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The technology herein relates to electronic sensing and analysis, and more particularly to methods, systems and techniques for acquiring the structural health state of an aircraft mechanical component based on ascertaining the mechanical impedance of the component.
Aircraft parts can become stressed with use. While techniques are known for automatically analyzing changes in vibrational response, it would be helpful to be able to automatically sense and analyze changes in mechanical impedance using techniques that are less complicated, more efficient and less time consuming.
These and other features and advantages will be better and more completely understood by referring to the following detailed description of example non-limiting illustrative embodiments in conjunction with the drawings of which:
From Equation 1, Y(ω) is the electrical admittance (inverse of electrical impedance), Za and Zs are the PZT's and the structure's mechanical impedances, respectively, Ŷ112 is the complex Young's modulus of the PZT in the direction 1 under zero electric field, d31 is the piezoelectric coupling constant at zero stress, ∈33−T is the dielectric constant at zero stress, δ is the dielectric loss tangent of the piezoelectric patch, and a is a geometric constant of the PZT patch.
This equation indicates that the electrical impedance of the PZT wafer bonded onto the structure is directly related to the mechanical impedance of the host structure. The EMI over a range of frequencies is analogous to a frequency response function (FRF) of the structure, which contains vital information regarding structural integrity.
Damage causes direct changes in the structural stiffness and/or damping and alters the local dynamic characteristics of the system. As a result, the mechanical impedance is modified by structural damage. Assuming that the properties of the PZT patch remain constant, it turns out that Zs(ω) is the structure's impedance that uniquely determines the overall admittance of the electromechanical system. By monitoring the measured EMI and comparing it to a baseline measurement that corresponds to the pristine condition, one can qualitatively determine if incipient structural damage has occurred.
The innovative method proposed herein from measuring each EMI FRF is based on the calculation of the resistive part of the electromechanical impedance of the active transducer, at each frequency point of interest, based on a simple and reduced set of equations.
v(t)=V sin(ωt) (2)
i(t)=I sin(ωt+θ) (3)
The instantaneous power consumed by the transducer, s(t), is obtained by multiplying Equation 2 by Equation 3. Equation 4 presents this result:
The first term of Equation 4 is invariant over the time and includes sufficient information about the phase displacement between v(t) and i(t).
The most commonly accepted electrical model of the complex impedance Z of the piezoelectric transducer is illustrated in
Even though the average power is directly dependent on θ, there is no need to directly measure it.
An example non-limiting specialized example circuit, illustrated in
The process described is repeated for each frequency point in the previously specified range.
The
A more complete block diagram is presented in
Environmental effects, such as the temperature illustrated in
A complete example non-limiting flowchart for damage assessment is illustrated in
After start, setup and calibration, the system loads/sets parameters (71) and activates the PZT transducers. The system calculates a frequency point and then starts signal generation. Two kinds of signal acquisition (current and power are acquired and respectively averaged. R is then calculated straightforwardly from I and P. This process can be repeated for multiple frequency points. Once the process has been performed for each of plural frequency points as desired, the system compensates for environmental effects. Then, if the data acquisition is for baseline purposes, the results are stored. If not baseline, then the results are compared with previously stored baseline information to assess damage based on the baseline. If damage is detected, an alert can be issued automatically to a pilot, crew or maintenance person.
The technology herein may be embodied as a method, system hardware, embedded firmware and or software as a whole product or as a set of parts that work together in order to achieve the same or similar goal.
The software part can be organized into two main sets. The first, called firmware, may be embedded in a microcontroller or any other processing system where preprocessing algorithms (averaging, analog and digital quantization and communication interfaces) are implemented to validate, correct and transfer the measurements to a computer system. The second set, called analysis software, can operate on a single or multiple computer (stand-alone) or other processing system either alone or connected in a network where remote operation and data visualization is possible. Post-processing algorithms (environmental effects compensation) and damage assessment can be combined to identify structural modifications (damages) at early stages.
While the invention has been described in connection with what is presently considered to be the most practical and preferred embodiments, it is to be understood that the invention is not to be limited to the disclosed embodiments, but on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.
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Number | Date | Country | |
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20150168353 A1 | Jun 2015 | US |