• 专利附录
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    • 专利摘要:
    system and method for measuring fatigue in relation to mechanical components of an aircraft and method of aircraft maintenance. the system for measuring fatigue of a component (7, 8, p, p ', 9a, 6') of an aircraft subjected to mechanical stresses, comprising a plurality of stress sensors (ci) mounted on the component (7, 8, p , p ', 9a, 6'), each sensor being arranged to detect a predetermined mechanical stress limit (s (ci)) and distribute a data signal (si) representative of the excess of that limit (s (ci)); the system comprising means (11) to record these data, and the sensors (ci) are arranged to detect different voltage limits (s (ci)) in order to make it possible to calculate, based on the data recorded by the system, a estimate of component fatigue (7, 8, p, p ', 9a, 6') due to mechanical stresses. therefore, it is possible to optimize component revisions.
    公开号:BR112012011410B1
    申请号:R112012011410
    申请日:2010-11-15
    公开日:2020-04-07
    发明作者:Seize Guilhem
    申请人:Snecma；
    IPC主号:
    专利说明:

    “System and method for measuring the total fatigue of a component
    AIRCRAFT AND AIRCRAFT MAINTENANCE METHOD ”[0001] The invention relates to a system and method for measuring fatigue in relation to mechanical components of an aircraft, for example, an airplane, and to a method for maintaining the aircraft.
    [0002] Safety rules require airlines to monitor the fatigue of the aircraft components they operate, these components being subjected to a large number of mechanical stresses (or loads). The components are therefore the subject of a review (or maintenance) on a regular and recurring basis.
    [0003] For example, components to suspend aircraft turbojets are subjected to rigorous inspections. Each revision of a suspension makes it necessary to stop the operation of the airplane and remove the suspension to perform the tests. The frequency of revisions is determined in advance and a review is carried out systematically at the end of each pre-established time period (for example, every 2600 flight cycles (take-off-flight-landing)), regardless of the actual fatigue state of the component. In order to take the risk of carrying out a review long after the appearance of a state of fatigue that requires intervention such as repair or replacement, this period of time must be chosen (either computationally or empirically) as the minimum period beyond which there is risk that the component will break, even if that risk remains statistically marginal. This minimum period, therefore, corresponds to situations of components subjected to accidental stresses; therefore, many overhauls are carried out on components that could have been used without danger for a long time as long as they have not been subjected to accidental stresses. Finally, in the absence of analysis of the real stresses to which a component has been subjected, the worst case scenario is always taken with regard to the possible damage of the latter, which leads to revisions that are often premature.
    [0004] Furthermore, and for safety reasons, the components are used for a shorter period of time than they could actually be,
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    2/24 so that they do not reach periods of use during which the risk of breakage exceeds a certain limit. Again, in the absence of analysis of the actual conditions of use of the components, criteria are chosen that correspond to the worst case scenarios and it is for this reason that conventionally in the field of aeronautics a component is replaced halfway through its theoretical service life, regardless of their state of real fatigue. The final effective profitability of the components (the ratio of the period of effective use of the component in relation to its theoretical capacity) is, therefore, of the order of 50%, which would be desirable to improve. [0005] In addition, due to frequent overhauls (making it necessary to remove the suspension from an airplane and then reinstall it on an airplane that is different a priori) and different service lives of the various components of an airplane, the monitoring of life in service of a suspension is complex. In particular, it may happen that the serial number engraved on a metal suspension wears out over time; in this case, not being able to refer to its history and in order not to run the risk, the estimation of its period of use should be made with the most pessimistic assumptions, for example, considering that this suspension was installed on the first airplane adapted with this type suspension and has flown continuously since; in practice, the use of the component has been less than this pessimistic notional assumption in such a way that the suspension will be replaced too soon.
    [0006] Furthermore, although there are currently indirect indicators of suspension fatigue, they can only be approximated and provide uncertain information. In this way, to estimate the fatigue state of a suspension, data is sometimes used that is measured by the plane's inertial unit which determines whether the plane has been subjected to exceptional stresses as a difficult landing; therefore, a computation of load transfers from the inertial unit to the component is performed. Nevertheless, while a difficult landing can actually impose exceptional loads on a suspension, it is not systematically the case and a person can be induced to overhaul a suspension when the landing did not actually cause tension on the suspension,
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    3/24 for example, because the forces have been absorbed and have not been transmitted to the suspension.
    [0007] The prior art did not really deal with the issue of measuring fatigue to predict revisions; instead focused on detecting component breakdown, such as, for example, in patent application FR 2,923,540 in the applicant's name.
    [0008] The objective of the invention is to alleviate these disadvantages and make it easier to measure the fatigue of mechanical components of an airplane to improve the relevance of their revisions and optimize their use.
    [0009] The invention applies particularly well to aircraft turbojet suspensions, the components forming these suspensions being subjected to a considerable number of stresses.
    [0010] Nevertheless, the applicant does not intend to limit the scope of his rights to just that use, the invention being employed and obtaining advantages in a more general way in any component of an aircraft subject to stresses.
    [0011] Therefore, the invention relates to a system for measuring fatigue of an aircraft component subject to mechanical stresses, the system comprising a plurality of stress sensors mounted on the component, each sensor being arranged to detect a predetermined mechanical stress limit and provides a data signal representative of the violation of that limit, the system comprising a means to record this data, the sensors being arranged to detect different voltage limits to make it possible to compute, based on the data recorded by the system, an estimate of the component fatigue due to mechanical stresses.
    [0012] The data recorded by the system is preferably the number of occurrences of violation of each of the limits.
    [0013] Therefore, it is possible to have a good estimate of the real fatigue of the component associated with the stresses to which it was subjected. In some way, the sensors can “count” the number of occurrences of voltages that violate several
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    4/24 limits, these occurrences being recorded by the system which makes it possible to deduct from there the resulting damage (that is to say, fatigue) for the component. All voltages are broken in an incremental way, each limit of a sensor forming an increment.
    [0014] Therefore, it is possible to optimize the use of the component. In particular, based on the knowledge of its fatigue, it is possible to decide the adequacy of the revision of a component, this choice being made based on the fatigue actually suffered by the component and not in response to the general statistics applied to all components regardless of the stresses effectively absorbed (either normal use stresses or accidental or exceptional stresses).
    [0015] The data recorded by the system also makes it possible to replace a component only if its real damage justifies it, unlike the previous technique in which the components were scraped after a predetermined period of time and independent of their real state of fatigue.
    [0016] In addition, it is possible to instrument the test aircraft with the system of the invention to improve the dimensioning of the components based on the data recorded by the system. It is also possible, due to the invention, to confirm the values provided by the aircraft manufacturers for the certification of the components, in particular, if a complex fatigue spectrum is determined by virtue of the method of the invention, that spectrum can be compared with the spectra provided aircraft manufacturers.
    [0017] It should be noted that if the serial number of a component is spent, it is possible to estimate its duration of effective use by an estimate of its fatigue. In addition, and in particular, the number of non-exceptional stresses to which the component has been subjected gives a good approximation of its period of use.
    [0018] The increments from one voltage limit to another (that is to say the intervals that separate successive limits) can be constant or unlimited. This can make it possible to concentrate the number of sensors in specific voltage ranges.
    [0019] According to a specific modality, the system comprises
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    5/24 a processing unit comprising the data recording means and the sensors comprising means for transmitting the data to the processing unit.
    [0020] The processing unit can comprise means to analyze the data making it possible to compute based on the data an estimate of the component's fatigue due to mechanical stresses.
    [0021] According to another modality, each sensor comprises means of data recording.
    [0022] Preferably, the system (in particular, the processing unit or the sensors depending on the chosen modality) comprises means to transmit the data - preferably upon request - to a remote medium to analyze that data, willing to compute an estimate of the fatigue of the component. These remote means can, for example, comprise a portable device secured by an operator, so it is sufficient for the latter to receive system data on his device to assess the fatigue state of the component.
    [0023] According to a preferred modality, the sensors are mechanical strain sensors.
    [0024] According to a preferred modality, the sensors are of the MEMS type.
    [0025] The acronym MEMS stands for “microelectromechanical system”. By convention, those skilled in the art refer to these microsystems by the acronym MEMS, which will therefore be used in the rest of the description. They are systems that incorporate, on a chip, on a miniature scale (of the order of a millimeter or a micrometer), not only electronic computing elements, but also mechanical elements that provide data to or controlled by the computing elements. These mechanical and electronic elements are used to serve certain functions, in this case at least a function to capture data from mechanical stresses and a function to record data and / or transmit data. MEMS-type systems therefore comprise elements
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    6/24 microelectronic and micromechanical. They are normally manufactured using integrated circuits for the electronic elements and using micromachining for the mechanical elements.
    [0026] Since MEMS-type systems are miniaturized, their space requirement is low, which is advantageous for an aircraft component. Another consequence of this low space requirement is that it is easily possible to provide a plurality of sensors in one and the same component and thereby improve the measurement accuracy, a fatigue state being broken at a greater number of stress limits.
    [0027] According to a specific modality, at least two sensors are arranged to detect one and the same voltage limit. Thus, in the event of failure of one sensor, the other sensor can still detect the voltage limit in question.
    [0028] The invention applies particularly well to metal components, whose fatigue is particularly sensitive to mechanical stresses that are applied to them.
    [0029] The invention also relates to a method for measuring fatigue of an aircraft component subjected to mechanical stresses in which:
    - the violation of voltage limits is measured at specific points on the component, the limits being different from one point to another,
    - the number of occurrences of measurements of violation of each of the limits is recorded and
    - based on this number of occurrences, an estimate of the component's fatigue is computed.
    [0030] Such a maintenance method provides all the advantages of the system described above.
    [0031] According to a preferred modality:
    - for each limit, based on the total number of occurrences, the number of occurrences of measurements of violation of the limit and which are below the highest limit are computed, and
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    7/24
    - for each limit, the equivalent fatigue of the component corresponding to the application of a number of stresses between these limits corresponding to the number of computed occurrences is computed, and
    - the equivalent computed fatigue is added together to obtain the total fatigue of the component.
    [0032] According to a preferred modality, the method is applied with the aid of the system explained above.
    [0033] The invention also relates to an aircraft maintenance method comprising at least one component subjected to mechanical stresses and a system for measuring fatigue that conforms to the system explained above, in which:
    - a request to transmit the data recorded by the system is transmitted to the system,
    - data is received, and
    - based on these data, an estimate of component fatigue due to mechanical stresses is computed.
    [0034] Such a maintenance method provides all the advantages of the system described above. In particular, it makes it possible to make a decision regarding the adequacy of a review without removing the component, since it is sufficient to receive the data received by the system to assess the component's fatigue.
    [0035] According to a preferred mode, the request is transmitted and data is received wirelessly through a portable receiving / transmitting device.
    [0036] The use of such a portable device is particularly simple and allows a user to stand beside the aircraft and simply send requests and receive data to remarkably control component reviews.
    [0037] In particular, it is possible to provide that one and the same portable device can be used to receive data originating from several systems to measure fatigue mounted on different components. Therefore, it is possible to control the revisions of these components in full.
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    8/24 [0038] According to a preferred embodiment in this case, the portable device comprises processing means making it possible to compute an estimate of the component's fatigue.
    [0039] The invention will be better understood with the help of the following description of the preferred modality of the system and method of the invention, with reference to the attached drawings, in which [0040] Figure 1 represents a schematic view in perspective, seen at the downstream, from a turbojet suspended from the structure of an aircraft by a first type of suspension;
    [0041] Figure 2 represents a schematic perspective view, seen upstream, of a second type of suspension that can be used in a turbojet;
    [0042] Figure 3 is a schematic representation of the system of the invention with a representation of the law that governs the response of the sensors to mechanical stresses and [0043] Figure 4 is a histogram representing the data recorded by the sensors of the system of the invention during a time period.
    [0044] With reference to figure 1, and in a manner well known to those skilled in the art, a turbojet 1 comprises a fan 2 by which external air is sucked into the turbojet, a low pressure compressor upstream of a compressor of high pressure, these compressors being arranged to compress the air and at the outlet of which the compressed air is guided to a combustion chamber where it is burned with fuel which is also compressed; the flared gases are guided to a high pressure turbine followed by a low pressure turbine at the outlet from which they are expelled from the turbojet through a discharge nozzle.
    [0045] The various portions of the turbojet are contained in a wrapper. The turbojet 1 shown in figure 1 comprises, in particular, upstream, a fan wrap and a wrap 3 called the intermediate wrap and downstream, a discharge wrap 4. The intermediate wrap 3 and the wrap wrap
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    9/24 discharge 4 are structural wraps of the turbojet structure 1.
    [0046] The intermediate casing 3 comprises an outer casing 3a connected by radial arms 3b to a hub 3c that supports, by means of upstream rolling bearings, the rotor axes of the turbojet low and high pressure reels 1. Similarly , the discharge casing 4 comprises an outer casing 4a that supports a hub on which the rolling bearings downstream of the rotor shafts of the low and high pressure reels are mounted.
    [0047] Engine 1 is suspended from the structure of the aircraft it propels, and which is not shown, by a front suspension 5 and a rear suspension 6 both being fixed to a pylon or the engine mast P fixed to the aircraft structure.
    [0048] The front suspension 5 is of the type comprising a tip 7 received in a fixation housing adapted from the intermediate casing 3. The rear suspension 6 comprises a beam 8 directly attached to the discharge casing 4. Such suspensions are well known to those versed in the technique and it is not necessary, in the context of that description, to describe them in greater detail.
    [0049] In certain components of the device to suspend the turbojet of the aircraft, a system 10 for measuring fatigue was provided. More precisely, a system is arranged on each of those components that you want to be able to measure fatigue due to stresses to which the component is subjected. Each measurement system comprises n sensors Ci (i = 1 to n) placed on the component.
    [0050] In the example of figure 1, a measuring system 10 was provided at the tip 7 of the front suspension 5, at the beam 8 of the rear suspension 6, on each connecting rod that connects beam 8 of the rear suspension 6 to the intermediate casing 4a and pylon P.
    [0051] Figure 2 shows certain elements involved in the suspension of a turbojet according to a second type of suspension and in which it is possible to provide a system 10 for measuring fatigue according to the invention. Figure 2
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    10/24 shows only a beam P1 and front suspensions 5 'and rear suspensions 6' of such turbojet, these elements being represented individually, but in their context, only two circles Ca, Cb having been drawn to schematically represent the turbojet wraps in the which suspensions 5 ', 6' are mounted. The front suspension 5 'comprises a straight beam 9a connected by connecting rods to an intermediate beam 9b commonly called a "fork" by those skilled in the art and itself connected to the intermediate turbojet casing by connecting rods; such suspensions are well known in the field. The 6 'rear suspension comprises a single beam.
    [0052] As above, it is desirable to be able to estimate the fatigue of certain components of the device to suspend the turbojet from the aircraft. Therefore, a system 10 for measuring fatigue according to the invention is provided in each of the components from which it is desired to monitor the fatigue, for example, on the pylon P ', on the beam 9a of the front suspension 5', on the intermediate beam ( fork) 9b of the front suspension 5 'and on the rear suspension beam 6'. It is also possible to supply measuring systems 10 for certain connecting rods of the suspension device.
    [0053] In figure 1 as in figure 2, only systems 10 were referenced, the Ci sensors have not been shown because their dimensions are very small.
    [0054] Finally, it is understood that the system 10 for measuring fatigue of the invention can be put in place in many components of the turbojet or the aircraft due to its simplicity.
    [0055] According to a specific modality, several different measuring systems 10 are installed for one and the same motor, each measuring system 10 being specifically dedicated to the measurement of fatigue due to stresses exerted in the direction of a degree of freedom of the motor. An engine comprises six degrees of freedom, typically translating in three perpendicular directions and rotating around those directions, these six degrees of freedom can be
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    11/24 modeled by six connection rods working in tension-compression; since the sensors of a measuring system 10 measure the tensile-compressive forces, each system 10 can monitor fatigue due to stresses on a connecting rod. Therefore, it is possible to supply several systems 10 for the engine, each system 10 measuring the fatigue of a connecting rod; according to a specific modality, a system 10 is provided for each connecting rod, all degrees of freedom being thereby able to be monitored.
    [0056] The sensors Ci of a measuring system 10 are preferably placed in a component area in which the different locations of the n sensors Ci (i = 1 an) are subjected to the same type of deformation and preferably to stress and strain / or compression. For example, if the system is arranged to measure the fatigue of a connecting rod, sensors Ci will preferably be placed in the middle of the connecting rod.
    [0057] Note that if a component is symmetrical with respect to a plane and that a system for measuring fatigue is arranged in it to measure fatigue due to stresses perpendicular to that plane, Ci sensors can be placed on each side of the plane of symmetry , preferably by switching from side to side, the limits of sensors Ci. In this way, for example, the pylon P 'shown in figure 2 extending generically along a geometric axis W and being generically symmetrical in relation to a plane of symmetry Ps containing this geometric axis W, the sensors Ci can be distributed on each side of the Ps plane, alternating the successive limits on each side of this Ps plane.
    [0058] It is possible to envisage the use of several modes to attach the Ci sensors to the components from which it is desired to measure the fatigue, for example, by connection, screwing or by incorporating them directly into the material. It is also possible to screw a small plate to a component to which the Ci sensors are attached.
    [0059] The system 10 for measuring fatigue of the invention will now be described in more detail, as such and with reference to any component, with reference to figures 3 and 4.
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    12/24 [0060] System 10 comprises a plurality n of voltage sensors Ci, in this case for the examples of figures 3 and 4, five sensors C1, C2, C3, C4, C5 (n = 5). The C1-C5 sensors are installed on the component for which you want to measure the fatigue resulting from the mechanical stresses it supports.
    [0061] To make it easier to describe the system 10 of the invention, the values assigned to the sensors are notional and designed only to understand the operation of the system. Those skilled in the art will adapt the system (in particular, the number of sensors, the value of the voltage limits they detect and the number of limits detected) to the component on which they install the system 10, in particular as a function of the materials used.
    [0062] Ci sensors are, in this case, deformation sensors, the deformation of a component in response to a stress being expressed as a magnitude without a unit called "micro-deformation", symbolized by "gdef" and well known to those versed in art; this magnitude corresponds to an elongation related to a unit of length according to the well-known formula: udef = AL / L. for example, an elongation of 1 mm for a component that is 1 m long corresponds to a strain of 0.001 / 1 = 1,000 gdef.
    [0063] Thus, the stresses borne by a material result in deformations of the component and therefore in udef (in application of Hooke's law). Strain sensors are therefore stress sensors. It will therefore be easily understood that the rest of the description will use the concept of stress or deformation, stress limit or deformation limit without distinction, since the applied stress is deduced directly from the deformation.
    [0064] An approximate mapping between the deformation limits of the sensors in figure 3 (introduced in more detail below) and the associated stresses for steel (or inconel or “INCO”) and titanium is reproduced below as an example. it is evident that the stress associated with a given deformation (and vice versa) is not the same for these two types of materials.
    Steel or INCO Titanium
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    13/24
    Deformation(pdef) Associated voltage(MPa) Deformation(pdef) Associated stress (MPa) 1000 210 1000 110 2000 420 2000 220 3000 630 3000 330 4000 840 4000 440 5000 1050 5000 550
    [0065] Each sensor C1-C5 is arranged to detect a predetermined level or limit of mechanical voltage to distribute a data signal (in this case, a bit) if this limit is violated. In other words, the C1-C5 sensors are individually sensors of a determined limit voltage and each sensor makes it possible to count the number of voltage occurrences greater than that limit voltage.
    [0066] In diagram 3, opposite each of the sensors C1-C5 of the system 10, is shown a diagram representative of the signal Si (i = 1 to 5) provided by the sensor Ci as a function of the stress, that is to say the deformation pdef (Ci) (i = 1 to 5) that supports. As explained above, each Ci sensor (i = 1 to 5) provides a Si signal as a function of the strain it supports:
    - Si = 0 (corresponding, in this case, to an absence of signal) if the deformation pdef (Ci) is below the limit to trigger the sensor Ci and
    - Si = 1 (which corresponds to a bit) if the deformation pdef (Ci) is above the limit to trigger the sensor Ci.
    [0067] In this case, as can be seen in figure 3:
    - the first sensor Ci has a firing limit equal to S (Cl) = 1000 pdef;
    - the second sensor C2 has a trigger limit equal to S (C2) = 2000 pdef;
    - the third sensor C3 has a trigger limit equal to S (C3) = 3000 pdef;
    - the fourth sensor C4 has a trigger limit equal to S (C4) = 4000 pdef;
    - the fifth sensor C5 has a trigger limit equal to S (C5) = 5000 pdef.
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    14/24 [0068] When the component in which the Ci sensors are installed supports a deformation, each Ci sensor substantially supports that same deformation. If the deformation it supports is below its trigger limit, the sensor does not transmit a signal; if the deformation is above its trigger limit, the sensor transmits a signal (bit). In addition, in the described mode, in the extended load event, a Ci sensor transmits only one bit; a Ci sensor transmits a new bit only if the voltage level returns below its S (Ci) limit before returning to it again.
    [0069] As an example, suppose that the component supports a deformation equal to 3300 gdef; in this case, sensors C1, C2 and C3 transmit a bit and sensors C4 and C5 do not transmit any.
    [0070] The data of the sensors C1-C5 (that is to say the number of bits that each transmitted) during the use of the aircraft that is equipped with them are registered and stored in a memory of a processing unit 11 of the measurement system 10 , that processing unit 11 being able, for example, to be installed close to the zone where the sensors C1-C5 are installed and communicating with them by radio waves 12, as shown schematically in figure 3. More precisely, when transmitting a bit, a sensor Ci transfers a data signal by radio waves 12 to the processing unit 11, that signal comprising an identification of the sensor Ci; the processing unit 11 can then increment the counter of the sensor Ci in question. The electronic recording of sensor data is a known practice and it is not necessary here to describe it in detail; can be used conventionally. Processing unit 11 may be contained in the turbojet computer, well known under its acronym FADEC which stands for “Full authority digital engine control”. A data communication between the Ci sensors and the processing unit 11 by radio waves (high frequency or low frequency) is described here, but it goes without saying that any other means of communication, wired or wireless, regardless of the protocol, can be predicted.
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    15/24 [0071] Alternatively, the data from the Ci sensors can be recorded directly in the medium disposed directly on the sensors.
    [0072] Regardless of the means of recording data, after a period of use, the system comprises data referring to the number of deformations that were supported by each sensor C1-C5 and that are higher than their respective limits.
    [0073] Figure 4 shows a representative histogram of the data recorded by the sensors of the system 10 during a determined period of time (for example, from the moment when the component adapted with the sensors C1-C5 was put into service). The histogram represents, on the geometric axis x, the sensors C1-C5 in question and, on the geometric axis y, the number N of signals equal to 1 that each sensor transmitted during the determined period of time.
    [0074] This shows that the first C1 sensor transmitted 8000 bits (meaning it supported 8000 deformations higher than its 1000 pdef trigger limit), the second C2 sensor transmitted 4000 bits (meaning it supported 4000 deformations higher than its limit) 2000 pdef trigger), the third sensor C3 transmitted 2000 bits, the fourth sensor C4 transmitted 1000 bits and the fifth sensor C5 transmitted 1000 bits.
    [0075] From the data recorded by the C1-C5 sensors, it is possible to compute the total DTOTAL damage that the component has endured and, therefore, its fatigue (the fatigue corresponding to the damage).
    [0076] In general (and known), the damage D borne by a component subjected to a determined stress A (or deformation A) is defined by the following formula (the Miner equation):
    D = n (A) / N (A) where [0077] N (A) represents the number of occurrences (cycles) of the event that leads to the application of stress (strain) A and [0078] N (A) represents the number of occurrences (cycles) of the event that leads to the application of stress (deformation) that the component can resist before breaking (this value is conventionally determined due to the curves
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    16/24 called Wohler curves).
    [0079] Thus, when damage D is equal to 1, the component breaks; when the damage is equal to 0, the component is not damaged in any way.
    [0080] The number of signals transmitted by each Ci sensor is representative of the fatigue it endured, since it is a function of the number of occurrences of the various deformations to which the component was subjected. It is possible to deduce, from the data recorded by sensors Ci, an equivalent damage Di per sensor Ci; this equivalent damage Di corresponds to the damage resulting from the application of voltages higher than the limit S (Ci) of the sensor Ci, but lower than the upper limit S (Ci + 1).
    [0081] Fatigue laws teach that the total Dtotal damage of a component resulting from all the stresses that are applied to it can be divided in a linear fashion into the total equivalent damage for each range of stresses. In other words, if all stresses are divided into ranges of stresses corresponding to the intervals between successive limits of the sensors Ci, a good approximation of the Dtotal damage of the component is obtained by the total equivalent damage Di for each range of stresses, that is to say Dtotal = Σ ^ ι [0082] To compute Dtotal, the number n (Ci) of occurrences of voltages included between the limit S (Ci) of this sensor Ci and the upper limit S (Ci + 1) is computed for each sensor Ci from the data recorded by the Ci sensor (i = 1 to 5). The equivalent damage Di of a sensor Ci can then be computed based on this number n (Ci), by applying the same to one or more of the stresses representative of the range of stresses in question. Not knowing the exact distribution of stresses in the range of stresses, it is possible in this case to make an approximation; several solutions can be envisaged.
    - it is possible to use an average deformation value between the two limits (pdef (mean) = (S (Ci) + S (Ci + 1)) / 2) and consider that the resulting damage Di is that resulting from n (Ci) occurrences of this mean pdef deformation (mean);
    - it is possible to carry out statistical analyzes to determine a weighted average to be applied between the limits and to use that weighted average;
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    - it is possible, for safety, to take the upper limit (S (Ci + 1)) of the stress range and consider that the equivalent damage Di corresponds to n (Ci) occurrences of a deformation corresponding to that higher limit S (Ci + 1 ) (called the “conservation” assumption).
    [0083] Other approaches are possible. In the preferred embodiment of the invention, to satisfy the most existing criteria with regard to aviation security, the last approach (conservation assumption) is chosen. The computed deformation Di is therefore greater than the actual deformation.
    [0084] To determine the number n (Ci) of occurrences counted by a sensor Ci, it is necessary to subtract from the total sum N (Ci) of the bits of sensor Ci all signals that correspond to higher voltages than the higher limit S (Ci + 1) for the S (Ci) limit of this Ci sensor.
    [0085] To determine all occurrences n (Ci), applicants therefore start with the C5 sensor which has the highest limit.
    [0086] Therefore, for example in figure 4:
    - n (C5) = n (C5) = 1000, so the sensor C5 counted 1000 voltages higher than its limit S (C5) = 5000 qdef;
    - n (C4) = n (C4) - N (C5) = 0, so the sensor C4 did not count voltages between its limit S (C4) = 4000 udef and the upper limit S (C5) (specifically all bits of the counter C4 correspond to higher voltages than S (C5) so that they are already counted by sensor C5);
    - n (C3) = N (C3) - N (C4) = 2000 - 1000 = 1000, so the sensor C3 counted 1000 voltages between its limit S (C3) = 3000 udef and the highest limit S (C4);
    - n (C2) = N (C2) - N (C3) = 4000 - 2000 = 2000, so the sensor C2 counted 2000 voltages between that limit S (C2) = 2000 udef and the upper limit S (C3);
    - n (C1) = N (C1) - N (C2) = 8000 - 4000 = 4000, so the sensor C1 counted 4000 voltages between its limit S (C1) = 1000 udef and the highest limit S (C2). [0087] For each of the n (Ci) computed above, an equivalent damage Di for the component (Di = n (Ci) / N (S (Ci + 1))) where N (S (Ci + 1)) is the number of occurrences of a stress corresponding to the deformation of the upper limit S (Ci + 1) leading to
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    18/24 a component break (see the approximation above).
    [0088] Finally, the total damage Dtotal as suffered by the component is, as explained above, equal to the total damage corresponding to each voltage range, this means Dtotal - Σι Λ for n sensors.
    [0089] The system was explained, as an example, with 5 sensors. Needless to say, it may include a greater or lesser number of sensors and more generally an n number of sensors. The various formulas above are therefore used for i = 1 to n.
    [0090] Again and in a more synthetic way, the application of the preferred embodiment of the method of the invention to n sensors will be explained. In this case, the method comprises the following steps:
    [0091] - The n sensors Ci measure the number of occurrences N (Ci) of voltages higher than their limit S (Ci);
    [0092] - These data N (Ci) are recorded for a time t;
    [0093] - For each Ci sensor, based on all N (Ci) occurrences (i = 1 to
    η), the number of occurrences n (Ci) corresponding to voltages between the limit S (Ci) of the sensor Ci and the highest limit S (Ci + 1) is computed according to the formula: -n (Cn) = N (Cn);
    - for i <n, n (Ci) = N (Ci) - N (Ci + 1);
    [0094] - For each sensor Ci, an equivalent damage Di for the component corresponding to the range of voltages between the limit S (Ci) of the sensor Ci and the upper limit S (Ci + 1) is computed.
    [0095] - The total Dtotal damage of the component is computed according to the formula:
    Dtotal = Σι 25 '[0096] In other words, due to the system and method of the invention, it is possible to obtain, for the component adapted with incremental sensors Ci (i = 1 an), each sensor being defined in a voltage limit S (Ci) (and the stresses thereby having been divided into n successive stress ranges), a complex fatigue spectrum that makes it possible to obtain total fatigue (total damage Dtotal) based on
    Petition 870190091383, of 9/13/2019, p. 25/82
    19/24 in its division in equivalent fatigue (equivalent damage Di) corresponding to each range of stresses.
    [0097] Therefore, it is possible to apply simplified maintenance methods.
    [0098] For example, an operator may have in his possession a device 13 to receive the data recorded by sensors Ci. In the example of the system of figure 3, device 13 is arranged to communicate by radio waves 12 with the processing unit 11 of the system; any other form of communication can, of course, be provided.
    [0099] Naturally, if the system 10 does not comprise a processing unit for the storage of the data measured by the Ci sensors, the device 13 can be arranged to communicate directly with the Ci sensors so that the latter transmit the data individually to it that registered.
    [00100] Device 13 comprises a processing unit with a computer software program (algorithm) allowing it, based on the recorded data (the N (Ci) bits (i = 1 an) of the Ci sensors), to compute the corresponding DTOTAL damage of the component, according to the method described above.
    [00101] Therefore, the operator places his device 13 next to the component (for example, an airplane suspension), the latter downloads, automatically or in instructions, the data recorded by the Ci sensors and computes the DTOTAL damage, that is to say the suspension, which allows the operator to make a decision accordingly. For example:
    - if the DTOTAL damage is between 0 and 0.3, a revision is unnecessary;
    - if Dtotal damage is between 0.3 and 0.8, a review is necessary;
    - if the Dtotal damage is greater than 0.8, the component must be replaced. [00102] It is additionally possible to foresee that the analysis is not made by the operator itself, but automatically by device 13. Thus, if no revision is necessary, device 13 does not emit a signal (or emits, for example, a green light) and , if a revision is required, device 13 issues a
    Petition 870190091383, of 9/13/2019, p. 26/82
    20/24 audible signal (or emits, for example, a red light).
    [00103] It is also possible to provide that the information collected by device 13 is transmitted automatically or at the request of the operator, to a computer server or any other device willing to receive this information and process it.
    [00104] Any other operation can be planned depending on the wishes of the users. In particular, it is possible to predict that component fatigue monitoring will be performed automatically by processing unit 11 (for example, FADEC) that automatically alerts a third party (such as the pilot of the plane, its manufacturer, its operator, a flight server). computer or other elements) when a certain level of fatigue is exceeded.
    [00105] Finally, system 10 of the invention makes it possible to count the stresses to which a component is subjected and consequently to build a complex fatigue spectrum. System 10 also makes it possible to have an accurate capture of the history of events during the use of the component. Sensors with low amplitude limits provide, more particularly, information about the normal use of the component, that is to say about its period of effective use since it was first used. Sensors with high amplitude limits provide, more particularly, information on the exceptional voltages to which the component could have been subjected as difficult landings for example. The system is thus an excellent maintenance tool for the end user of a component.
    [00106] According to a specific modality, it is possible to predict that the sensors comprise a clock causing them to supply a bit at regular intervals, that bit being equal to 0 if the sensor is not subjected to a voltage that violates its limit and equal to 1 if the sensor is subjected to a voltage that violates its limit. This would be possible with digital sensors.
    [00107] In the preferred mode, it is preferred to use mechanical sensors that distribute a signal only in the event of excitation by a voltage higher than its limit; such mechanical sensors have the advantage of being simple to
    Petition 870190091383, of 9/13/2019, p. 27/82
    21/24 use but also to supply with energy.
    [00108] Note that system 10 has been explained in relation to positive deformations (gdef assuming only positive values). According to another modality, the system can comprise sensors with a positive limit (gdef> 0) and / or sensors with a negative limit (gdef <0), which makes it possible to count the stresses in one direction (tension and in the other (compression ), for example.
    [00109] Note that it is possible to supply several sensors (at least two) to have the same voltage limit. This makes it possible, in the event of failure of one of these sensors, for the other to still be able to count the occurrence of voltages corresponding to this limit.l incidentally, note that if the or all sensors referring to a limit are defective, the presence of a plurality of sensors makes it possible to minimize the error, since the voltages of the sensors of the defective limit will be counted by the sensor of the lower limit.
    [00110] Naturally, the higher the number of sensors, the greater the safety in the event of failure of some of them and the more accurate is the computation of the total fatigue since the increments between successive limits are smaller. The increments can all be identical or be progressive; the value of an incremental progression is that it is possible to have more accurate measurements in the most common voltage ranges and less accurate measurements for exceptional stresses (which, in any case, generate very high stresses). Preferably, between 2 and 50 sensors are placed in a component, depending on the desired precision for determining the damage it supports.
    [00111] For example, the minimum detected deformation can be equal to 1000 udef (the limit of the first sensor C1) and the maximum detected deformation equal to 5000 udef (the limit of the last sensor Cn) with a space between successive limits that is equal at 200 udef (in this case, 21 sensors are provided whose limits are respectively 1000, 1200, 1400, ..., 5000).
    [00112] The system 10 of the invention was explained as being placed in a component but could be placed in a structure that comprises a plurality of components and allow the assembly fatigue to be monitored.
    Petition 870190091383, of 9/13/2019, p. 28/82
    22/24 [00113] In an aviation application, sensors should preferably withstand temperatures in the range between -55 ° C and 600 ° C (in particular, for turbojet suspensions) and be able to withstand evaporation with oil and fuel. They should also preferably be able to resist corrosion and dirt and, in particular, those associated with the spraying of water, salt, sand and sludge. Furthermore, advantageously, they must withstand non-destructive inspections such as penetrating inspection, the application of eddy currents, X-rays, etc. preferably, they must have electromagnetic compatibility with several waves (radio, audio, etc.). The sensors must also be able to withstand mechanical vibrations that can be in the order of several tens of kHz, in particular those due to the rotation of the rotating components of the turbojet (from 0 to 5500 revolutions per minute for the low pressure spool and 0 at 20,000 revolutions per minute for the high pressure spool) and tolerate impacts of several tens to several hundred thousand g (9.81 ms -2 ). Preferably, they must also tolerate static and quasi-static deflections under various types of load.
    [00114] The sensors should also preferably have a service life at least equal to that of the component in which they are intended to be installed since they are designed to monitor the fatigue state of the same throughout its service life. For example, your service life could be longer than 60 years or more than 70 or 8000 flight cycles (take-off-flight-landing).
    [00115] Preferably, the sensors can withstand more than 109 occurrences of voltages beyond their limit. Throughout their use and application of dynamic loads to them, the sensors should preferably not be adversely affected in their operation.
    [00116] Preferably, the power supply of the sensors is independent of that of the aircraft.
    [00117] The system of the invention is particularly advantageous for turbojet suspension devices and in particular the connecting rods of these devices, their beams or their pylons. The system of the invention can also be advantageously arranged on an aircraft landing gear or on brake bars. In
    Petition 870190091383, of 9/13/2019, p. 29/82
    23/24 generally, it can be arranged in any component that may have instruments (that is to say, in which it is possible to install sensors) and the use of which causes varied stresses that justify obtaining a complex fatigue spectrum; this is notably the case with the various connecting rods and rims of a turbojet.
    [00118] The sensors of the invention make it possible to monitor the various types of fatigue under stresses, for example, conventionally designated on the Wohler curves for each oligocyclic fatigue zone (under high stress, where the break occurs after a small number of occurrences and is preceded by a remarkable plastic deformation), for each fatigue zone (or limited resistance, where the break is expected after a number of cycles that increases when the tension decreases), and for each zone of unlimited resistance; of course, the zone of unlimited resistance is of minor value since the component is normally replaced before a break can occur due to stresses corresponding to that zone.
    [00119] According to the preferred embodiment of the invention, the Ci sensors of the system 10 are installed in devices (or sensors) of the MEMS type that have already been explained in the introduction.
    [00120] It is possible to observe that MEMS type devices, due to their miniaturization, comprise micro-mechanisms of which the response time is extremely short, which provides them with a very fast reaction time.
    [00121] Furthermore, such devices can be easily housed in the components of the turbojet. They can also be self-operated and therefore autonomous, which makes them easier to install and provides guaranteed assembly security. The self-actuating means of a MEMS-type device can, for example, consist of means arranged to convert the ambient energy of the turbojet into electrical energy (for example, a microturbine using the surrounding gases to generate electricity and activate the device) . In addition, means for processing the data measured by the sensor of the MEMS-type device can be provided on that same device.
    [00122] The invention has been described with reference to preferred modalities, however it goes without saying that other modalities can be envisaged. In particular,
    Petition 870190091383, of 9/13/2019, p. 30/82
    24/24 the characteristics of the various modalities described can be combined together with the proviso that there are no incompatibilities.
    权利要求:
    Claims (9)
    [1]
    1. System to measure the total fatigue (Dtotal) of an aircraft component (7, 8, P, P ', 9a, 6') subjected to mechanical stresses, the system comprising:
    - a plurality of n voltage sensors (Ci) mounted on the component (7, 8, P, P ', 9a, 6', each sensor being arranged to detect a predetermined mechanical stress limit (S (Ci)) and distribute a data signal (Si) representative of the violation of this limit (S (Ci)),
    - means (11) to record these data, characterized by the fact that the sensors (Ci) are arranged to detect different limits (S (Ci)) of the same voltage, whose limits are scaled in order to make it possible to measure, based on in the number of occurrences of limit violation of each sensor, an estimate of the component fatigue (7, 8, P, P ', 9a, 6') due to the mechanical stress in question, in which each sensor (Ci) is configured for measure the number of occurrences N (Ci) of voltages higher than its limit S (Ci) and measure the number of occurrences n (Ci) corresponding to voltages between the limit S (Ci) of the sensor Ci and the higher limit S (Ci + 1), according to the formula n (Cn) = N (Cn); for i <n, n (Ci) = N (Ci) - N (Ci + 1), and where the computing elements allow for the measurement of each damage Ci to be measured for an equivalent damage Di for the component corresponding to the voltage range between the S limit (Ci) of the sensor Ci and the upper limit S (Ci + 1), the total damage (Dtotal) is measured by the addition of equivalent damage (Di) of each sensor Ci.
    [2]
    2. System according to claim 1, characterized by the fact that it comprises a processing unit (11) comprising data recording means, the sensors (Ci) comprising means for transmitting the data to the processing unit (11) .
    [3]
    3. System, according to claim 1, characterized by the fact that each sensor (Ci) comprises means of data recording.
    [4]
    4. System, according to claim 3, characterized by the fact
    Petition 870190091383, of 9/13/2019, p. 33/82
    2/3 of which comprises a means of transmitting data to a remote medium (13) to analyze that data, willing to measure an estimate of component fatigue (7, 8, P, P ', 9a, 6').
    [5]
    5. System according to any of claims 1 to 4, characterized by the fact that the sensors (Ci) are sensors of the MEMS type.
    [6]
    6. Method for measuring total fatigue (Dtotal) of an aircraft component (7, 8, P, P ', 9a, 6') subjected to a specific mechanical stress, characterized by the fact that:
    - sensors capable of detecting predetermined limits (S (Ci)) of the mechanical stress are placed on the component, the sensors being scaled in mutual relation and each being able to provide a data signal (Si) representative of the violation of its limit (S ( Ci)) by tension,
    - the number (N (Ci)) of occurrences of measurements of violation of each of the limits (S (Ci)) is recorded,
    - the number of occurrences n (Ci) corresponding to voltages between the limit S (Ci) of the sensor Ci and the highest limit S (Ci + 1), according to the formula n (Cn) = N (Cn); for i <n, n (Ci) = N (Ci) - N (Ci + 1) is measured,
    - an equivalent damage Di for the component corresponding to the range of voltages between the limit S (Ci) of the sensor Ci and the highest limit S (Ci + 1) is measured for each sensor Ci, and
    - the total damage (Dtotal) is computed by adding equivalent damage (Di) of each Ci sensor.
    [7]
    Method according to claim 6, characterized in that it is applied with the aid of the system as defined in any one of claims 1 to 5.
    [8]
    8. Aircraft maintenance method comprising at least one component (7, 8, P, P ', 9a, 6') subjected to mechanical stresses and a system for measuring fatigue (10) in accordance with the system as defined in any of the claims 1 to 5, characterized by the fact that:
    - a request to transmit data recorded by the system (10) is
    Petition 870190091383, of 9/13/2019, p. 34/82
    3/3 transmitted to the system (10),
    - data is received and
    - Based on these data, an estimate of the total fatigue of the component (7, 8, P, P ', 9a, 6') due to each of the mechanical stresses in question is measured.
    [9]
    9. Maintenance method, according to claim 8, characterized by the fact that the request is transmitted and the data is received wirelessly through a portable transmission / reception device (13).
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    同族专利:
    公开号 | 公开日
    FR2952718B1|2015-10-30|
    RU2012125064A|2013-12-27|
    CN102667440A|2012-09-12|
    EP2502047A1|2012-09-26|
    FR2952718A1|2011-05-20|
    CN102667440B|2016-04-27|
    US20120226409A1|2012-09-06|
    US8600611B2|2013-12-03|
    CA2780600A1|2011-05-26|
    RU2566373C2|2015-10-27|
    JP5850845B2|2016-02-03|
    EP2502047B1|2017-11-15|
    WO2011061141A1|2011-05-26|
    JP2013511051A|2013-03-28|
    CA2780600C|2018-05-15|
    BR112012011410A2|2016-05-03|
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    法律状态:
    2019-01-08| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-07-16| B06T| Formal requirements before examination [chapter 6.20 patent gazette]|
    2020-01-07| B06A| Notification to applicant to reply to the report for non-patentability or inadequacy of the application [chapter 6.1 patent gazette]|
    2020-03-10| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2020-04-07| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 15/11/2010, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    FR0958123A|FR2952718B1|2009-11-17|2009-11-17|FATIGUE MEASUREMENT SYSTEM AND METHOD FOR MECHANICAL PARTS OF AN AIRCRAFT AND METHOD FOR AIRCRAFT MAINTENANCE|
    PCT/EP2010/067455|WO2011061141A1|2009-11-17|2010-11-15|System and method for measuring fatigue for mechanical components of an aircraft and aircraft maintenance method|
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