The Experts below are selected from a list of 285 Experts worldwide ranked by ideXlab platform
Deden Dominik - One of the best experts on this subject based on the ideXlab platform.
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Automated, Quality Assured and High Volume Oriented Production of Fiber Metal Laminates (FML) for the Next Generation of Passenger Aircraft Fuselage Shells
2019Co-Authors: Ucan Hakan, Scheller Scheller, Nguyen, Duy Chinh, Nieberl Dorothea, Beumler Thomas, Haschenburger Anja, Meister Sebastian, Kappel Erik, Prussak Robert, Deden DominikAbstract:The use of fiber-metal laminates (FML) allows for substantial advantages over a fuselage skin made of monolithic aluminum materials. The combination of glass-fiberreinforced plastic and aluminum is characterized by low fatigue, high load tolerance and the resistance to residual stress. For this reason, FML, and GLARE in particular, have been identified as superior materials for aerospace applications. It has already been used extensively in the wide body aircraft of the Airbus Group A380, specifically on the upper fuselage shells. FML possess the potential to become the baseline material for next-generation single-aisle aircrafts. The development of a new production chain that will allow automated fuselage production for future short-haul aircrafts is the focus of the studies that make up the joint project AUTOGLARE. As part of the fifth call-up for the German Aeronautical Research Programme (LuFo), DLR is working with its project partners Airbus Operations, Premium Aerotech (PAG) and the Fraunhofer Gesellschaft (FhG). The development of a production chain for stiffened fuselage panels based on fiber-metal-laminates as a material is aimed at allowing a scaling-up to 60 aircrafts per month. This study contains the research work of the DLR and FhG regarding the automated and quality assured process for chain stiffened FML Fuselages. In Addition to a detailed explanation of the systems that were set up, this paper covers the planned tests, the completed demonstration models and the findings derived from them
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Automated, Quality Assured and High Volume Oriented Production of Fiber Metal Laminates (FML) for the Next Generation of Passenger Aircraft Fuselage Shells
'Walter de Gruyter GmbH', 2019Co-Authors: Ucan Hakan, Nguyen, Duy Chinh, Nieberl Dorothea, Beumler Thomas, Haschenburger Anja, Meister Sebastian, Kappel Erik, Prussak Robert, Scheller Joachim, Deden DominikAbstract:The use of fiber-metal laminates (FML) allows for substantial advantages over a fuselage skin made of monolithic aluminum materials. The combination of glass-fiberreinforced plastic and aluminum is characterized by low fatigue, high load tolerance and the resistance to residual stress. For this reason, FML, and GLARE in particular, have been identified as superior materials for aerospace applications. It has already been used extensively in the wide body aircraft of the Airbus Group A380, specifically on the upper fuselage shells. FML possess the potential to become the baseline material for next-generation single-aisle aircrafts. The development of a new production chain that will allow automated fuselage production for future short-haul aircrafts is the focus of the studies that make up the joint project AUTOGLARE. As part of the fifth call-up for the German Aeronautical Research Programme (LuFo), DLR is working with its project partners Airbus Operations, Premium Aerotech (PAG) and the Fraunhofer Gesellschaft (FhG). The development of a production chain for stiffened fuselage panels based on fiber-metal-laminates as a material is aimed at allowing a scaling-up to 60 aircrafts per month. This study contains the research work of the DLR and FhG regarding the automated and quality assured process for chain stiffened FML Fuselages. In Addition to a detailed explanation of the systems that were set up, this paper covers the planned tests, the completed demonstration models and the findings derived from them
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Automated, Quality Assured and High Volume Oriented Production of Fiber Metal Laminates (FML) for the Next Generation of Passenger Aircraft Fuselage Shells
2019Co-Authors: Ucan Hakan, Nguyen, Duy Chinh, Nieberl Dorothea, Beumler Thomas, Haschenburger Anja, Meister Sebastian, Kappel Erik, Prussak Robert, Scheller Joachim, Deden DominikAbstract:The use of fiber-metal laminates (FML) allows for substantial advantages over a fuselage skin made of monolithic aluminum materials. Glass fiber prepreg reinforced aluminium is characterized by high damage tolerance capabilities, supporting the structural strength capability in case of any kind of damage. For this reason, FML, and GLARE in particular, have been identified as superior materials for aerospace applications. More than 400m2 FML is applied on each A380, as skin panels and as D-noses for both, vertical and horizontal stabilizer. FML possess the potential to become the baseline material for next-generation single-aisle aircrafts. The development of a new production chain that will allow automated fuselage production for future short-haul aircrafts is the focus of the studies that make up the joint project AUTOGLARE. As part of the fifth call-up for the German Aeronautical Research Programme (LuFo), the German Aerospace Center (DLR) is working with its project partners Airbus Operations, Premium Aerotech (PAG) and the Fraunhofer Gesellschaft (FhG). The development of a production chain for stiffened fuselage panels made of Fiber metal Laminates should support a production rate of 60 aircraft per month. This study contains the research work of the DLR and FhG regarding the automated and quality assured process for chain stiffened FML Fuselages. In addition to a detailed explanation of the systems that were set up, this paper covers the planned tests, the completed demonstration models and the findings derived from them
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Automated layup of spherical GLARE components using cooperating robots
2017Co-Authors: Deden Dominik, Brandt LarsAbstract:The use of Fiber-Metal-Laminates (FML) for aircraft Fuselages offers a wide range of opportunities regarding mechanical properties like weight and impact tolerance. One example for an FML is glass reinforced aluminum (GLARE) which is currently used in the A380 fuselage. The production process for existing components is highly manual and therefore the use of GLARE is limited due to high production costs. A promising approach to reduce costs is the development of a fully automated production process for GLARE components. Challenges of an automated production include the handling of large aluminum sheets and especially the layup of sheets on spherical surfaces. The Center for Lightweight Production Technology investigated the use of cooperating robots to build an example layup. A main focus was to determine if the setup provides a sufficient repeatability and accuracy. The layup showed that the maximum width of the sheets needs to be limited in order to avoid kinks and waviness. These occur in spherical curved areas of the mold. A possible solution to avoid the waviness as well as inner stresses is the use of preformed spherical aluminum sheets for the layup. The feasibility of a preformed layup is experimentally investigated and opportunities for the process are discussed
Małgorzata Skorupa - One of the best experts on this subject based on the ideXlab platform.
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Residual Strength Predictions for Riveted Lap Joints in Fuselage Structures
Solid Mechanics and Its Applications, 2012Co-Authors: Andrzej Skorupa, Małgorzata SkorupaAbstract:In general, aircraft Fuselages experience fatigue crack growth. At the upward part of the very last cycle, however, crack propagation involves a considerable amount of stable tearing followed by fast final failure. The term residual strength corresponds to the applied load level at which unstable crack growth occurs. As already said in Chap. 8, the increasing usage of aging aircraft triggered the attention to the problem of MSD. A host of experimental works on simple specimens and complicated fuselage structure panels with riveted joints have demonstrated that, compared to the case of a single lead crack only, the crack arrest capability and residual strength is degraded when the same lead crack is accompanied by smaller collinear MSD cracks (cf. Sect. 8.2.6). In parallel, an extensive research effort has been dedicated to quantifying the reduction of residual strength due to MSD. Analytical predictions of residual strength require the application of appropriate criteria to determine crack link-up and final failure. A number of various methodologies for predicting residual strength in the presence of MSD, some of them employing very sophisticated analysis tools, have evolved. In this chapter, however, only approaches most thoroughly confronted with experimental results and claimed to be most suitable for aircraft fuselage panels are considered. Next, selected from the literature comparisons between predicted and observed results on residual strength of flat and curved panels with riveted lap joints containing either a single crack or a lead crack and MSD cracks are presented.
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Riveted Lap Joints in Aircraft Fuselage - Riveted Lap Joints in Aircraft Fuselage
Solid Mechanics and Its Applications, 2012Co-Authors: Andrzej Skorupa, Małgorzata SkorupaAbstract:Fatigue of the pressurized Fuselages of transport aircraft is a significant problem all builders and users of aircraft have to cope with for reasons associated with assuring a sufficient lifetime and safety, and formulating adequate inspection procedures. These aspects are all addressed in various formal protocols for creating and maintaining airworthiness, including damage tolerance considerations. In most transport aircraft, fatigue occurs in lap joints, sometimes leading to circumstances that threaten safety in critical ways. The problem of fatigue of lap joints has been considerably enlarged by the goal of extending aircraft lifetimes. Fatigue of riveted lap joints between aluminium alloy sheets, typical of the pressurized aircraft fuselage, is the major topic of the present book. The richly illustrated and well-structured chapters treat subjects such as: structural design solutions and loading conditions for fuselage skin joints; relevance of laboratory test results for simple lap joint specimens to riveted joints in a real structure; effect of various production and design related variables on the riveted joint fatigue behaviour; analytical and experimental results on load transmission in mechanically fastened lap joints; theoretical and experimental analysis of secondary bending and its implications for riveted joint fatigue performance; nucleation and shape development of fatigue cracks in riveted longitudinal lap joints; overview of experimental investigations into the multi-site damage for full scale fuselage panels and riveted lap joint specimens; fatigue crack growth and fatigue life prediction methodology for riveted lap joints; residual strength predictions for riveted lap joints in a fuselage structure. The major issues of each chapter are recapitulated in the last section
Ucan Hakan - One of the best experts on this subject based on the ideXlab platform.
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Automated, Quality Assured and High Volume Oriented Production of Fiber Metal Laminates (FML) for the Next Generation of Passenger Aircraft Fuselage Shells
2019Co-Authors: Ucan Hakan, Scheller Scheller, Nguyen, Duy Chinh, Nieberl Dorothea, Beumler Thomas, Haschenburger Anja, Meister Sebastian, Kappel Erik, Prussak Robert, Deden DominikAbstract:The use of fiber-metal laminates (FML) allows for substantial advantages over a fuselage skin made of monolithic aluminum materials. The combination of glass-fiberreinforced plastic and aluminum is characterized by low fatigue, high load tolerance and the resistance to residual stress. For this reason, FML, and GLARE in particular, have been identified as superior materials for aerospace applications. It has already been used extensively in the wide body aircraft of the Airbus Group A380, specifically on the upper fuselage shells. FML possess the potential to become the baseline material for next-generation single-aisle aircrafts. The development of a new production chain that will allow automated fuselage production for future short-haul aircrafts is the focus of the studies that make up the joint project AUTOGLARE. As part of the fifth call-up for the German Aeronautical Research Programme (LuFo), DLR is working with its project partners Airbus Operations, Premium Aerotech (PAG) and the Fraunhofer Gesellschaft (FhG). The development of a production chain for stiffened fuselage panels based on fiber-metal-laminates as a material is aimed at allowing a scaling-up to 60 aircrafts per month. This study contains the research work of the DLR and FhG regarding the automated and quality assured process for chain stiffened FML Fuselages. In Addition to a detailed explanation of the systems that were set up, this paper covers the planned tests, the completed demonstration models and the findings derived from them
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Automated, Quality Assured and High Volume Oriented Production of Fiber Metal Laminates (FML) for the Next Generation of Passenger Aircraft Fuselage Shells
'Walter de Gruyter GmbH', 2019Co-Authors: Ucan Hakan, Nguyen, Duy Chinh, Nieberl Dorothea, Beumler Thomas, Haschenburger Anja, Meister Sebastian, Kappel Erik, Prussak Robert, Scheller Joachim, Deden DominikAbstract:The use of fiber-metal laminates (FML) allows for substantial advantages over a fuselage skin made of monolithic aluminum materials. The combination of glass-fiberreinforced plastic and aluminum is characterized by low fatigue, high load tolerance and the resistance to residual stress. For this reason, FML, and GLARE in particular, have been identified as superior materials for aerospace applications. It has already been used extensively in the wide body aircraft of the Airbus Group A380, specifically on the upper fuselage shells. FML possess the potential to become the baseline material for next-generation single-aisle aircrafts. The development of a new production chain that will allow automated fuselage production for future short-haul aircrafts is the focus of the studies that make up the joint project AUTOGLARE. As part of the fifth call-up for the German Aeronautical Research Programme (LuFo), DLR is working with its project partners Airbus Operations, Premium Aerotech (PAG) and the Fraunhofer Gesellschaft (FhG). The development of a production chain for stiffened fuselage panels based on fiber-metal-laminates as a material is aimed at allowing a scaling-up to 60 aircrafts per month. This study contains the research work of the DLR and FhG regarding the automated and quality assured process for chain stiffened FML Fuselages. In Addition to a detailed explanation of the systems that were set up, this paper covers the planned tests, the completed demonstration models and the findings derived from them
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Automated, Quality Assured and High Volume Oriented Production of Fiber Metal Laminates (FML) for the Next Generation of Passenger Aircraft Fuselage Shells
2019Co-Authors: Ucan Hakan, Nguyen, Duy Chinh, Nieberl Dorothea, Beumler Thomas, Haschenburger Anja, Meister Sebastian, Kappel Erik, Prussak Robert, Scheller Joachim, Deden DominikAbstract:The use of fiber-metal laminates (FML) allows for substantial advantages over a fuselage skin made of monolithic aluminum materials. Glass fiber prepreg reinforced aluminium is characterized by high damage tolerance capabilities, supporting the structural strength capability in case of any kind of damage. For this reason, FML, and GLARE in particular, have been identified as superior materials for aerospace applications. More than 400m2 FML is applied on each A380, as skin panels and as D-noses for both, vertical and horizontal stabilizer. FML possess the potential to become the baseline material for next-generation single-aisle aircrafts. The development of a new production chain that will allow automated fuselage production for future short-haul aircrafts is the focus of the studies that make up the joint project AUTOGLARE. As part of the fifth call-up for the German Aeronautical Research Programme (LuFo), the German Aerospace Center (DLR) is working with its project partners Airbus Operations, Premium Aerotech (PAG) and the Fraunhofer Gesellschaft (FhG). The development of a production chain for stiffened fuselage panels made of Fiber metal Laminates should support a production rate of 60 aircraft per month. This study contains the research work of the DLR and FhG regarding the automated and quality assured process for chain stiffened FML Fuselages. In addition to a detailed explanation of the systems that were set up, this paper covers the planned tests, the completed demonstration models and the findings derived from them
Andrzej Skorupa - One of the best experts on this subject based on the ideXlab platform.
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Residual Strength Predictions for Riveted Lap Joints in Fuselage Structures
Solid Mechanics and Its Applications, 2012Co-Authors: Andrzej Skorupa, Małgorzata SkorupaAbstract:In general, aircraft Fuselages experience fatigue crack growth. At the upward part of the very last cycle, however, crack propagation involves a considerable amount of stable tearing followed by fast final failure. The term residual strength corresponds to the applied load level at which unstable crack growth occurs. As already said in Chap. 8, the increasing usage of aging aircraft triggered the attention to the problem of MSD. A host of experimental works on simple specimens and complicated fuselage structure panels with riveted joints have demonstrated that, compared to the case of a single lead crack only, the crack arrest capability and residual strength is degraded when the same lead crack is accompanied by smaller collinear MSD cracks (cf. Sect. 8.2.6). In parallel, an extensive research effort has been dedicated to quantifying the reduction of residual strength due to MSD. Analytical predictions of residual strength require the application of appropriate criteria to determine crack link-up and final failure. A number of various methodologies for predicting residual strength in the presence of MSD, some of them employing very sophisticated analysis tools, have evolved. In this chapter, however, only approaches most thoroughly confronted with experimental results and claimed to be most suitable for aircraft fuselage panels are considered. Next, selected from the literature comparisons between predicted and observed results on residual strength of flat and curved panels with riveted lap joints containing either a single crack or a lead crack and MSD cracks are presented.
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Riveted Lap Joints in Aircraft Fuselage - Riveted Lap Joints in Aircraft Fuselage
Solid Mechanics and Its Applications, 2012Co-Authors: Andrzej Skorupa, Małgorzata SkorupaAbstract:Fatigue of the pressurized Fuselages of transport aircraft is a significant problem all builders and users of aircraft have to cope with for reasons associated with assuring a sufficient lifetime and safety, and formulating adequate inspection procedures. These aspects are all addressed in various formal protocols for creating and maintaining airworthiness, including damage tolerance considerations. In most transport aircraft, fatigue occurs in lap joints, sometimes leading to circumstances that threaten safety in critical ways. The problem of fatigue of lap joints has been considerably enlarged by the goal of extending aircraft lifetimes. Fatigue of riveted lap joints between aluminium alloy sheets, typical of the pressurized aircraft fuselage, is the major topic of the present book. The richly illustrated and well-structured chapters treat subjects such as: structural design solutions and loading conditions for fuselage skin joints; relevance of laboratory test results for simple lap joint specimens to riveted joints in a real structure; effect of various production and design related variables on the riveted joint fatigue behaviour; analytical and experimental results on load transmission in mechanically fastened lap joints; theoretical and experimental analysis of secondary bending and its implications for riveted joint fatigue performance; nucleation and shape development of fatigue cracks in riveted longitudinal lap joints; overview of experimental investigations into the multi-site damage for full scale fuselage panels and riveted lap joint specimens; fatigue crack growth and fatigue life prediction methodology for riveted lap joints; residual strength predictions for riveted lap joints in a fuselage structure. The major issues of each chapter are recapitulated in the last section
Andreas Schreiber - One of the best experts on this subject based on the ideXlab platform.
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DLR-SC/tigl: TiGL 3.0.0 RC1
2017Co-Authors: Martin Siggel, Bernhard Manfred Gruber, Tobias Stollenwerk, Jan Kleinert, Andreas SchreiberAbstract:General Changes: CPACS 3 compatibility, including the new component-segment coordinate-system math. Note: As CPACS 3 is not officially released yet, the development version of CPACS as of December 18th, 2017 is used. Note: The wing structure is not yet adapted to CPACS 3 but uses the 2.3 definition. Guide curve support for wings and Fuselages for high-fidelity surface modeling according to the CPACS 3 defintion. Automated creation of CPACS reading and writing routines. This allows much better vality checks of the CPACS document. Improved speed of ::tiglFuselageGetPoint function. Also, the paramter xsi is now interpreted as the relative curve parameter instead of the relative circumference. The TIGL library was renamed to tigl3. The TIGLViewer was renamed to tiglviewer-3. The windows builds are now using the Visual C++ 2015 Toolchain. - New API functions: - ```tiglWingComponentSegmentPointGetEtaXsi``` computes the eta/xsi coordinates of a point on the component segment. - ```tiglIntersectWithPlaneSegment``` computes the intersection of a CPACS shape (e.g. wing) with a plane of finite size. - ```tiglGetCurveIntersection``` to compute the intersection of two curves. - ```tiglGetCurveIntersectionPoint``` to query the intersection point(s) computed by ```tiglGetCurveIntersection```. - ```tiglGetCurveIntersectionCount``` returns the number of intersection points computed by ```tiglGetCurveIntersection```. - ```tiglGetCurveParameter``` projects a point onto a curve and returns the curve parameter of the point. - ```tiglFuselageGetSectionCenter``` computes the center of a fuselage section defined by its eta coordinate. - ```tiglFuselageGetCrossSectionArea``` computes the area of a fuselage section. - ```tiglFuselageGetCenterLineLength``` computes the length of the centerline of the fuselage. - ```tiglCheckPointInside``` checks, whether a point lies inside some object (defined by its uid). - ```tiglExportFuselageBREPbyUID``` and ```tiglExportWingBREPByUID``` - Changed API: - Removed deprectated intersection functions. These include - tiglComponentIntersectionLineCount - tiglComponentIntersectionPoint - tiglComponentIntersectionPoints - Fixes: - TiGL Viewer: Fixed missing fonts on macOS - Language bindings: - Python: the tiglwrapper.py module was renamed to tigl3wrapper.py. The Tigl object is renamed to Tigl3. - Java: the tigl package moved from de.dlr.sc.tigl to de.dlr.sc.tigl3 - TiGL Viewer: - New design - Custom OpenGL shaders. If problems with the 3D rendering occur, please file a bug. - Display of reflection lines to inspect surface quality. - Display of textured surfaces. - Angle of perspective can be adjusted using the scripting API with ```setCameraPosition``` and ```setLookAtPosition```. This allows e.g. to create videos of the geometry. - Option to display face names. - Number of U and V iso-lines can be adjusted independently
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DLR-SC/tigl: TiGL 2.2.1
2017Co-Authors: Martin Siggel, Bernhard Manfred Gruber, Tobias Stollenwerk, Andreas SchreiberAbstract:General changes: Improved calculation time of tiglFuselageGetPointAngle by roughly a factor of 30. The results might be a different than in previous versions, but the function should be more robust now. Improved calculation time of tiglFuselageGetPoint by applying caching. This leads only to a benefit in case of a large number of GetPoint calls (~30) per fuselage segment. This will be even improved in TiGL 3. New API functions: New API function tiglExportVTKSetOptions. This function can be used e.g to disable normal vector writing in the VTK export. Changed API: Ignore Symmetry face in tiglFuselageGetSurfaceArea for half Fuselages In tiglFuselageGetPointAngle the cross section center is used as starting point of the angle rather than the origin of the yz-plane Fixes: Fixed bug, where the VTK export showed no geometry in ParaView Improved accuracy of the VTK export. The digits of points are not truncated anymore to avoid duplicate points Triangles with zero surface are excluded from the VTK export Fixed incorrect face name ordering in WingComponentSegmen
