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LMS NewsSiemens PLM Software

Meet the innovators in aerospace engineering

Issue 28 | February 2015 | siemens.com/plm/lms

Rolls-Royce

Radical new simulation techniques to improve system-level testing

IRKUT The role of virtual integrated aircraft

Airbus Helicopters Eurocopter simulated and tested with LMS solutions

04 – 05 Fly before you build

The aviation industry is undergoing a revolution, but change of this magnitude does not happen overnight. Today, LMSTM solutions and services are in the right place with the right engineering insight to help design the future’s greener-and-cleaner airplanes.

06 – 09 The brave new world of engineering Rolls-Royce and the Trent XWB engine

For months, the test team on the new Trent XWB engine at Rolls-Royce had been working on process improvements to gain better reliability on its engine-driven hydraulic pump test bench. This is what happened when the team led by Dr. Adam Harris turned to LMSTM Engineering services and LMS Imagine.LabTM software for support.

10 – 13 Breaking the composite barriers Airbus Group Innovations

Aircraft manufacturers need to reduce fuel consumption and lower emissions and that means developing lighter planes. The best way to accomplish this is to use new, lighter composite materials to minimize the weight. Read why Airbus Group Innovations counts on LMS Samtech SamcefTM software when it comes to innovative composite design.

14 – 17 Reducing modeling time by 80 percent

Russian aircraft company IRKUT slashed the modeling time for its new MS-21 commercial airliner by 80 percent using LMS Imagine.Lab software. Certainly, the software made a big difference, but the virtual integrated aircraft (VIA) concept played an important role as well.

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LMS News | Aerospace Special

18 – 21 Eurocopter Designed and tested with LMS solutions

Airbus Helicopters, formerly Eurocopter, has counted on LMS solutions for years. Today, the company uses LMS Imagine.Lab to significantly reduce prototype costs on the new Eurocopter EC175 while the NH90 is put through its testing paces with LMS SCADASTM hardware.

22 – 25 Hispano-Suiza and the Embraer KC-390 Pioneering electronic systems

Hispano-Suiza is a pioneer in the design, development and production of electronic power controllers for airborne applications. So it is not surprising that Brazilian aerospace manufacturer Embraer got them onboard for the electrical distribution work for the Embraer KC-390, a medium-size, twin-engine, jet-powered military transport aircraft.

26 – 29 The challenges of the Airbus A380 flutter campaign

The Airbus A380 flutter campaign called for a better defined and equipped testing installation. This meant digging a bit to find the right kind of process. LMS Test.Lab™ Flutter Analysis software helped the team in Toulouse validate data efficiently and effectively.

30 –31 Food for thought

Global space programs are constantly under pressure to reduce development time and cost. This significantly influences space-testing technology. Will hot topics like multi-input excitation, direct field acoustic exposure (DFAX) and nonlinear dynamics be the new standard? Or will improved virtual testing reduce testing time cycles and cost while increasing test confidence and safety?

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Aerospace Special | LMS News

»Our simulation and testing solutions help create competitive advantages by promoting innovation in aircraft design and manufacturing.«

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Well, you might have already guessed by the Airbus aircraft on the cover that this LMS News issue is all about aerospace engineering. And about how LMS simulation and testing solutions help companies like Airbus and aerospace suppliers such as Rolls-Royce optimize the entire design process from the concept phase until the final, validated prototype. In combination with LMS Engineering services, we help our customers, such as the Russian aircraft manufacturer IRKUT, adopt new model-based systems engineering (MBSE) processes to enable model-based and integrated-system simulation, or virtual integrated aircraft (VIA) analysis, and to use real-time simulation for pilot-in-the-loop (PiL) analysis, and hardware-in-the-loop (HiL) simulation of aircraft systems, or virtual iron bird (VIB). With our solutions and services, we can help integrate these new engineering processes to deliver the innovation that aircraft manufacturers and suppliers need to cope with future industry challenges.

Managing complexity to realize innovation When you have complex interconnected systems, like in modern airplanes, you will have interface issues and this translates to potential development risk. Just think what a significant role electronics play in today’s airplanes. Electrical systems have to control flight control surfaces, engines, the landing gear, the cabin pressure system, and air conditioning and, let’s not forget the entertainment systems. Systems-level solutions that help verify and validate design concepts early in the process, like those using LMS Imagine.Lab software, are essential to address the complexity issue of aircraft development.

Increasingly, innovation happens at the intersections between different systems and within individual systems; for example, between mechanical design and controls. This in turns leads to increasing complexity and with it more risks to manage in the early design phases. Accurate systems-level modeling and simulation, including the interaction at the various intersections, is essential to achieve successful innovative designs. In this issue, there are numerous systems-level simulation examples, like the use of virtual integrated aircraft (VIA) analysis at IRKUT and the virtual test bench at Rolls-Royce.

Verification and validation Verification and validation is a critical aspect of an aircraft program’s success. It provides in-depth understanding throughout the design process by closing verification and validation loops during each step of the process. Today, we are seeing verification and validation testing loops, either virtually or physically, much earlier in the process.

Interestingly, the increased use of simulation for verification and validation further pushes technology and applications for physical testing, making testing smarter, by using upfront simulation, or combining with simulation. The LMS testing solutions integrate such new concepts, increasing the effectiveness and the efficiency of aircraft ground vibration testing (GVT), or enabling companies like Airbus to streamline its flight flutter analysis processes on the A350 XWB.

Making the right decisions with Siemens PLM Software Today, LMS solutions can be part of an immersive environment for product lifecycle decision-making based on digital development processes and product lifecycle management software, such as NXTM software and Teamcenter® software. LMS solutions are already integrated into Siemens PLM Software solutions for aircraft verification and validation workflows and systems integration process management. Most recently, the global Siemens PLM Software composite ecosystem has been extended to include LMS Samtech software, which can interface with NX Laminate and the Fibersim™ portfolio of software for composites engineering.

The examples in this issue illustrate how our systems-level simulation and testing solutions help our customers to create competitive advantages by managing complexity, diminishing risk and promoting innovation in aircraft design and manufacturing. Integrated into streamlined, “fly-before-you-build” processes, LMS simulation and testing solutions will deliver valuable engineering insight and understanding of real physical product behavior to create aviation success stories for decades to come.

Dr. Jan M. Leuridan CEO, Simulation and Test Solutions Siemens PLM Software

Fly before you build

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The brave new world of engineering

Radical new simulation techniques help Rolls-Royce understand engine hydraulic system performance early in the Airbus A350 development process. You might wonder what Umberto Badiali, a 26-year-old Italian engineer from Turin, has in common with the new Airbus A350? Or the Rolls-Royce Trent XWB engine that powers these giant airplanes for that matter?


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The brave new world of engineering


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The Rolls-Royce engine going through its paces on the physical test bed.

Covering all the angles Because of the nature of the hydraulic hardware integration, Harris and his team had to cover quite a few angles. Comprehensive simulation work on the hydraulic system on the engine would need to include detailed models of the key system components, the Rolls-Royce hydraulic loading scheme and the Rolls-Royce hydraulic piping architecture that was used during the actual testing. From end-to-end, the whole system architecture, components and features were hydraulically modeled and compiled into a single high-fidelity simulation by Badiali, the young and talented engineer.

“It was quite an interesting project for me. It was the first time I worked with test engineers. Normally, I am always working with simulation experts so it was really interesting to see how focused they were on the results and on solving the issue at hand,” says Badiali.

Bring on the data As you can imagine, this took a few weeks of developing parameters and data gathering, sorting and inputting, model development and validation, but eventually the model got the green light.

“The process for me was actually quite challenging because we had to get the data we needed from not only for the Rolls-Royce hardware, but also for the pump and aircraft hardware. We did count on our past experience and test-simulation correlation techniques to fill a gap or two,” admits Badiali.

When Badiali and Harris were finished, Rolls-Royce owned one powerful simulation tool to analyze typical hydraulic loading test sequences and closely investigate the pump interaction with the loading system.

“When you think about the amount of expert hours and effort that you don’t need to spend on engine testing anymore, you start to realize that a project like this is a huge cost savings. Not to mention all the time and effort that had been spent on empirical work without a tangible result,” adds Harris.

Well, let us tell you a little story. As part of the LMS Engineering services MBSE team in Lyon, France, Badiali was assigned to Dr. Adam Harris’ project up at Rolls-Royce in Derby, England, where they design, build and test the Trent XWB engine for Airbus. Harris had previously worked at Goodrich and Airbus. He joined Rolls-Royce to oversee and improve hydraulic test bench facilities using a simulation approach to gain valuable insight into engine hydraulic system behavior during the test process. He was specifically brought on board to investigate the performance characteristics of engine-driven hydraulic pumps during hydraulic loading tests in conjunction with optimizing the hydraulic loading process.

For months, the test team at Rolls-Royce had been working on process improvements to gain better reliability with the loading system and to understand its representation of aircraft systems on the engine-driven hydraulic pump test bench.

“There had been some need for the improvement of performance and reliability which at the system level were proving difficult to fully understand. Simulation and analysis hadn’t been used to support at this point. It was purely empirical work,” states Harris, technical project manager at Rolls-Royce’s Test & Measurement Engineering Center. “Just using traditional methods was a rather long-winded and protracted route to understanding the system behavior. We knew we needed to use analysis and simulation to gain insight into dynamic interactions within the system.”

And this is where the LMS portfolio came into the picture. Rolls-Royce already was working with the LMS Imagine.Lab AmesimTM software hydraulics package as a standard software within the Fluids Systems department.

“The LMS solutions have a well-established reputation within the aerospace community for this type of work. And more importantly, we knew that beyond the life of this particular project, we would have a high-fidelity model that could be integrated within our own LMS Imagine.Lab Amesim work. There was future proofing, if you like,” Harris adds.

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Simulating the root cause After a period of time, the team at Rolls-Royce started to reproduce the LMS simulation model behavior that they had seen on the test bed hardware. This included pressure surges, and fluid cavitation caused by fluid inertia, piping specificities and system control. In layman’s terms, the spikes and surges were occurring due to a combination of very long rigid pipe and fast closure time frames in the system valves.

“We were simulating the hydraulic loading precisely as it would occur on the pump in the engine test bed,” explains Harris. “Obviously, in an engine test bed, we don’t have a complete aircraft hydraulic system like you would find on an actual plane. To try and simulate the effect of the aircraft hydraulic system on the engine-driven pump, we introduced a piece of equipment called a hydraulic loading simulator.”

This simulator effectively places resistance to the flows in the hydraulic high-pressure lines downstream of the pump. Through a variation of this resistance, one can broadly simulate the effect of the airframe’s hydraulic system and components on the pump.

“We discovered during this simulation study just how sensitive flow rate set point changes were on pump response behavior with the hydraulic loading valves operating in a timeframe of 100 milliseconds,” states Harris. “Pressure surging events combined with a high inertia fluid system were putting the pump into cavitation. This can lead to damage and eventual destruction of the pump and damage to the loading components.”

Meeting halfway The study showed that the pump design and its loading system should be integrated better. Dr. Harris and his team were able to study and improve this integration using the LMS modeling work.

“With the information we have, we can try to design a more comprehensive loading system. The modeling has helped us identify the best way to go forward. This has

certainly been an added benefit of the LMS Engineering project,” adds Harris.

The way forward Going forward, the airframer did receive the LMS modeling information from Rolls-Royce and listened carefully, taking the information on board as it matched in-flight observations. Harris hopes it will be the glue that brings the airframer, engine

manufacturer and component supplier together to design a robust and integrated system, including the hydraulic pump, engine off take and aircraft loading system.

“When you take the physical pump, bolt it on the engine gearbox and mount the combination on the aircraft, this is when the most complex use case configurations arise. Simulation and analysis can certainly help pre-empt some of these challenges,” Harris says. “From our side, we are developing a new loading system using all the benefits from the modeling exercise. We are certainly ahead of the game in specifying a new, more robust hydraulic system.”

“It was in the best interest of all the parties to work on this hardware integration and I think that the airframer is quite satisfied with the in-depth information,” he adds.

And Badiali? Well, he was actually quite busy making some models for Harris again. This time, for the Trent XWB cold-start test planned in northern Canada, where temperatures can reach a glacial -40 Centigrade.

“We do have in-house modeling capability. We wanted to take advantage of the LMS expertise with this type of pump. We knew that LMS experts had modeled and worked on this before.” Dr. Adam Harris, Technical Project Manager, Rolls-Royce


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Breaking the composite barriers Airbus Group Innovations has realized technological excellence and significant breakthroughs in aircraft composite design using Siemens PLM Software technology, specifically LMS Samtech Samcef software.

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Maintaining a leadership position Today the main challenge for aircraft manufacturers is reducing fuel consumption and emissions. The best way to accomplish that is by increasing the structural efficiency and reliability of aircraft and using new, lighter composite materials to minimize weight.

Within this framework, engineers need to maintain control of the design by predicting all types of potential defects in the structural components made of composites. Compared to metals, composites exhibit very specific failure modes. In order to provide safe designs that fully exploit the potential of these new materials, aircraft stress engineers need to identify possible delamination as well as damages that may appear inside the plies of the layered composite structures.

Additionally, the nonlinear geometric effects of thin-walled composite structures are complex to analyze and cannot be ignored. Advanced expertise in nonlinear analysis is required to obtain accurate results so that realistic safety margins can be determined.

Airbus Group Innovations (formerly EADS Innovation Works) is the corporate research and technology department of Airbus Group. Its primary mission is to develop technological excellence and breakthroughs to support industrial innovations within its divisions: Airbus, Airbus Defence and Space (formerly Cassidian and Astrium) and Airbus Helicopters (formerly Eurocopter).

Its secondary objective is to share competencies between these commercial entities to help Airbus Group maintain its leadership position in an increasingly competitive global environment. Airbus Group Innovations primarily works with Airbus and Airbus Helicopters on its composite analysis research, which requires an innovative and advanced concept for design and deployment in new aircraft programs.

Virtual testing is an essential tool to decrease the number of physical tests on composite components and to support aircraft certification, and Siemens PLM Software plays a vital role in this process for Airbus Group Innovations by providing LMS Samtech SamcefTM software, a finite element analysis (FEA) package dedicated to mechanical and structural virtual prototyping. LMS Samcef is used in numerous industrial fields for everything from basic to advanced projects.

Indeed, during the past 20 years, the LMS SamtechTM software development team has built a strong relationship with Airbus Group Innovations, especially in the area of

composite technologies.

Providing a foundation With more than 35 years of experience working with leaders in the aerospace industry, Airbus Group Innovations experts perform research and assist aircraft original equipment manufacturers (OEMs) with the implementation of dedicated structural analysis technology and optimization scenarios as well as solid predictive solutions for

composites. Airbus Group Innovations improves its knowledge by enabling the simulation of composite material damages so it can analyze large composite thin-walled structures. For full-fledged programs, efficiency improvement projects include developing dedicated and improved models, which take into account modeling possible failures in the composite structure.

“The successful implementation of these laws in the nonlinear LMS Samtech finite element solver was completed with the support of the Siemens PLM Software team.”Serge Maison Le-Poec, Head of Structure Analysis, Airbus Group Innovations

Virtual testing is an essential tool to decrease the number of physical tests on composite components.

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“The Airbus Group Innovations team dedicated to advanced composite analysis and simulation is used to incorporating engineers from the French university Ecole Normale Supérieure de Cachan (ENS Cachan), especially from its Laboratoire de Mécanique et Technologie (LMT Cachan),” says Didier Guedra-Desgeorges, vice president and head of the Technical Capabilities Center Structure Engineering, Production & Aeromechanics at Airbus Group Innovations. ”The very high level of the research programs and the number of new composite material laws and models for composite structure damage developed by LMT Cachan explains the strong relationship between us.”

Guedra-Desgeorges adds, “Laboratoire de Mécanique et d’Acoustique, Aix-Marseille University (LMA Marseille), another French university laboratory working in the same field, is also a research partner of Airbus Group Innovations. The LMS Samtech development team is the cornerstone of these partnerships, contributing to the dissemination of these new material laws thanks to the implementation of these advanced concepts into its LMS Samcef solver.”

Gaining a deeper understanding Given the growing competitive pressure, it is important that the Airbus Group reacts extremely quickly to the needs of the market by designing products right the first time and by using new methodologies for integrating advanced modeling of composites.

“Thanks to the implementation into LMS Samcef of advanced composite material laws developed in collaboration with LMT Cachan and LMA Marseille, Airbus Group gained much deeper physical insights, thus extending the gap with its competitors by positioning itself as the first and leading research department able to offer such advanced expertise,” says Guedra-Desgeorges.

The formulation of the selected model has been extensively validated against experimental results. It allows for taking into account the different kinds of failure modes and damages of composite materials, as well as the interdependencies of these phenomena.

“The successful implementation of these laws in the nonlinear LMS Samcef finite element solver was completed with the support of the Siemens PLM Software

“The fact that LMS Samtech software provides a robust, state-of-the-art technology environment in an industrial context is strategic for us.”

Correlation between LMS Samtech (bottom) and test results (top) showing damage on a helicopter blade.

Increasing loading

Results of experimental testing

Results of simulation with LMS Samtech Samcef

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team,” says Serge Maison Le-Poec, head of Structure Analysis at Airbus Group Innovations. “Even if openness is available via material user routines, a native implementation in commercial software provides a more reliable solution.”

He notes, “Advanced numerical regularization techniques have been set up in order to preserve good convergence properties of such highly nonlinear analyses, including strong discontinuities. The fact that LMS Samcef software provides a robust, state-of-the-art technology environment in an industrial context is strategic for us.”

This new functionality has been successfully tested by Airbus Helicopters for the prediction of the nonlinear structural behavior of a composite blade, including a transverse crack. The precise correlation between the simulation and the physical test results confirm that it is possible to analyze complex scenarios on composite structures. Thanks to the demonstration of its methods and models reliability and the extension of the spectrum of analyses to real-life complex behaviors on composite structures, Airbus Group Innovations has positioned itself as a leader when applying for existing and new industrial programs.

Realizing clear benefits The trend is to use simulation of composite components in parallel or as a complement to physical testing. Within the full aircraft design process, the use of simulation tools is now virtually essential in order to satisfy the requirements of the certification authorities, while saving time and

money. The accurate analysis models for composites provide a better understanding of the physics of failure. With the knowledge of what the effects of a failure are on the composite structure, better designs can be proposed with more precise safety margins.

This provides significant benefits to aircraft OEMs. The definition of more accurate safety margins by the stress department of aircraft OEMs enables lighter weight composite structures and a reduction in costs. Together with the support and expertise of the LMS Samtech development team, Airbus Group Innovations is working on the deployment of massive parallel computing based on the LMS Samcef nonlinear solver in order to run large scale models for composite damage analysis.

“Further validations are running with Airbus within the European MAAXIMUS project,” says Maison-Le-Poec. “Airbus Group and LMS Samtech software experts are also partners in several research and development projects on composite damage analysis.”

“Airbus Group Innovations is clearly recognized for having set a high standard for engineering service activities to provide tailor-made solutions,” says Guedra-Desgeorges. “The fast adoption of its methods by the aviation industry will improve the industrial design process. Since composite material behavior and life duration are different from the traditional metallic material fracture mechanics phenomena, current air-worthiness methodologies are being adapted to take into account virtual testing of specific failure effects on aircraft composite structures.”

From the composite coupon to large-scale models

The sizing process for composites is based on the building block approach, also known as the pyramid of tests. The knowledge of nonlinear material and structural behavior is built step-by-step, from the coupon to the full-scale structure. Replacing some physical tests on this pyramid by using simulation allows you to estimate the quality of different possible designs without having to build physical prototypes, leading to significant time and cost savings.

Building block approach including the composite structure and virtual and experimental material testing.

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Conquering global markets Today, Russian aircraft manufacturer IRKUT Corporation (IRKUT) aims at conquering the worldwide aircraft market by launching the MS-21, a series of three twin-engine short- and mid-range airliners with a capacity of 150 to 212 passengers. The MS-21 is designed to compete with the Airbus A320 and Boeing 737.

Implementing system simulation Under the MS-21 development project, in 2010, IRKUT started using LMS Imagine.Lab Amesim™ software from Siemens PLM Software. Without any prototype available at that time, IRKUT’s standard approach did not allow design engineers to answer questions as to how these systems would interact, or how they would

Reducing modeling time by 80 percentRussian aircraft company IRKUT slashed the modeling time for its new MS-21 commercial airliner by 80 percent using LMS Imagine.Lab software. Certainly, the software made a big difference, but the virtual integrated aircraft (VIA) concept played an important role as well.

behave in case of abnormal situations. Implemented at the detailed design phase of the project when main system parameters had already been chosen, LMS Amesim is currently used for the hydraulic, environment control, electrical, fuel and anti-icing systems, as well as for engine modeling.

“Thanks to its user-friendliness, LMS Amesim allows us to easily build system models by using standard library components, or by creating our own components, and then analyzing the system’s behavior,” says Anton Poplavskiy, deputy chief of the Engineering and Simulation department at IRKUT. “Unlike other simulation tools, LMS Amesim does not require in-depth knowledge of

how to implement and code physical laws and formulas. Standard validated and maintained libraries offered in LMS Amesim enable our engineers to work with several systems.”

“Compared to our previous solution, LMS Amesim allows us to reduce time spent in building our most complex models by a factor of five,” says Marina Grishina, an engineer in the Engineering and Simulation department at IRKUT.

“At the beginning, given our technical background in hydraulics, we worked only on the hydraulic system, but mastering more and more LMS Amesim libraries, today we are part of the dedicated Engineering

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“LMS Test.Lab Transfer Path Analysis helps us to quantify noise transfer paths in a shorter time and determine whether a potential problem requires a change on our side or a modification to the body or body integration at the OEM.”

Tomohiro Sudo – Denso

and Simulation department, which has been created to support design of several systems,” notes Poplavskiy.

Grishina explains, “For instance, our high-lift system department recently needed to analyze a case of girder damage. Using the LMS Amesim planar mechanical library, we studied this situation and obtained results that were close to the data that was later provided by our supplier.”

The thermal analysis of the pylon has been another technical issue solved using LMS Amesim. In the MS-21, a lot of hydraulic equipment is located in the pylon and hence close to the engine. While the bottom part of the pylon is exposed to the hot flow from the engine nozzle, the blower cools

LMS Imagine.Lab Amesim allows the engineers at IRKUT to easily build system models by using standard library components or their own self-created components to analyze the aircraft’s behavior on an integrated system level.

By launching the MS-21 passenger airliner, IRKUT aims at competing with the Airbus A320 and Boeing 737.

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down its external part. Despite a lack of similar experience, IRKUT managed to simulate the temperature inside the pylon by using LMS Amesim.

“LMS Amesim is constantly evolving in terms of ease of use,” says Poplavskiy. “The latest revision of LMS Imagine.Lab included enhancements in model parameters usability or instant visualization of parameter modifications. Even though these improvements might sound not so important for the design process, they greatly facilitate

modeling and speed up the interpretation of engineering data.”

“Siemens PLM Software has proved to be an excellent support provider,” adds Poplavskiy. “We easily obtain any needed information and reinforce our expertise by participating in training sessions where the Siemens PLM Software team share best practices in system modeling.”

Creating virtual integrated aircraft Regularly participating in Siemens PLM Software aerospace user conferences, in 2012, IRKUT

specialists attended a presentation of the thermal analysis carried out with LMS Amesim. Impressed with the results, IRKUT decided to launch a project aimed at modeling the MS-21’s thermal behavior while taking into account boundary conditions for engine, anti-icing, hydraulic, fuel and electrical systems.

Supported by the LMS Engineering services team, this project has become the first step in applying the VIA concept, which supports the earlier assessment of systems interaction to predict their behavior once integrated into aircraft.

LMS Imagine.Lab™ Sysdm software and LMS Imagine.Lab System Synthesis software have provided a perfect complement to LMS Amesim.

Using LMS Sysdm has increased productivity in the simulation process at IRKUT and has reinforced collaboration among its departments and suppliers by bringing an efficient solution for system model and architecture management according to the structure defined jointly by IRKUT and the LMS Engineering team.

LMS System Synthesis has enabled a systematic approach for getting an appropriate modeling baseline for each of IRKUT’s design considerations. Providing an environment to automate the assembly of complex modeling diagrams, it has also secured the cross-dependencies between systems by ensuring each stakeholder of the modeling activities always has an up-to-date reference dataset properly configured for his work. Each of the design choices can therefore be executed in a controlled process, leaving room for innovation in each department.

“We see several positive aspects in our cooperation with LMS Engineering specialists,” says Poplavskiy. “Thanks to their expertise in the aerospace industry, they provide us with a proven high-performance methodology to secure and optimize our modeling process involving an increased number of internal and external experts. We have to learn as much as possible from this collaboration to be able to apply the VIA approach to our future projects.”

IRKUT analyzes the time before the fluid reaches the temperature required for the hydraulic system startup.

During the VIA project the hydraulic system is analyzed within the wider context of various aircraft systems.

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Summing up and looking forward “There are not so many companies offering such a complete simulation solution,” says Yury Logvin, deputy director of the Design department at IRKUT’s Engineering Center. “Modeling with LMS Imagine.Lab enabled us to minimize the number of errors discovered during the verification phase and obtain an optimal design within the shortest timeline. We are able to modify and test

virtually any parameter without mobilizing considerable financial and human resources, which tests would require. We aim at achieving a 90 percent simulation accuracy level.”

“Our goal is to produce a competitive airplane, and Siemens PLM Software offers tools covering most of the needs to do this,” says Logvin. “For instance, we recently found a solution to a technical issue with ailerons: our tests department had been trying to resolve it for three months whereas with LMS Amesim it took us only a day and a half to model

ailerons’ behavior under the air flow. I believe that multi-domain simulation is our future.”

“Model-based systems engineering allows IRKUT to reduce the number of tests,” says Poplavskiy. “Using LMS Amesim, we are able to predict and solve some potential problems as early as at the design stage, and therefore we avoided troubleshooting later on at the fine-tuning stage.”

In addition to LMS Engineering and the LMS Imagine.Lab platform (including LMS Amesim, LMS Sysdm and LMS System Synthesis), IRKUT currently employs LMS Virtual.LabTM software for the aerodynamics analysis and landing gear design.

Other potential areas of collaboration between IRKUT and Siemens PLM Software have already been identified. Converting LMS Amesim plant models into real-time models of a virtual iron bird (VIB) could become the next technical challenge to be overcome at IRKUT.

Using LMS Imagine.Lab Amesim, IRKUT studies the aircraft hydraulic system’s thermal behavior.

“Our goal is to produce a competitive airplane, and Siemens PLM Software offers tools covering most of the needs to do this.”Yury Logvin

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Airbus Helicopters uses LMS Imagine.Lab Amesim to reduce the prototype costs by a factor of four while enhancing hydraulic design simulation.

Designed and tested with LMS solutions

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Shrinking time-to-market In 1993, NHIndustries, mainly owned by the Eurocopter group (now Airbus Helicopters), started to design the NH90, a medium-sized military helicopter. Thirteen years later, it entered service.

The pace of technological change has increased so rapidly and the competition has become so fierce that helicopter manufacturers usually have no more than four years to develop their most sophisticated models. As a result, manufacturers must make better design choices and validate systems integration early in the design process, using modeling all along the V-cycle.

In addition, rotorcraft manufacturers must provide their customers with reliable pilot training solutions. However, flight simulators must often be delivered before the first helicopter is produced. The level D full flight simulator (FFS), which is the current standard with comprehensive high-fidelity aerodynamic and systems modeling, is increasingly being requested, most recently for the Eurocopter EC175, Airbus Helicopters’ new medium-sized twin-engine helicopter.

Investing in simulation To maintain its leadership position, Airbus Helicopters has invested in virtual testing to meet different

needs along the development cycle, such as rapid prototyping, desktop simulation, real-time pilot-in-the-loop simulation, test rig development and training solution production. Airbus Helicopters’ simulation policy stipulates that, if possible, a unique model should be used for each component throughout the V-cycle.

This approach had already been used for avionics equipment, flight control kinematics and aircraft environment modeling, such as wind, atmosphere and ground conditions. However, to apply this simulation approach to physical system modeling, Airbus Helicopters needed a tool that would ensure high predictability and easy model integration into the real-time

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environment. The company had such a tool in LMS Imagine.Lab Amesim software from Siemens PLM Software.

Reducing cycle time and costs Airbus Helicopters has used LMS Amesim since 2007 for hydraulic and air-conditioning system simulation. In 2009, the company extended the use of LMS Amesim to thermo-hydraulic component and system modeling.

Prior to adopting LMS Amesim, specialists in the Hydraulic and Flight Controls Department were only able to obtain a quasi-static representation of the hydraulic system. The majority of parameters were determined during the prototype testing phase. Moreover, these hydraulics models were incompatible with a broader co-simulation environment. To take into account the behavior of the hydraulic circuit in real-time simulation, Airbus Helicopters used to build another model using a specification that a hydraulics specialist had prepared for a supplier, but those simulations had not been predictive and required the involvement of the hydraulic engineer.

The use of LMS Amesim enabled hydraulics design engineers to move from a quasi-static to a dynamic world. Now, not only can they model hydraulic systems and subsystems, such as pumps, actuators or tanks, they can also use the same model to gain insight into the systems behavior when interacting with thermal, mechanical or electrical systems.

“By using LMS Amesim for the hydraulic system design, we estimate that we have reduced optimization time by a factor of three, and prototype costs by a factor of four,” says Thibaut Marger, analysis and simulation specialist in the Hydraulic and Flight Controls Department at Airbus Helicopters Research and Development. “The first prototype that we manufacture is to fine-tune the LMS Amesim model. The system optimization is performed virtually. That leads to the creation of a new prototype that is very close to optimizing performance.”

Providing top-notch services Siemens PLM Software has recently helped Airbus Helicopters find a solution to carry out real-time simulation, which supports the development of test rigs and system engineering. The next step will be the design of full flight simulators.

Thanks to its experience in methodology development, LMS™ Engineering services provided Airbus Helicopters with best-in-class support to convert hydraulic circuit plant models built using LMS Amesim into real-time compatible models. These models were then used on Airbus Helicopters’ unique real-time simulation platform for the development of the Eurocopter EC175.

First, LMS Engineering analyzed the computer processing unit (CPU) time required by existing hydraulics models, and helped Airbus Helicopters optimize its models, taking into account potential dysfunctions, such as a broken hydraulic pump, an actuator leakage or inadvertent backup pump activation. Next, the company used a unique model so it could understand the thermal dynamic behavior of the system for many scenarios. Finally, the model was reduced in order to keep only the phenomena

The same model created using LMS Imagine.Lab Amesim allows the hydraulic and thermal departments at Airbus Helicopters to analyze the hydraulic system from both thermal and mechanical (actuation) points of view.

LMS testing solutions

Recently, the Eurocopter NH90 was put to the test using LMS SCADAS hardware, LMS Test.Lab software and the new model of the LMS Circular Irregular Array hardware. This solution is a highly versatile sound source localization solution for stationary and nonstationary sounds, providing extremely fast results in time-critical applications.

The camera delivers immediate, accurate and comparable results that can be employed for precise source localization, source quantification and ranking. The acoustic camera uniquely combines the techniques of acoustic beamforming, holography, focalization and deconvolution in one tool. LMS Test.Lab software features an acoustic beamforming, or spatial filtering technique that provides source localization of high frequencies from longer distances, which makes it an excellent solution for large structures, like the Eurocopter NH90.

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that are compatible with the real-time, fixed step solver frequency.

Using several standard LMS Amesim libraries, capabilities and tools made this project feasible. These included thermal-hydraulic, hydraulic component design, signal and mechanical libraries, super component functionality, and activity index, linear analysis and performance analyzer tools.

The LMS Imagine.Lab Amesim hydraulic component design library allows Airbus Helicopters to analyze detailed transient actuator behavior. LMS Imagine.Lab Amesim enables Airbus Helicopters to analyze the hydraulic system over a flight cycle, with simulated pilot input noise and potential system

The cooperation between Airbus Helicopters and Siemens PLM Software can be considered a pilot project to demonstrate the feasibility and advantages of this approach. Conducting fuel and electric model export in future programs could be a next step toward optimization of the design process throughout the V-cycle.

Adapting to customer needs This project has resulted in Airbus Helicopters identifying new opportunities to enhance its simulation process. Since the same model is re-used and refined throughout the design cycle, development specialists are now interested not only in the performance of their system, but also in the way it interacts with other systems. It allows them to assess the system performance under different conditions and modes as well as to anticipate

undesirable behavior in the system prior to it being integrated into a helicopter.

“Being able to anticipate a problem is a significant source of cost and risk reduction,” says Nicolas Damiani, expert in simulation and operational analysis in the Simulation Department at Airbus Helicopters Research and Development. “This approach allows us to master the

development cycle and delivery time. These costs can’t be directly measured, but it enables us to avoid late penalties that can be substantial when the delivery is delayed due to a problem identified once all components are integrated.”

“As a multi-domain platform, LMS Amesim fosters a closer dialogue between departments,” says Marger. “For instance, the same model is now used by the hydraulics and thermal teams, which was hardly feasible before. Moreover, constantly increasing usability in LMS Amesim will allow our nonspecialists to easily run simulations.”

“We opted for LMS Imagine.Lab Amesim for its capacity to adapt to customer needs and the quality of our exchanges with the Siemens PLM Software team.” Nicolas Damiani – Airbus Helicopters

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Hispano-Suiza and the Embraer KC-390 Providing an innovative electronic system thanks to Siemens PLM Software

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Finding issues Hispano-Suiza, a Safran Group company, is a pioneer in the design, development and production of electronic power controllers for airborne applications. In 2012, the company celebrated the delivery of its 30,000th power transmission.

Hispano-Suiza was contracted by Brazilian aerospace manufacturer Embraer to do all the electrical distribution work, which includes the ram air turbine (RAT), for the Embraer KC-390, a medium-size, twin-engine, jet-powered military transport. The KC-390 is able to perform aerial refueling, transport cargo and troops and receive fuel in-flight. It will be the heaviest aircraft that the company has ever produced, and will be able to transport up to 23 tons of cargo, including wheeled armored vehicles.

The RAT is a small turbine that is connected to a hydraulic pump or electrical generator that is used as an emergency power source capable of delivering enough electricity to run flight control systems. The RAT is able to generate power from the airstream due to the speed of the aircraft. RATs are common in military aircraft, which must be capable of surviving a sudden and complete loss of power.

The RAT must fit in a very confined space and the occurring loads must stay below the defined limits. By using LMS Virtual.LabTM Motion software and LMS Imagine.Lab Amesim software from Siemens PLM Software, Hispano-Suiza was able to fulfill both requirements.


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“If we didn’t have LMS Virtual.Lab and LMS Imagine.Lab during the design phase, we wouldn’t have discovered an inadvertent opening in the RAT in flight,” says Julien Guiraud, the Hispano-Suiza mechanics manager for the RAT KC 390 calculation and aircraft integration project. “They helped us

LMS Virtual.Lab and LMS Imagine.Lab were used during the design phase to discover an inadvertent opening in the RAT in flight.

LMS Imagine.Lab was used to help investigate multi-physics issues that the team didn’t naturally expect to find.

to find such problems, and to discover some physics problems during the deployment that we absolutely didn’t expect.”

Improving physics insight Hispano-Suiza recognized it needed a new design process that would provide improved physical insight of the model; enhance the validation process when exchanging information with Embraer and the different subcomponent suppliers (for example, on damping of the system) and shorten the simulation and model validation phase.

By using LMS Imagine.Lab, Hispano-Suiza was able to cross-check the system damping analysis performed by the suppliers on the design of the hydraulic system.

“When you deploy the RAT, you need to slow it down at very high air speed,” says Guiraud. ”To avoid any failure, we created a hydraulic LMS Imagine.Lab model to work in parallel with our supplier; first to validate the supplier result and, second, to quickly answer any questions from Embraer knowing that if you change parameters like compressibility of the fluid or temperature variation, the damping performance during deployment will be increased.”

“We used the LMS Virtual.Lab Motion to check the stress in specific cases that we wouldn’t have discovered using other analysis packages.”Julien Guiraud – Hispano-Suiza

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In addition to the damping characteristics, the Hispano-Suiza engineers also gained a lot of insight into the kinematic and dynamic performance of the RAT, the loads and the stresses.

Reducing load cases The KC-390 engagement provided a number of significant challenges for Hispano-Suiza. If Hispano-Suiza wanted to maintain its status as a trusted partner of Embraer, it needed to design the RAT correctly the first time even though this was the company’s first attempt at developing this piece of equipment. The company also needed to provide Embraer with loads, performance and stress results for a variety of load cases to make sure it met Embraer’s specifications.

This presented a number of potential issues, including running and analyzing an enormous number of loads, the risk of errors and providing suppliers with the relevant load cases. It also meant performing kinematics and dynamics simulations, which required the ability to optimize the model to fit boundary conditions.

“Thanks to the use of a multi-body dynamic model, which includes the flexibility of all the components, we

discovered that nonlinear problems were created,” says Guiraud. “As a result, we used the LMS Virtual.Lab Motion to check the stress in specific cases that we wouldn’t have discovered using other analysis packages.”

Realizing clear benefits There were many challenges to implementing new processes and tools, including finding parts that were too flexible and could have led to the loss of door pretension and dramatic failures during the first flight; adjusting kinematic processes according to peaks of loads during the deployment; and developing a better understanding of the influence of parameters on the design and integration in the aircraft.

Not only did Hispano-Suiza find potential problems, but by using LMS Virtual.Lab Motion and LMS Imagine.Lab Amesim, it also reduced the number of load cases to be analyzed by 90 percent – from 500 to 50 – and cut the time it took to conduct the load cases by 30 to 40 percent. The LMS solutions also helped Hispano-Suiza improve the reliability of the analysis results, enhance the performance of the RAT and bolster its credibility and communication with Embraer.

Demonstrating reliability By gaining a deeper physical insight into the KC-390 program, Hispano-Suiza is now in a better position to demonstrate the reliability of its methods and models, giving it a competitive advantage. Hispano-Suiza plans to use optimization tools with the model to investigate computation fluid dynamics (CFD) links in conjunction with Siemens PLM Software tools and fatigue simulation in order to have the full loop of loads and designs in one model.

“If we didn’t have LMS Virtual.Lab and LMS Imagine.Lab during the design phase, we wouldn’t have discovered an inadvertent opening in the RAT in flight.”Julien Guiraud – Hispano-Suiza

The RAT is a small turbine that is connected to a hydraulic pump or electrical generator that is used as an emergency power source capable of delivering enough electricity to run flight control systems. The RAT is able to generate power from the airstream due to the speed of the aircraft. RATs are common in military aircraft.

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Airbus uses LMS Test.Lab to streamline its flutter analysis process for the A380

Modal identification methods used during flutter testing – like aircraft characteristics – have evolved to enable correct parameter identification. Frequencies and damping value estimations have to be as accurate as possible in order to define the aircraft fluttering margins used during those first critical in-flight test campaigns.

Flutter testing can be broken into three segments: real time; near real time and offline. In-flight real-time test campaigns are used to acquire

live data during the test flight, mostly as a safety check to continue the flight envelope. The near real-time testing focuses on rapid modal estimation to determine the overall safety of the flight and the flutter test program. The offline testing deals with the finer analysis of the recorded flight data and final report production.

LMS Test.Lab Flutter Analysis software from Siemens PLM Software enables the user to validate data efficiently and effectively,

automating the use of LMS Test.Lab™ Operational Modal Analysis software. It offers a full package with all the required functionality, such as data preprocessing, modal parameter estimation, mode shape animation and result validation.

The Airbus flutter team in Toulouse, France faced several challenges working on the Airbus A380 campaign, but these were issues they had faced before with the Airbus A340 flutter campaign: high modal density and similar mode shapes, both placed in a

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low narrow frequency band. In terms of modal identification, these new precise requirements called for a better defined and equipped testing installation. This meant digging a bit to find the right kind of process. Measured data needed to be recorded at enough locations with high enough quality to improve power spectra and transfer function estimates and avoid spatial aliasing when working on deformed aircraft shapes. This required some innovative thinking and serious process validation compared to current techniques.

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Building on EUREKA FLITE projects Since 2001, Airbus France and Siemens PLM Software have been cooperating on several European Research Cooperation Agency (EUREKA) projects called Flight Test Easy (FLITE). An intergovernmental initiative to support market-oriented European research and development (R&D), the EUREKA FLITE projects focus on bringing new and powerful tools to structural engineers and aircraft designers, improving the quality and usefulness of data gathered during flight testing.

The FLITE consortium gathers world-ranking aircraft manufacturers and technology providers from France, Belgium and Poland. The FLITE projects offered a unique opportunity to confront new, advanced algorithms with challenging real-life aircraft data.

Finding the right data In late 2007, Siemens PLM Software and Airbus agreed to start a project to evaluate LMS Test.Lab Polymax software, an analysis component of LMS Test.Lab™ Structures software, as a key solution to achieve high-quality offline, in-flight data processing for flutter analysis.

LMS Test.Lab Structures is a complete solution for experimental and operational modal analysis, combining high-speed, multichannel data acquisition with a suite of integrated testing, analysis and reporting tools. Siemens PLM Software is renowned for its modal testing experience and scalable solutions, from supporting impact testing on small structures to large test campaigns using multiple shakers and hundreds of measurement channels.

In the past, the flight test department of Airbus France performed data analysis using its in-house, near real-time analysis package, and transferred the results together with the raw data to Airbus Germany, where the numerical flutter predictions were correlated with actual flight tests. However, Airbus France felt

the need to conduct further in-depth data processing so that it could transfer more complete results to Germany.

“Clearly, we needed a solution that would improve the alignment between online in-flight analysis occurring in Toulouse and the postprocessing completed in the design center in Airbus Germany,” says Jean Roubertier, flight test department aero-elasticity expert at Airbus. ”At this stage, we’re very pleased with the results. LMS Test.Lab is able to provide us with the right type of results.”

Realizing record-breaking data acquisition The 525-seat Airbus A380 is the largest commercial passenger aircraft in the skies today, so it isn’t surprising that simply due to its sheer size the acquired in-flight testing data is record-breaking as well.

“We’ve been extremely impressed by the flutter analysis results and the way that LMS Test.Lab software is able to handle the challenges of processing the immense amount of Airbus A380 in-flight data during the offline analysis.”

XYZ sensors for elevator pulse analyses XYZ sensors for inner aileron pulse analyses XYZ sensors for rudder pulse analyses FLUTTER &COMFORT

ACELEROMETERS

EYTXGS A380 msn 1 Page:1

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A380 MSN001 was equipped with more than 100 measurement points uniformly distributed all over the primary aircraft structure.

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“With more than 100 sensors, that was one of the largest setups for an in-flight flutter test campaign that I have ever seen,” says Bart Peeters, Siemens PLM Software project manager. “Also, the amount of tests under different flight conditions was impressive. The resulting database is immense and efficient processing and report generation capabilities are required.”

The Airbus Flutter team in Toulouse performed a variety of excitations, including control surfaces sine sweeps and pulses. Pulses are currently used to assure crew and aircraft safety, whereas sweeps are used to work out more accurate results, enabling the update of theoretical finite element (FE) models. Thanks to integrating pulses into the process, the duration of flutter flights has been considerably reduced.

The basic concept behind the project was to compare classical experimental modal analysis (EMA) with LMS Test.Lab Operational Modal Analysis software. In classical EMA, the control surface excitation and aircraft response signals are converted to frequency response functions (FRFs). During the actual flight, other excitation sources, such as turbulence, are present. Sometimes this results in noisy FRFs. For example, an aircraft tail response sensor receives a rather limited contribution from the wing excitation. Therefore, the idea arose to neglect the excitation signal and apply operational modal analysis (OMA) to the aircraft acceleration signals.

“We actually achieved better results using OMA than with classical EMA,” says Miquel Angel Oliver Escandell, a member of the Airbus Flutter team. “We found more modes. The synthesis was better

with higher correlation and fewer errors. And the in-flight mode shapes looked much nicer. This was thanks to the amount of sensors we used and the OMA capabilities of LMS Test.Lab.”

“De-noising” the data Even with projects of this scale, there is always noise in the data that needs to be managed. LMS Test.Lab can be used to provide a clear picture with techniques that produce accurate analysis results, even from rather noisy data. This feature offers clients like Airbus a true competitive advantage when it comes to offline test processing.

“We found that the exponential window, which allowed for cross-correlation calculations, was a good de-noising tool for our in-flight data,” says Escandell, who worked on the project for a year. “And the validation tools, such as correlation levels, MAC matrix and mode shape complexity (MPD and MPC criteria) are complementary in regards to real-time identifications performed during flutter tests.”

During the comparison testing, the flutter team at Airbus used LMS PolyMAX during sweep excitations of the aircraft. The results, based on using an exponential window of five percent, appear to be good, supplying high synthesis correlations (98 percent using just two references) and clear stabilization diagrams.

“We’ve been extremely impressed by the flutter analysis results and the way that LMS Test.Lab software is able to handle the challenges of processing the immense amount of Airbus A380 in-flight data during the offline analysis,” says Roubertier.

Measured mode shapes estimated from in-flight sensor data. A wing bending mode (top) and a fuselage bending mode are shown (bottom).

LMS solutions for flutter analysis have been used to test the upcoming Airbus A350 XWB, a jetliner that is undergoing one of the most thorough test programs ever.

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Vibration testing is a big milestone for any space program. And no wonder,

space is one of the harshest environments in engineering. It doesn’t

matter if you are launching a state-of-the-art, 8-ton communication

satellite, the Rosetta spacecraft or a 1.33-kilogram CubeSat, these orbiting

wonders of technology must be thoroughly tested prior to lift off.

Food for thoughtWhat is buzzing in dynamic environmental space testing?


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So how does one do this? Basically, following a strict vibration testing process, scientists rule out the impact that noise and vibration effects during launch would have on the overall satellite structure and other expensive equipment and payloads. Nobody wants to see a failed or aborted mission. Comprehensive testing is the best-possible insurance policy. So, one can easily see why the space community places great value on the vibration testing process.

While technology and research move forward, global space programs and commercial endeavors are constantly under pressure to reduce development time and cost. This is significantly influencing testing technology. Will hot topics like multi-input excitation, direct field acoustic exposure (DFAX) and nonlinear dynamics be the new standard in environmental vibration testing? Or will improved virtual testing reduce testing time cycles and cost while increasing test confidence and safety?

To start a conversation around these topics, Siemens PLM Software gathered a group of world experts from both the academic and industrial space communities in Braunschweig, Germany.

Dubbed as the first user group meeting for experts in space testing, the event included technical presentations from Thales Alenia Space, a satellite original equipment manufacturer (OEM); IABG, a major European analysis and testing organization; SABCA, a tier-one supplier to the space industry; and Japan Aerospace Exploration Agency (JAXA), Japan’s national aerospace agency.

The audience included experts and academics from various companies, universities and institutions. The discussion concluded with a round table led by Rafael Bureo Dacal, head of the structures section at the European Space Agency (ESA). Based on this open exchange of views, four key topics emerged.

Nonlinearity is popping up as a design issue in all kinds of industries, space included. In the world of physics, a nonlinear system, compared to a linear system, is a system that does not satisfy the superposition principle. In other words, the output is not directly proportional to the input. To solve nonlinear events like these in the design phase one needs complex modeling and correct hypothesis. If nonlinearity exists without a proper explanation, it can lead to random and unpredictable events and behavior. And this is something no one wants in a product design.

As one participant states, “In typical space applications, you don’t want to find nonlinearity.” Yet, it was quickly pointed out that nonlinearity, for example in isolation systems, is a reality that needs to be addressed. Experts from both the private and public sectors pointed out that this is a field where some work needs to be done.

During launch phase and until it has reached orbit, a satellite has a very bumpy ride with noise excitation levels reaching over 145 decibels (dB) as well as severe shocks and vibrations. In most cases, this is the hard part. After deployment, there are several decades of peace and quiet.

Yet, pumps continue turning and wheels are spinning and this causes microvibrations. Much less than the launch vibrations, these microvibrations can affect sensitive, on-board instrumentation, such as optical devices. There seems to be a common viewpoint that understanding the vibration transmission path and replicating these low-level vibration environments will help design better satellites.

With the American space industry taking the lead, satellite manufacturers are showing a growing interest in finding an alternative to the standard acoustic tests in reverb chambers. DFAX might be this alternative. It is an acoustic testing technique used in aerospace. The structures are subjected to sound waves created by an array of acoustic speakers and test equipment to create an acoustic environment that can simulate the launch vehicle sound pressure field.

The main advantage of DFAX is that the owner does not need to transport the satellite to a facility with the necessary reverberation room or build its own, expensive acoustic chamber. The DFAX solution is constructed onsite. Even though this method promises to drastically reduce testing costs, DFAX is not regulated and is considered a slightly unorthodox practice. In addition, there are serious safety issues to consider. Needless to say, the advantages seem to be outweighing the disadvantages. DFAX is generating serious interest in many companies and organizations.

It is well known that test specifications are based on obsolete technology rooted in the early days of testing. Nowadays, there are tools and means available to increase testing efficiency by improving environment replication and more importantly reduce testing time and cost. For example, LMS Test.Lab™ MIMO Random Control software is used in several labs to increase vibration test efficiency. It provides a solution to otherwise very cumbersome tests that require the shaking of large objects like satellites that are several meters long and precisely reproduce real-life conditions.

Alex Carrella, product manager of the dynamic environmental test solution, is excited to share Siemens PLM Software’s expertise and know-how that was gathered by working with world-leading industries in all engineering fields.

At the same time, hardware is evolving to provide new solutions for space labs. Miniature shakers, like LMS™ Qsources hardware, can be mounted locally and excite the structure with just a few newtons, an ideal solution for microvibration testing. There is also a new dedicated LMS SCADAS™ data acquisition card using voltage or charge input as well as providing an analog copy of the signal for back-up purposes.

Siemens PLM Software is also involved in some groundbreaking research projects, including the European Union-funded acoustic research on DFAX and the ADvanced Vibration ENvironmental Testing (ADVENT) research program that will address MIMO, acoustic testing and other such topics.

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© 2015 Siemens Product Lifecycle Management Software Inc. Siemens and the Siemens logo are registered trademarks of Siemens AG. LMS, LMS Imagine.Lab, LMS Imagine.Lab Amesim, LMS Virtual.Lab, LMS Samtech, LMS Samtech Caesam, LMS Samtech Samcef, LMS Test.Lab, LMS Soundbrush, LMS Smart, and LMS SCADAS are trademarks or registered trademarks of LMS International N.V. or any of its affiliates. All other trademarks, registered trademarks or service marks belong to their respective holders.

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Director of publication: Peter De Clerck Editor-in-chief: Jennifer Schlegel Art Director: Werner Custers Contributing Editors: Alex Carrella, Olga Korosteleva, Jenny Lau, Gregoire Lenoble, Eva Moysan and Thierry Olbrechts

Although we make every effort to ensure the accuracy of LMS News, we cannot be held liable for incorrect information.

Front cover image: Airbus A350

Other images courtesy of: Airbus, Airbus Group Innovations, Rolls-Royce, Hispano-Suiza, IRKUT, Airbus Helicopters, Belgian Defense, Embraer and Shutterstock

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