Damage measurement methods, devices, computer equipment and storage media for aerospace components

Abstract

This application proposes a method, apparatus, computer equipment, and storage medium for measuring damage to aircraft components. The method includes: determining the area to be measured of the aircraft component; scanning the area to be measured to generate a damage model; comparing and analyzing multiple point cloud data from the damage model with the complete fitted surface corresponding to the area to be measured to determine the damaged area within the measurement area; ensuring the alignment between the complete fitted surface and the reference model of the aircraft component meets preset requirements; measuring the damage dimensions of the damaged area based on the fastener frames within the damaged area; generating a measurement report of the area to be measured based on the damage dimensions; and uploading the damage model, complete fitted surface, and measurement report obtained from this measurement to an aircraft lifecycle database. The embodiments of this application can significantly improve the accuracy of damage measurement for aircraft components.

Description

Technical Field

[0001] This application relates to the field of aviation equipment testing technology, specifically to a method, device, computer equipment, and storage medium for measuring damage to aviation components. Background Technology

[0002] With the rapid development of the air transport industry, the safety and reliability of aircraft have received increasing attention. During their service life, aircraft components (such as engine blades, air intake lips, and wing ribs) are subjected to high temperatures, high pressures, high-speed airflows, and cyclic loads over extended periods, making them highly susceptible to external damage such as dents, cracks, scratches, corrosion, and impact damage. If these damages are not detected and quantitatively assessed in a timely and accurate manner, they will directly affect the structural integrity and flight safety of the aircraft, and may even lead to catastrophic accidents.

[0003] Currently, the industry generally uses a combination of manual visual inspection and handheld measuring tools (such as steel rulers, vernier calipers, feeler gauges, radius gauges, comparison plates, etc.) to locate, calibrate, and measure damage. In practice, because the reference surface and measurement angle selected manually vary from person to person, multiple measurements by multiple people can yield different results. Summary of the Invention

[0004] In view of this, this application proposes a method, device, computer equipment and storage medium for measuring damage to aerospace components, in order to solve the problems of large errors and inaccurate measurement in existing manual visual measurement methods combined with handheld measuring tools.

[0005] The first aspect of this application provides a method for measuring damage to aerospace components, the method comprising: Determine the area to be measured for aircraft components; The area to be measured is scanned to generate a damage model; The point cloud data in the damage model are compared and analyzed with the complete fitted surface corresponding to the area to be measured to determine the damaged area in the area to be measured; the alignment degree between the complete fitted surface and the reference model of the aircraft component meets the preset requirements. The damage dimensions of the damaged area are measured based on the fastener spacers within the damaged area. A measurement report for the area to be measured is generated based on the damage size of the damaged area. The damage model, the fully fitted surface, and the measurement report obtained from this measurement are then uploaded to the aircraft lifecycle database.

[0006] In this embodiment, the damaged area is automatically identified through 3D scanning and point cloud fitting, eliminating errors caused by human factors. The point cloud data obtained from the scan is compared with the complete fitted surface (reference model) to automatically identify the deviation area (i.e., the damaged area), eliminating the need for manual visual judgment. Preferably, the fastener frame within the damaged area is used as a stable geometric reference to further accurately calculate the dimensions of the damage (such as length, depth, and area), avoiding the problem in traditional methods where the reference surface and measurement angle selected manually vary from person to person, resulting in different measurement results from multiple measurements by different people.

[0007] In this embodiment of the application, before comparing and analyzing multiple point cloud data in the damage model with the complete fitted surface corresponding to the region to be measured, the method further includes: A complete fitted surface is obtained by selecting multiple fitting area points from the region to be measured and performing surface fitting. Determine the degree of alignment between the fully fitted surface and the reference model of the aircraft component; If the alignment does not meet the preset requirements, the step of selecting multiple fitting area points from the area to be measured to perform surface fitting to obtain a complete fitted surface is repeated until the alignment meets the preset requirements. If the alignment meets the preset requirements, then the multiple point cloud data in the damage model are compared and analyzed with the complete fitted surface corresponding to the area to be measured.

[0008] In this embodiment of the application, multiple point cloud data in the damage model are compared and analyzed with the complete fitted surface corresponding to the region to be measured to determine the damaged region in the region to be measured, including: For any point cloud data of the damage model, calculate the distance from the point cloud data to the complete fitted surface; If the distance is less than a first distance threshold or greater than a second distance threshold, then the point cloud data is used as identification data; The damaged area is formed by connecting multiple identification data.

[0009] In this embodiment of the application, measuring the damage size of the damaged area based on the fastener spacer frame in the damaged area includes: Identify the fastener spacer frame from the damaged area; A coordinate system is established using the fastener frame, and the length and width of each damaged area are measured according to the coordinate system. The height of each damaged region is determined based on the distance from each point cloud data in the damage model to the complete fitted surface; The regional relationships between multiple damaged areas are determined based on the coordinate system. A measurement report for the area to be measured is generated based on the length, width, and height of each damaged area, as well as the regional relationships between the multiple damaged areas.

[0010] In this embodiment of the application, the method further includes: After the damaged area is repaired, the repaired area is scanned again to generate a post-repair model; The repaired model is compared with the complete fitted surface, and the residual error after repair is calculated. When the residual error is less than or equal to the preset acceptance threshold, the repaired part is determined to be qualified; otherwise, a secondary repair process is triggered until the residual error meets the acceptance threshold.

[0011] In this embodiment of the application, the method further includes: After each damage measurement is completed, the damage model, the complete fitted surface, the measurement report, and the repaired model obtained from this scan are encrypted and packaged to form a blockchain record; The hash value recorded in the blockchain is uploaded to the aircraft lifecycle database.

[0012] In this embodiment of the application, the method further includes: The length, width, height and spatial location of each damaged area obtained in this measurement are used as the current damage characteristic value, and spatiotemporally registered with the historical damage characteristic value of the same aircraft component stored in the aircraft life cycle data platform during historical maintenance. By performing a region-by-region difference calculation on the registered current damage feature value and the historical damage feature value, the size expansion amount and expansion direction of each damage region are obtained; Using a machine learning time series prediction model, based on the size expansion sequence obtained from multiple consecutive maintenance, the predicted damage size of each damage area under a specified number of future flight hours or flight cycles is calculated. If the predicted damage size exceeds a preset size threshold, damage trend warning information will be output in the measurement report, and a suggested maintenance time window will be given.

[0013] An embodiment of the second aspect of this application provides an aircraft component damage measurement device, comprising: The area determination module is used to determine the measurement area of ​​aircraft components; The damage model generation module is used to scan the area to be measured and generate a damage model. The comparison analysis module is used to compare and analyze multiple point cloud data in the damage model with the complete fitted surface corresponding to the area to be measured, so as to determine the damaged area in the area to be measured; the alignment degree between the complete fitted surface and the reference model of the aircraft component meets the preset requirements. A damage size measurement module is used to measure the damage size of the damaged area based on the fastener spacer frame in the damaged area; The measurement report generation module is used to generate a measurement report for the area to be measured based on the damage size of the damaged area, and upload the damage model, the fully fitted surface, and the measurement report obtained in this measurement to the aircraft life cycle database.

[0014] An embodiment of the third aspect of this application provides a computer device including a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the aircraft component damage measurement method described in the first aspect.

[0015] An embodiment of the fourth aspect of this application provides a computer-readable storage medium storing computer instructions for causing a computer to perform the aircraft component damage measurement method described in the first aspect above.

[0016] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0017] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A schematic flowchart of a method for measuring damage to aerospace components according to an embodiment of this application is shown; Figure 2 A flowchart illustrating another method for measuring damage to aerospace components provided in an embodiment of this application is shown; Figure 3 This illustration shows a flowchart of establishing a coordinate system using a fastener spacer according to an embodiment of this application; Figure 4 A flowchart illustrating another method for measuring damage to aerospace components provided in an embodiment of this application is shown; Figure 5 A flowchart illustrating another method for measuring damage to aerospace components provided in an embodiment of this application is shown; Figure 6 This illustration shows a structural schematic diagram of an aircraft component damage measuring device according to an embodiment of this application; Figure 7 This illustration shows a schematic diagram of the structure of a computer device according to an embodiment of this application; Figure 8 A schematic diagram of a storage medium provided in one embodiment of this application is shown. Detailed Implementation

[0018] Exemplary embodiments of this application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of this application are shown in the drawings, it should be understood that this application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided to enable a more thorough understanding of this application and to fully convey the scope of this application to those skilled in the art.

[0019] It should be noted that, unless otherwise stated, the technical or scientific terms used in this application shall have the ordinary meaning as understood by one of ordinary skill in the art to which this application pertains.

[0020] According to an embodiment of this application, an embodiment of a method for measuring damage to aerospace components is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0021] This embodiment provides a method for measuring damage to aerospace components. Figure 1 This is a flowchart of an aviation component damage measurement method according to an embodiment of this application, such as... Figure 1 As shown, the process includes the following steps: Step S101: Determine the area to be measured for the aircraft component.

[0022] Specifically, aircraft components include, but are not limited to, aircraft fan blades, air inlet lips, and wing ribs. The area to be measured can refer to any one of the aforementioned aircraft fan blades, air inlet lips, and wing ribs, or any area on any of the aforementioned aircraft components.

[0023] In this embodiment of the application, before measuring the damage of aircraft parts, staff need to input measurement instructions. After receiving the measurement instructions containing the area to be measured, the measuring equipment will respond to the measurement instructions and measure the damage of the aircraft parts.

[0024] Step S102: Scan the area to be measured to generate a damage model.

[0025] Specifically, high-precision scanning and modeling of aircraft components that need to be inspected can be performed using aviation-specific 3D measurement and modeling equipment, thereby obtaining a damage model corresponding to the area to be measured.

[0026] Before step S103, the method further includes: Step a1: Select multiple fitting area points from the region to be measured and perform surface fitting to obtain a complete fitted surface.

[0027] Specifically, the fitting region points can be extracted from multiple locations within the region to be measured. For example, when the region to be measured is a square, fitting region points can be extracted from the four corners and the center of the square; when the region to be measured is a circle, several fitting region points can be extracted from the edge and the center of the circle. The selection of fitting region points is not specifically limited in this embodiment; multiple fitting region points from different locations can be selected depending on the region to be measured.

[0028] In some specific embodiments, a complete fitted surface can be obtained by fitting a NURBS (Non-Uniform Rational B-Splines) surface.

[0029] Step a2: Determine the alignment degree between the complete fitted surface and the reference model of the aircraft component; Step a3: If the alignment does not meet the preset requirements, the step of selecting multiple fitting area points from the area to be measured to perform surface fitting to obtain a complete fitted surface is repeated until the alignment meets the preset requirements. Step a4: If the alignment degree meets the preset requirements, then the multiple point cloud data in the damage model are compared and analyzed with the complete fitted surface corresponding to the area to be measured.

[0030] The embodiments of this application can greatly improve the measurement efficiency of subsequent damage measurement by generating a complete fitted surface. For example, when measuring the damage of a component, the prior art generates a reference model of the component and uses the reference model to perform damage measurement. However, the embodiments of this application only generate a complete fitted surface of the area to be measured of the component for damage measurement. Since the unnecessary modeling process is eliminated, the measurement efficiency of damage measurement is greatly improved.

[0031] Step S103: Compare and analyze multiple point cloud data in the damage model with the complete fitted surface corresponding to the area to be measured to determine the damaged area in the area to be measured.

[0032] Specifically, the alignment degree between the fully fitted surface and the reference model of the aircraft component meets a preset requirement. This preset requirement can be understood as the alignment degree being greater than a preset alignment degree threshold.

[0033] In some specific embodiments, step S103 above includes steps S1031-S1033: Step S1031: For any point cloud data of the damage model, calculate the distance from the point cloud data to the complete fitted surface.

[0034] Specifically, the distance from the point cloud data to the complete fitted surface can be used to determine whether the region corresponding to the point cloud data is damaged. For example, if the distance from the point cloud data to the complete fitted surface is not zero, it can be determined that the region corresponding to the point cloud data is damaged; if the distance from the point cloud data to the complete fitted surface is zero, it can be determined that the region corresponding to the point cloud data is not damaged.

[0035] Step S1032: If the distance is less than the first distance threshold or greater than the second distance threshold, then the point cloud data is used as the identification data.

[0036] Specifically, the first distance threshold is less than the second distance threshold. The first and second distance thresholds can be set according to the actual situation and are not specifically limited here. When the distance is less than the first distance threshold, it can be determined that the area corresponding to the point cloud data is damaged, and the damaged point is concave. Conversely, when the distance is greater than the second distance threshold, it can be determined that the area corresponding to the point cloud data is damaged, and the damaged point is convex.

[0037] Step S1033: Connect multiple identification data to form the damaged area.

[0038] Specifically, by connecting multiple identification data, corresponding concave and convex areas can be formed.

[0039] In some specific embodiments, such as Figure 2 As shown: In the process of forming the damaged area: first, NURBS surface fitting is performed on the complete surface, and the alignment degree between the complete fitted surface and the original model is judged. If it fails, a new reference surface model is selected. If it passes, the deviation value between the point cloud data of the damaged model and the complete fitted surface is compared. If it is less than a set value, the data is masked. If it is greater than a set value, the data is marked. The marked data are connected to form a defect area for optimization, and the damaged area is highlighted for identification.

[0040] Step S104: Measure the damage size of the damaged area based on the fastener spacer frame in the damaged area.

[0041] In some specific embodiments, step S104 above includes steps S1041-S1045: Step S1041: Identify the fastener spacer frame from the damaged area.

[0042] Specifically, such as Figure 3 As shown: Fastener spacers refer to the frames or reinforcing ribs on aircraft component structures used to install fasteners. They are typically frame structures made of metal or composite materials, used to support and distribute loads. Fasteners are mechanical components used to connect and secure various parts in aircraft components (such as wings), such as bolts, screws, nuts, washers, and rivets. Their function is to firmly connect various parts, such as skins, stringers, spars, and ribs, ensuring the integrity and stability of the aircraft component structure.

[0043] Step S1042: Establish a coordinate system using the fastener frame, and measure the length and width of each damaged area according to the coordinate system.

[0044] Specifically, such as Figure 3 As shown: A coordinate system is established by taking the center of the fastener spacer frame as the origin, the major axis of the spacer frame as the X-axis, and the transverse axis of the spacer frame as the Y-axis; the length and width of each damaged area within the fastener spacer frame are then measured according to this coordinate system.

[0045] Step S1043: Determine the height of each damaged region based on the distance from each point cloud data in the damage model to the complete fitted surface.

[0046] Specifically, the perfectly fitted surface can be understood as the shape that a component should have when it is undamaged; the distance from the point cloud to the surface can be understood as how much the actual value is lower / higher than the theoretical value, i.e., the damage height. The perfectly fitted surface can be used as a theoretical reference surface, and the vertical distance from each 3D point cloud obtained from the scan of the damaged area to this reference surface can be calculated. This distance can be used as the "damage height" (also called the indentation depth, protrusion height, or material loss) at that point.

[0047] Step S1044: Determine the regional relationship between multiple damaged areas according to the coordinate system.

[0048] Specifically, the regional relationship between multiple damaged areas within each fastener spacer is measured according to the coordinate system corresponding to each fastener spacer, such as the distance between any two damaged areas, or the density of damaged areas within the fastener spacer.

[0049] More specifically, the regional relationship between any two damaged areas located in different fastener spacers can be determined based on the positional relationship of multiple coordinate systems corresponding to multiple fastener spacers.

[0050] Step S1045: Generate a measurement report for the area to be measured based on the length, width, and height of each damaged area, as well as the regional relationships between the multiple damaged areas.

[0051] Specifically, in the process of generating the measurement report, the maximum size of each damaged area in the frame coordinate system can be determined first: the X-direction reading is the length, the Y-direction reading is the width, and the maximum vertical drop from the point cloud to the reference plane is the height. These three numbers are recorded in a table, and the damaged areas are numbered sequentially as D001, D002, etc. Then, the shortest straight-line distance between the edges of any two damaged areas is measured. If it is less than the preset distance (e.g., 3mm), they are considered to belong to the same "cluster", and the damaged areas in the same cluster are assigned the same group number G1, G2, etc. If two damaged areas have overlapped, the distance is recorded as 0, and they are also considered to be in the same group. Finally, the outer contours of all damaged areas in the same cluster are encircled together, and the total length, width, and height are measured again to obtain the cluster-level dimensions.

[0052] In some specific embodiments, such as Figure 4 As shown, the main steps in the process of outputting the inspection report are as follows: identify the fastener frame, measure the length and width of the pit with the fastener frame as the X / Y axis, fit a perfect surface through NURBS surface fitting, calculate the depth of the deepest point of the pit, measure the distance between the length and width of the pit and the deepest point of the fastener, and determine the closest distance; when there are multiple pits, measure the distance between the edges of any two pits and the deepest point, and finally output the inspection report.

[0053] In some specific embodiments, such as Figure 5 As shown, the method also includes: selecting an aircraft inspection area; when the aircraft inspection area is a fan blade, scanning the damaged area of ​​the fan blade, automatically dividing the blade area, and fitting the damage model to the blade model; simultaneously, identifying the fastener spacers in the fan blade, scanning the damaged area model, so that the detection software automatically identifies the area damage, the detection software automatically measures the damage size, and outputs an inspection report; and performing damage trend analysis through the damage management system to determine the location of the damaged area, damage photos, damage 3D models, damage inspection reports, and damage change trends.

[0054] In some specific embodiments, the method further includes: Step b1: After the damaged area is repaired, the repaired area is scanned again to generate a post-repair model.

[0055] Specifically, the original 3D scanner is used to re-photograph the repair area, resulting in a new set of point cloud data. This point cloud data is then used to generate the repaired model. During the scanning process, the same position and resolution as the first scan are maintained to avoid false errors caused by differences in angle or precision.

[0056] Step b2: Compare the repaired model with the complete fitted surface and calculate the residual error after repair.

[0057] Specifically, the repaired model is first aligned with the previously established complete fitted surface in the same coordinate system; then the vertical distance from each point on the repaired surface to the complete fitted surface is calculated point by point, i.e., the residual error.

[0058] Step b3: When the residual error is less than or equal to the preset acceptance threshold, the repaired part is determined to be qualified; otherwise, a secondary repair process is triggered until the residual error meets the acceptance threshold.

[0059] Specifically, the preset acceptance threshold can be set according to the actual situation, and no specific limitation is made here. If the maximum error is less than or equal to the preset acceptance threshold, it means that the repair is smooth enough and is judged as qualified; if the error at any point is greater than the preset acceptance threshold, it is marked as an unqualified area that needs to be repaired a second time, and then step b1 is re-executed to rescan, and the cycle is repeated until the error falls within the preset acceptance threshold, and then it is finally confirmed as qualified.

[0060] Step S105: Generate a measurement report for the area to be measured based on the damage size of the damaged area, and upload the damage model, the fully fitted surface, and the measurement report obtained in this measurement to the aircraft lifecycle database.

[0061] In some specific embodiments, the method further includes: Step c1: After each damage measurement is completed, the damage model, the complete fitted surface, the measurement report, and the repaired model obtained from this scan are encrypted and packaged to form a blockchain record.

[0062] Specifically, the original damage point cloud, the complete fitted surface file, the measurement report, and the repaired model from this scan are first placed into a folder. The entire folder is then encrypted using a preset encryption algorithm (such as an encryption script specified by the aviation materials department), resulting in an encrypted compressed file. Next, a hash value for this compressed file is calculated using a hash algorithm (such as SHA-256). Finally, the hash value, file timestamp, aircraft number, and damage number are written into a blockchain transaction, and the smart contract of the company's consortium blockchain (such as the aviation maintenance blockchain) is invoked to broadcast the transaction. Once the transaction is packaged into a block, this record is permanently distributed and stored. Anyone who modifies the file will cause a hash value mismatch, thus detecting tampering or forgery.

[0063] Step c2: Upload the hash value recorded in the blockchain to the aircraft lifecycle database.

[0064] Specifically, the hash value, block height, and transaction ID are automatically written into the "structural damage" module corresponding to the aircraft number in the aircraft's full lifecycle database. Database fields include: aircraft number, damage location, discovery date, hash value, block number, and maintenance personnel's digital certificate number. In the future, regulators, secondary market participants, or accident investigators only need to recalculate the hash of the local file and compare it with the value stored in the aircraft's full lifecycle database to quickly confirm the file's authenticity and integrity, achieving "no data loss and traceable responsibility."

[0065] In some specific embodiments, the method further includes: Step d1: The length, width, height and spatial location of each damaged area obtained in this measurement are used as the current damage characteristic value, and spatiotemporally registered with the historical damage characteristic values ​​of the same aircraft component stored in the aircraft life cycle data platform during historical maintenance.

[0066] Specifically, spatiotemporal registration refers to aligning the currently measured damage area with the damage area in the previous historical records to the same coordinate system. Its purpose is to determine whether the currently measured damage area is an "old injury" by comparing whether the currently measured damage area is the same as the old damage area in the previous historical records.

[0067] More specifically, let's illustrate d1 above with an example: First measurement on January 1, 2022: An elliptical pit damage A was found, with a length of 20mm, a width of 10mm, and a depth of 0.5mm. The center coordinates are (x,y,z)=(1200,400,5). 2023-01-01 Second measurement: The same pit A is 22mm long, 11mm wide, and 0.7mm deep; 2024-01-01 Third measurement (this time): The same pit A is 25mm long, 12mm wide, and 1.0mm deep. The allowable limits are: length ≤ 30mm and depth ≤ 1.2mm. Spatiotemporal registration can confirm that pit A in 2024 is the same old injury area as those in 2022 and 2023.

[0068] Step d2 involves performing a region-by-region difference calculation on the registered current damage feature value and the historical damage feature value to obtain the size expansion amount and expansion direction of each damage region.

[0069] Specifically, the dimensional expansion mainly includes the length expansion, width expansion, and depth expansion of the damaged area; its expansion direction can be the expansion area of ​​the new wound area compared to the old wound, such as the X-axis direction or the Y-axis direction.

[0070] More specifically, for example: length expansion = 25mm – 22mm = +3mm, width expansion = 12mm – 11mm = +1mm, depth expansion = 1.0mm – 0.7mm = +0.3mm; expansion direction: the fastest growth is along the x-axis; a damage growth vector of (3mm, 1mm, 0.3mm) / year is generated.

[0071] Step d3: Using a machine learning time series prediction model, based on the size expansion sequence obtained from multiple consecutive maintenance operations, calculate the predicted damage size of each damage area under a specified number of future flight hours or flight cycles.

[0072] Specifically, the machine learning time series prediction model is generated from multiple actual measurement data, and the machine learning time series prediction model is different for different parts of the aircraft.

[0073] More specifically, let's take step d3 above as an example: 2022→2023: Length +2mm; 2023→2024: Length +3mm; It can be determined through machine learning time series prediction models: 2024→2025: Length ≈ +4mm → Predicted length 29mm; 2024→2025: Depth ≈ +0.35mm → Predicted depth 1.35mm.

[0074] Step d4: If the predicted damage size exceeds the preset size threshold, damage trend warning information is output in the measurement report, and a suggested maintenance time window is given.

[0075] Specifically, the preset size threshold can be set according to the situation, and no specific limitation is made here.

[0076] More specifically, let's illustrate step d4 above with an example: Limit values: The length of the damaged area ≤ 30mm, and the depth of the damaged area ≤ 1.2mm; Preset proportional threshold: 80% (i.e., an alarm is triggered when the diameter reaches 24mm / 0.96mm), determined as follows: The predicted length is 29mm < 30mm, but exceeds the 80% threshold; the predicted depth is 1.35mm > 1.2mm, which exceeds the standard. Therefore, the damage trend warning is marked in red in the measurement report, and a suggested maintenance time window is given: "Please complete the repair before March 2025, otherwise it may exceed the limit."

[0077] This application embodiment transforms discrete historical maintenance data into a continuous "time-size" curve. Through spatiotemporal registration, snapshots over a longer period are strung together into the same "damage-time" curve, enabling data to be traceable and comparable. Preferably, this application embodiment uses machine learning to replace manual experience in judging whether the aircraft can still fly. The time series model can automatically capture the nonlinear expansion rate, improving prediction accuracy by more than 30% and reducing misjudgments and premature replacements.

[0078] Corresponding to the above implementation methods for measuring damage to aerospace components, this application also provides an aerospace component damage measuring device for performing the aerospace component damage measuring method described in any of the above embodiments. For example... Figure 6 As shown, the aircraft component damage measurement device includes: The area determination module is used to determine the measurement area of ​​aircraft components; The damage model generation module is used to scan the area to be measured and generate a damage model. The comparison analysis module is used to compare and analyze multiple point cloud data in the damage model with the complete fitted surface corresponding to the area to be measured, so as to determine the damaged area in the area to be measured; the alignment degree between the complete fitted surface and the reference model of the aircraft component meets the preset requirements. A damage size measurement module is used to measure the damage size of the damaged area based on the fastener spacer frame in the damaged area; The measurement report generation module is used to generate a measurement report for the area to be measured based on the damage size of the damaged area, and upload the damage model, the fully fitted surface, and the measurement report obtained in this measurement to the aircraft life cycle database.

[0079] Optionally, the device further includes: a complete fitted surface alignment judgment module, used to select multiple fitting area points from the region to be measured to perform surface fitting to obtain a complete fitted surface; judge the alignment degree between the complete fitted surface and the reference model of the aircraft component; if the alignment degree does not meet the preset requirements, then repeat the step of selecting multiple fitting area points from the region to be measured to perform surface fitting to obtain a complete fitted surface until the alignment degree meets the preset requirements; if the alignment degree meets the preset requirements, then compare and analyze multiple point cloud data in the damage model with the complete fitted surface corresponding to the region to be measured.

[0080] Optionally, the comparison analysis module is further configured to calculate the distance from any point cloud data of the damage model to the complete fitted surface; if the distance is less than a first distance threshold or greater than a second distance threshold, then the point cloud data is used as identification data; and multiple identification data are connected to form the damage region.

[0081] Optionally, the damage size measurement module is further configured to: identify fastener spacers from the damaged area; establish a coordinate system through the fastener spacers; measure the length and width of each damaged area according to the coordinate system; determine the height of each damaged area based on the distance from each point cloud data in the damage model to the complete fitted surface; determine the regional relationship between multiple damaged areas according to the coordinate system; and generate a measurement report of the area to be measured based on the length, width, and height of each damaged area, as well as the regional relationship between the multiple damaged areas.

[0082] Optionally, the device further includes: a repair judgment module, used to scan the repaired area again after the repair of the damaged area is completed to generate a repaired model; compare the repaired model with the complete fitted surface and calculate the repaired residual error; when the residual error is less than or equal to a preset acceptance threshold, determine that the repaired area is qualified; otherwise, trigger a secondary repair process until the residual error meets the acceptance threshold.

[0083] Optionally, the device further includes: a data storage module, used to encrypt and package the damage model, the complete fitted surface, the measurement report, and the repaired model obtained from the current scan after each damage measurement is completed, forming a blockchain record; and to upload the hash value of the blockchain record to the aircraft lifecycle database.

[0084] Optionally, the device further includes: a damage trend prediction module, used to take the length, width, height and spatial location of each damaged area obtained in this measurement as the current damage feature value, and perform spatiotemporal registration with the historical damage feature values ​​of the same aircraft component stored in the aircraft life cycle data platform during historical maintenance; perform region-by-region difference calculation on the registered current damage feature value and the historical damage feature value to obtain the size expansion amount and expansion direction of each damaged area; use a machine learning time series prediction model to calculate the predicted damage size of each damaged area under a specified number of flight hours or flight cycles in the future based on the size expansion amount sequence obtained from multiple consecutive maintenances; if the predicted damage size exceeds a preset size threshold, output damage trend warning information in the measurement report and provide a suggested maintenance time window.

[0085] The aircraft component damage measurement device provided in the above embodiments of this application and the aircraft component damage measurement method provided in the embodiments of this application are based on the same inventive concept and have the same beneficial effects as the methods adopted, run or implemented by the application programs stored therein.

[0086] This application also provides a computer device for performing the above-described method for measuring damage to aerospace components. Please refer to... Figure 7This illustrates a schematic diagram of a computer device provided by some embodiments of this application. For example... Figure 7 As shown, the computer device 7 includes: a processor 700, a memory 701, a bus 702, and a communication interface 703. The processor 700, the communication interface 703, and the memory 701 are connected via the bus 702. The memory 701 stores a computer program that can run on the processor 700. When the processor 700 runs the computer program, it executes the aircraft component damage measurement method provided in any of the foregoing embodiments of this application.

[0087] The memory 701 may include high-speed random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Communication between this system network element and at least one other network element is achieved through at least one communication interface 703 (which can be wired or wireless), such as the Internet, wide area network, local area network, or metropolitan area network.

[0088] Bus 702 can be an ISA bus, PCI bus, or EISA bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. The memory 701 is used to store programs. After receiving an execution instruction, the processor 700 executes the program. The aerospace component damage measurement method disclosed in any of the foregoing embodiments can be applied to the processor 700, or implemented by the processor 700.

[0089] The processor 700 may be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method can be completed by the integrated logic circuitry in the hardware of the processor 700 or by instructions in software form. The processor 700 may be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it may also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor may be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules may reside in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. The storage medium is located in memory 701. Processor 700 reads the information in memory 701 and, in conjunction with its hardware, completes the steps of the above method.

[0090] The computer equipment provided in this application embodiment and the aviation component damage measurement method provided in this application embodiment are based on the same inventive concept and have the same beneficial effects as the methods they adopt, operate or implement.

[0091] This application also provides a computer-readable storage medium corresponding to the aircraft component damage measurement method provided in the foregoing embodiments. Please refer to... Figure 8 The computer-readable storage medium shown is an optical disc 30, on which a computer program (i.e., a program product) is stored. When the computer program is run by a processor, it executes the aerospace component damage measurement method provided in any of the foregoing embodiments.

[0092] It should be noted that examples of the computer-readable storage medium may also include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other optical and magnetic storage media, which will not be elaborated here.

[0093] The computer-readable storage medium provided in the above embodiments of this application and the aviation component damage measurement method provided in the embodiments of this application are based on the same inventive concept and have the same beneficial effects as the methods adopted, run or implemented by the application programs stored therein.

[0094] It should be noted that: Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of this application may be practiced without these specific details. In some instances, well-known structures and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0095] Similarly, it should be understood that, for the sake of brevity and to aid in understanding one or more of the various inventive aspects, in the above description of exemplary embodiments of this application, various features of this application are sometimes grouped together in a single embodiment, figure, or description thereof. However, this disclosure should not be construed as reflecting a schematic diagram in which the claimed application requires more features than expressly recited in each claim. Rather, as reflected in the following claims, inventive aspects lie in fewer than all features of a single foregoing disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into that detailed description, wherein each claim itself is a separate embodiment of this application.

[0096] Furthermore, those skilled in the art will understand that although some embodiments described herein include certain features but not others included in other embodiments, combinations of features from different embodiments are intended to be within the scope of this application and form different embodiments. For example, in the following claims, any of the claimed embodiments can be used in any combination.

[0097] The above description is merely a preferred embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for measuring damage to aerospace components, characterized in that, The method includes: Determine the area to be measured for aircraft components; The area to be measured is scanned to generate a damage model; The point cloud data in the damage model are compared and analyzed with the complete fitted surface corresponding to the area to be measured to determine the damaged area in the area to be measured; the alignment degree between the complete fitted surface and the reference model of the aircraft component meets the preset requirements. The damage dimensions of the damaged area are measured based on the fastener spacer frame in the damaged area. The fastener spacer frame refers to the frame structure on the aircraft component structure used to install fasteners. The fastener refers to the mechanical element used to connect and fix the various components of the aircraft. Based on the damage size of the damaged area, a measurement report of the area to be measured is generated, and the damage model, the fully fitted surface, and the measurement report obtained in this measurement are uploaded to the aircraft life cycle database. Measuring the damage dimensions of the damaged area based on the fastener spacers within the damaged area includes: Identify the fastener spacer frame from the damaged area; A coordinate system is established using the fastener frame, and the length and width of each damaged area are measured according to the coordinate system. The height of each damaged region is determined based on the distance from each point cloud data in the damage model to the complete fitted surface; The regional relationships between multiple damaged areas are determined based on the coordinate system; the regional relationships include the distance between any two damaged areas and the density of damaged areas within the fastener frame. A measurement report for the area to be measured is generated based on the length, width, and height of each damaged area, as well as the regional relationships between the multiple damaged areas. Before comparing and analyzing multiple point cloud data in the damage model with the complete fitted surface corresponding to the region to be measured, the method further includes: A complete fitted surface is obtained by selecting multiple fitting area points from the region to be measured and performing surface fitting. Determine the degree of alignment between the fully fitted surface and the reference model of the aircraft component; If the alignment meets the preset requirements, then the multiple point cloud data in the damage model are compared and analyzed with the complete fitted surface corresponding to the area to be measured.

2. The method according to claim 1, characterized in that, Before comparing and analyzing multiple point cloud data in the damage model with the complete fitted surface corresponding to the region to be measured, the method further includes: A complete fitted surface is obtained by selecting multiple fitting area points from the region to be measured and performing surface fitting. Determine the degree of alignment between the fully fitted surface and the reference model of the aircraft component; If the alignment does not meet the preset requirements, the step of selecting multiple fitting area points from the area to be measured to perform surface fitting to obtain a complete fitted surface is repeated until the alignment meets the preset requirements.

3. The method according to claim 1 or 2, characterized in that, The damage model is compared and analyzed with multiple point cloud data points to the complete fitted surface corresponding to the region to be measured, in order to determine the damage region within the region to be measured, including: For any point cloud data of the damage model, calculate the distance from the point cloud data to the complete fitted surface; If the distance is less than a first distance threshold or greater than a second distance threshold, then the point cloud data is used as identification data; The damaged area is formed by connecting multiple identification data.

4. The method according to claim 1 or 2, characterized in that, The method further includes: After the damaged area is repaired, the repaired area is scanned again to generate a post-repair model; The repaired model is compared with the complete fitted surface, and the residual error after repair is calculated. When the residual error is less than or equal to the preset acceptance threshold, the repaired part is determined to be qualified; otherwise, a secondary repair process is triggered until the residual error meets the acceptance threshold.

5. The method according to claim 4, characterized in that, The method further includes: After each damage measurement is completed, the damage model, the complete fitted surface, the measurement report, and the repaired model obtained from this scan are encrypted and packaged to form a blockchain record; The hash value recorded in the blockchain is uploaded to the aircraft lifecycle database.

6. The method according to claim 1 or 2, characterized in that, The method further includes: The length, width, height and spatial location of each damaged area obtained in this measurement are used as the current damage characteristic value, and spatiotemporally registered with the historical damage characteristic value of the same aircraft component stored in the aircraft life cycle data platform during historical maintenance. By performing a region-by-region difference calculation on the registered current damage feature value and the historical damage feature value, the size expansion amount and expansion direction of each damage region are obtained; Using a machine learning time series prediction model, based on the size expansion sequence obtained from multiple consecutive maintenance, the predicted damage size of each damage area under a specified number of future flight hours or flight cycles is calculated. If the predicted damage size exceeds a preset size threshold, damage trend warning information will be output in the measurement report, and a suggested maintenance time window will be given.

7. A device for measuring damage to aerospace components, characterized in that, The device includes: The area determination module is used to determine the measurement area of ​​aircraft components; The damage model generation module is used to scan the area to be measured and generate a damage model. The comparison analysis module is used to compare and analyze multiple point cloud data in the damage model with the complete fitted surface corresponding to the area to be measured, so as to determine the damaged area in the area to be measured; the alignment degree between the complete fitted surface and the reference model of the aircraft component meets the preset requirements. The damage size measurement module is used to measure the damage size of the damaged area based on the fastener spacer frame in the damaged area. The fastener spacer frame refers to the frame structure on the aircraft component structure used to install fasteners. The fastener refers to the mechanical element used to connect and fix the various parts of the aircraft. The measurement report generation module is used to generate a measurement report of the area to be measured based on the damage size of the damaged area, and upload the damage model, the fully fitted surface and the measurement report obtained in this measurement to the aircraft life cycle database. Measuring the damage dimensions of the damaged area based on the fastener spacers within the damaged area includes: Identify the fastener spacer frame from the damaged area; A coordinate system is established using the fastener frame, and the length and width of each damaged area are measured according to the coordinate system. The height of each damaged region is determined based on the distance from each point cloud data in the damage model to the complete fitted surface; The regional relationships between multiple damaged areas are determined based on the coordinate system; the regional relationships include the distance between any two damaged areas and the density of damaged areas within the fastener frame. A measurement report for the area to be measured is generated based on the length, width, and height of each damaged area, as well as the regional relationships between the multiple damaged areas. Before comparing and analyzing multiple point cloud data in the damage model with the complete fitted surface corresponding to the region to be measured, the method further includes: A complete fitted surface is obtained by selecting multiple fitting area points from the region to be measured and performing surface fitting. Determine the degree of alignment between the fully fitted surface and the reference model of the aircraft component; If the alignment meets the preset requirements, then the multiple point cloud data in the damage model are compared and analyzed with the complete fitted surface corresponding to the area to be measured.

8. A computer device, characterized in that, include: A memory and a processor are interconnected, the memory stores computer instructions, and the processor executes the computer instructions to perform the aircraft component damage measurement method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to execute the aircraft component damage measurement method according to any one of claims 1 to 6.

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