DE202022105979U1 - Device for carrying out a method for determining the service life of aircraft components and device for carrying out a method for replacing an aircraft component - Google Patents

Abstract

Device (100) for carrying out a method for determining the service life of aircraft components, the method comprising the following steps:
a) determining data from monitoring parameters for the current actual load on aircraft components during the flight phase;
b) transfer of the determined data to software for calculating component load determinations using finite element methods;
c) retrieval of previously determined additional data that was created using the software;
d) merging the determined data on monitoring parameters from step b) and the retrieved further data from step c) using finite element methods;
e) calculating the current load of the aircraft components using the software for calculating component load determinations on the one hand and the combined data on the other;
f) calculating the stress on the aircraft components;
g) determining the fatigue behavior of the aircraft components using the previously calculated data; and
h) Determining the lifetime of the aircraft components.

Description

The present invention relates to a device for carrying out a method for determining the service life of aircraft components according to claim 1. The present invention also relates to a device for carrying out a method for replacing an aircraft component according to claim 5.

The probable service life of aircraft components can be determined using different methods and procedures. These aircraft components include components that generally have a finite life and useful life, as well as any other component that does not have a finite life but is nevertheless assigned an expected life as necessary.

For example, a certain amount of wear and tear on aircraft components is assumed per individual cycle per flight. Depending on the component, the load can also be assumed for several cycles per flight. Depending on the method and procedure selected, this provides the pilot and maintenance personnel on the ground with a basis for monitoring the service life of aircraft components. This monitoring is particularly relevant for highly stressed components such as aircraft turbines, which can also be referred to as engines. Such engines include turbofan engines, jet turbine engines (turbojet) and propeller turbine engines (turboprop; propeller turbine air jet engine). In particular, heavily loaded engines of military combat aircraft require careful monitoring.

The expected lifetime of aircraft components can be referred to as so-called usage-based lifetime (UBL). Some UBL concepts are based on correlations to record component loads during a flight. These correlations can be viewed as a further development of the service life determination of the aircraft components compared to the described load assumed per cycle.

An object of the present invention is to propose a device for determining the expected service life of aircraft components. Another object of the present invention is to propose a device for carrying out a method for replacing aircraft components.

The object according to the invention is achieved by a device with the features of claim 1. Furthermore, the object according to the invention is achieved by a device having the features of claim 5 .

According to the invention, a device for carrying out a method for determining the service life of aircraft components is proposed. The service life can be referred to as component service life. Sometimes a limited service life with increasing wear and tear and damage to the component caused by use is also referred to as lifetime consumption. The component can also be said to be depleted by wear and tear, resulting in a limited service life.

Aircraft components can be referred to as aircraft components.

Aircraft components are, for example, the entire aircraft turbine or individual components of this aircraft turbine, the suspension or attachment of the aircraft turbine to the wing or the aircraft fuselage, the wings, elevator, rudder, aircraft fuselage including the static frame and housing or formwork, doors for boarding and boarding the Passengers, additional doors or locking systems, for example for luggage or other transported goods, windows, landing gear, sensors such as pitot tubes, aircraft control systems that can be driven hydraulically, electrically, pneumatically or in some other way, seats in the aircraft, safety systems for passengers with oxygen masks, luggage compartments , moving parts for the crew and other components.

The airfoil can be referred to as an airfoil or a wing.

The method according to the invention comprises the steps described below.

In the first step a), data from monitoring parameters for the current actual load on aircraft components during the flight phase are determined. The determination can take place directly in the aircraft (on-board), in particular directly in the cockpit and/or on the ground (off-board), for example by ground personnel or automatically. Data determined directly in the aircraft can be made available to the ground personnel directly and immediately or with a time delay, for example by means of wireless data transmission from the aircraft to the ground station.

• Bezogen allgemein auf das Flugzeug:
  • - Änderung des Drehwinkels des Flugzeugs mit der Zeit (dieser Wert kann als gyro-rate, rate gyro oder als rate-of-turn gyro bezeichnet werden)
  • - Propeller Winkel bzw. Einstellwinkel der Propellerblätter für den Fall, dass das Flugzeug Propellerturbinen (Turboprop) umfasst bzw. ein Propeller Flugzeug ist (der Propeller Winkel kann als prop angle bezeichnet werden)
  • - Anstellwinkel des Flugzeugs, Anströmwinkel eines Tragflügels und/oder des Flugzeugs (der Anstellwinkel kann als angle of attack bezeichnet werden)
  • - Driftwinkel des Flugzeugs (der Driftwinkel kann als side slip bezeichnet werden);
  • - Luftgeschwindigkeit bzw. Anströmgeschwindigkeit der Luft, Fluggeschwindigkeit (die Luftgeschwindigkeit kann als air speed bezeichnet werden)
  • - Giergeschwindigkeit, Gierrate, Winkelgeschwindigkeit der Drehung des Flugzeugs um die Gierachse, also die Hoch- oder Vertikalachse (die Gierrate kann als yaw rate bezeichnet werden)
  • - Neigungsrate des Flugzeugs, Bewegung um die Flugzeugquerachse (die Neigungsrate kann als pitch rate bezeichnet werden)
  • - Rollrate des Flugzeugs, Bewegung um die Flugzeuglängsachse (die Rollrate kann als roll rate bezeichnet werden)
  • - Vertikale Last bzw. vertikale Belastung des Flugzeugs; messbar als g-force (die Vertikale Last kann als Vertical g loading bezeichnet werden)
  • - Laterale Last bzw. laterale Belastung des Flugzeugs; messbar als g-force (die Laterale Last kann als Lateral g loading bezeichnet werden)
  • - Daten aus unterschiedlichen Leistungszuständen (englisch: performance conditions)
  • - Kraft- und/oder Momentenmessdaten des Flugzeugrumpfs in Bezug auf tragende (static frame) Bauteile, nicht-tragende (casing) Bauteile und Triebwerksaufhängungen; diese Daten können bereits unmittelbar mittels einer FEM-Software in Kraft-Momenten Belastungsdiagrammen weiterverarbeitet werden, oder alternativ kann die Auswertung in einem nachfolgenden Schritt erfolgen

The data can be determined by measuring, reading instruments, calculating and/or reading values from an on-board computer or be similar. The determination can be a time-dependent determination or a determination during a period of time. Determining during the flight phase means in particular that real-time data is recorded, for example the current flight altitude or the flight speed. The data determined during the flight phase can be actual data, online data, measurement data, sensor data or be designated as such. Other data determined during the flight phase can be exemplary or include:

• Related to the aircraft in general:
  • - Change in the aircraft's turn angle over time (this value can be referred to as gyro-rate, rate gyro or rate-of-turn gyro)
  • - Propeller angle or pitch angle of the propeller blades in the case that the aircraft includes propeller turbines (turboprop) or is a propeller aircraft (the propeller angle can be referred to as prop angle)
  • - Angle of attack of the aircraft, angle of attack of a wing and/or the aircraft (the angle of attack can be referred to as the angle of attack)
  • - drift angle of the aircraft (the drift angle can be called side slip);
  • - Air speed or flow speed of the air, flight speed (the air speed can be referred to as air speed)
  • - yaw rate, yaw rate, angular velocity of rotation of the aircraft around the yaw axis, i.e. the vertical or vertical axis (the yaw rate can be called yaw rate)
  • - aircraft pitch rate, movement about the aircraft pitch axis (pitch rate may be referred to as pitch rate)
  • - Roll rate of the aircraft, movement around the aircraft's longitudinal axis (the roll rate can be referred to as roll rate)
  • - Vertical load or vertical loading of the aircraft; measurable as g-force (the vertical load can be referred to as vertical g loading)
  • - Lateral load or lateral loading of the aircraft; measurable as g-force (the lateral load can be referred to as lateral g loading)
  • - Data from different performance conditions
  • - Fuselage force and/or moment measurement data related to structural (static frame) components, non-structural (casing) components and engine mountings; this data can already be further processed directly using FEM software in force-torque load diagrams, or alternatively the evaluation can take place in a subsequent step

• - Einlasstemperatur des Mitteldruckverdichters; IPC Inlet Temperatur; T2
• - Einlasstemperatur des Hochdruckverdichters (dabei kann es ein 2-Wellentriebwerk sein, für den Hochdruckverdichter/ Hochdruckturbine und den Niederdruckverdichter/ Niederdruckturbine); HPC Inlet Temperature; T25
• - Auslasstemperatur des Hochdruckverdichters; HPC Exit Temperature; T3
• - Einlasstemperatur Niederdruck-Turbinendüsen-Leitschaufeln; LPTNGV Inlet Temperature; TGT
• - Mitteldruck-Wellendrehzahl; IP Spool Speed; NI
• - Hochdruck-Wellendrehzahl; HP Spool Speed; NH
• - Niederdruck-Wellendrehzahl; LP Spool Speed; NL
• - Flughöhe; Altitude
• - Flugmachzahl; Flight Mach Number; Mn
• - Einlassdruck des Hochdruckverdichters; HPC Inlet Pressure; P25
• - Auslassdruck des Hochdruckverdichters; HPC Exit Pressure; P3
• - Einlass-Durchfluß des Hochdruckverdichters; HPC inlet flow; W25
• - Drehmoment (Niederdruck) am Propeller, falls das Drehmoment im Fall eines Turoprop-Triebwerks gemessen wird; LP Torque; Torque
• - Massenstrom, der aus den verfügbaren Daten berechnet oder korreliert werden kann; Mass flow; ṁ

Referring specifically to the aircraft engine:

• - medium pressure compressor inlet temperature; IPC inlet temperature; T2
• - High pressure compressor inlet temperature (thereby it can be a 2-shaft engine, for the high pressure compressor/high pressure turbine and the low pressure compressor/low pressure turbine); HPC inlet temperature; T25
• - high pressure compressor discharge temperature; HPC exit temperature; T3
• - inlet temperature low pressure turbine nozzle guide vanes; LPTNGV Inlet Temperature; TGT
• - mean pressure shaft speed; IP spool speed; NO
• - high pressure shaft speed; HP Spool Speed; NH
• - low pressure shaft speed; LP Spool Speed; NL
• - flight altitude; altitude
• - Flight Mach number; Flight Mach number; Mn
• - High pressure compressor inlet pressure; HPC Inlet Pressure; P25
• - discharge pressure of the high-pressure compressor; HPC exit pressure; P3
• - High pressure compressor inlet flow; HPC inlet flow; W25
• - torque (low pressure) at the propeller if torque is measured in the case of a turboprop engine; LP Torque; torque
• - mass flow, which can be calculated or correlated from the available data; mass flow; ṁ

All of the data mentioned can be determined, calculated and output using an on-board computer.

In the second step b), the data determined in the first step are transferred to software for calculating component load determinations using finite element methods (FEM). The software can be installed, for example, on a computer on the ground or in the aircraft. Depending on Depending on where the data of the first step is available, in the aircraft (on-board) and/or on the ground (off-board), the data is transmitted accordingly. For example, the data from the first step can be available in the aircraft's on-board computer, then the data can be transferred wirelessly to a computer on the ground, for example, where it can be imported into the FEM software (program for finite element methods; FEM).

• - Konstruktionsdaten des Flugzeugs; CAD Daten
• - Daten aus dem Zertifizierungsprozess des Flugzeugs
• - Daten aus verschiedenen Prozessvalidierungen im Zusammenhang mit dem Flugzeug
• - Prüfstandsmessdaten des verwendeten Flugzeug-Triebwerks, zum Beispiel zu Dreh- bzw. Rotationsbelastungen durch Messungen gyroskopischer Effekte in Betriebszustandsmessungen des Triebwerks
• - Prüfstandsmessdaten des verwendeten Flugzeugtyps, zum Beispiel zum Flugzeugrumpf in Bezug auf tragende (static frame), nicht-tragende (casing) Bauteile und Triebwerksaufhängungen; diese Daten können bereits in Kraft-Momenten Belastungsdiagrammen weiterverarbeitet sein
• - Daten aus Belastungsdiagrammen mit verschiedenen, angreifenden Kräften und Momenten im Zusammenhang mit dem Flugzeug
• - Daten aus Strömungssimulationen bezogen auf das Flugzeug bzw. den Flugzeugtyp; CFD Daten
• - Prüfstandsmessdaten mit kombinierten Finite-Elemente-Methoden (FEM) und Strömungssimulationen (CFD) und daraus folgenden Analysen; Secondary Air Systems Flow Network FEM - CFD Analysis
• - Prüfstandsmessdaten mit kombinierten Wärmeübertragungs-Analysen bzw. thermischen Analysen und Finite-Elemente-Methoden (FEM); Thermal Matching Heat transfer analysis and FEM thermal results
• - Prüfstandsmessdaten mit Spannungsanalysen basierend auf definierten mechanischen und thermischen Belastungen
• - Lebensdaueranalysen von Flugzeugbauteilen und Berechnungen zu deren flugzeitbedingten Abnutzung und Schädigung; Lifing Analysis - Flight damage consumption calculation

In the third step c), additional data is imported into the FEM software in addition to the data imported in the second step. This additional data can come from different sources, in particular from data carriers. All of the data mentioned can be so-called raw data from the applications mentioned in each case or data that has already been processed beforehand by FEM software. Data processed by the FEM software may be FEM analysis, free body diagram of load (FBD) or the like. Examples of this additional data are:

• - Aircraft design data; CAD data
• - Data from the aircraft certification process
• - Data from various process validations related to the aircraft
• - Test bench measurement data of the aircraft engine used, for example on torsional or rotational loads through measurements of gyroscopic effects in engine operating state measurements
• - Test bench measurement data of the aircraft type used, for example on the aircraft fuselage with regard to static frame, non-structural (casing) components and engine mounts; this data can already be further processed in force-torque load diagrams
• - Data from load charts with various applied forces and moments related to the aircraft
• - Data from flow simulations related to the aircraft or aircraft type; CFD data
• - Test bench measurement data with combined finite element methods (FEM) and flow simulations (CFD) and the resulting analyses; Secondary Air Systems Flow Network FEM - CFD Analysis
• - Test bench measurement data with combined heat transfer analysis or thermal analysis and finite element methods (FEM); Thermal Matching Heat transfer analysis and FEM thermal results
• - Test bench measurement data with stress analyzes based on defined mechanical and thermal loads
• - Lifetime analyzes of aircraft components and calculations of their wear and damage due to time in flight; Living Analysis - Flight damage consumption calculation

• - Drehmomentdaten; Torque; torsion; T
• - Schub(kraft)daten; Thrust; Ft
• - Scherbelastungsdaten, Scherkraft; Shear; Fs
• - Drehwinkeldaten, Momentenmessung; M gyro
• - Schermomentenmessdaten, Scherung; Ms shear
• - Daten zum Propellergewicht; prop weight; Mswt
• - M1P

Further data, especially when using aircraft with propeller turbines (turboprop):

• - torque data; torque; torsion; T
• - thrust (force) data; thrust; feet
• - Shear stress data, shear force; shear; Fs
• - rotation angle data, torque measurement; Mgyro
• - Shear moment measurement data, shear; Ms shear
• - propeller weight data; prop weight; VAT
• - M1P

In the fourth step d), the transmitted data from the second step and the other data from the third step are combined in the FEM software. This first requires an analysis of all data and then a suitable and meaningful combination of the corresponding data formats.

In the fifth step e), the current load of the aircraft components is calculated or at least approximated using the merged data from the fourth step in the FEM software.

In the sixth step f), the stress on the aircraft components is calculated, analyzed and derived in detail with the appropriate modules of the FEM software. All available options and instruments of the FEM software are used and the results are evaluated.

Based on the results of the sixth step, the fatigue behavior of the aircraft components can be determined in the following seventh step g) with suitable modules of the FEM software. For this purpose, for example, further data, such as material parameters from endurance tests and the like, can be used.

In the final eighth step h), the service life as a very important parameter of the aircraft components can now be determined from the previous calculations and analyzes or at least estimated as best as possible. Further calculations for the so-called service life ver custom or depletion of components can also be performed.

According to the invention, a device for carrying out a method for replacing at least one aircraft component is also proposed. One step, several steps or all steps a) to h) of the device according to the invention are used for this purpose. The steps are performed during or after the flight phase of the aircraft. The steps are performed on and/or off the aircraft.

Advantageous further developments of the present invention are the subject matter of subclaims and embodiments.

Exemplary embodiments according to the invention can have one or more of the features mentioned below in any combination, provided that one or the specific combination is not evidently technically impossible for a person skilled in the art. The subject matter of the subclaims also each specify exemplary embodiments according to the invention.

In all statements made above and below, the use of the expression “may be” or “may have” etc. is to be understood as synonymous with “is preferably” or “has preferably” etc. and is intended to explain exemplary embodiments according to the invention.

Whenever alternatives with "and/or" are introduced herein, the person skilled in the art understands the "or" contained therein preferably as "either or" and preferably not as "and".

Embodiments mentioned herein are to be understood as inventive, purely exemplary embodiments of the present invention, which are not to be understood as limiting.

In some embodiments according to the invention, one step, several steps or all steps a) to h) are carried out during the flight phase.

In some embodiments according to the invention, one step, several steps or all steps a) to h) are carried out after the flight phase.

In some embodiments according to the invention, one step, several steps or all steps a) to h) are carried out in the aircraft and/or outside the aircraft.

Using the device according to the invention, it is advantageously possible to determine the probable service life of aircraft components using commercially available FEM software. So-called "open source" FEM software can also be used, which can be individually adapted and programmed if required.

Using the device according to the invention, it is advantageously possible to create real-time FEM analyzes of aircraft models and/or aircraft engine models using suitable FEM software and data input from actual, real aircraft, flight data and aircraft engines. With these real-time FEM analyses, the service life and wear and tear of the aircraft components can be determined and derived using the real flight times considered.

Using the device according to the invention, it is advantageously possible to immediately transfer the data collected by sensors on or in the aircraft, independently or in combination with other parameters such as engine speed, flight altitude, outside temperature, etc., to FEM software in which the engine, or even the entire aircraft. The damage caused by a flight can advantageously be analyzed directly in the model.

Using the device according to the invention, it is advantageously possible to create an exact replica of the engine using an adapted model. The model can be adjusted according to the maintenance performed in reality, so that the model behaves exactly like the real engine. External factors, such as the outside temperature, would also directly influence the entire modelling. All recorded data is included in the damage calculation for each component. The accuracy of the damage approximation would increase accordingly. Aging prediction can also benefit from this increase in data accuracy. The wear in the engine can also depend on its already reached aging condition. For each engine, it could be calculated individually and depending on its age, how long it could still fly, assuming constant operating conditions, until one or more components had reached the end of their lives. The exact location and type, as well as the extent of the damage would also be visible in the model. The maintenance measures can be planned accordingly advantageously and the repair process can be accelerated.

The modeling could advantageously take place directly on board the aircraft, but also in a ground station. The necessary data could be transmitted in real time, for example by satellite. The damage data obtained could also be shown directly in the cockpit to inform the pilot about the to inform about the condition of the engine and, for example, to point out errors in the engine sensors. Real-time data modeling and transmission can also help prevent anomalous damage readings due to sensor failures. If the entire engine is modeled exactly, a missing sensor value, such as the temperature in a certain area, could be modeled on the basis of the data that is still available. If this is not technically possible or not desired, the pilot and/or the ground station, as well as the technical service, could be informed about sensor problems in real time. Further investigations could then be initiated before the adjusted flight data set is loaded into the flight data processing program. A subsequent check using threshold values would therefore be obsolete.

• 1 zeigt die erfindungsgemäße Einrichtung zur Durchführung eines Verfahren mit den Schritten a) bis h) zur Bestimmung der Lebensdauer von Flugzeugbauteilen; und
• 2 zeigt ein exemplarisches Ausführungsbeispiel der Schritte a) bis h) der erfindungsgemäßen Einrichtung.

The present invention is explained below by way of example with reference to the attached drawings, in which identical reference symbols denote the same or similar components. In the greatly simplified figures, the following applies:

• 1 shows the device according to the invention for carrying out a method with steps a) to h) for determining the service life of aircraft components; and
• 2 shows an exemplary embodiment of steps a) to h) of the device according to the invention.

1 shows the device 100 according to the invention for carrying out a method with steps a) to h) for determining the service life of aircraft components.

1. a) Ermitteln von Daten von Überwachungsparametern zur aktuellen Ist-Belastung von Flugzeugbauteilen während der Flugphase. Zu diesen Daten können Triebwerksdaten (Temperatur, Druck, Drehzahl etc.), Cockpit-Daten (Anstellwinkel des Flugzeugs, Fluggeschwindigkeit, Gyro-rate, Side-slip, Gierrate, Pitch rate, Belastung des Flugzeugs in verschiedenen Achsen und gemessen als g-force etc.) und allgemeine Flugzeugdaten (Kabinendruck, Fahrwerksdaten, Außentemperatur, Außendruck etc.) zählen.

In one possible embodiment, the steps can be carried out as follows:

1. a) Determination of data from monitoring parameters for the current actual load on aircraft components during the flight phase. Engine data (temperature, pressure, speed, etc.), cockpit data (aircraft angle of attack, airspeed, gyro rate, side slip, yaw rate, pitch rate, loading of the aircraft in various axes and measured as g-force etc.) and general aircraft data (cabin pressure, landing gear data, outside temperature, outside pressure etc.).

• b) Übertragen der ermittelten Daten auf eine Software zur Berechnung von Bauteil-Lastbestimmungen mittels Finite-Elemente-Methoden. Die Software kann auf einem Computer am Boden oder im Flugzeug installiert sein. Je nachdem, wo die Daten des ersten Schritts vorliegen, im Flugzeug (on-board) und/oder am Boden (off-board), werden die Daten entsprechend übertragen.
• c) Abrufen von zuvor ermittelten weiteren Daten, die mittels der Software erstellt wurden. Diese weiteren Daten können aus unterschiedlichen Quellen stammen. Es können sogenannte Rohdaten sein oder bereits zuvor von einer FEM-Software verarbeitete Daten wie beispielsweise FEM-Analysen, Belastungsdiagramme oder ähnliches sein. Exemplarisch können die Daten CAD-Konstruktionsdaten des Flugzeugs, Daten aus einem Zertifizierungsprozess oder aus Prozessvalidierungen, Prüfstandsmessdaten, Daten aus Belastungsdiagrammen mit verschiedenen, angreifenden Kräften und Momenten im Zusammenhang mit dem Flugzeug oder Daten aus CFD-Strömungssimulationen sein.
• d) Zusammenführen der ermittelten Daten zu Überwachungsparametern aus Schritt b) und der abgerufenen weiteren Daten aus Schritt c) mittels Finite-Elemente-Methoden. Dies kann eine Analyse aller Daten und eine geeignete und sinnvolle Zusammenführung der entsprechenden Datenformate umfassen.
• e) Berechnen der aktuellen Last der Flugzeugbauteile mittels einerseits der Software zur Berechnung von Bauteil-Lastbestimmungen und andererseits den zusammengeführten Daten. Dabei können verschiedene Möglichkeiten und Instrumente der FEM-Software genutzt und die Ergebnisse ausgewertet werden.
• f) Berechnen der Beanspruchung der Flugzeugbauteile. Dazu können entsprechende Module der FEM-Software zur Berechnung, Analyse und Auswertung genutzt werden.
• g) Bestimmen des Ermüdungsverhaltens der Flugzeugbauteile mithilfe der zuvor berechneten Daten.
• h) Bestimmen oder zumindest bestmögliches Abschätzen der Lebensdauer der Flugzeugbauteile. Weitere Berechnungen zum Lebensdauerverbrauch oder zur Erschöpfung der Bauteile können zusätzlich durchgeführt werden.

The data can take place directly in the aircraft (on-board) and/or on the ground (off-board). Data determined directly in the aircraft can be transmitted from the aircraft to the ground station by means of wireless data transmission. The data can be determined by measuring, reading instruments, calculating and/or reading values from an on-board computer or the like.

• b) Transfer of the determined data to software for calculating component load determinations using finite element methods. The software can be installed on a computer on the ground or on the plane. Depending on where the data from the first step is available, in the aircraft (on-board) and/or on the ground (off-board), the data is transmitted accordingly.
• c) retrieval of previously determined additional data that was created using the software. This additional data can come from different sources. It can be so-called raw data or data previously processed by FEM software, such as FEM analyses, load diagrams or the like. By way of example, the data can be CAD design data of the aircraft, data from a certification process or from process validations, test bench measurement data, data from load diagrams with various forces and moments applied in connection with the aircraft or data from CFD flow simulations.
• d) Merging the determined data on monitoring parameters from step b) and the retrieved further data from step c) using finite element methods. This can include an analysis of all data and a suitable and meaningful merging of the corresponding data formats.
• e) Calculation of the current load of the aircraft components using on the one hand the software for calculating component load determinations and on the other hand the merged data. Various options and instruments of the FEM software can be used and the results evaluated.
• f) Calculating the stress on the aircraft components. Corresponding modules of the FEM software can be used for calculation, analysis and evaluation.
• g) Determining the fatigue behavior of the aircraft components using the previously calculated data.
• h) Determination or at least best estimate of the service life of the aircraft components. Further calculations for lifetime consumption or component exhaustion can also be carried out.

2 shows an exemplary embodiment of steps a) to h) of the device 100 according to the invention.

In the first step a), various data can be determined or measured on-board, i.e. directly on or in the aircraft. For example, the dynamic pressure of the air is measured by means of a pitot tube near the cockpit on the outside of the aircraft fuselage, and the airspeed is thus determined. A large amount of engine data can be measured using a large number of sensors and transmitted to the on-board computer for display in the cockpit for the pilot. The usual control instruments in the cockpit monitor data such as the angle of attack of the aircraft, the gyro rate, the side slip, the yaw rate, the pitch rate and the loading of the aircraft in various axes and measured as g-force.

In the second step b), the data determined are transmitted from the aircraft to a ground station for further evaluation. The data can be imported directly into FEM software (finite element methods).

In the third step c), further data previously determined from step b) are imported into the FEM software or transmitted from data carriers. This additional data can be, for example, FEM analyses, CAD construction data, data from CFD flow simulations, test bench measurement data or the like.

In the fourth step d), on the one hand the determined data on monitoring parameters from step b) and on the other hand the further data retrieved from step c) can be combined in the FEM software.

In the fifth step e), the current load on the aircraft components can be determined using the FEM software and the previously merged data. Various options and instruments of the FEM software can be used and the results evaluated.

In the sixth step f), the stress on the aircraft components can be calculated. Different modules of the FEM software can be used for calculation, analysis and evaluation.

In the seventh step g), the fatigue behavior of the aircraft components can be calculated using the previously calculated data.

In the final eighth step h), the service life of the aircraft components can be determined or at least estimated as best as possible. Further calculations for lifetime consumption or component exhaustion can also be carried out.

reference list

100

Device for carrying out a method for determining the service life of aircraft components

200

Device for carrying out a method for replacing at least one aircraft component

a

discover data

b

Transmission of the determined data

c

Retrieval of previously determined further data

i.e

Merging the data from b and c

e

Calculate the current load

f

Calculate the stress

G

Determination of fatigue behavior

H

Determining Lifetime

Claims (5)

Device (100) for carrying out a method for determining the service life of aircraft components, the method comprising the following steps: a) determining data from monitoring parameters for the current actual load on aircraft components during the flight phase; b) transfer of the determined data to software for calculating component load determinations using finite element methods; c) retrieval of previously determined additional data that was created using the software; d) merging the determined data on monitoring parameters from step b) and the retrieved further data from step c) using finite element methods; e) calculating the current load of the aircraft components using the software for calculating component load determinations on the one hand and the combined data on the other; f) calculating the stress on the aircraft components; g) determining the fatigue behavior of the aircraft components using the previously calculated data; and h) Determining the lifetime of the aircraft components. device (100) after claim 1 , wherein one step, several or all steps a) to h) are carried out during the flight phase. device (100) after claim 1 , wherein one step, several or all steps a) to h) are carried out after the flight phase. Device (100) according to one of the preceding claims, wherein one step, several or all steps a) to h) are carried out in the aircraft and/or outside the aircraft. Device (200) for carrying out a method for replacing at least one aircraft component, wherein one step, several or all steps a) to h) after claim 1 and/or at least one of the claims 2 until 4 is used to carry out the method for replacing at least one aircraft component.

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