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The reconstruction of cone-beam computed tomography data using filtered back-projection algorithms unavoidably results in severe artefacts. We describe how the Direct Iterative Reconstruction of Computed Tomography Trajectories (DIRECTT) algorithm can be combined with a model of the artefacts for the reconstruction of such data. The implementation of DIRECTT results in reconstructed volumes of superior quality compared to the conventional algorithms.
Composite-overwrapped pressure vessels (COPV) are increasingly used in the transportation industry due to their high strength to mass ratio. Throughout the years, various designs were developed and found their applications. Currently, there are five designs, which can be subdivided into two main categories - with a load-sharing metal liner and with a non-load-sharing plastic liner. The main damage mechanism defining the lifetime of the first type is fatigue of the metal liner, whereas for the second type it is fatigue of the composite overwrap. Nevertheless, one damage type which may drastically reduce the lifetime of COPV is impact-induced damage. Therefore, this barely visible damage needs to be assessed in a non-destructive way to decide whether the pressure vessel can be further used or has to be put out of service. One of the possible methods is based on ultrasonic waves. In this contribution, both conventional ultrasonic testing (UT) by high-frequency bulk waves and wavenumber mapping by low frequency guided waves are used to evaluate impact damage. Wavenumber mapping techniques are first benchmarked on a simulated aluminium panel then applied to experimental measurements acquired on a delaminated aluminium-CFRP composite plate which corresponds to a structure of COPV with a load-sharing metal liner. The analysis of experimental data obtained from measurements of guided waves propagating in an aluminium-CFRP composite plate with impact-induced damage is performed. All approaches show similar performance in terms of quantification of damage size and depths while being applied to numerical data. The approaches used on the experimental data deliver an accurate estimate of the in-plane size of the large delamination at the aluminium-CFRP interface but only a rough estimate of its depth. Moreover, none of the wavenumber mapping techniques used in the study can quantify every delamination between CFRP plies caused by the impact, which is the case for conventional UT. This may be solved by using higher frequencies (shorter wavelengths) or more advanced signal processing techniques. All in all, it can be concluded that imaging of complex impact damage in fibre-reinforced composites based on wavenumber mapping is not straightforward and stays a challenging task.
The use of artificial neural networks (ANNs) is demonstrated for efficient real-time data processing in optical fiber sensing applications. Using ANN-based algorithms, two orders of magnitude improved computation time and improved measurement resolution is achieved for distributed strain sensing using the wavelength-scanning coherent optical time domain reflectometry technique.
The Alpine Fault zone in New Zealand marks a major transpressional plate boundary that is late in its typical earthquake cycle. Understanding the subsurface structures is crucial to understand the tectonic processes taking place. A unique seismic survey including 2D lines, a 3D array, and borehole recordings, has been performed in the Whataroa Valley and provides new insights into the Alpine Fault zone down to ∼2 km depth at the location of the Deep Fault Drilling Project (DFDP)-2 drill site. Seismic images are obtained by focusing prestack depth migration approaches. Despite the challenging conditions for seismic imaging within a sediment filled glacial valley and steeply dipping valley flanks, several structures related to the valley itself as well as the tectonic fault system are imaged. A set of several reflectors dipping 40°–56° to the southeast are identified in a ∼600 m wide zone that is interpreted to be the minimum extent of the damage zone. Different approaches image one distinct reflector dipping at ∼40°, which is interpreted to be the main Alpine Fault reflector located only ∼100 m beneath the maximum drilled depth of the DFDP-2B borehole. At shallower depths (z < 0.5 km), additional reflectors are identified as fault segments with generally steeper dips up to 56°. Additionally, a glacially over-deepened trough with nearly horizontally layered sediments and a major fault (z < 0.5 km) are identified 0.5–1 km south of the DFDP-2B borehole. Thus, a complex structural environment is seismically imaged and shows the complexity of the Alpine Fault at Whataroa.
The Alpine Fault at the West Coast of the South Island (New Zealand) is a major plate boundary that is expected to rupture in the next 50 years, likely as a magnitude 8 earthquake. The Deep Fault Drilling Project (DFDP) aimed to deliver insight into the geological structure of this fault zone and its evolution by drilling and sampling the Alpine Fault at depth. Here we present results from a seismic survey around the DFDP-2 drill site in the Whataroa Valley where the drillhole almost reached the fault plane. This unique 3D seismic survey includes several 2D lines and a 3D array at the surface as well as borehole recordings. Within the borehole, the unique option to compare two measurement systems is used: conventional three-component borehole geophones and a fibre optic cable (heterodyne Distributed Vibration Sensing system (hDVS)). Both systems show coherent signals but only the hDVS system allowed a recording along the complete length of the borehole.
Despite the challenging conditions for seismic imaging within a glacial valley filled with sediments and steeply dipping valley flanks, several structures related to the valley itself as well as the tectonic fault system are imaged. The pre-processing of the seismic data also includes wavefield separation for the zero-offset borehole data. Seismic images are obtained by prestack depth migration approaches.
Within the glacial valley, particularly steep valley flanks are imaged directly and correlate well with results from the P-wave velocity model obtained by first arrival travel-time tomography. Additionally, a glacially over-deepened trough with nearly horizontally layered sediments is identified about 0.5 km south of the DFDP-2B borehole.
With regard to the expected Alpine fault zone, a set of several reflectors dipping 40-56° to the southeast are identified in a ~600 m wide zone between depths of 0.2 and 1.2 km that is interpreted to be the minimum extent of the damage zone. Different approaches image one distinct reflector dipping at 40°, which is interpreted to be the main Alpine Fault reflector. This reflector is only ~100 m ahead from the lower end of the borehole. At shallower depths (z<0.5 km), additional reflectors are identified as fault segments and generally have steeper dips up to 56°. About 1 km south of the drill site, a major fault is identified at a depth of 0.1-0.5 km that might be caused by the regional tectonics interacting with local valley structures. A good correlation is observed among the separate seismic data sets and with geological results such as the borehole stratigraphy and the expected surface trace of the fault.
In conclusion, several structural details of the fault zone and its environment are seismically imaged and show the complexity of the Alpine Fault at the Whataroa Valley. Thus, a detailed seismic characterization clarifies the subsurface structures, which is crucial to understand the transpressive fault’s tectonic processes.
High speed non-destructive rail testing with advanced ultrasound and eddy-current testing techniques
(2009)
Today the rails face increased exposure to heavy loads, higher speeds and a very dense overall traffic. A continued development of testing methods for the rail inspection trains became necessary to match the modern needs for a fast detection and detailed classification of defects. To guarantee the safe operation of rail traffic non-destructive inspection techniques with combined ultrasound and eddy current testing methods are used to detect damages on rails. One of the main actual challenges of automated rail testing is the high inspection speed which is very close to the physical limits. To overcome these limits digital signal processing algorithms have to be used which maintain resolution and detection quality independent of operation speed. This paper presents a recently developed state of the art rail inspection system which uses advanced ultrasonic and eddy current testing techniques. Testing results are shown in a newly developed so called Glassy-Rail-Diagram which is capable to present data with a fixed resolution independent of inspection speed.
High speed non-destructive rail testing with advanced ultrasound and eddy-current testing techniques
(2009)
Der einwandfreie Zustand der Radsätze von Schienenfahrzeugen ist von größter Bedeutung für den sicheren Betrieb. Die Radsatzwellen werden durch eine große Zahl von Lastwechseln individuell unterschiedlich beansprucht. Dabei spielen viele Einflüsse wie äußere statische und dynamische Lasten, innere Lasten aufgrund von Unwuchten und inneren Spannungen und Umweltbedingungen entscheidende Rollen. Eine regelmäßige Prüfung ist daher obligatorisch. BTD entwickelt im Rahmen eines MNPQ-Projektes in Kooperation mit der BAM eine Phased Array Technik zur automatisierten Prüfung von Radsatzwellen im eingebauten Zustand. Die schwierigen Ankoppelbedingungen aufgrund der begrenzten Zugänglichkeit, der komplexen Geometrie sowie Farbschichten und Schmutz auf der Radsatzwelle stellen hierbei große Herausforderungen dar. Zu deren Bewältigung werden neben optimierten Prüfköpfen, einer in die Wasservorlaufstrecke integrierten akustischen Linse und einer speziellen Ankoppeltechnik auch Signalverarbeitungsalgorithmen eingesetzt. Die Darstellung der Signalverarbeitung ist der Schwerpunkt dieses Beitrages. Mit Hilfe von Messdatensätzen präparierter Testwellen werden verschiedene Algorithmen erprobt und hinsichtlich der Stabilität, dem Verhalten bezüglich der Ankoppelschwankungen und veränderter Wellengeometrien und der Fähigkeit zur automatischen Unterscheidung von Fehler- und Formanzeigen bewertet. Letztlich wird die beste Lösung im entwickelten Prüfsystem eingesetzt.