WO2026008531A1 - Procédé de détection d'états de déformation d'une structure aérodynamique d'un aéronef - Google Patents

Procédé de détection d'états de déformation d'une structure aérodynamique d'un aéronef

Info

Publication number
WO2026008531A1
WO2026008531A1 PCT/EP2025/068454 EP2025068454W WO2026008531A1 WO 2026008531 A1 WO2026008531 A1 WO 2026008531A1 EP 2025068454 W EP2025068454 W EP 2025068454W WO 2026008531 A1 WO2026008531 A1 WO 2026008531A1
Authority
WO
WIPO (PCT)
Prior art keywords
aerodynamic structure
temperature
strain
rotor blade
sensor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/EP2025/068454
Other languages
German (de)
English (en)
Inventor
Tobias PFLUMM
Andreas Jochum
Sören SÜSSE
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kopter Germany GmbH
Original Assignee
Kopter Germany GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kopter Germany GmbH filed Critical Kopter Germany GmbH
Publication of WO2026008531A1 publication Critical patent/WO2026008531A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M5/00—Investigating the elasticity of structures, e.g. deflection of bridges or air-craft wings
    • G01M5/0016—Investigating the elasticity of structures, e.g. deflection of bridges or air-craft wings of aircraft wings or blades
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M5/00—Investigating the elasticity of structures, e.g. deflection of bridges or air-craft wings
    • G01M5/0041—Investigating the elasticity of structures, e.g. deflection of bridges or air-craft wings by determining deflection or stress

Definitions

  • the present invention relates to a method for detecting deformation states of at least one aerodynamic structure of an aircraft, an arrangement with an aerodynamic structure, in particular a rotor blade arrangement, and an aircraft.
  • Deformation measurements e.g., in the form of strain measurements, on helicopter rotor blades are carried out, for example, in flight tests to determine the mechanical loads acting on the rotor blades, such as aerodynamic forces.
  • the respective rotor blade can be equipped with strain sensors, e.g., strain gauges or fiber Bragg sensors, which measure local strains of the rotor blade at the location of the respective strain sensor.
  • Deformations, e.g., elongations, of the rotor blade can occur not only due to the mechanical stress on the rotor blade, but also due to changing ambient temperatures or temperatures of the rotor blade itself.
  • Temperature changes and fluctuations occur particularly during flight due to changing environmental conditions, such as solar radiation, wind, weather, the day-night cycle, and altitude, as well as due to the airflow around the rotor blade. Such temperature changes can cause local dimensional changes and thus local deformations of the rotor blade, which are mitigated by the protective measures provided on the rotor blade.
  • Strain sensors convert the detected measurement signal, e.g., an electrical voltage or a reflected wavelength of light, into measured values of strain or deformation.
  • mechanical loads such as tensile, compressive, and/or shear forces, as well as torsional and/or bending moments, act on the rotor blade and are also measured by the strain sensors as values of strain or deformation.
  • strain sensors attached to the rotor blade output a total strain as the measured value, which includes both a thermally induced component and a mechanically induced component, making it difficult to draw conclusions about the mechanical loads acting on the rotor blade.
  • the problem is solved by a method for detecting deformation states of at least one aerodynamic structure according to claim 1, an arrangement according to claim 13, and an aircraft according to claim 16. Further features of the invention are specified in the dependent claims.
  • the method according to the invention can also be further developed by the features of the arrangement and/or the aircraft, and vice versa, and features of the arrangement and the aircraft can also be used mutually for further development.
  • a method for detecting deformation states of at least one aerodynamic structure of an aircraft, in particular a rotor blade of a rotor and/or a wing and/or a tail assembly of an aircraft, in particular a helicopter, wherein the aerodynamic structure has at least one strain sensor comprises at least the following steps: (a) Detection of deformation states by the at least one strain sensor and detection of temperature measurements by at least one temperature sensor, under a plurality of different temperature states of the aerodynamic structure, and
  • the deformation state detected by the at least one strain sensor can be a deformation state of the aerodynamic structure that describes a deformation occurring locally at the location of the strain sensor.
  • a local deformation is preferably a deformation state detected by a single strain sensor, e.g., a (point-specific) strain value determined or detected by a single strain sensor.
  • the deformation state detected by the at least one strain sensor can be a deformation state of the aerodynamic structure that describes a deformation occurring regionally or sectionally, i.e., in a region of the aerodynamic structure that includes the location of the at least one strain sensor, or includes a characteristic value for such a regional or sectional deformation.
  • a deformation state is preferably a value determined by one or more strain sensors, which includes a local or regional deformation of the aerodynamic structure, such as strain and/or curvature and/or compression and/or displacement and/or torsion and/or shear, etc., or a measured value from which, for example, at least one of these values can be determined, such as a Wheatstone bridge deformation, an electrical voltage, a reflected wavelength of light, etc.
  • a deformation state can be a strain measurement.
  • an aerodynamic structure can be one or more rotor blades of an aircraft's rotor, and/or one or more wings or airfoils of an aircraft, and/or one or more empennages of an aircraft.
  • the aircraft can be, for example, a helicopter and/or an airplane and/or an unmanned aerial vehicle (UAV) or a drone.
  • UAV unmanned aerial vehicle
  • the method according to the invention makes it possible, for example, to determine deformations of the aerodynamic structure that occur due to mechanical stress on the aerodynamic structure, whereby thermally induced components of the deformations, e.g., due to temperature fluctuations, can be factored out or compensated for. It is not necessary to know or consider the exact geometry and structure of the aerodynamic structure.
  • a Aerodynamic structures such as rotor blades, wings, or tail assembly, exhibit anisotropic structure, which can lead to anisotropic deformation and strain behavior. This must therefore be considered in theoretical (e.g., simulated or mathematical) determinations of mechanically induced deformations and compensation for thermally induced deformations.
  • the aerodynamic structure is a rotor blade having at least one first end connected to the rotor of the aircraft, e.g., at a hub or axle of the rotor.
  • the rotor blade can extend from the first end to a second end in the radial direction of the rotor.
  • the second end of the rotor blade is a free end.
  • the free end is preferably not connected to the rotor or other components of the aircraft, or only connected via the rotor blade itself.
  • determining the relationship between the deformation states and the temperature measurements involves establishing a functional relationship, in particular performing a regression analysis to obtain a regression function that represents thermally induced deformation states as a function of the recorded temperature measurements.
  • a temperature state of at least one aerodynamic structure can, for example, be a temperature vector or temperature field, which is determined by a plurality of temperature sensors.
  • the method described above can, for example, serve to determine this functional relationship. This can also be referred to as training the measurement system consisting of the various sensors associated with the aerodynamic structure.
  • deformation states occurring during the operation of the aircraft e.g., a helicopter
  • deformation states include mechanically and thermally induced components.
  • the thermally induced deformation components can then be calculated using the previously determined relationship and the temperature measurements obtained during operation. These can then be subtracted from the detected deformation states to calculate the mechanically induced deformation components of the aerodynamic structure.
  • the at least one temperature sensor is provided on the aerodynamic structure. This can, for example, improve the accuracy of the method described above.
  • the at least one temperature sensor can also be provided independently of the aerodynamic structure, in particular in the vicinity of the aerodynamic structure.
  • the method can filter out data points (e.g., represented by temperature-deformation state pairs) that deviate significantly from other data points through appropriate data or signal processing.
  • data points e.g., represented by temperature-deformation state pairs
  • Such significantly deviating data points can occur, for example, due to wind gusts and can be identified, for example, by the fact that strongly differing deformation states are recorded despite essentially identical temperature measurements.
  • a filter can be implemented in a preceding signal processing stage.
  • the temperature sensors are provided at different positions, more preferably at different radial positions of the aerodynamic structure, in particular the rotor blade, and/or on different sides, in particular a top and bottom surface of the aerodynamic structure. Furthermore, different temperature sensors are preferably assigned to different strain sensors.
  • the aerodynamic structure, in particular the rotor blade more preferably has at least two different sections, and at least one temperature sensor is provided in each section. Preferably, each section of the aerodynamic structure or rotor blade has at least one strain sensor and at least one temperature sensor.
  • the at least one strain sensor and/or the at least one temperature sensor can be provided on a surface, e.g., a top and/or bottom surface, of the aerodynamic structure or rotor blade, or embedded within the aerodynamic structure or rotor blade.
  • an overdetermination of a measuring system formed from the at least one strain sensor and/or the at least one temperature sensor is preferably provided, and based on the overdetermination of the measuring system, a structural change in the aerodynamic structure and/or a change in at least one strain and/or temperature sensor can be inferred.
  • a structural change in the aerodynamic structure and/or a change in at least one strain and/or temperature sensor can be inferred.
  • the method is carried out at predetermined (time) intervals.
  • a key performance indicator (KPI) is preferably determined in a first step as the information derived from step (b), e.g., a KPI determined by the regression analysis described above.
  • a deviation of this KPI indicates the presence of a change.
  • the location of the damage in the aerodynamic structure is preferably determined, or it is determined which of the sensors exhibits a change.
  • the localization of the damage can be achieved, for example, via redundant measurements that may be available due to the overdetermination of the measurement system.
  • An arrangement according to the invention in particular a rotor blade arrangement, comprises at least one aerodynamic structure of an aircraft, in particular at least one A rotor blade of a rotor and/or a wing and/or a tail assembly of an aircraft, in particular a helicopter, wherein the aerodynamic structure comprises at least one strain sensor for detecting deformation states, and wherein the arrangement further comprises at least one temperature sensor for detecting temperature measurements, and at least one evaluation unit configured to perform at least steps (a) and (b) of the method described above.
  • the at least one aerodynamic structure is provided in a reproducible mechanical state and/or under a substantially constant mechanical load, wherein preferably the aerodynamic structure is a rotor blade of a rotor and the rotor is provided in a resting state and/or in a substantially windless state and/or wherein the aerodynamic structure, in particular the rotor blade, is arranged in a test rig.
  • the aerodynamic structure preferably has a plurality of strain sensors and/or a plurality of temperature sensors, wherein the strain sensors and/or temperature sensors are provided at different positions, preferably different radial positions, of the aerodynamic structure, in particular of the rotor blade, and/or in different spatial orientations, wherein the aerodynamic structure or the rotor blade further preferably has at least two different sections and at least one strain sensor and/or at least one temperature sensor is provided in each section.
  • the evaluation unit can be integrated with the aerodynamic structure, for example, on the aerodynamic structure itself, or on or within the aircraft, or external to the aircraft and/or external to an aircraft rotor.
  • the evaluation unit can also reside on a computer system at any location.
  • the evaluation unit can be connected to the strain and temperature sensors via a data transmission unit, such as a data cable or wirelessly, to receive the sensor readings.
  • the evaluation unit can comprise a hardware and/or software component, for example, in the form of a computer program.
  • the evaluation unit can be located on a computer system that is independent of the aircraft. For example, the same advantages can be achieved with this arrangement as with the method described above for detecting deformation states.
  • Fig. 1 shows a schematic view of an aircraft in the form of a helicopter with rotors, which is suitable for carrying out a method according to the invention
  • Fig. 2a shows a schematic view of a rotor blade of one of the rotors of the aircraft shown in Fig. 1, with the rotor blade shown in a top view from above;
  • Figs. 2b and 2c each show schematic views of the rotor blade shown in Fig. 2a in section along line A-A (Fig. 2b) and line B-B (Fig. 2c), respectively, with views of the top and bottom of the rotor blade in the area of the cross-section and an exemplary arrangement of sensors on the rotor blade;
  • Fig. 3 shows a diagram schematically illustrating the steps of a method according to the invention for detecting deformation states in the form of strain measurements for at least one rotor blade of a rotor shown in relation to Figs. 1 to 2c and for calibrating the strain measurements determined by the at least one sensor;
  • Fig. 4 schematically shows exemplary diagrams obtained by temperature and strain measurements on the rotor blade shown in Figures 2b-2c using the method described with reference to Fig. 3;
  • Fig. 5 shows a diagram schematically illustrating the steps for determining the presence of a change occurring on the rotor blade shown in Figs. 1 to 2c and/or a sensor provided thereon, using the method described with reference to Fig. 3.
  • the aircraft shown in Fig. 1 is a helicopter 1, which has a fuselage 2 with a main rotor 3, and a tail boom 4 on which a tail rotor 5 is provided.
  • the tail rotor 5 can be provided with a shroud 6 that completely surrounds the tail rotor 5.
  • the main rotor 3 essentially serves to generate dynamic lift and, if necessary, horizontal movement of the helicopter 1, and the tail rotor 5 can at least serve to counteract a torque acting on the fuselage 2, in particular to counteract a counter-torque generated by the main rotor 3, which would cause a rotation of the fuselage 2 in the opposite direction to the rotation of the main rotor.
  • the main rotor 3 has several rotor blades 7 as aerodynamic structures, with two rotor blades 7 shown in the view of the helicopter 1 in Fig. 1.
  • the rotor blades 7 of the main rotor 3 are rotatable about a vertical axis 8 of the helicopter 1.
  • the tail rotor 5 also has several rotor blades 9, which are rotatably arranged about a rotor hub 10 with a horizontal axis (in Fig. 1, the horizontal axis of the rotor hub 10 extends into the plane of the drawing).
  • the angle of attack of the rotor blades 20 of the tail rotor 5 and/or the rotor blades 7 of the main rotor 3 can be adjusted.
  • the rotor blade is equipped with at least one strain sensor. This is explained in more detail below with reference to Figures 2a to 2c. In the following, reference is made to a rotor blade 7 of the main rotor 3 in Fig. 1, but the rotor blade could also be a rotor blade 9 of the tail rotor 5.
  • Fig. 2a shows a schematic view of the rotor blade 7, which has a plurality of strain gauges 11 and at least one temperature sensor 12.
  • the rotor blade 7 extends from a first end 13, which is located at the hub or axis of the main rotor 3 (not shown in Fig. 2a; the axis of the main rotor 3 corresponds to the z-direction in Fig. 2a), to a second, free end 14 in the radial direction of the respective rotor, corresponding to the x-direction in Fig. 2a.
  • the rotor blade 7 has a top surface 15, which is visible in the view of Fig. 2a, and a bottom surface 16, which is hidden in the view of Fig. 2a (see Figs. 2b, 2c). Perpendicular to the radial x- and z-directions, the rotor blade extends between a leading edge 17 and a trailing edge 18 in a lateral direction y.
  • strain gauges 11 are provided on the upper surface 15 and the lower surface 16 of the rotor blade 7 in sections of the rotor blade 7 spaced apart from each other in the radial direction x.
  • the individual sections are represented in Fig. 2a by the cross-sections A-A, B-B, C-C, D-D and E-E, of which cross-section A-A is shown in Fig. 2b and cross-section B-B in Fig. 2c.
  • the cross-sections C-C, D-D and E-E are not shown in detail in the figures and may have arrangements of strain gauges 11 similar to the arrangement shown in Fig. 2b or Fig. 2c.
  • strain gauges 11 are provided on the upper surface 15 and the lower surface 16 of the rotor blade 7 in each section (cross-section AA and cross-section BB, respectively).
  • the strain gauges on the upper surface 15 and the lower surface 16 of a section each have a lateral dimension y.
  • Strain sensors 11 spaced apart from each other and aligned in the radial direction x, as well as strain sensors 11 aligned transversely thereto, i.e. the strain sensors 11 of a section (a cross-section) are provided with different spatial orientations on the upper surface 15 and the lower surface 16 of the rotor blade.
  • strain sensors 11 of different sections or cross-sections shown in Figures 2a to 2c are spaced apart from each other at least in the radial direction x of the rotor blade, and the strain sensors of the same section or cross-section differ at least in their arrangement along the lateral direction y and/or their spatial orientation.
  • strain sensors 11 shown in Figures 2a to 2c are purely exemplary.
  • the strain sensors can be arranged in any configuration on the upper and/or lower surface of the rotor blade.
  • the number of strain sensors can also differ from that shown in the figures.
  • one or more of the strain sensors are located inside the rotor blade, i.e., in the area between the lower surface 16 and the upper surface 15 of the rotor blade.
  • the strain sensors can also be at least partially embedded in the rotor blade.
  • Figure 2a further shows a temperature sensor 12, which is provided between the sections represented by cross-sections DD and EE on the upper surface 15 of the rotor blade 7.
  • another temperature sensor not shown in the figures, can be provided on the lower surface 16 of the rotor blade 7 and/or further temperature sensors can be provided on other sections of the rotor blade.
  • each of the sections shown in Figure 2a can be provided with at least one temperature sensor.
  • the at least one temperature sensor instead of being provided on the upper and/or lower surface of the rotor blade, can also be at least partially embedded in the rotor blade. It is also possible to provide the at least one temperature sensor independently of the rotor blade, in particular in the vicinity of the rotor blade.
  • Each of the strain sensors 11 is configured to detect at least one local deformation of the rotor blade 7 in the area where the respective strain sensor is located, as a deformation state of the rotor blade in the form of a strain measurement. Instead of detecting a strain measurement, the strain sensor 11 can also be configured to detect another measurement that characterizes a local or regional deformation state of the rotor blade.
  • the at least one temperature sensor 12 is configured to detect a local temperature of the rotor blade 7 and/or the surrounding area of the rotor blade in the area where the temperature sensor 12 is located, as a temperature measurement.
  • Strain gauges and/or fiber optic Bragg grating sensors can be used as strain sensors 11.
  • the strain sensors 11 are preferably calibrated such that any effect on the strain sensor itself caused by changing temperatures, for example, a temperature-related change in the length of an optical fiber when using a fiber optic Bragg grating sensor, is already compensated for.
  • the at least one temperature sensor 12 can, for example, also be a fiber optic Bragg grating sensor or any other suitable temperature sensor.
  • the strain gauges and temperature sensors are connected to an evaluation unit (not shown in the figures), for example via a data cable and/or a wireless data transmission device.
  • the evaluation unit can be located on the rotor blade itself, or on or in the helicopter 1, or externally, separate from the helicopter 1 and/or the rotor 3 or 15.
  • the rotor blade can be provided in a test environment in which a suitable, preferably substantially constant, mechanical load acts upon the rotor blade 7.
  • the test environment preferably provides a repeatable and/or static mechanical state of the rotor blade 7.
  • the test environment is selected such that the mechanical forces acting on the rotor blade are substantially constant.
  • the rotor blade 7 can be in an operating configuration (i.e., provided on the rotor 3 or 5, and/or provided on the helicopter 1) with the engines or motor switched off, and/or substantially without wind and/or gusts, and with a defined rotor control state that, for example, specifies a blade pitch angle of the rotor blade.
  • the test environment can, for example, be chosen outdoors and/or in a building, in particular a hangar.
  • the rotor blade can be arranged for this purpose in a test rig that preferably ensures constant mechanical loads on the rotor blade.
  • strain measurements are then acquired by the strain sensors 11 and temperature measurements are acquired by the at least one temperature sensor 12.
  • the acquisition of strain and temperature measurements is carried out under a plurality of different temperature conditions of the rotor blade 7.
  • These different temperature conditions of the rotor blade 7 are preferably achieved due to changing natural or environmental conditions, for example, by varying solar radiation and/or the day-night cycle and/or weather-related temperature fluctuations, and/or are achieved or set in a hangar.
  • the system checks whether sufficient data in the form of strain and temperature measurements are available to perform a regression analysis. If insufficient data is available, the acquisition of strain and temperature measurements continues, and/or a larger number of previously acquired data points are used for the regression analysis. In particular, the number of previously acquired strain and temperature measurements can be increased. This is the number of data points used to perform the regression analysis. The data from the dataset not used for the regression analysis can then be used, for example, for a test set. If sufficient data is available or added for the regression analysis, a relationship between the strain measurements recorded by the strain sensors 11 and the temperature measurements recorded by the at least one temperature sensor 12 is determined in the next step. This is done by performing a regression analysis, which yields a regression function that represents the recorded strain measurements as a function of the recorded temperature measurements. In other words, temperature-related strain values are determined for the rotor blade 7, which are essentially independent of mechanically induced strain values of the rotor blade. This can be done as follows:
  • the recorded temperature measurements are used as input parameters, particularly regarding their spatial distribution with respect to the rotor blade and/or their temporal gradients.
  • the recorded strain measurements representing thermally induced strain values, are used as outputs of the regression function. Based on these input parameters and results, the regression function is determined, for example, using the following equation:
  • Ti, T2 are the temperature measurements taken by two different temperature sensors 12 at the same time
  • the mechanically induced component of the strains is calculated by subtracting the thermally induced component of the strains, s ⁇ sub>Citherm ⁇ /sub> , from the measured total strain, E ⁇ sub> C ⁇ /sub>.
  • the regression function can be linear or nonlinear.
  • Software employing artificial intelligence (AI), such as decision trees, random forests, or neural networks, can be used to determine the regression function.
  • AI artificial intelligence
  • These models can be implemented, for example, using the Python module scikit-learn.
  • the regression analysis can be performed for each strain sensor 11 separately, or for several, preferably for all strain sensors 11 of the rotor blade together.
  • the sectional strain measurements determined using the strain sensors 11 of the rotor blade 7 can then be calibrated in a further step of the procedure shown in Fig. 3 such that, in subsequent measurements of the strain values by the strain sensors 11 under varying mechanical loads of the rotor blade, the temperature-dependent strain of the rotor blade 7, i.e., s ⁇ sub> Citherm ⁇ /sub> , is essentially compensated.
  • this step is labeled thermal calibration.
  • the strain sensors 11 can be used to detect the purely mechanical influences can be used to detect the elongation of the rotor blade 7, for example during the operation of the rotor or during the flight of the helicopter.
  • the determination of the regression function can then be carried out for different mechanical load conditions of the rotor blade, for example for a rotor blade 7 rotating at a constant speed, and/or for different rotor control conditions, for example at different blade pitch angles of the rotor blade.
  • data i.e., temperature and strain measurements
  • the data are acquired for a wide range of thermal conditions under essentially constant mechanical conditions.
  • the data can be extrapolated. This also allows a wide range of thermal conditions to be covered.
  • Fig. 4 shows an exemplary diagram graphically representing temperatures measured by two temperature sensors 12 provided on the rotor blade and strain values determined based on strain measurements of the strain gauges 11 (see Figs. 2a-2c).
  • the upper diagram in Fig. 4 shows the time course of the temperature measurements of a first temperature sensor, which is provided on the upper surface 15 of the rotor blade in Figs. 2a-2c (e.g., the temperature sensor 12 shown in Fig. 2a), represented in Fig. 4 by the solid line labeled "top”, and the time course of the temperature measurements of a second temperature sensor, which is provided on the lower surface 16 of the rotor blade in Figs. 2a-2c (not shown in the figures), represented in Fig. 4 by the dashed line labeled "bottom”.
  • FIG. 4 show three time periods, namely a first period in which a rotor, to which the rotor blade equipped with the temperature and strain sensors is attached, is in a rest state. (“non-rotating"), a subsequent second section in which the rotor rotates (“operation”), and a subsequent third section in which the rotor is again in a resting state (“non-rotating").
  • the lower diagram in Fig. 4 shows the time course of the strain values, which were calculated based on the strain measurements obtained from the strain sensors 11 provided on the rotor blade and based on the method described above with reference to Fig. 3.
  • the lower diagram in Fig. 4 shows a total strain value £ c measured by the strain sensors, represented as a solid line, as well as the mechanically induced component of the strains c.mech and the thermally induced component of the strains Sc,therm, each shown as dashed lines.
  • the diagram in Fig. 4 can be used, for example, to determine the mechanically induced component of the rotor blade strains acting during operation, and based on this, conclusions can be drawn about the mechanical loads acting during operation.
  • the temperature and strain measurements are recorded under reproducible conditions and/or defined thermal conditions, for example in a hangar.
  • a data comparison of the calibration function between different calibration procedures performed at different times can, for example, provide information about the condition of the rotor blade and/or at least one of the strain sensors 11 or temperature sensor 12, hereinafter also referred to as "health monitoring".
  • At least the regression analysis described in relation to Fig. 3 is carried out at at least two different times, preferably in the same test environment and/or using the same temperature conditions of the rotor blade. If a presented- If information derived from the relationship between the strain measurements and the temperature measurements, for example the determined regression function, deviates at least at a first point in time from the information derived at least at a second point in time, i.e., changes in the regression function or in the determined relationship occur over time, it can be concluded that there is a structural change in the rotor blade and/or a change or measurement deviation of at least one strain and/or temperature sensor, up to and including the failure of a sensor.
  • the overdetermination of the measurement system formed by the strain gauges and/or temperature sensors can differentiate between a change, such as a deterioration in measurement performance and/or a failure, of one of the strain gauges or a temperature sensor, and a local or global structural change of the rotor blade itself, such as material fatigue, the occurrence of a crack, water ingress, etc.
  • the overdetermination of the measurement system can, for example, enable the localization of damage occurring in the rotor blade.
  • Appropriate maintenance measures such as the maintenance or repair of the rotor blade and/or the replacement of a strain gauge or a temperature sensor, can then be initiated.
  • the occurrence of changes in the regression function or in the determined relationship over time and/or an overdetermination of the measuring system can indicate the occurrence of a structural change in the rotor blade and/or a change in at least one strain and/or temperature sensor.
  • An aerodynamic structure of the aircraft can, in particular, be a structural element of the aircraft which, during operation, of the aircraft has a lift-generating effect and/or a flow-guiding effect, in particular a control effect, such as a rotor blade and/or a wing and/or an airfoil and/or a tail assembly of the aircraft.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Length Measuring Devices By Optical Means (AREA)

Abstract

L'invention concerne un procédé de détection d'états de déformation d'au moins une structure aérodynamique d'un aéronef, en particulier d'une pale de rotor (7, 9) d'un rotor (3, 5) et/ou d'un profil d'aile et/ou d'une unité de queue d'un aéronef, en particulier d'un hélicoptère (1), la structure aérodynamique comportant au moins un capteur de contrainte (11). Le procédé comprend les étapes suivantes consistant à : (a) détecter des états de déformation au moyen dudit capteur de contrainte (11) et détecter des valeurs de mesure de température au moyen d'au moins un capteur de température (12) dans une pluralité d'états de température différents de la structure aérodynamique et (b) déterminer une relation entre les états de déformation détectés par le ou les capteurs de contrainte (11) et les valeurs de mesure de température détectées par le ou les capteurs de température (12).
PCT/EP2025/068454 2024-07-03 2025-06-30 Procédé de détection d'états de déformation d'une structure aérodynamique d'un aéronef Pending WO2026008531A1 (fr)

Applications Claiming Priority (2)

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DE102024118952.5 2024-07-03
DE102024118952.5A DE102024118952A1 (de) 2024-07-03 2024-07-03 Verfahren zum Erfassen von Verformungszuständen einer aerodynamischen Struktur eines Fluggeräts

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