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Review
. 2018 Dec 23;19(1):55.
doi: 10.3390/s19010055.

Fiber Bragg Gratings Sensors for Aircraft Wing Shape Measurement: Recent Applications and Technical Analysis

Zhen Ma  1 , Xiyuan Chen  2
Affiliations
Review

Fiber Bragg Gratings Sensors for Aircraft Wing Shape Measurement: Recent Applications and Technical Analysis

Zhen Ma et al. Sensors (Basel). .

Abstract

The safety monitoring and tracking of aircraft is becoming more and more important. Under aerodynamic loading, the aircraft wing will produce large bending and torsional deformation, which seriously affects the safety of aircraft. The variation of load on the aircraft wing directly affects the ground observation performance of the aircraft baseline. To compensate for baseline deformations caused by wing deformations, it is necessary to accurately obtain the deformation of the wing shape. The traditional aircraft wing shape measurement methods cannot meet the requirements of small size, light weight, low cost, anti-electromagnetic interference, and adapting to complex environment at the same time, the fiber optic sensing technology for aircraft wing shape measurement has been gradually proved to be a real time and online dynamic measurement method with many excellent characteristics. The principle technical characteristics and bonding technology of fiber Bragg grating sensors (FBGs) are reviewed in this paper. The advantages and disadvantages of other measurement methods are compared and analyzed and the application status of FBG sensing technology for aircraft wing shape measurement is emphatically analyzed. Finally, comprehensive suggestions for improving the accuracy of aircraft wing shape measurement based on FBG sensing technology is put forward.

Keywords: FBGs; accuracy; aircraft; wing shape measurement.

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Conflict of interest statement

The author declares no conflict of interest.

Figures

Figure 1
Figure 1
(a) Test photos of Helios Solar powered UAV; (b) Aerial disintegration photos of Helios [1,2,3].
Figure 2
Figure 2
Real-time aircraft wing shape measurement using fiber optics sensors [3].
Figure 3
Figure 3
Fiber optic sensing technology applied to fatigue life tracking of AV-8B harrier jet [4].
Figure 4
Figure 4
Performance test of fiber optic sensing system (FOSS) on X56 [3].
Figure 5
Figure 5
Schematic diagram of fiber optic.
Figure 6
Figure 6
Schematic diagram of light propagation in fiber optic.
Figure 7
Figure 7
Schematic diagram of fiber Bragg grating (FBG) sensor structure.
Figure 8
Figure 8
Working principle of FBGs [23].
Figure 9
Figure 9
Schematic diagram of wavelength division multiplexing technology.
Figure 10
Figure 10
Schematic diagram of spatial division multiplexing technology.
Figure 11
Figure 11
Mechanical transfer model of FBG sensor [38].
Figure 12
Figure 12
Detection of structural deformation through strain gages.
Figure 13
Figure 13
(a) Application of Image Pattern Correlation Technique (IPCT) cameras sets placed in aircraft for wing deformation measurements; (b) IPCT processing flow [50].
Figure 14
Figure 14
Video model deformation (VMD) measurement system [54].
Figure 15
Figure 15
(a) measurement scheme; (b) Projection of mohr interference fringes; (c) Distribution of aircraft wing deformation [60].
Figure 16
Figure 16
(a) The interior of the aircraft; (b) The partly speckled on the wing [65].
Figure 17
Figure 17
Configuration and geometry of the wing [77].
Figure 18
Figure 18
Experimental equipment and FOSS System Layout Design [79].
Figure 19
Figure 19
Two photographs of the wing. (White color) Body and (black) spar in (a); (b) a detail of the clamped end of the wing [85].
Figure 20
Figure 20
(a) Physical map of composite wing box; (b) Internal structure of wing box [86].
Figure 21
Figure 21
Array layout of FBGs [86].
Figure 22
Figure 22
(a) Strain distributions measured by A-1; (b) Strain distributions measured by B-1 [86].
Figure 23
Figure 23
(a) Experimental model; (b) The whole experimental setup [87].
Figure 24
Figure 24
(a) Sketch of test for concentrated and distributed loading with the wing loading stations; (b) Photo of wing structure under whiffletre loading [90].
Figure 25
Figure 25
(a) Flow chart of deformation measurement; (b) Schematic diagram of location of experimental points [95].
Figure 26
Figure 26
(a) Relationship between vertical displacement and strain at Point 1; (b) Comparison between actual displacement and experimental displacement at Point 1 [95].
Figure 27
Figure 27
Experimental equipment and sensor installation locations [96].
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