• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    In thermal analysis methods of the prior art for predicting the temperature field supported by a component, equipment or structure of a vehicle, the actual conditions of use of the vehicle are such that one is far to reach theoretically calculated temperature levels. Also, these methods do not allow to know the probability of reaching these temperatures, and thus to define the margins with respect to the reality of operations. The method according to the invention makes it possible to solve this problem by determining for said component, equipment or structure a temperature probability spectrum as a function of a plurality of extrinsic parameters measured and / or estimated during a determined period of operation of the vehicle. predicting the influence of temperature on said equipment, component or structure in terms of lifetime and / or structural stress.
    公开号:FR3042294A1
    申请号:FR1559691
    申请日:2015-10-12
    公开日:2017-04-14
    发明作者:Bruno Estebe
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    METHOD FOR PREDICTING TEMPERATURES SUPPORTED BY A COMPONENT, EQUIPMENT OR STRUCTURE OF A VEHICLE
    DESCRIPTION
    TECHNICAL FIELD The invention lies in the field of thermal analysis for predicting the temperature field supported by a component, equipment or structure of a vehicle such as an airplane, a helicopter, a rocket, a satellite, a train, an automobile, a bus, or a boat. The invention also relates to a device and a computer program stored on a recording medium intended to implement the method according to the invention.
    These temperature fields are then used, for example, to calculate the loads and the structural stress fields for the environmental qualification, in particular the hot / cold temperature range of the materials and equipment, or to verify the operational durability of these equipment and these structures.
    STATE OF THE PRIOR ART Thermal analysis concerns all the means for estimating the temperatures supported by a component, equipment or structure of a vehicle. This estimation is based on an analysis of the laws of thermal exchange physics (conduction phenomena, diffusion, convection, radiation, advection), and their representation in mathematical form, to solve the equation of heat. One of the known ways to achieve this estimation is to solve mathematical models by numerical means, based on the finite difference, finite element, or finite-volume methods.
    Thermal models of the prior art for predicting the temperature fields for a component, a device, or a structure of a vehicle such as an airplane, for example, rely on several intrinsic properties of the vehicle such as its geometry, its materials, and the performance of its systems, and on extrinsic parameters such as climate flows, the number of passengers, operations specific to airlines when it comes to aircraft, the exterior paint (the livery) of the aircraft, the operational flight profile, the maintenance operations, the nature of the fuel, the quantities of flights .... These thermal models are either nodal models based on the finite difference method, or models based on the technique finite elements or volumes-finished. These thermal models also rely on a small number of standardized extrinsic parameters that depend on climatic conditions, standard aircraft operations, or standardized flight profiles. The extrinsic parameters that are introduced in the model are defined so as to cover the possible climatic environment, the possible range of operations of the aircraft, the possible liveries, from very clear to very dark, typical flight profiles. (example mission short-haul, medium-haul, long haul, etc.), and the number of passengers to the extent that several scenarios can be considered according to the filling rate. Thus, for example, the climatic environment domain must cover all the conditions that could be encountered on all the world airports frequented by the aircraft, and all the seasons, from extreme cold to extreme heat, and this for all the altitudes at which the plane could fly.
    For extreme cases of hot and cold, standards have been defined from documents describing extreme weather conditions such as, for example, military standards documents, or environmental climate standards. These standards describe the climatology of the extreme day considered (air temperature, wind, solar flux). For airline liveries, theoretical levels are considered that take into account that dark colors absorb more heat than light colors. Finally, the temperatures thus estimated on the components, equipment or structures of a vehicle are supposed to be envelope cases, and their probability of being exceeded is extremely rare because it depends on a stack of critical considerations, paint, climate, and operations.
    With regard to the life-time analyzes of the components, equipment or structures of a vehicle, the prior art techniques also rely on a mixture of standardized cases including a certain percentage of tropical, polar flights, or in a standard atmosphere, with a painting of a given color. Again, the probability of actually getting this combination is not determined, so the margins are not known.
    Another disadvantage of these techniques stems from the fact that the actual conditions of use of the devices are such that it is far from reaching theoretically calculated levels. Also, the methods of the prior art do not allow to know the probability of reaching these temperatures, and thus to define the margins with respect to the reality of operations. The invention aims to overcome the disadvantages of the prior art described above by means of an analysis method based on actual measurements of the flight conditions of an aircraft and on actual climatic data measured during flights.
    DISCLOSURE OF THE INVENTION The invention recommends a thermal analysis method for predicting the temperature field to which a component, equipment or structure of a vehicle will be subjected. This method consists in determining, for said equipment, component or structure of said vehicle, a temperature probability spectrum according to a plurality of extrinsic parameters measured and / or estimated during a determined period of operation of the vehicle so as to predict the influence of temperature on said equipment, component or structure in terms of service life and / or structural stress.
    Thanks to the invention, the prediction of the temperature field that can be supported by a component, an equipment or a structure of a vehicle is based on an extended definition of the extrinsic parameters, thus making it possible to introduce the notion of statistical distribution of their values, rather than to consider extreme or typical standardized cases. Consequently, the result of the analysis is not only a temperature level reached for each case, but a temperature spectrum, according to its probability of occurrence, by equipment, component, structure, and this over the entire domain of the vehicle, taking into account the possible combinations and discarding the unlikely combinations.
    According to the invention, said plurality of extrinsic parameters comprises the climatic conditions encountered by the vehicle during a determined period.
    When the vehicle is a flying device, an airplane or a helicopter, for example, said plurality of extrinsic parameters further includes climatological data of the airports frequented during the flights, and operations specific to each airport such as the rotation time between two flights. , the taxi time between the garage point and the runway.
    According to another characteristic of the invention, for each particular phase of the flight of the aircraft, the temperature spectrum is determined according to a specific combination of extrinsic parameters.
    Preferably, each specific combination comprises a reduced number of extrinsic parameters so as to improve the precision and the definition of the temperature field predictions.
    The method according to the invention is implemented by means of a thermal analysis device comprising a calculation module and an analysis module adapted to determine, for said equipment, component or structure of said vehicle, a probability spectrum of temperature as a function of a plurality of extrinsic parameters measured and / or estimated during a determined period of operation of the vehicle so as to predict the influence of the temperature on said equipment, component or structure in terms of lifetime and / or structural stress.
    BRIEF DESCRIPTION OF THE DRAWINGS Other features and advantages of the invention will emerge from the description which follows, taken by way of non-limiting example, with reference to the appended figures in which: FIG. 1 illustrates a schematic diagram of FIG. a device for implementing the method according to the invention. - Figure 2 schematically illustrates the steps of a particular embodiment of the method according to the invention.
    DETAILED DESCRIPTION OF PARTICULAR EMBODIMENTS The invention will be described in a particular example of implementation of the method according to the invention intended to define a thermal and operational model which would induce extremely hot or extremely cold temperatures, with a known probability of occurrence. This model is established by measuring and analyzing a large number of climatic conditions that could be encountered by an aircraft for a large number of successive flights operated by this aircraft during a complete period of operation of the aircraft for example, taking into account the climatic conditions of the airports frequented and the operations specific to the airport, such as, for example, the rotation time between two flights, the taxi time between the garage point and the take-off runway , or any other parameter that can affect temperatures.
    By thermal model, it is understood a numerical model (for example of the finite difference type), making it possible to represent all the heat exchanges affecting a component, a device or a structure of a vehicle in the form of the equation of heat and whose resolution allows the estimation of temperatures thereof. The thermal models developed in the context of the invention are transient in nature in that they allow the temporal estimation of temperature evolutions, resulting from temporal fluctuations of heat flow, heat diffusion through materials, the heat accumulated by the thermal inertia of these.
    The device of FIG. 1 comprises a calculation module 2 intended to generate a thermal model and an analysis module 4 intended to calculate a temperature probability spectrum.
    As is schematically illustrated in FIG. 1, for the calculation of the thermal model, the inputs of the calculation module 2 include long-term flight data, climatic data measured and / or estimated during these flights, for example that the temperature of the air T, the ground temperature T, the wind temperature T of the different airports, data relating to the geographical position of the aircraft (longitude, latitude, altitude), the date, the time, the incidence, heading and speed of the aircraft. The processing of these input data by the calculation module 2 provides extremely hot or extremely cold temperatures. These temperatures are then analyzed by the analysis module 4 to provide a temperature spectrum.
    Figure 2 schematically illustrates the steps of the calculation of the thermal model. In step 10, the flight data of the aircraft is measured on a particular phase of flight or operation. This step 10 consists in producing a transient thermal model (for example, digital, based on the finite volume method). This thermal model represents heat exchanges in structures, equipment and compartments that constitute the study area (conduction and diffusion, thermal inertia in structural materials, convection with the ambient air of the compartments, infra-red radiation between the walls of the compartments, advective flows brought by the ventilation or air movement). It includes the heat dissipation of internal components (electrical, electronic, motors, hydraulic or thermal systems or others whose hot walls dissipate their heat in the study area). Finally, the thermal model includes the exchange of heat with the external environment (solar, terrestrial and atmospheric radiation flux, convection with atmospheric air, kinetic heating in flight) and this to represent the sequence of a complete flight. transiently.
    The detailed thermal model is defined in such a way as to finely represent the heat exchanges and not only the preponderant phenomenon, with a spatial resolution that is fine enough to estimate the thermal gradients. For example, in the example of using a volume-finite model, the size of the representative volumes required can reach a few millimeters to a few centimeters, to the scale representing a complete aircraft compartment of several meters.
    The detailed thermal model has properties and boundary conditions that are intrinsic to the aircraft concept (eg, parts design, geometric characteristics, thicknesses, materials, etc.). It also includes extrinsic boundary conditions, not related to the concept of the aircraft but to its operational use, for example, boundary conditions modeling climate flows, or influenced by the definition of the flight path, the number embedded passengers, on-board fuel volumes, the airline's own exterior paint, etc. In step 12, the detailed model is reduced while maintaining the extrinsic boundary conditions as input parameters common to the detailed models. and reduced.
    This step consists in developing a simplified transient thermal model, based on the detailed model developed in step 10. In the light of the following steps, the prerequisite of this model reduction is that the detailed and reduced models must share the same extrinsic boundary conditions. For example, in the case of a finite volume model, it is possible to reduce the model by grouping the volumes that are subject to the same boundary conditions (intrinsic or extrinsic) as the adjacent volumes. The objective of this step is to produce a thermal model that is fast enough to resolve in order to extend the flight resolution time range (for example, 1 to 12 hours of operation time) to a full year of operations. (for example 5000 hours), even several years.
    To check the quality of reduction of the thermal model carried out, a recipe test is carried out to check the gain in resolution time on a test case of calculation (for example for the duration of a flight), and to quantify the temperature approximations induced. by the loss of resolution of the simplified model compared to the detailed model from step 10, in order to achieve the best compromise time saving / resolution, according to the accuracy required by the study. Step 14 is to develop a database of extrinsic parameters to cover a complete period of operation of the aircraft. This period can be for example a year or more. Step 16 is to describe the variations of the extrinsic parameters as a function of time during the complete period of operation of the aircraft. This description takes into account: - the altitude, latitude, and longitude of the flight path of the aircraft, - the speed of the aircraft, the heading relative to the north, - the climate flow: temperature of air flow (vectors) solar and albedo, infra-red radiation downward and upward, speed, direction, wind turbulence, - the incidence of the aircraft.
    The description of step 16 also takes into account ground plane operations so as to define the boundary conditions for the use of its various equipment and airport infrastructures. These operations are for example: - the filling of kerosene tanks (filling time, duration, quantities per tank, temperature), - hour, duration of use of power auxiliaries, ground means of the airport (air, electricity ), - time, time of landing / boarding of passengers, number of passengers and crew members, - the rotation time between flights, the taxi time between the garage point and the runway, or any other parameter that can influence temperatures.
    For each device considered the description of step 16 also takes into account extrinsic variables related to the personalization of the aircraft by the airline such as for example the optional equipment on board, the livery (exterior paint) of the aircraft and its thermo-optical properties. Step 18 consists in injecting into calculation module 2 extrinsic parameters defined in the sequential computation of the reduced model of step 12. For this purpose, the database of step 14 will be used to generate the conditions at extrinsic limits over the entire resolution time range (from several flights to one or more years) for the aircraft model (s) studied. For example, for a volume-finite aircraft compartment model, these extrinsic boundary conditions will be defined as time tables of solar flux values, air temperature, atmospheric radiation, which are thermal model input data. reduced. Step 20 consists of calculating the temperature for the entire time range considered.
    In order to generate the temperature results and to optimize their resolution, particular attention will be paid to the control of the computation time steps. Indeed, the fineness of the latter depends on the precision of the analyzes possible in the following steps, in particular the high frequencies (no weak time) allow to finely estimate the probability of the rare events (at the expense of the actual time of resolution of the model), and the relaxation of the resolution step at low frequencies (no high time) during the long phase of flight or on the ground, can make it possible to improve the effective resolution time. The use of a constant (or variable) time step and the value range defined for this time step therefore results from a compromise between the performance of the reduced model evaluated in step 12, the precision required for next steps, and the good numerical convergence of the reduced thermal model in the example of a volume-finite model. Step 22 consists in determining from the calculation results of step 20, a temperature probability spectrum for each element whose thermal model of step 12 is representative (structure, equipment, compartment, etc.).
    For example, by analyzing the large number of temperatures generated for the entire time range considered, it is possible to describe this result, not in the form of a chronological histogram, but in the form of one or more distributions. statistics indicating, for example: - The probability of being below or above a given temperature - in the range [minimum-maximum] of the calculated possible temperatures - The probability of being at a given temperature, - The probability of reaching the maximum or the minimum of temperature, and the value of the extremum, - the value of temperature at a given probability. To this end, it is also possible to link the results with the databases obtained in step 16, so as to improve the possible statistical treatments.
    For example, it is possible to estimate the probability or the statistical distribution of temperatures in a specific operations or flight phase (for example, the statistical distribution of temperatures at the time of landing or at the moment of landing). start up of electrical systems).
    Note that the collected data are stored in the database and can be used to: • redefine new climatic and operational standards that would induce extremely hot or extremely cold temperatures, with a known probability of occurrence, and whose set of parameters extrinsic to obtain them can be determined, • supply life cycle analyzes, with a thermal spectrum based on the real or theoretical probability and no longer on a limited number of discrete cases, for a type of aircraft, for a company or a fleet of aircraft operated in certain areas, etc.
    The method according to the invention makes it possible to focus on a particular phase of flight or operation. It is then possible to define the temperature spectrum that could be encountered by the aircraft of a given company, for example in the approach phase, at 10,000 meters altitude, with a confidence interval of 80%. By improving the statistical knowledge of temperature distributions, we can expect to reduce the number of cases requiring special investigations, by controlling the margins, instead of the approach of the prior art that analyzes cascading cases whose probability is not known or known.
    Thanks to this statistical analysis, based on temperature spectra, it is possible to define a small number of combinations of extrinsic parameters to analyze for the development of an aircraft (loads, structural stress analyzes, or system or equipment performances) . This short list of combined parameters can then be introduced into the native (non-reduced) thermal model, so as to improve the accuracy and definition of the temperature field predictions.
    The method according to the invention thus makes it possible to determine the margins between the temperatures observed (or simulated) in service, and the design temperatures. This method can also be used to investigate sizing of sensitive components with a low temperature margin.
    权利要求:
    Claims (6)
    [1" id="c-fr-0001]
    CLAIMS!
    A method of measuring and analyzing a plurality of extrinsic parameters relating to the climatic conditions encountered by a vehicle for predicting the temperature field supported by a component, equipment or structure of the vehicle, characterized in that determines, for said equipment, component or structure, a temperature probability spectrum as a function of the plurality of extrinsic parameters measured and / or estimated during a determined period of operation of the vehicle so as to predict the influence of the temperature on said component , equipment or structure in terms of service life and / or structural stress.
    [2" id="c-fr-0002]
    2. The method of claim 1 wherein when said vehicle is an aircraft, said plurality of extrinsic parameters further includes climatological data of the airports frequented during the flights of the aircraft, and operations specific to each airport such as the time of rotation between two flights, the taxi time between the garage point and the runway,
    [3" id="c-fr-0003]
    3. Method according to claim 2 wherein, for each particular phase of the flight of the aircraft, the temperature spectrum is determined according to a specific combination of extrinsic parameters.
    [4" id="c-fr-0004]
    The method of claim 3 wherein said specific combination of extrinsic parameters comprises a reduced number of parameters so as to improve the precision and the definition of the temperature field predictions.
    [5" id="c-fr-0005]
    5. A device for measuring and analyzing a plurality of extrinsic parameters relating to the climatic conditions encountered by a vehicle in order to predict the temperature field to which an equipment or structure of a vehicle will be subjected, characterized in that it comprises a calculation module (2) and an analysis module (4) adapted to determine, for said equipment, component or structure of said vehicle, a temperature probability spectrum as a function of the plurality of measured extrinsic parameters and / or estimated during a determined period of operation of the vehicle so as to predict the influence of the temperature on said equipment, component or structure in terms of lifetime and / or structural stress.
    [6" id="c-fr-0006]
    A computer program recorded on a medium having instructions for performing the steps of the method according to one of claims 1 to 4 when executed by a computer.
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    同族专利:
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    US10031094B2|2018-07-24|
    US20170101195A1|2017-04-13|
    FR3042294B1|2018-06-01|
    CN107016144A|2017-08-04|
    引用文献:
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    CN101963937B|2010-09-29|2016-08-10|南京航空航天大学|Predicting residual service life of flight control computer system|
    FR2970358B1|2011-01-06|2019-04-12|Airbus Helicopters|PROGNOSTIC OF DURATION BEFORE MAINTENANCE BY FUSION BETWEEN MODELING AND SIMULATION, FOR ELECTRONIC EQUIPMENTS ON BOARD IN AN AIRCRAFT|
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    CN113901590B|2021-11-17|2022-03-01|中国飞机强度研究所|Large aircraft climate environment laboratory temperature rise and fall transient load analysis method|
    法律状态:
    2016-10-20| PLFP| Fee payment|Year of fee payment: 2 |
    2017-04-14| PLSC| Publication of the preliminary search report|Effective date: 20170414 |
    2017-10-24| PLFP| Fee payment|Year of fee payment: 3 |
    2018-10-22| PLFP| Fee payment|Year of fee payment: 4 |
    2019-10-28| PLFP| Fee payment|Year of fee payment: 5 |
    2020-10-21| PLFP| Fee payment|Year of fee payment: 6 |
    2021-10-21| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1559691A|FR3042294B1|2015-10-12|2015-10-12|METHOD FOR PREDICTING TEMPERATURES SUPPORTED BY A COMPONENT, EQUIPMENT OR STRUCTURE OF A VEHICLE|
    FR1559691|2015-10-12|FR1559691A| FR3042294B1|2015-10-12|2015-10-12|METHOD FOR PREDICTING TEMPERATURES SUPPORTED BY A COMPONENT, EQUIPMENT OR STRUCTURE OF A VEHICLE|
    US15/285,666| US10031094B2|2015-10-12|2016-10-05|Method for predicting temperatures which are tolerable by a component, a piece of equipment or an airplane structure|
    CN201610891853.8A| CN107016144A|2015-10-12|2016-10-12|Method for predicting the temperature that part, equipment or the structure of aircraft are allowed|
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