Method and system for defining a digital twin of an aircraft intended to improve the design of an aircraft structure in order to contribute to the fight against corrosion of the aircraft structure.

Abstract

- Method and system for defining a digital twin of an aircraft intended to improve the design of an aircraft structure in order to contribute to combating aircraft structure corrosion. - The method comprises a step (E1) of collecting corrosion incidents (6) on a plurality of aircraft (AC), a step (E3) of determining zones (7, 72) associated with a corrosion risk level for each part (4), and a step (E5) of defining a corrosion protection category for each zone (7, 72) based on the corrosion risk level associated with each zone (7, 72). The method thus allows for a more precise definition of the aircraft structure's corrosion protection treatment requirements. Figure for the abstract: Fig. 1

Description

Title of the invention: Method and system for defining a digital twin of an aircraft intended to improve a design of an aircraft structure in order to contribute to the fight against corrosion of the aircraft structure. Technical field

[0001] The present invention relates to a method for defining a digital twin of an aircraft intended to improve a design of an aircraft structure, for example of an aircraft fuselage or wings, in order to contribute to the fight against corrosion of the aircraft structure. State of the art

[0002] Currently, during the manufacture of an aircraft, the parts of the aircraft structure, and in particular the wings or the fuselage of said aircraft, undergo different levels of protection against corrosion. This protection depends, among other things, on the location and function of said parts.

[0003] For example, fuselage parts located in the lower portion of the aircraft generally require more corrosion protection than the protection for parts located in the upper portion of the aircraft. Similarly, moving fuselage parts, such as doors or the landing gear bay, generally require more corrosion protection than the protection for fixed fuselage parts.

[0004] There are currently different levels of corrosion protection, namely, in ascending order of increase from least to most: level 1, level 2, level 3 and level 4.

[0005] Corrosion protection is established at the elementary part level and at the assembly level.

[0006] The protection carried out at the elementary part level comprises 4 levels.

[0007] Level 1 includes surface treatment, such as tribo-finishing, cadmium plating, anodizing, galvanizing, etc. Level 1 also includes installation without sealant.

[0008] Level 2 includes a surface treatment and a coat of paint. Level 2 also includes an installation with sealant between two parts.

[0009] Level 3 includes a surface treatment and two coats of paint. Level 3 also includes an installation with sealant at the interposition between two parts, as well as a bead of sealant around the entire perimeter.

[0010] Level 4 includes a surface treatment, two coats of paint and a water-repellent treatment. Level 4 also includes an installation with sealant at the interposition between two parts, as well as a bead of sealant covering the edges.

[0011] Furthermore, fuselage parts are classified into different categories depending on their need for protection against corrosion: category 1, category 2, category 3, category 4 and category 5.

[0012] Category 1 includes parts and assemblies that require little corrosion protection (level 1 to 2).

[0013] Category 2 includes parts that require level 2 of protection and assemblies that require level 3 of protection.

[0014] Categories 3 and 4 include parts and assemblies that require level 3 protection.

[0015] Category 5 includes parts and assemblies that require level 3 or 4 protection.

[0016] There is currently a two-dimensional map of the aircraft indicating the corrosion zones and the respective protection categories of each of the fuselage parts ([Fig.2]).

[0017] However, this mapping is fixed, and is not necessarily optimal.

[0018] Maximum corrosion protection is applied to an entire fuselage part, even if only a portion of that fuselage part should undergo the maximum corrosion treatment. There are therefore losses in terms of weight (heavier parts due to the treatments), materials (paint used) and costs (labor for treating the parts, and manufacturing time for said parts) on these fuselage parts due to the fixed and non-optimized mapping.

[0019] Furthermore, some parts of a fuselage part (for example at the level of the fixings) are not necessarily correctly taken into account when defining the level of protection required for the entire part, and therefore the part should not necessarily belong entirely to the category in which it is classified. There are therefore many returns in service on these parts. The current fixed mapping is therefore not fully satisfactory. Statement of the invention

[0020] The object of the present invention is to overcome the drawbacks set out above.

[0021] For this, it relates to a method for defining a digital twin of an aircraft intended to improve a design of an aircraft structure in order to contribute to the fight against corrosion of the aircraft structure, the digital twin of an aircraft having a three-dimensional digital model virtually defining the aircraft structure comprising parts of the aircraft structure.

[0022] According to the invention, the method comprises the following steps: - a collection step implemented by a collection unit to collect a plurality of corrosion incidents on a plurality of aircraft, - a reporting step implemented by a reporting unit to report the plurality of corrosion incidents collected on the digital twin, - a first determination step implemented by a first determination unit to determine areas associated with a corrosion risk level for each part of the aircraft structure of the digital twin, the corrosion risk level of each of the areas being determined from the corrosion incidents collected in each of the areas respectively, - a definition step implemented by a definition unit to define the digital twin by defining a corrosion protection category for each zone based on the corrosion risk level associated with each of the zones, - a transmission step implemented by a transmission unit to transmit the digital twin to a user device.

[0023] Thus, the areas of the aircraft structure requiring a particular corrosion protection treatment are identified from service return data and not from a fixed map. The protective treatment needs of the aircraft structure are now more precise. The protective treatments are not only defined for one part of the aircraft structure but for areas of parts of the aircraft structure determined from service return data.

[0024] According to one embodiment, the first determination step comprises the following sub-steps: - a first cutting sub-step implemented by a first cutting sub-unit to cut each part of the aircraft structure according to a mesh of zones comprising zones of predetermined size, - a first calculation sub-step implemented by a first calculation sub-unit to calculate a corrosion incident rate for each zone of the zone mesh, - a second calculation sub-step implemented by a second calculation sub-unit to calculate in each zone of the mesh of zones of a part a level of corrosion risk based on the corrosion incident rate calculated for said zone.

[0025] In addition, the first determination step further comprises the following sub-steps implemented if at least two zones of the zone mesh of a part have a difference in corrosion incident rate greater than a predetermined difference: - a second cutting sub-step implemented by a second sub-unit cutting for cutting the part according to a sub-mesh of zones comprising zones of predetermined size smaller than the predetermined size of the zones of the zone mesh, - a third calculation sub-step implemented by a third calculation sub-unit to calculate a corrosion incident rate for each zone of the zone sub-mesh, - a fourth calculation sub-step implemented by a fourth calculation sub-unit to calculate in each zone of the zone sub-mesh of the part a corrosion risk level based on the corrosion incident rate calculated for each zone of the zone sub-mesh.

[0026] According to another embodiment, the method further comprises a second determination step implemented by a second determination unit to determine at least one characteristic likely to cause corrosion in each of the zones, the definition step being implemented to define the digital twin by further defining a type of protection as a function of the characteristic likely to cause corrosion in each of the zones.

[0027] According to a first variant, the second determination step comprises the following sub-steps: - an evaluation sub-step implemented by an evaluation sub-unit to evaluate for each area of ​​a part at least one galvanic incompatibility between materials from which each part is likely to be manufactured, the materials being given by the digital twin, - a first definition sub-step implemented by a first definition sub-unit to define at least one galvanic incompatibility between the materials as being a characteristic likely to cause corrosion in an area if the evaluated galvanic incompatibility(s) are greater than or equal to a predetermined galvanic incompatibility.

[0028] Furthermore, the type of protection defined in the definition step corresponds to a type of protection adapted to the galvanic incompatibility(s) evaluated in the evaluation sub-step if the galvanic incompatibility(s) between the materials are defined as being a characteristic likely to cause corrosion.

[0029] According to a second variant, the second determination step comprises the following sub-steps: - a first simulation sub-step implemented by a first simulation sub-unit to simulate on the aircraft digital twin movements likely to be undergone by the parts during normal use of an aircraft, - a first detection sub-step implemented by a first sub-unit of detection to detect corrosion initiation in each area in a protective coating covering the parts following the movements simulated in the first simulation sub-step, - a second definition sub-step implemented by a second definition sub-unit to define as a characteristic likely to cause corrosion in an area at least one insufficient strength of the protective coating if corrosion appeared in said area during the first simulation sub-step and detected in the first detection sub-step.

[0030] Furthermore, the type of protection defined in the definition step corresponds to a type of protection suitable against the initiation of corrosion if the deficiency(ies) in the strength of the protective coating are defined as being a characteristic likely to cause corrosion.

[0031] According to a third variant, the second determination step comprises the following sub-steps: - a second simulation sub-step implemented by a second simulation sub-unit to simulate on the aircraft digital twin use of the aircraft under different atmospheric conditions, - a second detection sub-step implemented by a second detection sub-unit to detect in each zone at least one structural form likely to cause corrosion following the second simulation sub-step, - a third definition sub-step implemented by a third definition sub-unit to define as a characteristic likely to cause corrosion in an area the structural form(s) likely to accumulate an electrolyte (corrosive fluid).

[0032] Furthermore, the type of protection defined in the defining step corresponds to a modification of the structural form(s) capable of accumulating an electrolyte so that they are no longer capable of accumulating an electrolyte if the structural form(s) capable of accumulating an electrolyte are defined as being a characteristic capable of causing corrosion.

[0033] The invention also relates to a system for defining an aircraft digital twin intended to improve a design of an aircraft structure in order to contribute to the fight against corrosion of the aircraft structure, the aircraft digital twin having a three-dimensional digital model virtually defining the aircraft structure comprising parts of the aircraft structure.

[0034] According to the invention the system comprises: - a collection unit for collecting a plurality of corrosion incidents on a plurality of aircraft, - a reporting unit for reporting the plurality of corrosion incidents collected on the digital twin, - a first determination unit for determining areas associated with a corrosion risk level for each part of the aircraft structure of the digital twin, the corrosion risk level of each of the areas being determined from the corrosion incidents collected in each of the areas respectively, - a definition unit for defining the digital twin by defining a corrosion protection category for each area based on the corrosion risk level associated with each of the areas, - a transmission unit for transmitting the digital twin to a user device.

[0035] Furthermore, the system further comprises a second determination unit for determining at least one characteristic likely to cause corrosion in each of the zones. Brief description of the figures

[0036] The attached figures will make it clear how the invention can be implemented. In these figures, identical references designate similar elements.

[0037] [Fig. 1] schematically represents the definition process.

[0038] [Fig. 2] represents a fixed two-dimensional map of an aircraft showing fuselage parts to which protection categories have been assigned.

[0039] [Fig.3] represents a portion of an aircraft digital twin on which collected corrosion incidents were reported.

[0040] [Fig.4] shows three figures, one of which [Fig.4](A) shows a cross-section of a risk region having a structural shape 8 of a gutter against the surface of the fuselage. [Fig.4](B) shows a first example of modification of the structural shape of [Fig.4](A). [Fig.4](C) shows a second example of modification of the structural shape of [Fig.4](A).

[0041] [Fig.5] schematically represents the definition system.

[0042] [Fig.6] represents a side view of one of the plurality of aircraft on which the corrosion incidents are collected. Detailed description

[0043] The definition process is shown schematically in [Fig. 1].

[0044] The definition method makes it possible to improve the design of an aircraft structure, or an aircraft part, including wings and a fuselage 1 of an AC aircraft ([Fig.6]) to contribute to the fight against corrosion of the aircraft structure. The aircraft structure is defined here as being the mechanical structure of the AC aircraft, also called the “cell” of the AC aircraft (or “airframe” in English). In the following of the description, the method will be described for a fuselage, but it is of course applicable to other elements of the aircraft structure, such as the wings. The definition method is implemented to define a digital twin 2 of an aircraft having a fuselage 1 comprising fuselage parts 4.

[0045] The digital twin 2 corresponds to a modeling of an aircraft AC in three dimensions. This modeling can be implemented by a processor of a calculator, such as a computer.

[0046] The improvement method comprises at least the following steps: - a collection step El implemented by a collection unit COL 11 (COL for “collecting unit” in English), - a reporting step E2 implemented by a reporting unit REP 111 (REP for “reporting unit” in English), - a first determination step E3 implemented by a first determination unit DET1 12 (DET for “determining unit” in English), - a definition step E5 implemented by a definition unit DEF 14 (DEF for “defining unit” in English), - a transmission step E6 implemented by a transmission unit TRANS 16 (TRANS for “transmitting unit” in English).

[0047] The collection step E1 is intended to be implemented to collect a plurality of corrosion incidents 6 on a plurality of aircraft AC. For example, in this collection step E1, the plurality of corrosion incidents are collected and stored in a database DB 15 (DB for “database” in English). The collection unit 11 may correspond to an input device, such as a keyboard. The database may thus group together the returns to service of the plurality of aircraft AC.

[0048] A "corrosion incident" is a region or zone of the fuselage 1 that includes corrosion. The corrosion incident includes at least the position on the fuselage 1 of the region that includes corrosion. The position may correspond to a position of a corroded surface.

[0049] The reporting step E2 is intended to be implemented to report the plurality of corrosion incidents 6 collected on the digital twin 2. Thus, each of the corrosion incidents 6 is reported on the digital twin 2 at their respective position ([Fig. 3]). [Fig. 3] represents a fuselage part 4 of the digital twin or a part of the fuselage of the digital twin 2.

[0050] The first determination step E3 is intended to be implemented to determine zones 7, 72 associated with a corrosion risk level for each part 4 of the fuselage of the digital twin 2. The corrosion risk level associated with each of the zones 7, 72 is determined from the corrosion incidents 6 collected in the collection step E1 in each of the zones 7, 72, respectively.

[0051] A corrosion risk level associated with a zone 7, 72 may correspond to a level of a corrosion incident rate scale or, in other words, to a corrosion incident rate interval in which the corrosion incident rate of said zone 7, 72 is included.

[0052] The corrosion incident rate of each of the zones 7, 72 is equal to a ratio between a number of corrosion incidents 6 collected in each of the zones 7, 72 of the plurality of aircraft AC and a number of aircraft AC equal to the number of aircraft AC of the plurality of aircraft AC. Preferably, this corrosion incident rate is determined for one hundred aircraft. This corrosion incident rate can also be determined over the entire fleet of aircraft.

[0053] For example, a corrosion incident rate strictly less than 10% corresponds to a low corrosion risk level. A corrosion incident rate between 10% inclusive and 20% inclusive corresponds to a medium corrosion risk level. A corrosion incident rate strictly greater than 20% corresponds to a high corrosion risk level.

[0054] The definition step E5 is intended to be implemented to define the digital twin 2 by defining at least one corrosion protection category for each zone 7, 72 as a function of the corrosion risk level associated with each of the zones 7, 72 determined for each zone 7, 72.

[0055] For example, the protection categories correspond to categories 1, 2, 3, 4 and 5 described above.

[0056] The transmission step E6 is intended to be implemented to transmit to a user device USER 17 (USER for “user device” in English) the digital twin 2 defined in the definition step E5.

[0057] The user device 17 may comprise a display device for displaying the defined digital twin 2.

[0058] According to one embodiment, the first determination step E3 comprises the following sub-steps: - a first cutting sub-step E31 implemented by a first cutting sub-unit CUTI 121 (CUT for “cutting unit” in English), - a first calculation sub-step E32 implemented by a first calculation sub-unit COMP1 122 (COMP for “computing unit” in English), - a second sub-step E33 of calculation COMP2 123.

[0059] The first cutting sub-step E31 is intended to be implemented to cut each part 4 of the fuselage 1 according to a mesh of zones 70 comprising zones 7 of predetermined size.

[0060] The mesh of zones 70 may correspond to a mesh having square-shaped cells or any other shape adapted to the part 4. These cells correspond to the zones 7.

[0061] [Fig. 3] represents a mesh of zones 70 in solid lines. This mesh of zones 70 defines the zones 7. The predetermined size of the zones 7 depends on the precision that is desired to determine the corrosion risk levels associated with the zones 7. The zones 7 of the mesh of zones 70 may have a size smaller than the size of a fuselage part 4.

[0062] The first calculation sub-step E32 is intended to be implemented to calculate the corrosion incident rate for each zone 7 of the zone mesh 70.

[0063] For example, in [Fig.3], the zone mesh 70 has cut the part 4 into three zones 7.

[0064] The second calculation sub-step E33 is intended to be implemented to calculate for each zone 7 of the zone mesh 70 of a part 4 a corrosion risk level as a function of the corrosion incident rate calculated for said zone 7.

[0065] The first determination step E3 may further comprise the following sub-steps: - a second cutting sub-step E34 implemented by a second cutting sub-unit CUT2 124, - a third calculation sub-step E35 implemented by a third calculation sub-unit COMP3 125, - a fourth calculation sub-step E36 implemented by a fourth calculation sub-unit COMP4 126.

[0066] These following sub-steps are intended to be implemented if at least two zones 7 of the zone mesh 70 of a part 4 have a difference in corrosion incident rate greater than a predetermined difference.

[0067] The second cutting sub-step E34 is intended to be implemented to cut the part 4 according to a sub-mesh of zones 71 comprising zones 72 of predetermined size smaller than the predetermined size of the zones 7 of the zone mesh 70.

[0068] For example, a zone 7 of the zone mesh 70 is cut by a sub-mesh of zones 71 comprising zones 72. As for the zone mesh 70, the sub-mesh of zones 71 can correspond to a mesh having square-shaped cells or any other shape adapted to the part 4 or to the cells of the zone mesh 70. These cells of the sub-mesh of zones 71 correspond to the zones 72.

[0069] For example, [Fig.3] shows in dotted lines, a sub-mesh of zones 71 comprising zones 72 having a size smaller than the size of zones 7.

[0070] The third calculation sub-step E35 is intended to be implemented to calculate a corrosion incident rate for each zone 72 of the zone sub-mesh 71.

[0071] The fourth calculation sub-step E36 is intended to be implemented for calculate for each zone 72 of the zone 71 sub-mesh of part 4 a corrosion risk level based on the corrosion incident rate calculated for each zone 72 of the zone 71 sub-mesh.

[0072] According to another embodiment, the method may further comprise a second determination step E4 implemented by a second determination unit DET2 13 to determine in each of the zones 7, 72 at least one characteristic likely to cause corrosion.

[0073] In this embodiment, the definition step E5 is intended to be implemented to define the digital twin 2 by further defining a type of protection as a function of the characteristic likely to cause corrosion in each of the zones 7, 72. The defined type of protection makes it possible to eliminate the characteristic(s) likely to cause corrosion.

[0074] According to a first variant, the second determination step E4 comprises the following sub-steps: - an E4A1 evaluation sub-step implemented by an EVAL 131 evaluation sub-unit (EVAL for “evaluating unit” in English), - a first sub-step E4A2 of definition implemented by a first sub-unit of definition DEFI 132.

[0075] The evaluation sub-step E4A1 is intended to be implemented to evaluate for each zone of a part 4 at least one galvanic incompatibility between materials from which each part 4 is likely to be manufactured. The materials are given by the digital twin 2.

[0076] Indeed, two different materials (such as different metals) in contact with each other in a corrosive atmosphere (such as a humid atmosphere) and having large potential differences can be subject to corrosion. Galvanic incompatibility is equal to the potential difference between two materials. The greater the potential difference, the greater the galvanic incompatibility.

[0077] On a fuselage 1 or a part 4 of the fuselage 1, different materials may be found in contact in areas of the fuselage 1 having fastening elements such as rivets. They may also be found in areas of contact between a fuselage skin and stiffeners, longerons or stringers of the fuselage 1.

[0078] The first definition sub-step E4A2 is intended to be implemented to define at least one galvanic incompatibility between the materials as being a characteristic likely to cause corrosion in a zone 7, 72 if the evaluated galvanic incompatibility(s) are greater than or equal to a predetermined galvanic incompatibility.

[0079] In this first variant, the type of protection defined in the definition step E5 corresponds to a type of protection adapted to the gay incompatibility(s) galvanic incompatibilities assessed in assessment sub-step E4A1 if the galvanic incompatibility(s) between materials are defined as a characteristic likely to cause corrosion.

[0080] According to a second variant, the second determination step E4 comprises the following sub-steps: - a first simulation sub-step E4B1 implemented by a first simulation sub-unit SIM1 133 (SIM for “simulating unit” in English), - a first detection sub-step E4B2 implemented by a first detection sub-unit DETECT1 134 (DETECT for “detecting unit” in English), - a second definition sub-step E4B3 implemented by a second definition sub-unit DEF2 135.

[0081] The first simulation sub-step E4B1 is intended to be implemented to simulate on the aircraft digital twin 2 movements likely to be undergone by the parts 4 during normal use of an aircraft AC.

[0082] The first detection sub-step E4B2 is intended to be implemented to detect an initiation of corrosion in a protective coating covering the parts 4 following the movements simulated in the simulation step E4B1.

[0083] The second definition sub-step E4B3 is intended to be implemented to define as a characteristic likely to cause corrosion in a zone 7, 72 at least one insufficient strength of the protective coating if corrosion has appeared in said zone 7, 72 during the first simulation sub-step E4B1 and detected in the first detection sub-step E4B2. The insufficient strength may correspond to an insufficient thickness of the protective coating or to a material of said coating which is not suitable for movements of the part in bending and / or compression.

[0084] In this second variant, the type of protection defined in definition step E5 corresponds to a type of protection suitable against the initiation of corrosion if the insufficiency(ies) in the solidity of the protective coating are defined as being a characteristic likely to cause corrosion.

[0085] According to a third variant, the second determination step E4 comprises the following sub-steps: - a second simulation sub-step E4C1 implemented by a second simulation sub-unit SIM2 136, - a second detection sub-step E4C2 implemented by a second detection sub-unit DETECT2 137, - a third definition sub-step E4C3 implemented by a third definition sub-unit DEF3 138.

[0086] The second simulation sub-step E4C1 is intended to be implemented for simulating on the aircraft digital twin 2 a use of the aircraft AC under different atmospheric conditions. Preferably, the atmospheric conditions in which the simulation is implemented may correspond to atmospheric conditions for which water may accumulate on the fuselage 1 of an aircraft AC.

[0087] The second detection sub-step E4C2 is intended to be implemented to detect in each zone 7, 72 at least one structural shape 8 likely to cause an accumulation of corrosive material, namely of an electrolyte 10 following the simulation sub-step E4C1. A structural shape 8 in a zone 7, 72 may correspond to a three-dimensional geometry of said zone 7, 72.

[0088] For example, [Fig.4] shows a [Fig.4](A) which represents a cross-section of an area 7 having a structural shape 8 of a gutter 9 against the surface of the fuselage 1.

[0089] Generally, an electrolyte corresponds to a conductive liquid. In the example of [Fig.4](A), the electrolyte 10 has accumulated in the gutter against the surface of the fuselage 1.

[0090] The third definition sub-step E4C3 is intended to be implemented to define as a characteristic likely to cause corrosion in a zone 7, 72 the structural shape(s) 8 likely to accumulate an electrolyte 10.

[0091] The type of protection defined in the definition step E5 corresponds to a modification of the structural form(s) 8 capable of accumulating an electrolyte 10 so that they are no longer capable of accumulating electrolyte 10 if the structural form(s) 8 capable of accumulating electrolyte 10 are defined as being a characteristic capable of causing corrosion.

[0092] The structural shape 8 can be modified so that it is no longer likely to accumulate an electrolyte 10.

[0093] [Fig.4](B) shows a first example of modification of the structural shape 8 of [Fig.4](A). In this [Fig.4](B), the modification consists of making an opening in the gutter so that the electrolyte can drain from it. [Fig.4](C) shows a second example of modification of the structural shape 8 of [Fig.4](A). In this [Fig.4](C), the modification consists of inverting the shape of the gutter 9 so that the electrolyte cannot accumulate.

[0094] The embodiments and variants may be combined with each other. The steps and substeps implemented in the two embodiments may be implemented simultaneously or sequentially.

[0095] The invention also relates to a definition system S for a digital twin of an aircraft ([Fig.5]). The definition system S can be implemented by a processor of a calculator, such as a computer.

[0096] The system S comprises: - the collection unit 11 for collecting a plurality of corrosion incidents (6) on a plurality of aircraft AC, - the reporting unit 111 for reporting the plurality of corrosion incidents 6 collected on the digital twin 2, - the first determination unit 12 for determining zones 7, 72 associated with a corrosion risk level for each part 4 of the fuselage of the digital twin 2, the corrosion risk level of each of the zones 7, 72 being determined from the corrosion incidents 6 collected in each of the zones 7, 72 respectively, - definition unit 14 to define digital twin 2 by defining a corrosion protection category for each zone 7, 72 based on the corrosion risk level associated with each of zones 7, 72.

[0097] The system S may comprise the database 15 in which the plurality of corrosion incidents 6 are stored. However, according to another embodiment, the database 15 may be comprised by another system distinct from the system S.

[0098] According to one embodiment, the first determination unit 12 comprises: - the first cutting sub-unit 121 for cutting each part 4 of the fuselage 1 according to a mesh of zones 70 comprising zones 7 of predetermined size, - the first calculation sub-unit 122 for calculating a corrosion incident rate for each zone 7 of the zone mesh 70, - the second calculation sub-unit 123 for calculating in each zone 7 of the zone mesh 70 of a part 4 a corrosion risk level as a function of the corrosion incident rate calculated for said zone 7.

[0099] Furthermore, the first determination unit 12 may further comprise: - the second cutting sub-unit 124 for cutting the part 4 according to a sub-mesh of zones 71 comprising zones 72 of predetermined size smaller than the predetermined size of the zones 7 of the zone mesh 70, - the third calculation sub-unit 125 for calculating a corrosion incident rate for each zone 72 of the zone sub-mesh 71, - the fourth calculation sub-unit 126 for calculating for each zone 72 of the zone sub-mesh 71 of the part 4 a corrosion risk level as a function of the corrosion incident rate calculated for each zone 72 of the zone sub-mesh 71.

[0100] According to the other embodiment, the system S further comprises the second determination unit 13 for determining at least one characteristic likely to cause corrosion in each of the zones 7, 72.

[0101] According to the first variant, the second determination unit 13 comprises: - the evaluation sub-unit 131 to evaluate for each zone of a room 4 at less a galvanic incompatibility between materials from which each part 4 is likely to be manufactured, the materials being given by the digital twin 2, - the first definition sub-unit 132 for defining at least one galvanic incompatibility between the materials as being a characteristic likely to cause corrosion in a zone 7, 72 if the evaluated galvanic incompatibility(s) are greater than or equal to a predetermined galvanic incompatibility.

[0102] According to the second variant, the second determination unit 13 comprises: - the first simulation sub-unit 133 for simulating on the aircraft digital twin 2 movements likely to be undergone by the parts 4 during normal use of an aircraft AC, - the first detection sub-unit 134 for detecting an initiation of corrosion in each zone 7, 72 in a protective coating covering the parts 4 following the movements simulated by the first simulation sub-unit 133, - the second sub-unit of definition 135 to define as a characteristic likely to cause corrosion in a zone 7, 72 at least an insufficient solidity of the protective coating if corrosion has appeared in said zone 7, 72.

[0103] According to the third variant, the second determination unit 13 comprises: - the second simulation sub-unit 136 for simulating on the aircraft digital twin 2 a use of the aircraft AC under different atmospheric conditions, - the second detection sub-unit 137 for detecting in each zone 7, 72 at least one structural form 8 capable of causing an accumulation of an electrolyte 10, - the third definition subunit 138 to define as a characteristic likely to cause corrosion in a zone 7, 72 the structural form(s) 8 likely to accumulate an electrolyte 10.

Claims

Claims

1. Method for defining an aircraft digital twin intended to improve a design of an aircraft structure (AC) in order to contribute to combating corrosion of the aircraft structure (AC), the aircraft digital twin (2) having a three-dimensional digital model virtually defining an aircraft structure comprising aircraft structure parts (4), characterized in that it comprises the following steps: - a collection step (El) implemented by a collection unit (11) for collecting a plurality of corrosion incidents (6) on a plurality of aircraft (AC), - a reporting step (E2) implemented by a reporting unit (111) for reporting the plurality of corrosion incidents (6) collected on the digital twin (2), - a first determination step (E3) implemented by a first determination unit (12) for determining zones (7,72) associated with a corrosion risk level for each part (4) of the aircraft structure of the digital twin (2), the corrosion risk level of each of the zones (7, 72) being determined from the corrosion incidents (6) collected in each of the zones (7, 72) respectively, - a definition step (E5) implemented by a definition unit (14) to define the digital twin (2) by defining a corrosion protection category for each zone (7, 72) according to the corrosion risk level associated with each of the zones (7, 72), - a transmission step (E6) implemented by a transmission unit (16) to transmit the digital twin (2) to a user device (17).,

2. Method according to claim 1, characterized in that the first determination step (E3) comprises the following sub-steps: - a first cutting sub-step (E31) implemented by a first cutting sub-unit (121) for cutting each part (4) of the aircraft structure according to a mesh of zones (70) comprising zones (7) of predetermined size, - a first sub-step (E32) of calculation implemented by a first calculation sub-unit (122) for calculating a corrosion incident rate for each zone (7) of the zone mesh (70), - a second calculation sub-step (E33) implemented by a second calculation sub-unit (123) to calculate in each zone (7) of the zone mesh (70) of a part (4) a corrosion risk level as a function of the corrosion incident rate calculated for said zone (7).

3. Method according to claim 2, characterized in that the first determination step (E3) further comprises the following sub-steps implemented if at least two zones (7) of the zone mesh (70) of a part (4) have a difference in corrosion incident rate greater than a predetermined difference: - a second cutting sub-step (E34) implemented by a second cutting sub-unit (124) to cut the part (4) according to a sub-mesh of zones (71) comprising zones (72) of predetermined size smaller than the predetermined size of the zones (7) of the zone mesh (70), - a third calculation sub-step (E35) implemented by a third calculation sub-unit (125) to calculate a corrosion incident rate for each zone (72) of the zone sub-mesh (71), - a fourth calculation sub-step (E36) implemented by a fourth calculation sub-unit (126) to calculate in each zone (72) of the zone sub-mesh (71) of the part (4) a corrosion risk level as a function of the corrosion incident rate calculated for each zone (72) of the zone sub-mesh (71).

4. Method according to one of claims 1 to 3, characterized in that it further comprises a second step (E4) of determination implemented by a second determination unit (13) to determine at least one characteristic likely to cause corrosion in each of the zones (7, 72), the definition step (E5) being implemented to define the digital twin (2) by further defining a type of protection as a function of the characteristic likely to cause corrosion in each of the zones (7, 72).

5. Method according to claim 4, characterized in that the second determination step (E4) comprises the following sub-steps: - an evaluation sub-step (E4A1) implemented by an evaluation sub-unit (131) to evaluate for each zone of a part (4) at least one galvanic incompatibility between materials from which each part (4) is likely to be manufactured, the materials being given by the digital twin (2), - a first definition sub-step (E4A2) implemented by a first definition sub-unit (132) to define at least one galvanic incompatibility between the materials as being a characteristic likely to cause corrosion in a zone (7, 72) if the evaluated galvanic incompatibility(s) are greater than or equal to a predetermined galvanic incompatibility.

6. Method according to one of claims 4 and 5, characterized in that the type of protection defined in the definition step (E5) corresponds to a type of protection adapted to the galvanic incompatibility(s) evaluated in the evaluation sub-step (E4A1) if the galvanic incompatibility(s) between the materials are defined as being a characteristic likely to cause corrosion.

7. Method according to one of claims 4 to 6, characterized in that the second determination step (E4) comprises the following sub-steps: - a first simulation sub-step (E4B1) implemented by a first simulation sub-unit (133) to simulate on the aircraft digital twin (2) movements likely to be undergone by the parts (4) during use normal of an aircraft (AC), - a first detection sub-step (E4B2) implemented by a first detection sub-unit (134) to detect an initiation of corrosion in each zone (7, 72) in a protective coating covering the parts (4) following the movements simulated in the first simulation sub-step (E4B1), - a second definition sub-step (E4B3) implemented by a second definition sub-unit (135) to define as a characteristic likely to cause corrosion in a zone (7, 72) at least one insufficient strength of the protective coating if corrosion has appeared in said zone (7, 72) during the first simulation sub-step (E4B1) and detected in the first detection sub-step (E4B2).

8. Method according to one of claims 4 to 7, characterized in that the type of protection defined in definition step (E5) corresponds to a type of protection suitable against the initiation of corrosion if the deficiency(ies) in the strength of the protective coating are defined as being a characteristic likely to cause corrosion.

9. Method according to one of claims 4 to 8, characterized in that the second determination step (E4) comprises the following sub-steps: - a second simulation sub-step (E4C1) implemented by a second simulation sub-unit (136) to simulate on the aircraft digital twin (2) a use of the aircraft (AC) under different atmospheric conditions, - a second detection sub-step (E4C2) implemented by a second detection sub-unit (137) to detect in each zone (7, 72) at least one structural form (8) capable of causing an accumulation of an electrolyte (10) following the second simulation sub-step (E4C1), - a third sub-step (E4C3) of definition implemented by a third sub-unit of definition (138) to define as a characteristic likely to cause corrosion in an area (7, 72) the structural shape(s) (8) likely to accumulate the electrolyte (10).

10. Method according to one of claims 4 to 9, characterized in that the type of protection defined in the definition step (E5) corresponds to a modification of the structural form(s) (8) capable of accumulating an electrolyte (10) so that they are no longer capable of accumulating the electrolyte (10) if the structural form(s) (8) capable of accumulating the electrolyte (10) are defined as being a characteristic capable of causing corrosion.

11. System for defining an aircraft digital twin intended to improve a design of an aircraft structure (AC) in order to contribute to the fight against corrosion of the aircraft structure (AC), the aircraft digital twin (2) having a three-dimensional digital model virtually defining the aircraft structure comprising aircraft structure parts (4), characterized in that it comprises: - a collection unit (11) for collecting a plurality of corrosion incidents (6) on a plurality of aircraft (AC), - a reporting unit (111) for reporting the plurality of corrosion incidents (6) collected on the digital twin (2), - a first determination unit (12) for determining zones (7, 72) associated with a corrosion risk level for each part (4) of the aircraft structure of the digital twin (2), the corrosion risk level of each of the zones (7,72) being determined from the corrosion incidents (6) collected in each of the zones (7, 72) respectively, - a definition unit (14) for defining the digital twin (2) by defining a corrosion protection category for each zone (7, 72) based on the corrosion risk level associated with each of the zones (7, 72), - a transmission unit (16) for transmitting the digital twin (2) to a user device (17).,

12. System according to claim 11, characterized in that it further comprises a second determination unit (13) for determining at least one characteristic likely to cause corrosion in each of the zones (7, 72).

Images