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飛機單機疲勞壽命監(jiān)控方法評述

2014-08-15 10:21:25 作者：本站整理來源：

許力蒲，姚衛(wèi)星
（南京航空航天大學飛行器先進設計技術國防重點學科實驗室，南京，210016）

　　摘要：單機疲勞監(jiān)控對飛機結構的使用安全和壽命潛力挖掘等方面有重要意義。本文將單機監(jiān)控技術大致分為四個層次：定時維修、重心處載荷譜監(jiān)控、重心處載荷譜監(jiān)控兼有危險部位應力場監(jiān)控、智能監(jiān)控。對單機壽命監(jiān)控的學術問題和關鍵技術問題進行了討論。
主要學術問題有：1）如何通過監(jiān)控得到的飛行參數(shù)準確得知飛機的實時飛行狀態(tài)以便計算飛機各部位的載荷；2）在通過重心處的載荷譜轉換成疲勞危險部位的載荷譜的計算模型中一般把飛機看作彈性體，但飛機有柔性變形，如何在轉換過程中對彈性模型進行修正；3）如何通過實測點處的應變（應力）值反推得到疲勞危險點處的應變（應力）值；4）第2和第3個問題中得到的疲勞危險部位的應力值存在差異，如何度量二者的差異和融合兩個應力；5）在單機監(jiān)控飛機壽命時消除了飛機機群載荷分散性的影響，如何確定載荷分散性系數(shù)及飛機剩余壽命的分散性。
主要技術問題有：1）如何將測量得到的大量飛行參數(shù)進行預處理；2）當?shù)玫酵廨d荷時，如何通過有限單元法（FEM）建立模型計算疲勞危險點的應力；3）如何選取危險部位附近實測點的位置；4）當通過飛行參數(shù)計算得到的危險點應力和通過測量點反推得到的危險點應力相差較大時，如何修改計算模型；5）在整個單機監(jiān)控的過程中存在誤差，如何確定誤差在過程中的傳遞以及確定最終的誤差。
在單機監(jiān)控方法中，定時維修和重心處載荷譜監(jiān)控已經(jīng)得到了廣泛運用，而重心處載荷譜與危險部位應力場監(jiān)控相結合的方法雖然有著很好的應用前景，但是其諸多學術與技術上的難題沒有得到很好的解決，現(xiàn)只在很少的空軍部隊得到試用，這種方法將是研究的熱點，也是以后很長一段時間的主要單機疲勞監(jiān)控手段。另外，如果智能材料能在飛機結構中得到廣泛運用，那么飛機單機監(jiān)控在技術將得到很大提高。
關鍵詞：單機監(jiān)控，監(jiān)控方法，反問題，數(shù)據(jù)融合

Review Of Fatigue Life Monitoring Of Individual Aircraft
Xu Lipu, Yao weixing^#
(Key Laboratory of Fundamental Science for National Defense-Advanced Design Technology of Flight Vehicle, Nanjing University of Aeronautics and Astronautics Nanjing, 210016, China )

　　Abstract: fatigue life monitoring of individual aircraft is important to the safety and mining the potential life of aircraft structure and other aspects. The methods of fatigue life monitoring is divided into four levels: repair maintenance, the monitoring of the load spectrum of center of gravity, the monitoring of the load spectrum of center of gravity with the monitoring of the stress field of the dangerous parts, intelligent monitoring. Academic issues and the key technical issues were discussed.

　　The main academic issues are: 1） How to get the flight conditions accurately by the flight parameters monitored in order to calculate the loads of various parts of the aircraft; 2） The aircraft is generally regarded as elastomeric when the load spectrum of center of gravity is transformed into the load spectrum of dangerous parts, the aircraft, however, is flexible, how to revise the elastic model; 3） How to get the strain（stress） values of the dangerous parts from the strain（stress） values measured.4） There is difference between the stress values obtained in the second issue and third issue, how to measure the distance of the two values and how to fuse them; 5） The load dispersion of the fleet is eliminated by fatigue life monitoring technology, how to determine the load scatter factor and dispersion of the remaining life.

　　The main technical issues are: 1） How large number of flight parameters measured preprocessed; 2） How to build the finite element method （FEM） model to calculate the stress at the dangerous point from the external loads; 3） How to select the position of the measured points near the dangerous parts;4） If the difference of stress at the dangerous point calculated from the flight parameters and calculated from the stress at the measured point is large, how to modify the calculation model; 5） There is an error in the monitoring technology, how to determine the transmittal <app:ds:transmittal>mode <app:ds:mode> of the error and how to calculate the final error.

　　Of the monitoring methods introduced in the first paragraph, repair maintenance and the monitoring of the load spectrum of center of gravity has been widely used. the third level has a broad application prospect, but many academic and technical the problems have not been satisfactorily resolved, now the method gets only a few trials in the Air Force, this approach will be a hot research and will be the major monitoring means for a long time to come. In addition, if smart materials can be widely used in aircraft structures, then the technology in the individual aircraft monitoring will be greatly improved.

　　Keywords: individual monitoring, monitoring methods, inverse problem, data fusion

　　聯(lián)系方式

　　許力蒲：lipu_xu@163.com

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