Progress in Motion Air Management. Actuation and Flight Control. Landing Gear. www.liebherr.com
Power Optimised Aircraft A keystone in European research in More Electric Aircraft Equipment Systems
Aerodays 2006 Vienna, 20 June 2006
Lester Faleiro, PhD, MIEE Liebherr –Aerospace
Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006 ©LIEBHERR-AEROSPACE 2006
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Contents What are Aircraft Equipment Systems (AES)? Lessons learned so far in POA The way forward in AES research
Glossary AES – Aircraft Equipment Systems MEA – More Electrical Aircraft POA – Power Optimised Aircraft
Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006 ©LIEBHERR-AEROSPACE 2006
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What are Aircraft Equipment Systems (AES)?
Primary Controls
Primary Controls Secondary Controls
Commercial Loads
APU
“Systems required to ensure safe and comfortable flight”
Electrical Distribution Central Hydraulics
Engine systems
Environmental Control
Mechanical Power Pneumatic Power Hydraulic Power
Generator
Electrical Power Gearbox Landing Gear
Wing Anti-Ice
Engine
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POA Project Goals The target of Power Optimised Aircraft (POA) is to validate, at aircraft level and both qualitatively and quantitatively, the ability of next generation aircraft equipment systems to enable the reduction in consumption of non-propulsive power Drivers Safety Standards Objectives Reduction of peak non-propulsive power by 25% Reduction of total non-propulsive power Reduction of fuel consumption by 5% Reduction of total equipment weight Constraints Maintenance Costs Equipment production costs Reliability
Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006 ©LIEBHERR-AEROSPACE 2006
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The Consortium Timeframe: Total Budget: Consortium:
2002 - 2006 (5 years) € 99,2 million (Part funded by the European Union 5th Framework Programme) 46 partners
Airframe Manufacturers Aircraft Equipment System and Engine Manufacturers Subsystem Manufacturers Component Manufacturers Tools and Service Providers
Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006 ©LIEBHERR-AEROSPACE 2006
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Conventional Aircraft Architecture
Primary Controls
Primary Controls Secondary Controls
Commercial Loads Electrical Distribution
Mechanical Power
Central Hydraulics
Engine systems
Pneumatic Power Hydraulic Power
Environmental Control
Generator
Gearbox Landing Gear
APU
Electrical Power
Wing Anti-Ice
Engine
Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006 ©LIEBHERR-AEROSPACE 2006
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Optimised Aircraft Architecture?
Primary Controls
Primary Controls
Secondary Controls
Commercial Loads
Cabin Expansion generator
No Gearbox Electrical Distribution
Engine systems
Local Compressor Reduced Engine Bleed
Environmental Control
Local Hydraulic source More Electrical Power
Landing Gear
Starter Generator
Wing Anti-Ice
Engine
Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006 ©LIEBHERR-AEROSPACE 2006
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Engine Electrical Systems Electric Actuators •Fan Shaft Generator • ~ 150kW main Power Generation at Idle and Above
•High Pressure Starter/Generator
•Emergency Power Generation from Windmilling Fan to Airframe (engine-out) or HP Machine for Assisted Windmill Relight.
• ~ 200kW Motor for Engine Starting. •Will Generate Power after Engine Start •LP to HP Power Transfer may Improve Fuel Burn and Reduce Thrust During Descent.
•DC Power Bus on Engine •Simplified Airframe/Engine Interface •Each Machine will have a Power Electronic Drive
•Active Magnetic Bearing
•Each Drive will Appear as a Node in a Distributed Control System
•Investigate Potential for Removal of Oil System •Monitoring of Shaft Rotordynamics
•Electric Oil Pump/Scavenge System •Optimise Oil Flow to Bearings over Engine Cycle
•Electric Fuel Metering Unit • ~ 100kW Motor •Simplified Fuel System
•Electric Oil Breather Model
PowerHeat Optimised Aircraft •Lower Input to Fuel Aerodays 2006, Vienna, 20 June 2006
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Actuation Systems The Objective is to achieve lower life cycle costs, costs, through power optimisation, optimisation, reduced weight and maintenance costs
Nacelle Systems
ElectroElectro-Hydraulic Actuation (EHA)
Primary & Secondary Flight Control Systems Derivation of Standards
More Electrical Thrust Reversal Large wide-body thrust reverser ball and screw EMA
Hardware and model verification
Alternative to pneumatic and hydraulic thrust reversal systems Mechanical and data bus synchronisation
Hurel-Hispano test facility 10-12 kW EHA
Spoiler actuator ~25 kW
Landing Gear Systems
ElectroElectro-BackBack-up Hydraulic Actuation (EBHA)
Landing Gear system integration
Novel and versatile hybrid actuation
Decentralised actuation for Nose Wheel Airbus A300/A310
More Electrical Actuation for Main Gear More Electrical Wheel Braking
Wide-body aileron actuator ~2 kW
ElectroElectro-Mechanical Actuation (EMA)
Trimmable Horizontal Stabiliser Actuation (THSA)
Distributed High-Lift systems
Proof of concept
Comparison of hinge line versus rotary technologies
More electrical actuation with innovative mechanical technologies
Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006
Typical wide-body stabiliser actuator
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Pneumatic Systems The Objective is to reduce and optimise the effect of bleed air off-take on power usage, as this is a large consumer of non-propulsive power. Bleed Air Off-Takes are mainly used for the Environment Control System and for Wing Ice Protection.
Wing Ice Protection (WIP)
Env. Conditioning System (ECS) To increase the efficiency of the ACS
To Increase the efficiency of WIP Systems
The main innovation is the combination of a Vapour Cycle (containing an environmentally neutral fluid) with an electrical driven Air Cycle. A variable speed motor for the re-circulation fan and a Cabin Energy Recovery Device will be used.
The main innovation is the use of ultrasonic surface ice sensors (WIP on demand) and hybrid wing heating (electrical and hot air) The main outputs are Model of WIP Systems and Test of an innovative WIP System
The main outputs are a Model of a complete ACS and the Test of a Hybrid ACS (Vapour +Air Cycle)
Wing heat distribution using: Ultrasonic sensors, Electro-thermal devices, On demand active intelligence control and Monitoring of unprotected surfaces Ice detection sensor
Fuel Cells (FC) To Increase the efficiency of electrical power generation for pneumatic systems
Re-circulation Fan
The main innovation is the validation of a Solid Oxide Fuel Cell (SOFC) with its reformer for use with kerosene The main outputs are a Model of FC System and the Test of a 5 kW Fuel Cell System
Motorised Air Cycle machine
CO2 Compressor
Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006
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SOFC Principle
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A Total Aircraft Representative Philosophy
Primary Controls
Primary Controls Secondary Controls
Commercial Loads Electrical Distribution Central Hydraulics
Environmental Control
Models Models
Generator Gearbox
Landing Gear
Actuation Systems
Engine
Wing Anti-Ice
Pneumatic Systems Models
Engine systems
APU
Note: Pictures shown do not necessarily indicate the exact hardware involved in POA
Full suite of Validated system and subsystem models
III - The VIB will be used to validate that the resulting aircraft system is optimised
Aircraft Electrical Power Systems
Selected suite of Validated Hardware subsystems and components
II - The ESVR and ASVR will each be run to validate systems integration (an identical generator will be used on both in order to produce comparable results). Hardware absent from the ASVR will be modelled in realreal-time on the VIB and run together with the ASVR to represent a total aircraft.
Engine Systems Validation Rig (ESVR) at INTA
Engine Electrical Systems
Models
I - Each of the Technical Work Packages will produce validated hardware and models from their respective systems areas. These will be integrated into the ESVR, ASVR and VIB
Aircraft Systems Validation Rig (ASVR) at HispanoHispano-Suiza
Virtual Iron Bird (VIB), first at DLR, then in realreal-time at HispanoHispano-Suiza
Engine Systems Validation Rig (ESVR), Madrid
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Aircraft Systems Validation Rig (ASVR), Paris
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Virtual Iron Bird (VIB), Munich
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POA Project Goals for a more-electrical aircraft configuration Objectives Reduction of peak non-propulsive power by 25% Reduction of total non-propulsive power Reduction of fuel consumption by 5% Reduction of total equipment weight Constraints Maintenance Costs Equipment production costs Reliability
achievable achievable achievable achievable achievable achievable achievable
Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006 ©LIEBHERR-AEROSPACE 2006
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Why is POA a keystone?
Previous projects concentrated on systems level research POA was the first big European integration level project POA confirmed the feasibility of MEA POA showed that we need to concentrate on Understanding the management of electrical loads Solving thermal management issues Enabling technologies such as power electronics
This led to More Open Electrical Technologies (MOET, FP6) Examine electrical architectures Explore thermal management Utilise current advances in power electronics technologies
The next step is „Clean Sky“ (FP7) Validation of total energy management Maturation of the work begun in POA Validation of the ideas generated in POA
Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006 ©LIEBHERR-AEROSPACE 2006
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Why is POA a keystone?
Systems for MEA
IHPTET IHPTET VFG VFG
Systems projects
EEFAE EEFAE
VFCFC VFCFC DEPMA DEPMA
MEA Integration
REACTS REACTS
EPAD EPAD ELISA EPICA EPICA ELISA
EABSYS EABSYS HEAT HEAT LEMAS LEMAS
MEA TIMES MEA(US (USAFRL) AFRL) TIMES(UK) (UK) F-16/F-18 F-16/F-18demo demo POA POA(EC) (EC) C-141 demo C-141 demo A320 demo A320 demo
Integration projects EU framework programmes
FP4
1992
1996
VAATE VAATE
FP5
2000
MEA Process
MEA MEAIIII(US (USAFRL) AFRL) Clean CleanSky Sky(EC) (EC) MOET MOET(EC) (EC)
FP6
2004
FP7
2008
2012
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More information on POA project results TEOS forum, 28-30 June 2006 Technologies for Energy Optimised Aircraft Equipment Systems
POA results in the form of seminars, workshops, exhibition Hotel Novotel Tour Eiffel, Paris, France
Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006 ©LIEBHERR-AEROSPACE 2006
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