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Aircraft Structural Health Monitoring
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Ai Makes Aircraft Maintenance More Efficient
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Structural Integrity and Composites Group, Faculty of Aerospace Engineering, Delft University of Technology, Kluywerweg 1, 2629HS Delft, The Netherlands
Center of Excellence for Artificial Intelligence for Buildings, Faculty of Aerospace Engineering, Delft University of Technology, Kluywerweg 1, 2629HS Delft, The Netherlands
Pdf) Fibre Optic Sensors For Structural Health Monitoring Of Aircraft Composite Structures: Recent Advances And Applications
Received: 8 February 2022 / Revised: 18 February 2022 / Accepted: 23 March 2022 / Submitted: 30 March 2022
With the increasing use of composites in aircraft, many successful new contributions have been made to the development of structural health monitoring (SHM) for composite aerospace structures. However, its application is not often seen in the operational context of the aviation industry, mainly because of the gap between research and practice that limits the transition to improved aircraft maintenance strategies such as condition monitoring (CBM). In this work, we identify and highlight two key aspects of the SHM domain for composite aircraft structures: (1) aircraft maintenance engineering, which requires comprehensive damage assessment to manage aircraft structural health, and (2) scaling; SHM application to real composite aircraft structures in service conditions. Multi-sensor data fusion concepts can help address these aspects, and we outline its advantages, opportunities, and challenges. Additionally, for demonstration purposes, we present a design study for an integrated SHM system for multilevel damage monitoring of a composite aircraft wing structure. Thus, we present how multi-sensor data integration concepts can benefit the community to advance the field of SHM for composite aircraft structures towards practical CBM applications in the aviation industry.
The use of composite structures in the aerospace industry has increased in recent decades with new aircraft such as the Airbus A350 or the Boeing 787 (53% [1] and 50% [2] ), which are mainly made of composite material. This development can be attributed to its mechanical properties, including strength-to-weight ratio and corrosion resistance. Therefore, the use of composite structures in aircraft can lead to lower operating costs due to lower fuel consumption and less maintenance work [3]. Although many advantages can be achieved by using composite structures for aircraft, their behavior is also problematic; in particular, the inspection and control of damage to the aircraft structure becomes more difficult because the damage may be internal but not detectable after a visual inspection of the outer layers of the airframe. Aircraft during maintenance operations. In addition, even if signs of damage are visible on the surface, for example, in the case of barely visible impact damage, their magnitude may not reflect the extent of actual damage in the interior layers of the joint [4, 5, 6, 7]. In addition, damage mechanisms and their development behavior are complex, making it difficult to predict damage in loaded composite aircraft structures.
In the aircraft industry, these uncertainties must be controlled and detected before they compromise the structural integrity of the composite component in the aircraft, which is usually achieved by defining predetermined intervals as part of the aircraft maintenance strategy. In addition, structural components may be redundant, leading to increased aircraft weight, or preventive replacement during periodic maintenance. Scheduled and preventive maintenance programs in the aviation industry can lead to unscheduled maintenance, incomplete inspections, or unnecessary replacement of damaged parts. To mitigate these aspects, a condition-based maintenance (CBM) strategy could be implemented, which could provide cost and time benefits of over 700 million euros per year for the European aviation industry alone [8]. In the CBM approach, maintenance actions are based on the actual health status of the aircraft structure: maintenance is performed only when a structure requires repair or replacement. Therefore, this requires the health status of the aircraft structure to be demonstrated. Therefore, aerospace CBM for structural applications relies on structural health monitoring (SHM) techniques that involve permanently installed sensor networks to collect data for health management, which includes damage detection and monitoring. Thus, sensor data is used to assess the presence of structural damage to an aircraft, predict future damage development, and determine further maintenance measures for a given aircraft.
Structural Health Monitoring Ebook By Victor Giurgiutiu
The application of SHM in aerospace is not yet fully matured [9] and is particularly difficult to apply to composite structures. For a real aircraft maintenance scenario, consider the needs of the maintenance engineer in the latest application: what health management information is needed to make maintenance decisions for the aircraft? For example, as we have seen in this work, this requires comprehensive damage diagnosis at four SHM levels, not just one level, namely: (1) damage detection, (2) damage location, (3) damage type determination, and (4) damage detection. ) severity of damage. For aircraft maintenance, the next step after damage diagnosis should be included, namely damage predictions based on sensor data collected by the remaining useful life (RUL) of the structural aircraft. That is, the aircraft repair engineer must know whether a given aircraft has existing damage, its characteristics, and the effect it will have on the future performance of the entire aircraft. In addition, large complex composite aircraft structures will be monitored under realistic load conditions requiring reliable, probabilistic and scalable algorithms in service scenarios. SHM system requirements and intended functions for the aviation industry are collected and discussed in detail in SAE ARP6461 [10].
In this work, we explore the challenges of controlling complex composite aircraft structures using SHM. We argue that a multi-sensor data fusion approach is necessary and useful for applications in the aerospace industry. That is, it can, among other things, provide a more complete picture of current damage, reduce ambiguity, and increase confidence in results [11, 12]. Although studies have been conducted on data integration in the broad sense of SHM [13], their application to aerospace composite structures has not been investigated. In this work, we provide a conceptual approach to the ideas and discuss the need for multi-sensor data fusion for SHM of composite structures in aerospace applications.
This document is structured as follows. First, in Section 2, we identify the gaps that must be filled in order to apply SHM methods to composite aircraft structures. We evaluate growth concepts by addressing the concept of integrated health management assessment, which includes diagnostics and prognoses necessary for aircraft component applications and maintenance operations. Section 3 then introduces the concept of multi-sensor data fusion and further develops its capabilities, advantages and limitations. Section 4 explores the application of multi-sensor data fusion techniques for SHM of composite aircraft structures by discussing new capabilities, practical aspects, and considerations. In Section 5, we show how multiple SHM techniques and data integration concepts can be combined to present a high-level design of a complex SHM system for a composite aircraft wing structural component. Finally, Section 6 concludes this work and provides an overview.
Composite structures added to aerospace aircraft are at the component level. However, most studies focus on lower-level structures as sub-research probes. Several research gaps can be identified and should be addressed when considering the successful application of SHM to such aircraft structures. In this section, we examine two major issues limiting the current development of implementation in the aviation industry.
Structural Health Monitoring Allows Detection Of Damage To Aircraft Components Made Of Cfrp
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