26TH INTERNATIONAL CONGRESS OF THE AERONAUTICAL SCIENCES A SIMULATION FRAMEWORK FOR AIRCRAFT POWER SYSTEMS ARCHITECTING Susan Liscouët-Hanke*# *Research-Engineer, Airbus #PhD candidate, Université de Toulouse, INSA - UPS, Laboratoire du Génie Mécanique de Toulouse, France Keywords: Aircraft Power Systems, Architecting, Preliminary Design, Modeling & Simulation, More Electric Aircraft Abstract GEN Generator IFE In-flight Entertainment Today, the preliminary design process of power ISA International Standard Atmosphere system architectures of civil aircraft is usually RAT Ram Air Turbine characterized by the separation into ATA (Air WIPS Wing Ice Protection System Transport Association) chapters. However, the complexity of an aircraft energy network, the 1 Introduction large number of influencing design-parameters and system interfaces require a common and The increasing complexity of modern civil transparent process if a meaningful evaluation aircraft in a constantly evolving, ultra of different system architectures with regards to concurrently environment of technological, the overall aircraft efficiency is to be achieved. regulatory, economic and ecological challenges The development of a dedicated leads the aircraft manufacturers to seek for more methodology, a simulation framework, and and more optimized solutions for aircraft adapted modeling techniques is the objective of architectures. A global ‘aircraft level’ approach the presented research. This article focuses on is seen as the most promising, overcoming the the dedicated modeling approaches that are today’s system per system optimization. developed in order to analyze systems at Energy saving is one of the most aircraft-level. Three different modeling important aspects in a highly competitive techniques illustrate on the one hand the effort market with increasing fuel prices and the required to develop adapted models to fit in the growing importance of environmental friendly proposed analysis environment. On the other transport. Thus, the optimization of the aircraft hand, the added value of such an integrated power system architecture with regards to modeling approach is demonstrated with the energy consumption is an important issue [1] examples of the electric generator sizing beside the improvement of the aircraft engine analysis and the link of power systems and aerodynamic performance. simulation to a global aircraft thermal model. The aircraft power system architecture is a complex network of interacting systems Abbreviations fulfilling all different functions. In order to structure in this difficult task, the so-called APU Auxiliary Power Unit ATA-chapters classification, established in 1936 ATA Air Transport Association by the ATA Air Transport Association is used CCS Commercial Cabin Systems to identify the sub-system responsibilities and ECS Environmental Control System define interfaces between design teams. The EOP Extent Of Protection ATA breakdown is based on a conventional EPS Electric Power System system architecture, which has not changed ETOPS Extended-range Twin-Engine significantly until the need for optimization Operational Performance Standards arrived at the system architecture level. Today, ENG Engine while the technology is available to change the 1 S. Liscouët-Hanke system architecture in a revolutionary way, the systems are coupled via their energy exchanges cemented ATA breakdown reveals its weakness: (electric, hydraulic, pneumatic, mechanical, the efficient integration of new technologies is thermal, fuel-flow). Additionally, the energy only possible at multi-ATA level; the flow depends on the time axis (different flight conventional interfaces change or disappear. phases), the operation mode (normal, degraded This impacts the system design in the same way or failure mode), the chosen technology (power as the organizational structure: emerging topics type and power consumption characteristics) as like power and heat management are only well as on the safety requirements (installation solvable at multi-ATA and multi-domain of redundant systems etc.). The aircraft power (Systems, Structure, Power-plant) level. A system architecture is linked to the overall functional approach is clearly the most aircraft performance via its contribution to promising solution [1], [2]. Especially with • mass, regards to the comparability of different • drag and solutions, a functional approach will enable to • fuel consumption. open the design space and to start to shift from Additionally, the design and thus the power an evolutionary design to more revolutionary requirements and interaction between systems solutions. depends on aircraft level design parameters, e.g. The variety of possible solutions and number of passenger seats, aircraft geometry, new technologies (e.g. more electrical aircraft mission profile, and on system / technological systems, bleed-less power system architectures) parameters, e.g. the power supply type (electric, and the large number of influencing design hydraulic or pneumatic), pressure level in the parameters require an efficient tool enabling the hydraulic circuits, voltage level etc. system designer or aircraft architect to analyze Regarding the increasing complexity and the impact of system architecture changes at the changing interfaces for e.g. more electric aircraft level (mass, drag, fuel consumption) and architectures, the developed methodology [4] is the impact of aircraft level changes (e.g. based on a formalization of the design process certification, safety or ETOPS requirements) on (Inverse Engineering Principle) of the overall the system design. A model-based, parametric architecture (thus, of the integrated design pre-design process that allows the quantification processes of each system within the architecture and minimization of design margins and the of systems) following a functional approach. better understanding of interdependencies This approach allows technology choices at the between the systems with regards to the power end of the decision chain and enables the architecture would be of great benefit for the highlighting of key parameters that are aircraft manufacturers in its role as architect and interesting for analysis on aircraft level. The system integrator. functional approach also enables the To cope with these challenges is the implementation of a generic process, which then objective of an Airbus internal R&T project allows the comparison of different architectures (part of the Common Virtual Bird initiative [3]), or of aircraft level parameter sets in a consistent started in 2005. A methodology has been way. developed [4] and implemented into a It is proposed to classify the systems of simulation framework prototype [5]. The aircraft power system architecture, as depicted present paper aims to illustrate selected in Fig. 1, according to their major function modeling techniques and to demonstrate the within the power architecture: added value of this approach via two application examples. • Power Generation System, like 2 Methodology & Prototype Implementation engines, auxiliary power unit (APU) for ground operations and a ram air turbine The aircraft power system architecture is a (RAT) for emergency cases. Fuel cells system of interacting sub-systems with a high are candidates for future solutions. level of functional couplings (Fig. 1). The 2 A SIMULATION FRAMEWORK FOR AIRCRAFT POWER SYSTEMS ARCHITECTING • Power Transformation and can be derived from the simulation of the three- Distribution Systems, which transform dimensional power profiles (Fig. 2). Then, the and distribute the secondary power required versus the available power from the provided by the power generating engine and other power generating systems can systems to the consumer system: be derived. conventionally, the electrical power In a second step, the performance of the system (EPS) and the hydraulic power so defined architecture can be assessed for system transform the mechanical power different off-design mission profiles. of the engine into electric and hydraulic power. Pneumatic power is distributed to the dedicated systems after temperature and pressure control. • Power Consuming Systems, which fulfill the different functions of the aircraft: e.g. the flight control system, wing ice protection system (WIPS), environmental control system (ECS), fuel system, fuel tank inerting system, Fig. 2: Three-dimensional definition of the power- exchange interfaces of the power system modules commercial cabin systems (CCS), landing gear systems, primary flight Summarizing, the two following steps are control systems, high-lift system, proposed to allow the elaboration of aircraft- equipment cooling systems. level energy balanced system architectures: • the power to be installed, corresponding to the weight, (outcome of the sizing process taking into account various security margins and other requirements) has to be balanced against • the power actually consumed during a flight mission, corresponding to the fuel consumption, (to be assessable in the performance process). Schematically, this calculation principle is depicted in Fig. 4-a. 2.1 Power System Modules In principle, each system of the power systems architecture can be represented in the form of a general power system module (Fig.3). The main interfaces between the system modules are the power interfaces. Each System depends on different types of parameters: • Aircraft Parameters (global parameters) Fig. 1: Energy Coupling of a Conventional Aircraft • System Design