• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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  • 优先权
    • 专利摘要:
    An aircraft (1) comprising a fuselage (10) and a fuselage impact detection system (10), the detection system comprising: - a plurality of autonomous detection members (3) which are positioned on a surface interior of the fuselage (10) of the aircraft (1), and - a plurality of reading members (4) positioned in the aircraft (1) and configured to communicate wirelessly with the detection members (3) in order to collect the impact measurements associated with the detection members (3).
    公开号:FR3073500A1
    申请号:FR1760755
    申请日:2017-11-15
    公开日:2019-05-17
    发明作者:Serge Thierry Roques；Muriel Jannick Colette David
    申请人:Safran Electrical and Power SAS；
    IPC主号:
    专利说明:

    SYSTEM AND METHOD FOR DETECTING IMPACTS ON A FUSELAGE OF AN AIRCRAFT
    GENERAL TECHNICAL AREA AND PRIOR ART
    The present invention relates to the detection of impacts received by an aircraft, in particular, for an aircraft comprising a fuselage made of composite or metallic material.
    In known manner, an aircraft comprises a fuselage made of composite material, generally comprising carbon fibers with a thermoplastic matrix, in order to benefit from a significant mechanical resistance for a low mass compared to a fuselage made of traditional metallic material.
    When an aircraft is parked at an airport, vehicles traveling through the airport (tractor, truck, etc.) are likely to come into contact with the aircraft, which damages its fuselage made of composite material. Such damage reduces the mechanical strength of the composite material and must therefore be detected. In practice, to detect damage due to an impact, the exterior surface of an aircraft is visually inspected by operators, which is time-consuming and expensive taking into account the fact that the aircraft must be immobilized. Visual detection of impact damage is difficult because the damage to the composite material is generally internal and not very visible from the outside.
    In order to eliminate this drawback, it has been proposed by patent application US6748791B1 to use an inspection mallet equipped with an accelerometer which makes it possible to qualify the type of damage received by the fuselage. Such an inspection mallet can only be used when the damaged area has been previously identified visually. Also, this solution has the same drawbacks as mentioned above.
    It has also been proposed by patent application US8886388B2 to integrate electrical wires into the fuselage made of composite material in order to form current loops. When the fuselage is damaged, one or more electrical wires break, which cuts off the current loop and triggers an alarm. Such a solution is advantageous because it makes it possible to locate an area already visible from the outside since it has led to the breakage of one or more wires.
    In practice, this solution is complex to implement for an aircraft. Indeed, the electrical wires must be integrated during the manufacture of the fuselage, which is expensive to produce and difficult to maintain. Finally, this solution requires the provision of a specific electrical network, which further increases the cost and complexity.
    In practice, there are three types of impact: minor impacts which are not visible but which do not lower the mechanical strength of the fuselage, major impacts which cause visible degradation and intermediate impacts which are hardly visible / invisible and which lower the mechanical strength of the composite material.
    One of the objectives of the present invention is to quickly and reliably detect the intermediate impacts on a fuselage but also on any part of the fairing of an aircraft liable to be damaged, in particular, a turbomachine nacelle. Another objective of the present invention is to propose a detection system which is simple to implement and to maintain.
    Incidentally, in a technical field different from that of impact detection on a fuselage, there is known from patent application EP2977963A1 a system for estimating the lifespan of aeronautical equipment which comprises a plurality of detection members fixed to aeronautical equipment in order to measure the vibrations undergone during the flight of the aircraft but in no way to measure impacts when the aircraft is parked on the ground.
    GENERAL PRESENTATION OF THE INVENTION
    To this end, the invention relates to an aircraft comprising a fuselage and a system for detecting impacts on the fuselage, the detection system comprising:
    - a plurality of autonomous detection members which are positioned on an inner surface of the fuselage of the aircraft, each detection member comprising:
    o at least one identifier, o at least one element for measuring impact, o at least one memory for recording the measurement of impact and o at least one element for wireless communication, and
    - a plurality of reading devices positioned in the aircraft and configured to communicate wirelessly with the detection devices so as to collect the impact measurements associated with the identifiers of the detection devices.
    Thanks to the invention, damage can be detected reliably and precisely even if the latter is not visually visible on the fuselage as is the case, for example, with a fuselage made of composite material. The use of autonomous detection devices allows unconstrained positioning on the fuselage in the areas that we want to monitor as a priority. It is advantageously not necessary to integrate detection means into the fuselage material as in the prior art. The invention can thus be implemented in a practical and rapid manner in an existing aircraft.
    In addition, wireless communication makes it possible to collect impact measurements quickly from a distance. This is particularly advantageous when collection operations are carried out frequently, in particular, each time the aircraft is on the ground. Finally, the positioning of the detection members on the interior surface allows communication with the reading members without being disturbed by the fuselage, in particular, by its Faraday cage. During an intermediate impact on the outer surface of the fuselage, the inner surface is also damaged. A positioning of a detection member on the interior surface is therefore relevant and advantageous.
    In one aspect, each detection device is configured to record all of the impact measurements in its recording memory. According to another aspect, each detection member is configured to record an impact measurement in its recording memory if the impact measurement is greater than a predetermined detection threshold. Only relevant measurements that affect mechanical strength are recorded
    Preferably, the reading members are positioned inside the fuselage. Thus, the fuselage does not disturb the communication between the detection members and the reading members.
    Preferably, the aircraft comprises an electrical supply network on which the reading members are connected. Thus, the reading members are supplied to each other by a single electrical supply network which is fixed in the aircraft, in particular in the fuselage. According to a preferred aspect, the reading members are distributed along the longitudinal axis along which the aircraft extends, preferably spaced by a distance greater than or equal to 1 meter. Preferably, the reading members are positioned under the rails of the seats of the aircraft.
    Preferably, the aircraft comprises at least one damage detection computer, connected to the reading members, which is configured to collect the impact measurements associated with the identifiers of the detection members. Preferably, the damage detection computer is configured to issue an alert if the impact measurement is greater than a predetermined alert threshold.
    Preferably, the aircraft comprises a communication network on which the reading members are connected. Preferably, the reading members are connected to a communication and power supply network. The positioning of the reading members is advantageously free in order to facilitate the collection of impact measurements while taking into account the structural constraints of the fuselage.
    According to one aspect of the invention, each reading member is configured to read the recording memory of a detection member by radio, in particular, by a reading method of the RFID type. Reading by RFID is simple and economical to implement, its communication distance is sufficient to allow the collection of impact measurements inside the fuselage.
    Preferably, the measuring element is piezoelectric. Such a measurement element can thus convert the force of an impact into an electrical signal so that it can be transmitted wirelessly. Advantageously, each detection member comprises an electrical energy storage element and the piezoelectric measurement element is configured to electrically recharge the electrical energy storage element.
    Preferably, the detection members are positioned on the interior surface of the fuselage of the aircraft in an adhesive manner. Adhesive positioning is practical and avoids affecting the structural mechanical strength of the fuselage during positioning, which is advantageous.
    Preferably, the fuselage is made of composite material. As indicated above, damage to the composite material can be detected reliably and precisely even if the latter is not visually observable by an operator. It goes without saying that the invention is also applicable to a fuselage made of metallic material, the detection threshold then being adapted to said metallic material.
    Preferably, the detection system comprises at least one portable reading member configured to read, wirelessly, the recording memory of a detection member. A portable reading device is autonomous and does not therefore need to be connected to a power supply network. Such a portable reading device makes it possible to obtain measurements from detection devices which are located on areas of the fuselage which are distant from the fixed reading devices.
    According to a preferred aspect, the aircraft comprises at least one nacelle for receiving a turbomachine, the detection system comprises at least one additional detection member positioned on the nacelle and capable of being read by the portable reading member. Preferably, a detection member and an additional detection member are identical. A detection member is positioned on the inner surface of a fuselage while an additional detection member is placed on a nacelle or other fairing element. Advantageously, identical detection members are used for the fuselage, the nacelle and other fairing elements of the aircraft. The fixed reading members make it possible to collect the measurements of the fuselage detection members while the portable reading member or members make it possible to collect the measurements of the other detection members positioned on the other fairing elements. In other words, the system according to the invention makes it possible to detect damage on any fairing element (fuselage, nacelle, belly fairing, etc.) with similar means in order to allow reactive maintenance.
    The invention further relates to a method of detecting damage on an aircraft as presented above, each detection member having a determined identifier which is associated with a determined zone of the fuselage in which the detection member is positioned, the process comprising:
    a step of measuring and recording an impact received on an outer surface of the fuselage of the aircraft by a detection member,
    a step of wireless reading, by at least one reading member, of the impact measurement associated with the identifier of the detection member having carried out the impact measurement, and
    - a step of determining damage in the fuselage area associated with the identifier.
    Thanks to the invention, any damaged area of an aircraft fuselage is detected quickly even if the damage is not observable by an operator. The higher the density of detection elements, the more precisely the damaged area is determined, which makes it possible to implement a targeted maintenance step.
    Preferably, the impact measurement is recorded only if the impact measurement is greater than a predetermined detection threshold. Thus, this makes it possible to collect only the relevant impact measures, that is to say, those which negatively affect the structural strength of the fuselage.
    Preferably, the detection method is implemented only when the aircraft is on the ground. The aircraft is therefore not subjected to any detection disturbance while in flight.
    PRESENTATION OF THE FIGURES
    The invention will be better understood on reading the description which follows, given solely by way of example, and referring to the appended drawings in which:
    FIG. 1 is a diagrammatic representation of an aircraft comprising an impact detection system according to an embodiment of the invention,
    FIG. 2 is a schematic representation in cross section of the aircraft of FIG. 1,
    - Figure 3 is a schematic representation of a measuring member of the detection system,
    - Figure 4 is a schematic representation of a reading member of the detection system and Figure 5 is a schematic representation of an example of implementation of an impact detection method.
    It should be noted that the figures show the invention in detail to implement the invention, said figures can of course be used to better define the invention if necessary.
    DESCRIPTION OF ONE OR MORE MODES OF IMPLEMENTATION AND IMPLEMENTATION
    Referring to FIG. 1, there is shown an aircraft 1 comprising a fuselage 10, a lower fairing called belly fairing 11 and a nacelle 13. In this example and as indicated previously, the fuselage 10 is made of composite material, in particular, based on carbon fibers. Although the invention was originally born to detect damage to a fuselage 10 made of composite material, the invention applies more generally to any material, in particular metallic, in order to optimally detect the impacts that can lower the mechanical strength of the aircraft 1.
    According to the invention, still with reference to FIG. 1, the aircraft 1 comprises an IMP impact detection system on the fuselage 10, in particular, linked to a vehicle V traveling near the parked aircraft 1. With reference to FIG. 1, the detection system comprises a plurality of detection members 3 positioned on the fuselage 10 of the aircraft 1, a plurality of reading members 4 positioned in the aircraft 1 and a detection computer damage 5, connected to the reading members 4, configured to collect impact measurements associated with the detection members 3. Thus, the detection system makes it possible to collect impact measurements in a practical manner in order to allow, d on the one hand, to locate the damage suffered by the fuselage 10 and, on the other hand, to categorize each damage. Thanks to the invention, maintenance operations can be targeted in order to reactively eliminate any damage liable to lower the mechanical strength of the fuselage 10 of aircraft 1.
    The various elements of the detection system will now be presented in detail.
    With reference to FIG. 2, several detection members 3 are positioned on the interior surface Si of the fuselage 10 of the aircraft 1. The detection members 3 are autonomous and independent of each other. This advantageously makes it possible to position the detection members 3 without constraint on the areas of the fuselage 10 which are most likely to be damaged, in particular, in the lower areas of the fuselage 10. Advantageously, the detection members 3 are positioned on the inner surface If of the fuselage 10 in an adhesive manner, which makes it possible to adapt to any fuselage 10. The addition of detection members 3 does not advantageously impact the manufacturing process of the fuselage 10 as it was case in patent application US8886388B2.
    Positioning on the interior surface Si is advantageous for several reasons. First, it allows optimal measurement of any deformation of a composite material. As a reminder, during an impact IMP on the outer surface Se of a fuselage 10 made of composite material, the inner surface Si undergoes deformations which lower the mechanical resistance. In addition, a fuselage 10 comprises, in known manner, metallic elements in order to form a Faraday cage so as to protect the aircraft 1 against lightning. Such a Faraday cage disrupts all communication between the interior of the fuselage 10 and the exterior. Also, positioning of the detection members 3 on the inner surface Si of the fuselage 10 ensures optimal communication between the detection members 3 and the reading members 4 as will be presented below.
    In this example, as illustrated in FIG. 3, each detection member 3 comprises an identifier ID, a measurement element 31 of an impact IMP, a processing element 34 comprising a storage memory 32 of the impact measurement Ml, an electrical energy storage element 35 and a wireless communication element 33.
    Preferably, the identifier ID is predetermined in the processing element 34 and / or the wireless communication element 33. Such an identifier ID advantageously makes it possible to distinguish two detection members 3 in order to locate damage easily. on the fuselage 10. The ID identifier can take various forms: a number, a text, a magnetic signature, etc.
    In this example, the measuring element 31 is in the form of a piezoelectric sensor configured to supply a determined electrical voltage following a determined impact. The processing element 34 is connected to the measurement element 31 and adapted to record an impact measurement Ml, in particular, a voltage in the case of a piezoelectric sensor. The processing element 34 is preferably in the form of an electronic card, in particular of the ASIC type, which is connected to the measuring element 31. Preferably, the processing element 34 comprises a memory d record 32 to record the impact measurements Ml. The processing element 34 associates with each impact measurement M1 the identifier ID of the detection member 3 in the recording memory 32. Preferably, the processing element 34 associates with each impact measurement Ml the instant of the impact in the recording memory 32 in order to determine the reasons for such an impact.
    Preferably, the processing element 34 is configured to record an impact measurement M1 only if the impact measurement Ml is greater than a predetermined detection threshold. This allows you to ignore minor impacts and only keep relevant impacts in memory. Preferably, the detection threshold is determined by laboratory calibration. Advantageously, the detection threshold is determined to correspond to the damage threshold of the composite material forming the fuselage 10. Alternatively, all of the impact measurements M1 could be recorded.
    According to one aspect of the invention, several detection thresholds are provided so as to record impacts of low value, for example for signaling simple damage to the protective paint, and impacts of high value for signaling destructive damage.
    In this example, the wireless communication element 33 is of the RFID type in order to be able to communicate the impact measurement M1, as well as any other associated information, to a reading device 4. The RFID technology is advantageous since the communication distance is reduced in the fuselage 10, in particular, less than 3 meters between a detection member 3 and at least one reading member 4 for a fuselage 10 having a diameter of 6 meters. In addition, RFID technology has a low power consumption, which is optimal for an aeronautical application. Such a wireless communication element 33 makes it possible to make each detection member 3 independent and allows free positioning of the detection members 3. However, it goes without saying that other communication technologies could be suitable, in particular communication by infrared or by ultrasound. A wireless communication element 33 of the radio type and, in particular according to RFID technology, has a very low electrical consumption and can be interrogated even in the presence of obstacles between the detection member 3 and the reading member 4.
    The electric energy storage element 35 is in the form of a battery or a capacity, which is for example supplied by the energy of the impact IMP, in particular, by the electric voltage supplied by the piezoelectric sensor. This avoids the need for a dedicated electrical energy source (battery, etc.) that needs to be replaced during the life cycle of aircraft 1.
    According to one aspect of the invention, the electrical energy storage element 35 is charged directly by the wireless communication element 33, in particular, by radio. To this end, preferably, the electrical energy storage element 35 is configured to store the energy supplied by the wireless communication element 33 and restore it over time. According to this aspect, the detection members 3 are supplied periodically, in particular by the reading members 4, when the aircraft 1 is parked on the ground.
    Referring to Figure 2, there is shown a fuselage 10 having 5 zones Zi, Z 2 , Z 3 , Z 4 , Z 5 which are spaced from each other and which are liable to be damaged. A detection member 3 is positioned in each of the zones Z. The identifier ID of each detection member 3 is associated in a database with the zone Z in which the detection member 3 is positioned. As illustrated in FIG. 2, the detection members 3 (IDi), 3 (ID 2 ), 3 (ID 3 ), 3 (ID 4 ), 3 (ID 5 ) are respectively associated with the zones Zi, Z 2 , Z 3 , Z 4 , Z 5 of the fuselage 10.
    Advantageously, a detection member 3 can also be positioned outside the fuselage 10 on another fairing element than the fuselage 10, in particular, on the nacelle 13 or on the belly fairing fairing 11 as illustrated in FIG. 1. Subsequently, a detection member 3 positioned on another fairing element that the fuselage 10 is designated "additional detection member 3 '>>.
    With reference to FIGS. 1 and 2, several reading members 4 are positioned in the aircraft 1, in particular, inside the fuselage 10. The reading members 4 are configured to read, in a wireless manner, the memory d recording 32 of the detection members 3. This makes it possible to collect impact measurements M1 in a similar manner for each aircraft 1 even if the detection members 3 are placed in a different manner.
    As illustrated in FIGS. 1 and 2, the aircraft 1 comprises an electrical supply and communication network 12 to which the reading members 4 are connected. In this example, the electrical supply and communication network 12 is a low power network (between 100W and 200W) which makes it possible to supply the reading members electrically 4. In this embodiment, the power supply and communication network 12 is a network of the BUS type which is configured, on the one hand, to supply the reading members 4 electrically and, on the other hand, to allow the reading members 4 to communicate with a damage detection computer 5 in order to collect the various impact measurements centrally. However, it goes without saying that aircraft 1 could comprise a separate power supply network and a communications network. A BUS type network is simple to implement in an aircraft 1. According to a preferred aspect, the power supply and communication network 12 comprises cables of the ribbon type on which the reading members 4 are mounted, preferably with safety harnesses. More preferably, each reading member 4 is mounted on the power supply network 12 by means of a connector meeting the new EWIS regulations for "Electrical Wiring Interconnection System".
    Advantageously, as illustrated in FIGS. 1 and 2, the aircraft 1 comprises two electrical supply and communication networks 12, 12 ′ in order to provide redundancy in the event of failure of one of the two electrical supply networks and communication 12, 12 '. Referring to Figure 4, each reading member 4 is connected to the two power supply and communication networks 12, 12 ’.
    In this embodiment of the invention, with reference to FIG. 4, each reading member 4 is in the form of a reader of the RFID type known per se to those skilled in the art. Each read member 4 has power pins 41 which are mounted in cables of the power supply and communication networks 12, 12 ’so as to be powered and able to communicate. Such a read member 4 can be positioned freely on the power supply and communication networks 12, 12 ′ so as to be positioned as close as possible to the detection members 3. As illustrated in FIG. 1, the reading 4 are distributed in the fuselage 10 so as to be able to read detection members 3 positioned at various locations in the fuselage 10. It goes without saying that if a technology other than RFID technology was used, the reading members 4 would uses this other technology (infrared, ultrasound, etc.).
    According to a preferred aspect, each reading member 4 is configured to provide energizing radio radiation in order to be able to recharge the electrical energy storage elements 35 of the detection members 3. For this purpose, each reading member 4 comprises a module for electromagnetic radiation.
    Preferably, the reading members 4 are distributed along the longitudinal axis along which the aircraft 1 extends, preferably spaced apart by a distance of the order of 1 meter. Preferably, the reading members 4 are positioned under the rails of the seats of the aircraft 1, more preferably near the central corridor of the aircraft 1 so as to be able to communicate with the detection members 3 placed on the two sides fuselage 10.
    Preferably, each reading member 4 has a wide angular coverage ("Broad field angle") so as to be able to collect impact measurements from a plurality of detection members 3 positioned in the angular coverage. Preferably also, each detection member 3 has a narrow angular coverage (directive directive "Narrow field angle") in order to reach a remote detection member 3 while having a very reduced electrical consumption.
    According to a preferred aspect, with reference to FIG. 1, the detection system comprises a portable reading member 4 ′ configured to read, wirelessly, the recording memory 32 of a detection member 3, in particular, an additional detection device 3 '. A portable reading device 4 ’is autonomous and therefore does not need to be connected to a power supply and communication network 12, 12’. Such a portable reading member 4 'makes it possible to obtain measurements from detection members 3 which are located on areas of the fuselage 10 which are distant from the fixed reading members 4 or measurements from additional detection members 3 'as will be presented later. Such a portable reading member 4 ’is advantageous because it allows additional detection members 3’ to be reached without being disturbed by the Faraday cage formed by the fuselage 10.
    Preferably, with reference to FIG. 1, the detection system comprises a damage detection computer 5 which is connected to the electrical supply and communication networks 12, 12 ′ of the aircraft 1 so as to be able to collect centralized impact measurements read by the different reading devices 4. Preferably, the damage detection computer 5 is configured, on the one hand, to compare the impact measurements collected with an alert threshold determined and, on the other hand, to issue an alert if said alert threshold is exceeded. This advantageously makes it possible to organize a maintenance operation in a reactive manner when the impact IMP is significant and affects the mechanical strength of the aircraft 1. For example, an alert is issued when an impact measurement is greater at a detection threshold as presented above.
    Advantageously, the damage detection computer 5 makes it possible to form a report which indicates the zones Z of the fuselage 10 which have received impacts of intermediate or higher category. This allows maintenance operators to control said Z zones thoroughly even if no damage is visible on the outer surface Se.
    According to a preferred aspect, with reference to FIG. 5, the damage detection computer 5 comprises a communication module, for example of the 4G type, which makes it possible to communicate the data relating to the damage to a remote processing center 7, by example, this one from an airline. Thus, a maintenance operation can be implemented in a very short time.
    In known manner, with reference to FIG. 1, an aircraft 1 comprises a centralized maintenance computer 6 which is connected to different sensors in order to collect all the potential malfunctions of the aircraft 1 measured by said sensors. A centralized maintenance computer 6 makes it possible to establish a maintenance report in which the malfunctions are listed and classified according to their importance.
    According to one aspect of the invention, as illustrated in FIG. 1 and in FIG. 5, the damage detection computer 5 is connected to the centralized maintenance computer 6 so that the damage measured by the detection system is integrated into the report maintenance established by the centralized maintenance computer 6. During maintenance operations, damage to the fuselage 10 can thus be optimally treated by the maintenance teams, even if the damage is not visible. Thanks to the invention, the detection of damage is more reliable and more robust, which further limits the risk of critical damage and improves safety.
    The detection system is simple to install on the aircraft 1. The reading members 4 are fixedly mounted inside the fuselage 10, in particular on flat ribbon cables under the rails of the aircraft seats, so to be able to interrogate detection members 3 placed inside said fuselage 10. The detection members 3 are, in turn, positioned on the inner surface Si of the fuselage 10 of the aircraft 1 by gluing. The positioning is carried out without constraint since the detection members 3 are autonomous and independent. In this embodiment, additional detection members 3 ′ are also positioned on the nacelle 13 and on the belly fairing 11, that is to say, in a fairing element different from the fuselage 10. A portable reading member 4 'is provided to operators on the ground in order to be able to collect information from said additional detection members 3'.
    It will now be presented as a method of detecting damage on an aircraft 1 as presented above.
    As illustrated in FIG. 2, each detection member 3 has a determined identifier ID which is associated with a determined zone Z of the fuselage 10 in which the detection member 3 is positioned. The detection method is essentially implemented when the aircraft 1 is parked on the ground to detect IMP impacts from vehicles V.
    According to the invention, the method comprises a step of measuring an impact IMP received on an outer surface Se of the fuselage 10 of the aircraft 1 by a detection member 3. In this example, a vehicle V strikes a lower zone Zi of the fuselage 10. The impact IMP is greater than the detection threshold and the impact measurement M1 is recorded in the recording memory 32 by the processing unit 34 (Figure 3).
    Then, the method comprises a step of wireless reading, by at least one reading member 4, of the impact measurement Ml associated with the identifier IDi of the detection member 3 having carried out the impact measurement Ml, that is to say, the detection member 3 positioned in the zone Zi. Preferably, the reading step is carried out punctually or periodically when the aircraft 1 is on the ground. The impact measurements MI are then transmitted to the damage detection computer 5 via the power supply and communication networks 12, 12 ’.
    Preferably, the detection method is only implemented when the aircraft 1 is on the ground, the reading members 4 being deactivated when the aircraft 1 is in flight. This is to prevent the detection system from electrically disturbing aircraft 1 in flight. Preferably, the landing gear of the aircraft 1 comprises a detector which makes it possible to deactivate the impact detection system when the landing gear is not in contact with the ground.
    Still with reference to FIG. 5, the impact measurement MI can also be read by a portable reading device 4 ’then transmitted to the damage detection computer 5.
    The method includes a step of determining damage in the zone Zi of the fuselage 10 associated with the identifier IDi. In this example, the impact measurements M1 are analyzed by the damage detection computer 5 which associates each impact measurement Ml with a zone Z of the aircraft 1. The zones Z which are damaged are transmitted to the centralized computer maintenance 6 of the aircraft 1 or to a remote center 7 as presented above.
    Advantageously, a maintenance team can quickly repair the zone Z of the fuselage 10 of the aircraft 1 which is damaged. The presence of detection elements 3 is not binding for the repair. Indeed, if a damaged area of the fuselage 10 must be removed and the latter comprises a detection member 3 bonded to its inner surface If, a new detection member 3 can be positioned on the new area of the fuselage 10 during maintenance .
    The invention is particularly advantageous for an aircraft 1 comprising a fuselage 10 made of composite material because it makes it possible to detect in a practical manner a damage which is not observable visually. The invention also allows practical detection of damage to an aircraft fuselage 10 of metallic material 1.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. Aircraft (1) comprising a fuselage (10) and an impact detection system (IMP) on the fuselage (10), the detection system comprising:
    - a plurality of autonomous detection members (3) which are positioned on an inner surface (Si) of the fuselage (10) of the aircraft (1), each detection member (3) comprising:
    i. at least one identifier, ii. at least one element of measurement (31) of an impact (IMP), iii. at least one recording memory (32) of the impact measurement (Ml) and iv. at least one wireless communication element (33) and
    - a plurality of reading members (4) positioned in the aircraft (1) and configured to communicate wirelessly with the detection members (3) so as to collect the impact measurements (MI) associated with the identifiers (ID) of the detection devices (3).
    [2" id="c-fr-0002]
    2. Aircraft according to claim 1, in which the aircraft (1) comprises an electrical power supply network (12, 12 ’) on which the reading members (4) are connected.
    [3" id="c-fr-0003]
    3. Aircraft according to one of claims 1 to 2, in which the aircraft (1) comprises at least one damage detection computer (5), connected to the reading members (4), which is configured to collect the impact measurements (MI) associated with the identifiers (ID) of the detection devices (3).
    [4" id="c-fr-0004]
    4. Aircraft according to one of claims 1 to 3, in which each reading member (4) is configured to read the recording memory (32) of a detection member (3) by radio, in particular, by an RFID type reading process.
    [5" id="c-fr-0005]
    5. Aircraft according to one of claims 1 to 4, wherein the measuring element (31) is piezoelectric.
    [6" id="c-fr-0006]
    6. Aircraft according to claim 5, in which each detection member (3) comprises an electrical energy storage element (35) and the piezoelectric measurement element (31) is configured to electrically recharge the storage element d electrical energy (35).
    [7" id="c-fr-0007]
    7. Aircraft according to one of claims 1 to 6, in which the detection members (3) are positioned on the inner surface (Si) of the fuselage (10) of the aircraft (1) in an adhesive manner.
    [8" id="c-fr-0008]
    8. Aircraft according to one of claims 1 to 7, in which the fuselage (10) is made of composite material.
    [9" id="c-fr-0009]
    9. Aircraft according to one of claims 1 to 8, in which the detection system comprises at least one portable reading member (4 j configured to read, wirelessly, the recording memory (32) of a detection device (3).
    [10" id="c-fr-0010]
    10. A method of detecting damage on an aircraft (1) according to one of claims 1 to 9, each detection member (3) having a determined identifier (ID) which is associated with a determined zone (Z) of the fuselage (10) in which the detection member (3) is positioned, the method comprising:
    a step for measuring the recording of an impact (IMP) received on an external surface (Se) of the fuselage (10) of the aircraft (1) by a detection member (3),
    a step of wireless reading, by at least one reading member (4), of the impact measurement (MI) associated with the identifier (ID) of the detection member (3) having carried out the measurement of 'impact (Ml) and
    - a step of determining damage in the area (Z) of the fuselage (10) associated with the identifier (ID).
    1/3
    FIGURE 1
    FIGURE 2
    2/3
    FIGURE 3
    Ml, ID
    41 41
    12 '
    FIGURE 4
    3/3
    FIGURE 5
    FRENCH REPUBLIC
    EPO FORM 1503 12.99 (P04C14) irai - I NATIONAL INSTITUTE
    PROPERTY
    INDUSTRIAL
    PRELIMINARY SEARCH REPORT based on the latest claims filed before the start of the search
    DOCUMENTS CONSIDERED AS RELEVANT
    Relevant claim (s)
    Category
    Citation of the document with indication, if necessary, of the relevant parts
    EP 2,081,156 A2 (BOEING CO [US])
    July 22, 2009 (2009-07-22) * abstract; Figures 1-4 * * paragraphs [0016], [0017], [0023] [0025], [0027] - [0030], [0034],
    EP 2,078,943 A2 (BOEING CO [US]) July 15, 2009 (2009-07-15) * abbreviated; Figures 1-3 * * paragraphs [0019], [0020] * [0035]
    US 2008/167833 Al (MATSEN MARC R [US] ET AL) July 10, 2008 (2008-07-10) * abstract; claim 16; Figures 1-4 * * paragraphs [0029], [0030] *
    US 2014/165728 Al (CHAUME OLIVIER [FR] ET AL) June 19, 2014 (2014-06-19) * abstract; Figures 1, 3 * * paragraphs [0002], [0003], [0019], [0043], [0057], [0077]; claim 11
    Research completion date
    July 31, 2018
    CATEGORY OF DOCUMENTS CITED
    X: particularly relevant on its own
    Y: particularly relevant in combination with another document in the same category
    A: technological background
    O: unwritten disclosure
    P: intermediate document
    1-5,7,9,
    1-3,5,8,
    1-7
    1-3,5,8
    National registration number
    FA 847094
    FR 1760755
    Classification attributed to the invention by ΙΊΝΡΙ
    B64F5 / 60
    G07C5 / 08
    G01C5 / 00
    G06K7 / 00
    TECHNICAL AREAS SOUGHT (IPC)
    B64F
    G01N
    B64C
    G07C
    Examiner
    Podratzky, Andréas
    T: theory or principle underlying the invention
    E: patent document with a date prior to the filing date and which was only published on that filing date or on a later date.
    D: cited in the request
    L: cited for other reasons &: member of the same family, corresponding document
    ANNEX TO THE PRELIMINARY RESEARCH REPORT
    RELATING TO THE FRENCH PATENT APPLICATION NO. FR 1760755 FA 847094
    This appendix indicates the members of the patent family relating to the patent documents cited in the preliminary search report referred to above.
    The said members are contained in the computer file of the European Patent Office on the date of 31 “0 /“ 201o
    The information provided is given for information only and does not engage the responsibility of the European Patent Office or the French Administration
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20080167833A1|2007-01-08|2008-07-10|Matsen Marc R|Methods and systems for monitoring structures andsystems|
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    US20140165728A1|2012-12-18|2014-06-19|Airbus Operations |Device and method for detecting an impact on a composite material structure|WO2021116589A1|2019-12-11|2021-06-17|Safran Electrical & Power|Device for detecting impacts, associated detection system and aircraft equipped with such a system|
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    法律状态:
    2019-05-17| PLSC| Publication of the preliminary search report|Effective date: 20190517 |
    2019-10-22| PLFP| Fee payment|Year of fee payment: 3 |
    2020-10-21| PLFP| Fee payment|Year of fee payment: 4 |
    2021-10-20| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1760755|2017-11-15|
    FR1760755A|FR3073500B1|2017-11-15|2017-11-15|SYSTEM AND METHOD FOR DETECTION OF IMPACTS ON A FUSELAGE OF AN AIRCRAFT|FR1760755A| FR3073500B1|2017-11-15|2017-11-15|SYSTEM AND METHOD FOR DETECTION OF IMPACTS ON A FUSELAGE OF AN AIRCRAFT|
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