Periodic Reporting for period 2 - HERWINGT (Hybrid Electric Regional Wing Integration Novel Green Technologies - HERWINGT)
Période du rapport: 2023-07-01 au 2023-12-31
The aim of HERWINGT project is to design an innovative wing suitable for the future Hybrid-Electric Regional (HER) aircraft that will contribute to the overall target to reduce fuel burn, CO2 and other greenhouse gas emissions, by improving aerodynamic efficiency and reducing weight and will integrate hybrid-electric propulsion systems and other typical wing mounted systems.
The HERWINGT project will validate, down select, mature and demonstrate the concept, architecture, design and the key technologies that enable addressing an innovative wing design for a Hybrid Electric Regional aircraft (HER) with a maximum capacity of 100 seats and a range of 500 to 1000nm.
These challenges are translated into the following top-level objectives:
Objective 1: Deliver an innovative wing design for a hybrid-electrical regional aircraft (HERA)
Objective 2: Demonstrate a minimum fuel reduction of 15% attributable to wing improvements.
Objective 3: Demonstrate a structural weight reduction of at least 20% when compared to a 2022 SoA wing.
Objective 4: Analyze reduction potential in C02 and all other relevant GHG emissions.
Objective 5: Develop and demonstrate new technologies to increase aerodynamic performance.
Objective 6: Develop and demonstrate new technologies to increase structural performance and weight reduction.
Objective 7: Develop and demonstrate new technologies to increase aeroelastic performance.
Objective 8: Develop and demonstrate new technologies to achieve more integrated structural design.
Objective 9: Develop and demonstrate new technologies to improve Structural Health Monitoring (SHMS) and permit to increase design allowables.
Objective 10: Develop and demonstrate new technologies to improve wing systems efficiency.
Objective 11: Develop and demonstrate new technologies to improve wing systems integration with structure.
Objective 12: Develop and demonstrate new technologies to achieve more precise manufacturing/ assembly processes.
Objective 13: Develop and demonstrate new technologies to achieve greener manufacturing processes.
Objective 14: Deliver a roadmap towards wing full-scale demonstration at TRL 6 at aircraft level with a first flight not later than 2030.
Objective 15: Propose a qualification and certification plan linked to the proposed activities and suitable for Hybrid-Electric Regional (HER) aircraft.
Objective 16: Deliver digital twins and a life cycle assessment of the components, subsystems and full wing system compatible with the reference aircraft digital framework and requirements.
: Deliver digital twins and a life cycle assessment of the components, subsystems and full wing system compatible with the reference aircraft digital framework and requirements.
The HERWINGT project will validate, down select, mature and demonstrate the concept, architecture, design and the key technologies that enable addressing an innovative wing design for a Hybrid Electric Regional aircraft (HER) with a maximum capacity of 100 seats and a range of 500 to 1000nm.
These challenges are translated into the following top-level objectives:
Objective 1: Deliver an innovative wing design for a hybrid-electrical regional aircraft (HERA)
Objective 2: Demonstrate a minimum fuel reduction of 15% attributable to wing improvements.
Objective 3: Demonstrate a structural weight reduction of at least 20% when compared to a 2022 SoA wing.
Objective 4: Analyze reduction potential in C02 and all other relevant GHG emissions.
Objective 5: Develop and demonstrate new technologies to increase aerodynamic performance.
Objective 6: Develop and demonstrate new technologies to increase structural performance and weight reduction.
Objective 7: Develop and demonstrate new technologies to increase aeroelastic performance.
Objective 8: Develop and demonstrate new technologies to achieve more integrated structural design.
Objective 9: Develop and demonstrate new technologies to improve Structural Health Monitoring (SHMS) and permit to increase design allowables.
Objective 10: Develop and demonstrate new technologies to improve wing systems efficiency.
Objective 11: Develop and demonstrate new technologies to improve wing systems integration with structure.
Objective 12: Develop and demonstrate new technologies to achieve more precise manufacturing/ assembly processes.
Objective 13: Develop and demonstrate new technologies to achieve greener manufacturing processes.
Objective 14: Deliver a roadmap towards wing full-scale demonstration at TRL 6 at aircraft level with a first flight not later than 2030.
Objective 15: Propose a qualification and certification plan linked to the proposed activities and suitable for Hybrid-Electric Regional (HER) aircraft.
Objective 16: Deliver digital twins and a life cycle assessment of the components, subsystems and full wing system compatible with the reference aircraft digital framework and requirements.
: Deliver digital twins and a life cycle assessment of the components, subsystems and full wing system compatible with the reference aircraft digital framework and requirements.
Three wing concept configurations have been analyzed:
1 Strut braced high aspect ratio wing
2 Cantilever high aspect ratio wing
3 Distributed propulsion wing. Ongoing.
Aerodynamic evaluations of the different configurations have been performed in cruise and climb conditions. High-lift configuration is ongoing.
Structural lay-outs and global finite element models have been produced. The aeroelastic optimization of both SBW and CNT wing has been finished and the structural design activities have been focused on developing demonstrator design, e.g. PDR of the leading-edge demonstrator.
A trade-off process for selecting the best compromise between strut braced wing (SBW) and cantilever (CNT) wing configurations in cruise conditions has been completed, being the SBW the resulting selected configuration for the following step trade-off in high lift configuration.
The preliminary relevant Design/Sizing guidelines for the wing structure have been defined. The final requirements of the structural design are being defined.
First structural lay-outs and simplified (coarse mesh) general Finite Element Models have been created for wing demonstrator in order to assess load patterns, stiffening and thickness distributions and the buckling requirements.
The master geometry for centre wing leading edge and flap demonstrators have been defined and different inner flap configurations have been developed. Besides, the Center Wing Box demonstrator geometry has been agreed and design principles are being elaborated focusing on manufacturing and assembly constraints.
With regards to manufacturing enablers, new materials and manufacturing processes have been evaluated. Also, the first coupons have been produced according to the test matrix for thermoplastic in situ consolidation for material characterization.
The preliminary design of structural integrated fuel vent system is finished, as well as the definition of the morphing shapes and internal compliant structure of the aileron at 2D level.
The sizing of the integrated induction ice protection system and the ice wind tunnel activities are in progress. Materials for heated elements and test matrix are already defined. Tests are ongoing at INTA ice wing tunnel with different materials, dedicated converter and heating coils.
The Sustainable Aviation Fuel (SAF) activities are being carried out focused on the definition of fuel test bench. Final test bench configuration has been drafted.
Development of damage detection – Structure Health Monitoring System (SHM) architecture is ongoing and the concept and design of the array including connector solution has been developed.
The manufacturing and assembly activities for the different demonstrators have not yet started. The focus, for the moment, is set on the definition of the specifications of the manufacturing process of the demonstrators. The manufacturing concept for flap and leading edge has been released.
Flat panels made of thermoplastic were analysed by means of non-destructive inspection and mechanical testing to correlate the application of NDT by ultrasounds to the quality of the laminates and thus validate the inspection method.
Related to results assessment, Life Cycle Inventory questionnaire have been delivered to the demonstrator leaders.
The Impact Monitoring Strategy document has been finished. Key performance metrics have been defined, at wing level, for three different wing concepts and also for each of the technologies developed in the project.
In terms of certification activities, INTA has prepared a version of the Certification Plan and the GAPS Identification. These documents have been rejected by Clean Aviation Joint Undertaking (CAJU) as they expect a document validated by EASA and not just INTA contribution.
1 Strut braced high aspect ratio wing
2 Cantilever high aspect ratio wing
3 Distributed propulsion wing. Ongoing.
Aerodynamic evaluations of the different configurations have been performed in cruise and climb conditions. High-lift configuration is ongoing.
Structural lay-outs and global finite element models have been produced. The aeroelastic optimization of both SBW and CNT wing has been finished and the structural design activities have been focused on developing demonstrator design, e.g. PDR of the leading-edge demonstrator.
A trade-off process for selecting the best compromise between strut braced wing (SBW) and cantilever (CNT) wing configurations in cruise conditions has been completed, being the SBW the resulting selected configuration for the following step trade-off in high lift configuration.
The preliminary relevant Design/Sizing guidelines for the wing structure have been defined. The final requirements of the structural design are being defined.
First structural lay-outs and simplified (coarse mesh) general Finite Element Models have been created for wing demonstrator in order to assess load patterns, stiffening and thickness distributions and the buckling requirements.
The master geometry for centre wing leading edge and flap demonstrators have been defined and different inner flap configurations have been developed. Besides, the Center Wing Box demonstrator geometry has been agreed and design principles are being elaborated focusing on manufacturing and assembly constraints.
With regards to manufacturing enablers, new materials and manufacturing processes have been evaluated. Also, the first coupons have been produced according to the test matrix for thermoplastic in situ consolidation for material characterization.
The preliminary design of structural integrated fuel vent system is finished, as well as the definition of the morphing shapes and internal compliant structure of the aileron at 2D level.
The sizing of the integrated induction ice protection system and the ice wind tunnel activities are in progress. Materials for heated elements and test matrix are already defined. Tests are ongoing at INTA ice wing tunnel with different materials, dedicated converter and heating coils.
The Sustainable Aviation Fuel (SAF) activities are being carried out focused on the definition of fuel test bench. Final test bench configuration has been drafted.
Development of damage detection – Structure Health Monitoring System (SHM) architecture is ongoing and the concept and design of the array including connector solution has been developed.
The manufacturing and assembly activities for the different demonstrators have not yet started. The focus, for the moment, is set on the definition of the specifications of the manufacturing process of the demonstrators. The manufacturing concept for flap and leading edge has been released.
Flat panels made of thermoplastic were analysed by means of non-destructive inspection and mechanical testing to correlate the application of NDT by ultrasounds to the quality of the laminates and thus validate the inspection method.
Related to results assessment, Life Cycle Inventory questionnaire have been delivered to the demonstrator leaders.
The Impact Monitoring Strategy document has been finished. Key performance metrics have been defined, at wing level, for three different wing concepts and also for each of the technologies developed in the project.
In terms of certification activities, INTA has prepared a version of the Certification Plan and the GAPS Identification. These documents have been rejected by Clean Aviation Joint Undertaking (CAJU) as they expect a document validated by EASA and not just INTA contribution.
HERWINGT’s challenge is to deliver a novel wing design for the future hybrid-electric regional aircraft (HER) that will contribute to the overall target to reduce fuel burn in at least 50% at aircraft level, CO2 and other GHG emissions.
For this, the novel wing will target a fuel reduction at integrated wing level of at least 15% and a structure weight reduction at full wing level of at least 20% and will fulfil the challenges of the wing integration with the novel hybrid-electric propulsion.
This is well beyond the state-of-the-art not only compared to existing wings operating in the market but also beyond many of the research demonstrators planned in EC and abroad.
For this, the novel wing will target a fuel reduction at integrated wing level of at least 15% and a structure weight reduction at full wing level of at least 20% and will fulfil the challenges of the wing integration with the novel hybrid-electric propulsion.
This is well beyond the state-of-the-art not only compared to existing wings operating in the market but also beyond many of the research demonstrators planned in EC and abroad.