TOICA Publishable Summary from the M24 Periodic Report · TOICA_M24 Periodic Report_R1.0_PublishableSummary.docx PU - Public TOICA FP7 – 604981 Page 4 of 13 2 Publishable Summary

Project co-funded by the European Commission within the Seventh Framework Programme This document has been produced under the EC FP7 Grant Agreement 604981. This document and its contents remain the property of the

beneficiaries of the TOICA Consortium and may not be distributed or reproduced without the express written approval of the TOICA Coordinator, Airbus Operations SAS.

Publishable Summary from the TOICA M24 Periodic Report

Project Ref. N° TOICA FP7 - 604981

Start Date / Duration 01 September 2013 / 36 Months

Dissemination Level PU - Public

Due Date M26 – 31/10/2015

Filing Code TOICA_M24 Periodic Report_R1.0_PublishableSummary.docx

TOICA_M24 Periodic Report_R1.0_PublishableSummary.docx PU - Public

TOICA FP7 – 604981 Page 2 of 13

Contents

1 Partner List ...................................................................................................................................... 3

2 Publishable Summary ...................................................................................................................... 4

Project Context and Objectives............................................................................................... 4 2.1

Work Performed and Main Results Achieved ......................................................................... 5 2.2

2.2.1 Milestones and plateaus ................................................................................................. 6

2.2.2 TRL reviews ................................................................................................................... 10

2.2.3 Main deliverables .......................................................................................................... 11

Expected Final Results and their Potential Impact and Use ................................................. 11 2.3

2.3.1 Impact on aircraft development costs .......................................................................... 11

2.3.2 Impact on aircraft operational costs ............................................................................. 12

2.3.3 Impact on collaborative design ..................................................................................... 12

2.3.4 Impact on supply chain ................................................................................................. 12

2.3.5 Public impact ................................................................................................................. 13



1 Partner List

Part N° Short Name Legal Name

1 AI-F AIRBUS OPERATIONS SAS

2 AI-D AIRBUS OPERATIONS GMBH

3 AI-UK Airbus Operations Limited

4 ALENIA ALENIA AERMACCHI SPA

5 ARTTIC ARTTIC

6 ATHERM ATHERM

7 CENAERO CENTRE DE RECHERCHE EN AERONAUTIQUE ASBL - CENAERO

8 CHALMERS CHALMERS TEKNISKA HOEGSKOLA AB

9 CRANFIELD CRANFIELD UNIVERSITY

10 DASSAV DASSAULT AVIATION SA

11 DS DASSAULT SYSTEMES SA

12 DLR DEUTSCHES ZENTRUM FUER LUFT - UND RAUMFAHRT EV

13 EPSILON EPSILON INGENIERIE

14 AI-H Airbus Helicopters

15 AGI Airbus Group

16 EUROSTEP Eurostep AB

17 GKNAES GKN AEROSPACE SWEDEN AB

18 ZA-INT Zodiac Aerotechnics SAS

19 LTS LIEBHERR AEROSPACE TOULOUSE SAS

20 SIEMENS-FR (LMS-IMG)

Siemens Industry Software SAS (formerly LMS IMAGINE SA)

21 MAYA MAYA HEAT TRANSFER TECHNOLOGIES LTD

22 MSC MSC Software GmbH

23 ONERA OFFICE NATIONAL D'ETUDES ET DE RECHERCHES AEROSPATIALES

24 LMS-SAM SAMTECH SA

25 SIEMENS SIEMENS INDUSTRY SOFTWARE LIMITED

26 SNECMA SNECMA SA

27 NLR STICHTING NATIONAAL LUCHT- EN RUIMTEVAARTLABORATORIUM

28 THALES THALES AVIONICS SAS

29 CAMBRIDGE THE CHANCELLOR, MASTERS AND SCHOLARS OF THE UNIVERSITY OF CAMBRIDGE

30 QUB THE QUEEN'S UNIVERSITY OF BELFAST

31 PADOVA UNIVERSITA DEGLI STUDI DI PADOVA

32 XRG XRG SIMULATION GMBH



2 Publishable Summary

Project Context and Objectives 2.1

Thermal behaviour of aircraft has recently become a crucial subject, for many reasons:

The increasing number of complex systems required by modern, more electric, commercial aircraft (the total heat load generated by equipment has almost doubled in ten years)

The introduction of hotter engines with higher by-pass ratios (the temperature of the engine primary flux increased by more than 150°C since the A320)

The increased use of composite and lightweight material in aircraft structures (a carbon/ epoxy composite material is a hundred times less conductive than aluminium alloy)

The confinement of highly dissipative equipment and systems in smaller areas to gain space for passengers and cargo

New advanced techniques to manage the aircraft thermal behaviour at the very early stages of development are essential to take the right configuration decisions while meeting market demands. And, to work efficiently and with emerging innovative solutions, it is essential to perform thermal management at the global aircraft level. Today, thermal studies are performed for sizing, stress or risk analyses in the context of systems and equipment integration.

The TOICA project intends to radically change the way thermal studies are performed within aircraft design processes. It will enable architects to manage the thermal impact on the overall aircraft architecture (which today is not possible) that will provide an optimised thermal behaviour of the overall aircraft. This will be shared in the extended enterprise with design partners through a collaborative environment supporting new advanced capabilities developed by the project:

An Architect Cockpit, to allow the architects and experts to monitor the thermal assessment of an aircraft and to perform trade-off studies

Super-integration, to support a holistic view of the aircraft and to organise the design views and the related simulation cascade

It will be achieved by:

Proposing thermal architectures for improvement of conventional aircraft configurations as well as innovative architecture for the next aircraft generation, based on realistic industrial examples. These will be tested and validated in near-program conditions within an extended enterprise environment

Improving the means for aircraft thermal experts and architects to better perform their operational role of design leader and arbitrator within the multi-partner and multidisciplinary design environment of today. A dedicated thermal architecture environment will be developed to support the decision process for aircraft design (Architect Cockpit)

Studying new concepts for improved thermal load management of aircraft components, systems or equipment, integrating innovative cooling technologies and better exploitation of thermal heat sinks

Developing multidisciplinary methods and simulation capabilities for new thermal aircraft concepts evaluation

The Behavioural Digital Aircraft (BDA) platform produced by the CRESCENDO project (2009-2012) is a key input and enabler for the project. TOICA will fully exploit the environment and develop additional capabilities to enable the non-conventional interaction of the different elements of the thermal dataset.

Six use cases illustrating new thermal strategies will demonstrate the benefits of the TOICA approach on realistic aircraft configurations.



Figure 1: Description of the six TOICA Use cases

Throughout the project, a number of technical “plateau” sessions are organised with architects from the main industrial partners (Airbus, Dassault Aviation, Alenia, Airbus Helicopters) and involve the whole consortium to:

Test and improve the trade-off processes that will be increasingly instrumented by the capability enablers

Validate the definition, selection and evaluation of thermally optimised aircraft configurations

These “plateaus” represent major milestones and are held as face-to-face and virtual meetings to “drumbeat” the progress of the project.

In parallel, Technology Readiness Level (TRL) evaluations are put in place to assess the maturity of the developed technologies and support the deployment and exploitation of the TOICA results.

Work Performed and Main Results Achieved 2.2

The second year of the project is aimed at consolidating and validating the capabilities specified by plateaus actors. Thanks to the two plateaus held in Period 2, MSP3 and MSP4, the first implementations and tests occurred with the support of all Partners.

These implementations were motivated by various drivers:

The validation of the detailed requirements

The tests by the operators of the capabilities supporting trade-offs

The convergence of the use cases to the targeted demonstrations: overall readiness, benefits description, development of the To-Be vision

The assessment of the new concepts and methodology according to the TRL criteria

The consolidation of the trade-off processes and the associated end-to-end scenarios



The qualitative analysis of the benefits in exploiting the TOICA approach for aircraft programs and for Partners more generally

All these tasks will be continued and matured during Period 3, until finalization.

In the second Period, TOICA brought promising demonstrators forward, step-by-step, earning more engagement and buy-in from Architects and Experts, including their direct participation to plateaus and their preparation. Our results were then shared through different channels such as internal newsletters, scientific conferences and technical papers.

2.2.1 Milestones and plateaus

The third project milestone (MSP3)

MSP3 provided the first demonstration of our capability to manage trade-offs. The result captured at M13 reflects significant effort in specifying and developing either the missing models or the links between these models. At the end of the first year, the trade-off methodologies chosen on the plateaus were well described and documented. The key inputs to the trade-off processes were available and the first steps of those processes were demonstrated. The MSP3 milestone was considered as reached! AIRBUS (September 15th -17th 2014 – Toulouse)

Plateau teams started assembling the components of the processes to be used in the context of the trade-offs. Most of the input data were available and all the models were under development or improvement. The first collaborative processes were run at the plateau, supervised by architects.

The MSP3 Airbus NEO and NSR plateaus provided a great overview of the efforts done during the first period for the integration of the TOICA capabilities in trade-off processes.

2.2.1.1 Dassault Aviation (September 22nd 2014 – Saint-Cloud)

The baseline architecture and the relevant dataset have been installed in the collaborative environment that Dassault Aviation uses for TOICA (Catia V6 R2014X). Different levels of models provided by LTS were integrated and their use in an integrated simulation was demonstrated at MSP3. The wing anti-ice simulation process integrated an improved model for the water film. The collaborative process involving the exchange of requirements, data and models was validated.

2.2.1.2 Alenia Aermacchi (September 22nd -24th 2014, Napoli)

The dataset representing the baseline configuration was used to instantiate the thermal trade-offs through the Architect Cockpit prototype. The capabilities supporting the definition of the simulation models starting from parametric representations of the configuration were successfully validated. The workflows and the simulation models needed to support the aircraft-level trade-off studies were demonstrated (aircraft thermal model, wing fuel tank thermal model, ECS and Bleed System models). The way forward on follow-up implementations and on capabilities developments was agreed in order to reach the expected results at MSP4.

The fourth project milestone (MSP4)

The MSP4 milestone consisted in a series of five plateaus that took place in March and April 2015, at Airbus Operations (2 plateaus, NSR and NEO), Airbus Helicopters, Alenia Aermacchi and Dassault Aviation sites. Through trade-off study processes, several capabilities and project results were successfully demonstrated in the presence of architects and project members. The first associated benefits and links with project objectives were presented and discussed.

To support the trade-off studies, many capabilities were successfully used in every plateau. In particular:

Bi-directional exchange of information between platforms using BDA web services – see deliverable D13.2 “BDA Architecture”.



Architects’ Cockpit (live demonstrations were performed) – see deliverable D12.2.

Thermal Cockpit presentation by the users who explained how to manage the co-simulation between an aircraft thermal model and system models (e.g. ATA36 and ATA21).

Development of more complex and mature models (for fuel system, avionic bay, cooling technologies).

Integration of many models (operational models, zonal models, and system models) in the overall thermal assessment process.

Super Integration demonstrations, with the Value Assessment approach and Simulation Intent approach – see deliverable D11.2.

Many measurable improvements from MSP3 were shown. Roadmaps to the next project milestone, MSP5 in October 2015, were also agreed by the participants.

2.2.1.3 Airbus NSR (March 23rd & 24th 2015 – Toulouse)

Most of the steps of an end-to-end (E2E) trade-off process have been played at MSP4. The key components of this process have now been integrated in Airbus IT platforms.

The rapid exploration of alternative architectures and their evaluation against the Value Creation Strategies have been demonstrated using partially integrated Value Assessment and Super Integration tools. A major step towards data traceability, one of the key objectives of the architects, has been achieved using collaborative platforms, and exchanging data between Architect and Thermal Cockpits (i.e. thermal expert simulation environment), respectively 3DExperience and TeamCenter.

An enhanced Thermal Cockpit has been shown with more automated processes implemented so as to increase the development process efficiency of Global Thermal Aircraft (GTA), which is one of the key business objectives (see figure). The integration of system routing thermal models, operational models and co-simulation between Amesim and NX/Thermal (for ATA36) was successfully illustrated and supported the concept of Pyramid of Models promoted in TOICA.

As the last step of the trade-off process, two different architectures, NSR bleed and NSR bleed-less (More Electrical Aircraft), were compared in the Architect Cockpit.

Figure 2: Links between the Architect and Expert environments

Co-simulations with models of different levels of detail were also demonstrated for a number of use cases, thus further maturing one of the key objectives: business benefits from robust design. To support architects in the decision making process and for quality gates, decision capture and uncertainty links to the Architect Cockpit were also shown and the future steps discussed.

The MSP5 target is to show the expected maturity of all capabilities supporting an E2E trade-off process integrated in the Airbus platform. GTA will be enriched with additional aircraft systems (ATA28, ATA24) and more automated system integration, such as ATA21, thus further reducing lead time of the aircraft development process and increasing the fidelity of thermal results.



2.2.1.4 Airbus NEO (March 25th 2015 – Toulouse)

The collaborative MDO process for pylon design was run live with surrogate models. Automated branches of the rapid sizing process were also described. The overall process was managed through a BDA compliant SimManager (MSC) instantiation and supported by BRICS (NLR). Initialization and configuration were demonstrated from the pylon Architects’ Cockpit currently implemented in the Airbus IDLab. Structure parameterization and promising optimisations (Minamo, Presto or Boss Quattro) were executed live. Impact assessments on the structural weight, the inner ventilation mass flows and the cooling weight are targeted for MSP5.

Complementarily, in the powerplant thermal integration use case (see figure), preliminary calculations (in steady-state) have been performed to identify influential parameters and to quantify first benefits. Several ventilation architectures have been run to find the optimized ventilation for pylon interface. With a core compartment ventilation optimization integrating pylon constraints, a first analysis on the rear mount and the lower panel temperatures highlighted promising impacts on weight.

Super Integration demonstrations were performed as well as some new techniques for the Architects’ Cockpit. In this demo the Super Integration approach was applied at a component level, with the new thermal management for the rear casing of the engine. The target is now to finalize the overall process with SNECMA for MSP5.

2.2.1.5 Dassault Aviation (March 27th 2015 – Saint-Cloud)

The MSP4 plateau at Saint-Cloud was the occasion for the partners DASSAV, LTS, and DS to show improvements towards the main objective of being able to make efficient architecture trade-offs during very early design phases. During these phases, Request For Information (RFI) and Request For Proposal (RFP), the most suitable partners and most promising vehicle architectures must be selected to meet the aircraft requirements. It is a key challenge to be able to make the right selections through assessments at multi-systems and aircraft levels, and not only at each sub-system level. For this purpose, a new enhanced process involving model exchange and evaluation between a systems integrator and partners (DASSAV and LTS) has been set-up and described during the plateau and the most important elements have been illustrated (see figure).



In particular, the improved MBSE process is compatible with early design phases and detailed design phases too. The use case includes various types of models, mainly based on standards (e.g. Modelica and FMI) and on surrogate models. An associated process to manage the Pyramid of Models in an operational context (e.g. IP management) has been presented. The complete trade-off process will be demonstrated during the next plateau in October 2015.

2.2.1.6 Alenia Aermacchi (March 31st - April 2nd 2015, Napoli)

The complete trade-off scenario from definition of aircraft configuration to thermal analysis, to ECS and bleed system modelling and to engine bleed off-take estimation was played, although not all parts were run “live”. An instantiation of the Architects’ Cockpit was used to manage the trade-off workflow up to specialist level. The connection between the Architects’ Cockpit (MSC) and Simulation Expert environment (SIEMENS) via a BDA-compliant format was demonstrated as well.

Live simulations were performed considering ground and flight conditions to assess key parameters required for system and aircraft architect decisions in terms of system and aircraft configurations. For the wing fuel tank thermal activity, many results were shown in terms of CFD thermal analyses (PADOVA) of both aluminium and composite wing fuel tanks.

A comparison with lumped parameter models (SIEMENS) was performed. In particular, the effects of heat release in the tank on the thermal transient evolution of the fuel tank thermal field and on the exponential time constant were assessed.

PADOVA presented the semi-empirical and numerical model defined for the evaporation and condensation on a small scale volume corresponding to one single scaled fuel tank bay. These results have demonstrated the feasibility of the evaporation and condensation implementation within the 3D CFD model in order to improve the ullage representation from both thermal and Jet A vapour concentration points of view.

2.2.1.7 Airbus Helicopters (3 April 2015, Marignane)

The Airbus Helicopters plateau gathered the main actors (architects, thermal experts, ECS of AI-H and Siemens PLM specialists), with additional support from Dassault Systems. Consolidation of the trade-off related to the thermal management of an avionics bay has been achieved and shown.

The main activities concerned the establishment of a data model (using contributions from Siemens) and the consolidation of an end-to-end process (using contributions from DS) allowing the definition



of new architectures, the realization of associated aero-thermal analyses and the reporting dedicated to a quick comparison of different designs.

Several live demonstrations based on the dynamic use of the data model showed its strong links with the CAD, as well as the capability to define internally new configurations of study in a multi-partner context. The use of the automated simulation process in the plateau context demonstrated the potential to generate results more rapidly and to compare architectures (variations of design and changes of equipment location).

As a conclusion of the plateau, the improvements that have been identified in the short term concerned the implementation of gateways between the data model and the processes, the management of studies using the data model and the definition of indicators guiding the architecture choices.

2.2.2 TRL reviews

We followed our strategy of internal TRL reviews for key results of the project (see Figure 3: TRL roadmap).

Figure 3: TRL roadmap

During Period 2, the following reviews were conducted successfully, in presence of a panel of aircraft architects, industry representatives and Management Committee members:

Super-integration: TRL2 achieved – 10th October 2014

Architect Cockpit: TRL3 achieved – 26th June 2015

Flexible Model Generation: TRL2 achieved – 14th October 2014

7-8 Oct 2014 MSP3 Synthesis & Review 4

Overall RoadmapTRL Reviews

Kick-Off

TRL1

TRL2

TRL3

TRL4

Closure

M1-M12 M13-M24 M25-M36

2014 20162015

Data set creation

Plateau objectives

Trade-off Scenarios

MSP1

MSP2

MSP3

MSP6

MSP7 MSP8

Forum

3

4

Architect Needs

MSP4

Experiment Super Integration

Define Trade Off Operations

Validation of the TOICA HLO

Define SI scenarios

Project TRLs

Plateaus

IntermediateTRLs

1

M12

2

TRL2 - Thermal Trade-Off Capabilities

TRL3 - Architect CockpitTRL3 - Flexible Model Generation

Validate Trade Off Capabilities vs Operations

MSP5

M24

https://www.eurtd.org/LotusQuickr/toica/PageLibraryC1257BF10050A5AC.nsf/h_2F5BA13D285DE5F4C1257C5C00347074/087EF46610FC73BAC1257E53005BA273/?OpenDocument



Flexible Model Generation: TRL3 achieved – 26th June 2015

And finally at Project level:

TOICA Thermal Trade-Off Capabilities: TRL2 achieved – 8th April 2015

Links between TRL assessment activities are illustrated in Figure 4 extracted from the TOICA DoW.

Figure 4: Interdependence of the TRL assessments of TOICA capabilities

Delivering the Thermal Trade-Off Capabilities assessed at TRL2 was a key milestone in the project progress. Plateaus MSP2 and MSP3 widely contributed to their maturity. MSP4 in April 2015 also brought several demonstrators and the first concrete evidence of the proof of concept needed to support the TRL3 review planned at the end of 2015.

2.2.3 Main deliverables

The technical activities were mainly driven by the preparation for plateaus and the following project expectations:

Validation of the detailed requirements cascaded through the project and submitted to developers (D51.1)

Maturation and improvement of the capabilities supporting trade-offs, as tested during plateaus (D13.2)

Operational demonstration of Super-integration (D11.2), Architect Cockpit (D12.2) and library of models (D22.3)

Consolidation of the trade-off processes and the associated end-to-end scenarios, as demonstrated during plateaus (D31.2)

Demonstration of technical solutions provided by use cases (D31.3, D32.2 and D34.1) First assessment of benefits as captured during plateaus (D42.1 and D43.2) Assessment of the relevance and maturity of the technical solutions (D51.2) Application of management rules and extended dissemination activities (D53.4), internal

newsletters #3 and #4

Most of these deliverables documented evidence used for TRL reviews of corresponding results.

Expected Final Results and their Potential Impact and Use 2.3

2.3.1 Impact on aircraft development costs

TOICA will contribute to:

https://www.eurtd.org/LotusQuickr/toica/PageLibraryC1257BF1005012B2.nsf/h_Toc/BC008F5A771D65ABC1257E20004809F8/?OpenDocument

https://www.eurtd.org/LotusQuickr/toica/PageLibraryC1257BF3004E7F63.nsf/h_8203954C4FA72A42C1257BF3004ECE80/5B09D676149FF667C1257E21002CE655/?OpenDocument



Reducing by 10% the equipment development cost thanks to a more robust specification process allowing equipment suppliers or risk sharing partners to design systems and equipment according to more realistic margins.

Reducing the costs and time associated to integration and installation of systems and equipment in aircraft by significantly reducing the need for late rework.

TOICA will provide important changes to current business practices through an introduction of a more robust, rigorous and collaborative design approach. The expected changes focus on the interactions between airframers, integrators and system designers. They are characterised by more efficient and robust specification and validation processes as the consequence of a new collaborative modelling and simulation approach.

TOICA capabilities will then reduce design lead time by offering the capacity to perform much more upstream analyses to get a right-first-time product design.

2.3.2 Impact on aircraft operational costs

In parallel to trade-off capabilities, TOICA considers new technologies as a key source of innovation in thermal management and the driver of the next thermal concept aircraft.

Through its 6 use cases, new methods and processes will be investigated for integrating new technical solutions or more integrated system architectures.

From these investigations, TOICA will contribute to optimising the thermal energy efficiency at aircraft level and to reducing the global energy consumption necessary for thermal loads management.

TOICA will demonstrate at the end of the project:

A reduction by 5% of the energy/power consumption used for active cooling or controlling (heating) of systems

An increase of the Mean Time Between Failure (MTBF) by 15% as the direct impact of more equipment-dedicated specifications

2.3.3 Impact on collaborative design

The concept of this project is built on various elementary enablers (Super-integration, Architect Cockpit, robust design, multi-level modelling and simulation capabilities, etc.) able to support and enhance the current trade-off approach. The intent is to offer architects and experts the opportunity to build and manage from end to end the complete Pyramid of Models allowing incremental and flexible analyses of aircraft alternatives and a better selection thanks to support for decision making.

TOICA will permit the deployment of collaborative methods to support the multi-level and

multidisciplinary analysis and optimisation of new thermal aircraft architectures in order to:

Improve the overall multidisciplinary conception of aircraft during the architecture phases Optimise the overall energy management of the aircraft by better controlling the thermal

sources and sinks in the aircraft Reduce thermal constraints on systems and structure, and thermal risks Reduce weight and complexity by seeking a fully integrated structure / systems thermal

design

2.3.4 Impact on supply chain

TOICA will use the Behavioural Digital Aircraft (BDA) environment to support the architecture of new thermal concept aircraft, thus enabling integrated multidisciplinary teams to work in the extended enterprise. The project expects to demonstrate to architects the following impacts:



Reduce by 50% the lead time of an aircraft thermal architecture assessment to drop below three months

Shorten by 6 months the equipment development process by improving the exchanges of thermal requirements with the suppliers by sharing the overall thermal view information across the supply chain

2.3.5 Public impact

TOICA communicates with the aeronautical community as a whole using means such as conferences (including one dedicated TOICA session during Period 2 at the EASN Workshop), newsletters, and the public website (www.toica-fp7.eu). A film summarizing the project main objectives and results is in preparation for Period 3.

The contact point for the project is [email protected].

http://www.toica-fp7.eu/

mailto:[email protected]

Documents

TOICA Publishable Summary from the M24 Periodic Report · TOICA_M24 Periodic Report_R1.0_PublishableSummary.docx PU - Public TOICA FP7 – 604981 Page 4 of 13 2 Publishable Summary