aircraft 1 illustrated is a helicopter having a lift rotor 4 and a yaw control system that may include a tail rotor 5. Other yaw control systems are conceivable, such as, for example, the system known under the trademark NOTAR. The collective pitch of the blades of the lift rotor 4 can be controlled by a control device 91 illustrated in Figure 9. The thrust generated by the yaw control system can be controlled by a yaw control 97 illustrated in Figure 9, such as a rudder pedal, for example.In addition, the cell 2 rests on a landing gear 6 comprising at least one landing gear, namely two main landing gears 7 and one auxiliary landing gear 8 as in the example. Regardless of the nature of aircraft 1, this aircraft 1 includes in particular at least one pivotable landing gear 10, namely the auxiliary landing gear 8 according to the example.

[0058] With reference to [Fig.2], when the yaw control system exerts a lateral thrust Fl, then the pivoting landing gear 10 rotates on the ground around a pivot axis AXP to change the orientation of the aircraft 1. The landing gear 10 therefore includes a pivot locking system to keep, under certain conditions, the pivoting landing gear 10 substantially aligned with the forward movement axis of the aircraft 1.

[0059] Figure 3 illustrates an example of an embodiment of a pivoting lander 10 according to the invention. In all embodiments, the lander 10 is provided with a base 11, connected to the cell 2, and a pivoting assembly 12 capable of pivoting about a pivot axis AXP relative to the base 11. The pivoting assembly 12 carries at least one contact member 15 which is configured to be in contact with the ground 100. For example, a contact member 15 comprises a wheel 150 that is rotatable relative to the pivoting assembly 12 about a wheel axis AXROT.

[0060] Figure 3 illustrates an example of a base 11 and a pivoting assembly 12, but other embodiments of the base 11 and pivoting assembly 12 are conceivable. In particular, the base 11 can be fixed or retractable without departing from the scope of the invention. According to the illustrated example, the pivoting assembly 12 can comprise a cylinder 13 that is movable for rotation about the pivot axis AXP relative to the base 11. Furthermore, the pivoting assembly 12 includes a damper 14 carried by the cylinder 13 and housed at least partially within this cylinder 13. In addition, a compass 16 is articulated to the cylinder 13 and to the damper 14. At least one contact member 15 can be carried by the compass 16 or the damper 14, for example.

[0061] Regardless of how the swivel assembly 12 and the base 11 are implemented, the lander 10 includes a swivel locking system 20 configured to: i) immobilize the swivel assembly 12 relative to the base 11 during a locked MODV mode, within operating clearances, and to ii) allow without limitation a swivel of the swivel assembly 12 around the pivot axis AXP relative to the base 11 during an unlocked MODDV mode.

[0062] The pivot locking system 20 comprises a locking pin 25 that is movable relative to a passage 22 formed in a base 21 to require the application of the MODV locked mode. The locking pin 25 is carried by the base 11, and the base 21 belongs to the pivoting assembly 12. For example, the base 21 forms a single piece with the cylinder 13 according to [Fig. 3]. Therefore, the locking pin 25 is outside the passage 22 in the MODDV unlocked mode to allow the pivoting assembly 12 to pivot freely relative to the base 11. Conversely, the locking pin 25 is positioned in a MODV locked mode in Passage 22 to restrict said pivoting. According to another aspect, the locking finger 25 may include a fusible zone 270 for safety.

[0063] To control the movement of the locking finger 25, the locking system 20 may include a control 30. The control 30 may include a human-machine interface 31 operable by an operator to control a movement system. This movement system may include at least one moving cable in translation or, for example, a ball control 33, at least one linkage 34, a flexible connecting rod 35, an actuator 37, or other components.

[0064] According to [Fig.3], the displacement system comprises a cable 33 connected to a handle 31, sliding in a sheath 32 and connected by a lever 36 to an elastic connecting rod 35 connected to the locking finger 25.

[0065] Alternatively and according to the examples illustrated in figures 4 to 8, the movement system includes a human-machine interface 31 in wired or wireless communication with an electric actuator 37 capable of moving the locking finger 25 in translation or rotation.

[0066] Regardless of how the locking finger 25 is moved and with reference to [Fig.3], the aircraft 1 includes a monitoring system 50 and a processing system 60. The monitoring system 50 is configured to determine the presence of a risk of sudden yaw of the aircraft 1 in the event of a takeoff or unlocking of the pivoting landing gear 10 when the locking finger 25 is in the locked MODV mode on the ground, and to send a risk signal to the processing system 60 following the determination of the presence of a risk of sudden yaw.

[0067] Thus, the process according to the invention comprises the following steps:

[0068] - determination, during an STP2 step and with the monitoring system 50, of the presence of a risk of sudden yaw of aircraft 1 in the event of takeoff or unlocking of the pivoting landing gear 10 when the locking finger 25 is in the MODV locked mode,

[0069] - and if so, transmission, during an STP3 step and with the system of monitoring 50, of a risk signal to a processing system 60.

[0070] The processing system 60 may include an alarm generator 61 connected by a wired or wireless link to the monitoring system 50. The alarm generator 61 has, in particular, the function of generating an alarm upon receipt of the risk signal. Each alarm 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 device held or worn by an individual to vibrate.

[0071] Complementarily or alternatively, the processing system 60 may include an inhibitor 70 connected by a wired or wireless link to the monitoring system 50. The inhibitor 70 functions to block the locking finger 25 in the MODV locked mode upon request. For example, the inhibitor 70 includes a locking actuator 71 capable of holding the locking finger 25 in the MODV locked mode upon command. In the presence of a mechanical movement system, such a locking actuator 71 may, for example, brake or block the locking finger 25 or a control element 30 that moves this locking finger 25 by means of form interference.In the presence of a locking finger 25 controlled by a locking actuator, the immobilizer actuator 71 can inhibit this locking actuator, for example by having a relay electrically cutting off a power supply line in the context of an electrical locking actuator or by closing a valve supplying a hydraulic locking actuator.

[0072] According to another aspect, the aircraft 1 may include a warning generator 62 in wired or wireless communication with the monitoring system 50. The monitoring system 50 is then configured to generate and transmit a warning signal to the warning generator 62 before the risk signal is issued. The warning generator 62 then issues a warning accordingly. Each warning may take the form of a visual warning, for example, by emitting light with a light-emitting diode or equivalent, or by displaying one or more characters on a screen; an audible warning, via a loudspeaker; and / or a haptic warning, for example, using a vibrating unit that vibrates an organ held or worn by an individual. The warning generator 62 and the alarm generator 31 may be a single piece of equipment, possibly capable of performing other functions.

[0073] To generate the risk signal, or even the warning signal, as shown in Figures 3 to 8, the monitoring system 50 is configured to evaluate, during an STP1 step, a value relating to a force in the locking system 20 against a limit. Thus, the monitoring system 50 is configured to determine the presence of the risk of sudden yaw movement when this value exceeds a limit, and optionally to generate an alert if this value is between a threshold and this limit.

[0074] Thus, according to the examples in Figures 3 to 7, the monitoring system 50 may include at least one sensor 40 for measuring said value and a controller 55. The sensor 40 transmits a measurement signal carrying said value to the controller 55, the controller 55 determining whether the value is above the limit and generating as a consequence of the said risk signal, or even to determine if the value is between the threshold and this limit and then generate the alert signal.

[0075] The term "sensor" here refers to a physical sensor capable of directly measuring the parameter in question, but also to a system that may include one or more physical sensors as well as signal processing means for providing an estimate of the parameter based on the measurements provided by this or these physical sensors. Similarly, the term "measurement" of this parameter will refer both to a raw measurement from a physical sensor and to a measurement obtained through more or less complex signal processing from raw measurements.

[0076] Furthermore, the controller 55 includes a processing unit. The term "processing unit" in this description refers to a component that 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 not limiting the scope given to the term "processing unit." The term "processor" may refer to a central processing unit known by the acronym CPU, a graphics processing unit (GPU), a digital signal processing unit (DSP), a microcontroller, etc.

[0077] Thus, according to the example in [Fig. 3], the monitoring system 50 can include a sensor 40 equipped with at least one strain gauge 41 arranged on the locking pin 25. In the illustrated case, the locking pin 25 is inserted into the passage 22 along an axis AXT substantially parallel to the pivot axis AXP. Therefore, a strain gauge 41 can be placed on one or more sides of the locking pin 25. Each strain gauge 41 then communicates with the controller 55, which is configured to send a risk signal to the processing system 60, indicating a risk of loss of stability when the measured value VM measured with the sensor 40 exceeds a stored limit LIM.

[0078] Regardless of the nature of the sensor, [Fig. 3] illustrates the possibility of having an inhibitor 70 equipped with an electric or other immobilizing actuator 71 that moves a locking finger 73 capable of blocking the locking finger 25 by shape interference in the locked position. For example, the immobilizing finger 73 is in contact with a shoulder of the locking finger 25 when the inhibitor 70 is active to prevent the locking finger 25 from being withdrawn from the passage 22.

[0079] Figure 4 illustrates a sensor 40 and an inhibitor 70 of the same type as in Figure 3. However, Figure 4 illustrates the possibility of inserting the locking finger 25 radially into the passage 22, with respect to the pivot axis AXP, unlike Figure 3. In this case, the strain gauge 41 can be placed on the top or bottom of the locking finger 25 to measure a value representing the force the shear force absorbed by the locking finger 25. Figure 4 also illustrates a control 30 equipped with an interface 31 driving an electric actuator 37 to move the locking finger 25.

[0080] According to the example in [Fig.5], an inhibitor 70 is provided with a locking actuator 71 inhibiting an electric actuator 37 for locking the control 30. According to the illustrated example, the locking actuator 71 electrically isolates the electric actuator 37 from the power supply 370 that supplies it electrically.

[0081] According to the example in [Fig.6], the sensor 40 can include an instrumented bearing 42 guiding the locking finger 25, the instrumented bearing 42 including at least one strain gauge 41 measuring an image value of the force exerted by the locking finger 25 on this instrumented bearing 42. Whatever the nature of the sensor, [Fig.6] illustrates the possibility of having an inhibitor 70 equipped with a locking actuator 71 inhibiting an electric actuator 37 of the control.

[0082] Fig. 7 illustrates an equivalent variant with a locking finger 25 which is inserted radially into the passage of the support 21 with respect to the pivot axis AXP, unlike Fig. 6.

[0083] According to the example in [Fig. 8], the sensor 40 may include two alarm microswitches 43 arranged on either side of the locking finger 25, and in a plane perpendicular to the pivot axis AXP in the example shown. Optionally, the locking system 50 may also include two warning microswitches 90 arranged on either side of the locking finger 25 to generate an alert. The alarm microswitches 43 may communicate with a controller 55 that drives the processing system 60, or may transmit signals directly to the processing system 60. Similarly, the warning microswitches 90 may communicate with the controller 55, or transmit signals directly to the alert generator 62.

[0084] According to another alternative described in [Fig.9], the monitoring system 50 includes a position sensor 95 measuring a current position of a yaw control 97 of the aircraft 1 and a speed sensor 96 measuring a current rotational speed of a lift rotor 4 of the aircraft 1, or even a complementary sensor 92 measuring a current position of a control element 91 of the collective blade pitch of said lift rotor 4. The monitoring system 50 may include a detection sensor 99 to assess whether the aircraft is on the ground, for example by assessing a pressure in the landing gear 10 or a position of the landing gear. The monitoring system 50 includes a controller 55 in communication with the position sensor 95 and the speed sensor 96, and possibly the detection sensor 99 and the complementary sensor 92. The controller 55 is then configured to emit the signal of risk depending on said current position and current rotation speed, or even the signal emitted by the detection sensor 99 and / or the position of the control unit 91, in order to emit the risk signal when the aircraft 1 is on the ground.

[0085] According to one variant, the controller 55 determines, using a stored law for example, a current yaw moment as a function of said current position of the yaw control 97 and the current rotation speed, or even of the position of the steering device 91. From then on, the controller 55 generates the risk signal if the current yaw moment is greater than a stored limit moment, or even if simultaneously the detection sensor 99 emits a measurement indicating that the aircraft is on the ground.

[0086] According to one variant, the controller 55 determines, using a stored law for example, a current yaw moment solely as a function of the current position of the yaw control 97 or as a function of the current position of the yaw control 97 and the position of the control element 91. The controller 55 is then configured to emit the risk signal if the current yaw moment is greater than a limit moment and if simultaneously the current rotation speed is greater than a predetermined speed threshold, or even if simultaneously the detection sensor 99 emits a measurement indicating that the aircraft is on the ground.

[0087] Naturally, the present invention is subject to numerous variations in its implementation. Although several embodiments have been described, it is understood that it is not conceivable to exhaustively identify all possible embodiments. It is, of course, conceivable to replace a described means with an equivalent means without departing from the scope of the present invention as defined by the claims.

[0088] It is for example possible to mix the various embodiments mentioned above, possibly using the sensor described in one figure with the inhibitor and / or the control described in another figure, and / or by modifying the position of the support and the locking finger.

Claims

Demands

1. Aircraft (1) equipped with a pivoting landing gear (10) having a base (11) and a pivoting assembly (12) carrying a contact member (15) configured to be in contact with the ground (100), said pivoting assembly (12) being rotatable about a pivot axis (AXP) relative to the base (11), said pivoting landing gear (10) having a pivot locking system (20) comprising a movable locking finger (25) and a passage (22) formed in a base (21), the locking finger (25) being outside said passage (22) in an unlocked mode (MODDV) to allow the pivoting assembly (12) to pivot freely relative to the base (11), the locking finger (25) being placed in a locked mode (MODV) within said passage (22) to restrict said pivoting, the locking finger (25) being carried by the base (11) and the plinth (21) belonging to the pivoting assembly (12),characterized in that said aircraft (1) comprises a monitoring system (50) configured to determine the presence of a risk of sudden yaw of the aircraft (1) in the event of a takeoff or unlocking of the pivoting landing gear (10) when the locking finger (25) is in the locked mode (MODV) on the ground, the monitoring system (50) being configured to transmit a risk signal to a processing system (60) following a determination of the presence of said risk of sudden yaw.

2. Aircraft according to claim 1, characterized in that the processing system (60) includes an alarm generator (61) generating an alarm following reception of the hazard signal.

3. Aircraft according to any one of claims 1 to 2, characterized in that the processing system (60) includes an inhibitor (70) maintaining the locking finger (25) in locked mode (MODV) following reception of the hazard signal.

4. Aircraft according to claim 3, characterized in that said inhibitor (70) comprises an immobilizer actuator (71) holding the locking finger (25) in the locked mode (MODV) either by form interference with the locking finger (25) or with a control (30) driving a movement of the locking finger (25), either by inhibiting such a command (30).

5. Aircraft according to any one of claims 1 to 4, characterized in that the monitoring system (50) is configured to determine said presence of said risk of sudden yaw movement when a value relating to a force in the locking system (20) is greater than a limit.

6. Aircraft according to claim 5, characterized in that said monitoring system (50) comprises at least one sensor (40) for measuring said value and a controller (55), the sensor (40) emitting to the controller (55) a measurement signal carrying said value, said controller (55) being configured to determine if the value is above the limit and to generate said risk signal accordingly.

7. Aircraft according to claim 6, characterized in that said sensor (40) comprises at least one strain gauge (41) arranged on the locking finger (25) and measuring said value, said strain being a shear strain exerted on the locking finger (25).

8. Aircraft according to claim 6, characterized in that the sensor (40) comprises an instrumented bearing (42) guiding said locking finger (25) and measuring said value, said force being a force exerted by said locking finger (25) on the instrumented bearing (42).

9. Aircraft according to claim 5, characterized in that said monitoring system (50) comprises at least two alarm microswitches (43) disposed on either side of the monitoring finger (25), one alarm microswitch (43) being activated when said value is greater than the limit in the presence of a pivoting of the pivoting assembly (12) relative to the base in one direction, each activated alarm microswitch emitting an alarm signal, the alarm signal representing the risk signal transmitted to the processing system (60) or being transmitted to a controller (55) which accordingly emits the risk signal.

10. Aircraft according to any one of claims 1 to 4, characterized in that said monitoring system (50) comprises a position sensor (95) measuring a current position of a yaw control (97) of the aircraft and a speed sensor (96) measuring a current rotational speed of a lift rotor (4) of the aircraft, said monitoring system (50) comprising a controller (55) in communication with the position sensor (95) and the speed sensor (96), the controller (55) being configured to emit the hazard signal as a function of at least said current position and current rotational speed.

11. Aircraft according to claim 10, characterized in that said controller (55) is configured to estimate a current yaw moment as a function of said current position and current rotational speed or as a function of said current position and current rotational speed as well as a position of a control element (91) of the collective blade pitch of said lift rotor (4) measured with a complementary sensor (92), and to generate said hazard signal if the current yaw moment is greater than a limit moment.

12. Aircraft according to claim 10, characterized in that said controller (55) is configured to determine a current yaw moment solely as a function of said current position or as a function of said current position and a position of a control element (91) of the collective blade pitch of said lift rotor (4) measured with a complementary sensor (92), the controller (55) being configured to generate said risk signal if the current yaw moment is greater than a limit moment and if concurrently the current rotational speed is greater than a predetermined speed threshold.

13. Aircraft according to any one of claims 1 to 12, characterized in that said aircraft (1) comprises an auxiliary landing gear (8) and two main landing gears (7), said pivotable landing gear (10) forming said auxiliary landing gear (8).

14. A method for monitoring an aircraft (1) comprising a pivoting landing gear (10) having a base (11) and a pivoting assembly (12) carrying a contact member (15) configured to be in contact with the ground (100), said pivoting assembly (12) being rotatable about a pivot axis (AXP) relative to the base (11), said pivoting landing gear (10) having a pivot locking system (20) comprising a movable locking finger (25) and a passage (22) formed in a base (21), the locking finger (25) being outside said passage (22) in a mode unlocked (MODDV) to allow the pivoting assembly (12) to pivot freely relative to the base (11), the locking finger (25) being placed in a locked mode (MODV) in said passage (22) to restrict said pivoting, the locking finger being carried by the base (11) and the plinth (21) belonging to the pivoting assembly (12). characterized in that said method comprises: - determination, with a monitoring system (50), of the presence of a risk of sudden yaw of the aircraft (1) in the event of a takeoff or unlocking of the pivoting landing gear (10) when the locking finger (25) is in the locked mode (MODV) on the ground, - following the determination with the monitoring system (50) of the presence of said risk of sudden yaw of the aircraft (1), transmission of a risk signal to a processing system (60).

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