Periodic Reporting for period 2 - SYS GAM 2018 (Systems ITD)
Okres sprawozdawczy: 2019-01-01 do 2019-12-31
While systems and equipment account for a small part of the aircraft weight they play a central role in aircraft operation, flight optimisation, and air transport safety, cost and environmental performance at different levels:
• Direct contributions to environmental objectives: optimised green trajectories, electrical taxiing, more electrical aircraft architectures, new alleviated composite structures which have a direct impact on CO2 emissions, fuel consumption, perceived noise, air quality, weight.
• Enablers for other innovations: for example, “bleedless” power generation and, actuators, are necessary steps for the implementation of innovative engines or new aircraft configurations.
• Enablers for air transport system optimisation: many of the major improvements identified in SESAR, NextGen and Clean Sky for greening, improved mobility or ATS efficiency can only be reached through the development and the integration of on-board systems such as data link, advanced weather systems, trajectory negotiation, and flight management predictive capabilities.
• Smart answers to market demands: systems and equipment have to increase their intrinsic performance to meet new aircraft needs without a corresponding increase in weight and volume: kW/kg, flux/dm3 are key indicators of systems innovation.
The Systems ITD in Clean Sky 2 will address these challenges through the following actions:
• Work on specific topics and technologies to design and develop individual equipment and systems and demonstrate them in local test benches and integrated demonstrators (up to TRL 5). The main technological domains to be addressed are [1] cockpit environment and mission management, [2] aircraft communication platform and networks, [3] innovative wing systems (WIPS, sensors, and actuators), [4] landing gears, [5] the full chain of electrical power generation, distribution and usage and [6] Cabin and Cargo systems technologies. The outcomes will be demonstrated system architectures ready to be customized and integrated in larger settings. An important part of this work will be to identify potential synergies between future aircraft at an early stage to reduce duplication.
• Hand-over of individual technologies or systems to the IADPs for customisation, integration and maturation in large scale [flying] demonstrators. This will enable fully integrated demonstrations in IADPs and the assessment of benefits in representative conditions, including the progress towards the Clean Sky 2 high-level goals to be monitored through the Technology Evaluator.
• Transverse actions will also be defined to mature processes and technologies with potential impact on all systems, either during development or operational use. Examples of these transverse actions are development tools and simulation, eco-design etc.
• Direct contributions to environmental objectives: optimised green trajectories, electrical taxiing, more electrical aircraft architectures, new alleviated composite structures which have a direct impact on CO2 emissions, fuel consumption, perceived noise, air quality, weight.
• Enablers for other innovations: for example, “bleedless” power generation and, actuators, are necessary steps for the implementation of innovative engines or new aircraft configurations.
• Enablers for air transport system optimisation: many of the major improvements identified in SESAR, NextGen and Clean Sky for greening, improved mobility or ATS efficiency can only be reached through the development and the integration of on-board systems such as data link, advanced weather systems, trajectory negotiation, and flight management predictive capabilities.
• Smart answers to market demands: systems and equipment have to increase their intrinsic performance to meet new aircraft needs without a corresponding increase in weight and volume: kW/kg, flux/dm3 are key indicators of systems innovation.
The Systems ITD in Clean Sky 2 will address these challenges through the following actions:
• Work on specific topics and technologies to design and develop individual equipment and systems and demonstrate them in local test benches and integrated demonstrators (up to TRL 5). The main technological domains to be addressed are [1] cockpit environment and mission management, [2] aircraft communication platform and networks, [3] innovative wing systems (WIPS, sensors, and actuators), [4] landing gears, [5] the full chain of electrical power generation, distribution and usage and [6] Cabin and Cargo systems technologies. The outcomes will be demonstrated system architectures ready to be customized and integrated in larger settings. An important part of this work will be to identify potential synergies between future aircraft at an early stage to reduce duplication.
• Hand-over of individual technologies or systems to the IADPs for customisation, integration and maturation in large scale [flying] demonstrators. This will enable fully integrated demonstrations in IADPs and the assessment of benefits in representative conditions, including the progress towards the Clean Sky 2 high-level goals to be monitored through the Technology Evaluator.
• Transverse actions will also be defined to mature processes and technologies with potential impact on all systems, either during development or operational use. Examples of these transverse actions are development tools and simulation, eco-design etc.
In 2019, several cockpit technologies reached Technology Readiness Levels (TRL) 3 to 5. Examples are voice recognition, certified tactile displays and parts of the enhanced vision system.
The cabin and cargo technologies completed their second year of activities. The connected cabin concept progressed with some bricks reaching TRL3 maturity. Interfaces for the fire-suppression demonstrator were defined and components designs prepared.
For Flight Control technologies, the manufacturing of equipment for flight test demonstration progressed. Good collaboration of the Consortium could solve financial challenges. The installation of network technologies onto ground based demonstrator advanced almost according to plan.
In the area of Landing Gear System, the direct drive wheel actuator equipment and system achieved TRL4 functional tests, new activities fostering weight reduction and competitiveness have been introduced. In parallel the benefits of the Short TAT have been experimentally proven.
High-voltage-DC components for the power network demonstration progressed towards TRL5. Similarly, activities on bricks for the power generation side were advancing as well.
The final architecture for the electrical environmental control system has been frozen. Sensors and filtration components for air re-circulation in environmental control were produced and tested. The potential for fuel saving was analysed and documented.
In the area of Small Air Transportation, progress on all Demonstrators has been made. A high number of design reviews were conducted enabling prototype production, for example of electro-mechanical actuation and passenger seats.
Transversal activities on electronics progressed in all five work packages, focusing on power electronics, electrical architectures, electrical drives, electrical machines and reliability and packaging technologies. Meanwhile the transversal activity about an integrated simulation framework progressed towards the final integrated demonstration of the platform.
The cabin and cargo technologies completed their second year of activities. The connected cabin concept progressed with some bricks reaching TRL3 maturity. Interfaces for the fire-suppression demonstrator were defined and components designs prepared.
For Flight Control technologies, the manufacturing of equipment for flight test demonstration progressed. Good collaboration of the Consortium could solve financial challenges. The installation of network technologies onto ground based demonstrator advanced almost according to plan.
In the area of Landing Gear System, the direct drive wheel actuator equipment and system achieved TRL4 functional tests, new activities fostering weight reduction and competitiveness have been introduced. In parallel the benefits of the Short TAT have been experimentally proven.
High-voltage-DC components for the power network demonstration progressed towards TRL5. Similarly, activities on bricks for the power generation side were advancing as well.
The final architecture for the electrical environmental control system has been frozen. Sensors and filtration components for air re-circulation in environmental control were produced and tested. The potential for fuel saving was analysed and documented.
In the area of Small Air Transportation, progress on all Demonstrators has been made. A high number of design reviews were conducted enabling prototype production, for example of electro-mechanical actuation and passenger seats.
Transversal activities on electronics progressed in all five work packages, focusing on power electronics, electrical architectures, electrical drives, electrical machines and reliability and packaging technologies. Meanwhile the transversal activity about an integrated simulation framework progressed towards the final integrated demonstration of the platform.
This Grant represents the continuation of the Clean Sky 2 programme’s Systems (Integrated Technology Demonstration) started in 2014 and planned to be lasting until end of 2023.
The objectives include on one side direct contributions to reduce the environmental impact of aircraft systems during operations and production or maintenance. On the other side, the objective is in particular to enable new configurations and designs of aircraft that allow for a much lower fuel consumption (less CO2, NOx) and noise impact.
In addition, the innovations created serve to foster the competitiveness of the European systems suppliers industry, as well as improve safety and comfort for all citizens taking advantage of air transportation.
At the end of this Grant almost all technologies addressed will have realised hardware prototypes to start testing the various innovations.
At the end of the programme most technologies will be matured by testing and demonstrations up to a point where their practical potentials and implications in future serial aircraft developments become clear.
The objectives include on one side direct contributions to reduce the environmental impact of aircraft systems during operations and production or maintenance. On the other side, the objective is in particular to enable new configurations and designs of aircraft that allow for a much lower fuel consumption (less CO2, NOx) and noise impact.
In addition, the innovations created serve to foster the competitiveness of the European systems suppliers industry, as well as improve safety and comfort for all citizens taking advantage of air transportation.
At the end of this Grant almost all technologies addressed will have realised hardware prototypes to start testing the various innovations.
At the end of the programme most technologies will be matured by testing and demonstrations up to a point where their practical potentials and implications in future serial aircraft developments become clear.