D.4 Fully representative rig units provided D T0+37
D.5 Technical documentation supporting TRR, Qualification Test Plan and Procedures
R T0+44
D.6 Qualification Test Reports, EFA DDP R T0+48
D.7 EFA shipset and spare units D T0+48
D.8 Amended design documents according to flight trials results R T0+66 *Type: R: Report - RM: Review Meeting - D: Delivery of hardware/software
CfP03 Call Text 113
Milestones (when appropriate)
Ref.
No.
Title – Description
Type
Due
Date
[T0+mm]
M1
System Requirement Review
RM
T0+3
M2
Preliminary Design Review
RM
T0+6
M3
Critical Design Review
RM
T0+26
M4
Test Readiness Review
RM
T0+44
M5
Experimental Flight Approval
R / D
T0+48
*Type: R: Report - RM: Review Meeting - D: Delivery of hardware/software
4. Special skills, Capabilities, Certification expected from the Applicant(s)
As a general remark, it is highly recommended that the proposed technologies have at least TRL 4 at T0. Moreover, the Applicant(s) shall own the following pedigree and special skills:
Compliance to SAE AS9100.
Experience of aeronautic rules, certification processes and quality requirements.
Experience in design, validation, manufacturing and environmental/functional qualification of airborne equipments, according to RTCA-DO-160, RTCA-DO-178 and RTCA-DO-254 (or other civil or military equivalent standards) for safety critical equipments.
Familiarity with EMI compatibility issues: capacity to design complex electronic HW in compliance with EMC guidelines, and experience in performing EMC justification analyses and experimental assessments according to RTCA-D0-160, EUROCAE ED-107/ARP-5583, ED-81/ARP- 5413 and ED-84/ARP-5412 or equivalent civil or military standards.
Experience in research, development and manufacturing (or integration) in the following technology fields:
o Electrical power generation including the requirement to show compliance with the applicable power supply standards.
o HVDC solid state switching technology.
Well proven engineering and quality procedures capable to produce the necessary documentation and means of compliance to achieve the “Safety of Flight” with the applicable Airworthiness Authorities (FAA, EASA, etc.).
Design Organization Approval (DOA) desirable.
Experience in Safety assessment process according to SAE-ARP-4754 and SAE-ARP-4761 standards, willingness to interact closely with WAL safety specialists in order to produce the necessary outputs (safety and reliability reports and fault trees/analyses).
Shape, component design and structural analysis using CATIA v5 and NASTRAN, or compatible SW tools.
CfP03 Call Text 114 Capacity to optimize the HW and SW design, to model mathematically/numerically complex mechatronic systems with suitable simulation tools (Matlab/Simulink, Dymola/Modelica, etc.) and to analyze both simulation and experimental results to ensure that the various required performance goals are met.
Capacity to repair “in-shop” equipment due to manufacturing deviations.
Detailed Quality Assurance Requirements for Supplier will be provided to the selected Partner(s) following the signature of dedicated NDA or equivalent commitment.
5.
Abbreviations
APU Auxiliary Power Unit
BIT Built In Test
CDR Critical Design Review
CBIT Continuous Built In Test
CTR Civil Tilt Rotor
CS2 Clean Sky 2
DC Direct Current
DDP Declaration of Design and Performance
DMU Digital Mock Up
DOA Design Organization Approval
EFA Experimental Flight Approval
EMC Electro-Magnetic Compatibility
EMI Electro-Magnetic Interference
FRC Fast RotorCraft
GCU Generator Control Unit
HUMS Health Usage Monitoring System
HVDC High Voltage Direct Current
HW Hardware
IADP Innovative Aircraft Demonstrator Platform
IBIT Initiated Built In Test
MTBO Mean Time Between Overhaul
NDA Non Disclosure Agreement
NGCTR Next Generation Civil TiltRotor
PBIT Power Up Built In Test
PDR Preliminary Design Review
RPM Revolutions Per Minute
SRR System Requirement Review
SW Software
TBC To Be Confirmed
TBD To Be Defined
TRL Technology Readiness Level
TRR Test Readiness Review
CfP03 Call Text 115
IV.
Power Distribution
Type of action (RIA or IA) IA
Programme Area (ref. to SPD) FRC Joint Technical Programme (JTP) Ref. (ref.
to Work Package)
WP 1.1 and 1.6 Indicative Funding Topic Value (in k€) 1500 k€
Duration of the action (in months) 66 months Indicative Start Date19
Q1 2017
Identification Title
JTI-CS2-2016-CFP03-FRC-01-09 Power Distribution Short description (3 lines)
Design, development, testing and flight qualification of high power Power Distribution Units (PDUs) for the safe control and protection of the High Voltage Direct Current (HVDC), Low Voltage Direct Current (LVDC) electrical generation system supplies on the Next Generation Civil Tilt Rotor.
CfP03 Call Text 116
1. Background
The aim of the Fast Rotorcraft (FRC) project is to use technologies developed through the Clean Sky Programme to demonstrate a compound rotorcraft configuration that combines the vertical lift capability of the conventional helicopter with the speed capability of a fixed wing aircraft in a sustainable way. In the framework of Clean Sky 2 FRC IADP, the present Call requires Partner(s) (company or consortium) to provide innovative engineering solutions for the Tiltrotor NextGen CTR demonstrator electrical power distribution system. The present document describes also the general requirements that JU shall consider for the selection of the appropriate Partner(s) for this technology development.
The function of any power distribution system within an aircraft is to automatically switch the aircraft electrical power sources, through the primary busbar arrangement, to the electrically powered equipment in a safe and efficient manner. Therefore normally included within this description are primary power distribution units containing high power contactors, secondary power distributions units that could be CB’s or SSPC, power conversion equipments and any control of these devices. With the introduction of the more electric aircraft greater emphasis is being placed on this distribution architecture due to the higher power demands, the use of electrical power for more flight critical applications and the more efficient use of the power sources available. This together with the standard requirements of reduced weight, increased reliability and easier maintainability lead to the requirement for a distributed architecture with a more modular approach to power distribution with a greater emphasis on safety criticality.
The aim of the Tiltrotor NextGen CTR is to utilise HVDC supplies for flight critical flight controls as well as more traditional utilities, such as ECS and anti-ice/de-ice systems, and to minimise the amount of conversion required to other voltages, be they AC or DC. As such an innovative electrical power distribution system is required to provide power from source to equipment so to:
maximise the usage of the power sources using ‘smart’ power management, meet the stringent safety requirements for supplies to flight critical systems, perform power conversion where required,
minimise weight through the use of a distributed architecture, improve reliability and reduce maintenance cost.
2. Scope of work
The main objective of this CfP is to design, develop, and manufacture a new electrical power distribution system for the Tiltrotor NextGen CTR. This system has to ensure the safe and efficient distribution of HVDC from the aircraft primary power sources to the respective equipment loads, including flight safety critical loads, together with power conversion of this HVDC to more standard aircraft voltages and the distribution of this power as required. To ensure efficient use of the aircraft power, especially during failure conditions, the power distribution system should be integrated with
CfP03 Call Text 117 a new ‘smart’ power management system that can take into account aircraft operating parameters to determine the most desirable system configuration.
The use of HVDC as the primary power source is based on the weight saving benefits that high voltage offers together with the simplification of load conversion. The exact voltage to be used is still under consideration and will be dependent on the loads to be supplied. However with the use of HVDC as the primary power source significant consideration needs to be given to the potential wiring faults that may be experienced and a robust protection mechanism implemented to minimise any damage these failures may cause.
The system shall be designed such that the main system functionalities and performance are guaranteed throughout the whole aircraft flight operation, whilst ensuring adequate safety levels are maintained. Consideration needs to be given to the requirement for civil certification, safety, electrical power supply quality, engine starting power, mission reliability and availability, testability and maintainability. Failures of power supplies to the flight critical components are considered catastrophic and therefore the architecture should ensure a failure rate of less than 10 -9 for these supplies. This failure rate can be reached by a combination of power distribution architecture and multiple supplies to the equipments and will be continuously reviewed by WAL and the partner during the design of the product. Where new technology is introduced in parts of the system with high criticality, consideration should be given of also using established dissimilar power system functions so as to reduce the criticality of these new functions and allow the flight demonstrator safety of flight (SOF) clearance within the timeline of this call. These established functions however, should not distract from the requirement of proving the new technology can meet certifiable standards.
Another important feature that needs to be considered as part of the power distribution system design is the ability to add future systems and functions as the aircraft concept evolves. As such the main components of the system should have a modular structure to allow for future growth and also to aid in maintainability of the unit by allowing replacing of simple modules rather than whole LRU’s. It is extremely important that the operational status of the power distribution system is understood during all the flight phases and operational conditions of the aircraft. Therefore the equipment needs to incorporate extensive health monitoring, including PBIT, CBIT and IBIT, that can be used to optimize maintenance actions and failure detection of not only itself but of the equipment connected to it.
CfP03 Call Text 118 Implementation
Figure 6 – Electrical Distribution Top Level Architecture
The Distribution System can be considered in two parts:
c) The HVDC distribution system which provides control and protection of the HVDC supplies from the aircraft main power sources (two engine mounted integrated starter generators, two gearbox mounted generators, an APU generator and an external power source) to the applicable aircraft loads,
d) The LVDC distribution system which provides control and protection of the secondary distribution of LVDC to the applicable aircraft loads and incorporates the necessary power conversion from the primary HVDC supply to LVDC.
As stated the HVDC distribution system shall provide an interface between the main aircraft HVDC power sources (two engine mounted starter generators, two gearbox mounted generators, an APU generator and an external power source) and the aircraft flight essential and utility loads. The proposed architecture is to consider each integrated starter generator to be rated at 50kW and each generator to be rated at 90kW, with this being confirmed during the initial concept evaluation stage. The main functions to be incorporated into the HVDC Distribution System with the necessary level of integrity are:
Distribute HVDC power from the appropriate power sources available during the different aircraft operational conditions to the aircraft HVDC loads within the safety criticality levels applicable.
Automatically reconfigure the power distribution system during power supply failure conditions ensuring the supplies to the aircraft HVDC loads are maintained to the
GEN 1 GEN 2
HVDC DISTRIBUTION SYSTEM
SG 1 SG 2 LVDC DISTRIBUTION HVDC LOADS HVDC LOADS LVDC LOADS LVDC DISTRIBUTION LVDC LOADS EXT PWR APU GEN ENGINE 1 ENGINE 2CfP03 Call Text 119 appropriate safety criticality level and within the required specification.
Provide protection of the HVDC distribution system and interconnecting heavy duty cabling (overcurrent, arc fault etc...)
Provide the necessary control functions, including ‘smart’ load management to ensure the efficient use of the power available.
Control and protect the application of HVDC power to the ISG’s during engine starting operations.
Supply status indications, BIT data and HUMS data to the various aircraft systems through a combination of discrete signals, analogue signals and data bus connections.
Allow the switching of the distributed loads to the HVDC supplies as commanded from the aircraft systems through the data bus and within the constraints of the ‘smart’ load management.
With the advancement in solid state technology and especially the use of Silicon Carbide (SiC), with its higher operating temperatures and lower on resistance, there is an opportunity to utilise solid state switches as the primary switching mechanism within the HVDC distribution unit of the aircraft. This should provide significant benefits in terms of fault isolation, cooling provisions, space envelope, weight and system reliability compared with traditional switching technologies. As such the applicant shall, as part of the initial concept evaluation phase, develop the use of this technology into the HVDC distribution system whilst being cognisant of the necessary safety criticality levels required. The LVDC distribution system shall provide conversion of the HVDC supplies to the required LVDC level and then distribute these supplies to the respective aircraft loads using solid state power controllers. The LVDC distribution system design needs to be cognisant of the aircraft equipment locations so as to minimise weight through use of multiple distributed LRU’s, whilst still ensuring the required safety requirements for the equipment supplies are maintained. Different architectures shall be explored during the initial concept evaluation phase to decide on the optimum solution. The power convertors shall input the HVDC supply meeting the power supply characteristics of MIL-STD- 704F and provide a LVDC supply to the requirements of RTCA DO-160G with isolation between the two supplies. The main functions of the LVDC distribution system shall be to:
Convert the HVDC supplies provided from the aircraft HVDC buses to LVDC supplies to be distributed to the aircraft equipments.
Provide protection of the LVDC converter output against overvoltage, overload, short circuit. Distribute LVDC power from the converters during the different aircraft operational
conditions to the aircraft LVDC loads within the safety criticality levels applicable.
Automatically reconfigure the power distribution system during power supply and inverter failure conditions ensuring the supplies to the aircraft LVDC loads are maintained to the appropriate safety criticality level and within the required specification.
Provide protection of the LVDC distribution system and interconnecting cabling (overcurrent, arc fault etc...)
CfP03 Call Text 120 Supply status indications, BIT data and HUMS data to the various aircraft systems through a
combination of discrete signals, analogue signals and data bus connections.
Allow the switching of the distributed loads to the LVDC supplies as commanded from the aircraft systems through the data bus and within the constraints of the ‘smart’ load management.
Modelling
Mathematical modelling and simulation tools shall be used from the onset of the design, and throughout the design process, so as to explore system concepts, predict operational behaviour, correct design errors, eliminate prototyping steps and reduce the overall component and system test cycles. These models shall be developed using an electrical simulation tool agreed with by WAL. Qualification
Qualification activities for the electrical power distribution system shall be conducted to enable experimental flight approval of the equipment for fitment on the prototype Tiltrotor NextGen CTR aircraft. Qualification shall consist of both hardware and software verification, taking into consideration RTCA DO-254, RTCA DO-178 and RTCA DO-160G, to show the correct system performance and functionality in accordance with the appropriate system specifications. This shall be achieved through subsystem testing as well as system integration testing.
Work Packages and Tasks Tasks
Ref. No. Title - Description Due Date
[T0+mm] T0 Conceptual Design
Review high-level system requirements to provide a definition of the equipment configuration through detailed system requirements.
T0+3
T1 Preliminary Design
Development of the distribution system configuration and support of Preliminary Design Review.
T0+6
T2 System Modeling
Definition and development of detailed simulation models and analysis tools to validate specific functions and requirements
T0+20
T3 Detail design
Continued design and development of the system leading to CDR when the equipment design is from ready for manufacture.
T0+26
T4 Rig Manufacture / Rig Testing
The manufacture of fully representative rig units and integration rig facility to allow end to end testing of the system.
CfP03 Call Text 121 Tasks
Ref. No. Title - Description Due Date
[T0+mm] T5 Test Readiness
Agreement of qualification test procedures and support to Test Readiness Review for EFA qualification.
T0+44
T6 EFA Qualification
EFA qualification testing (environmental and functional qualification of HW, formal SW testing and qualification). Manufacturing of EFA flight- worthy units. Preparation of Qualification Test Reports and Declaration of Design and Performances (DDP) to allow experimental flight trials.
T0+48
T7 Support to aircraft installation
Support to integration into the aircraft by WAL, required flight activities and continued airworthiness
T0+66
3. Major deliverables/ Milestones and schedule (estimate)
DeliverablesRef. No. Title - Description Type Due Date
[T0+mm]
D.1 Initial System Definition R T0+3
D.2 Configuration development and Preliminary Design Review deliverables
R / D T0+6 D.3 Detailed HW and SW design, Critical Design Review deliverables R / D T0+26
D.4 Fully representative rig units provided D T0+37
D.5 Technical documentation supporting TRR, Qualification Test Plan and Procedures
R T0+44
D.6 Qualification Test Reports, EFA DDP R T0+48
D.7 EFA shipset and spare units D T0+48
D.8 Amended design documents according to flight trials results R T0+66 *Type: R: Report - RM: Review Meeting - D: Delivery of hardware/software
Milestones (when appropriate)
Ref. No. Title – Description Type Due Date
[T0+mm]
M1 System Requirement Review RM T0+3
M2 Preliminary Design Review RM T0+6
M3 Critical Design Review RM T0+26
CfP03 Call Text 122 Milestones (when appropriate)
Ref. No. Title – Description Type Due Date
[T0+mm]
M5 Experimental Flight Approval R / D T0+48
*Type: R: Report - RM: Review Meeting - D: Delivery of hardware/software
4. Special skills, Capabilities, Certification expected from the Applicant(s)
As a general remark, it is highly recommended that the proposed technologies have at least TRL 4 at T0. Moreover, the Applicant(s) shall own the following pedigree and special skills:
Compliance to SAE AS9100.
Experience of aeronautic rules, certification processes and quality requirements.
Experience in design, validation, manufacturing and environmental/functional qualification of airborne equipments, according to RTCA-DO-160, RTCA-DO-178 and RTCA-DO-254 (or other civil or military equivalent standards) for safety critical equipments.
Familiarity with EMI compatibility issues: capacity to design complex electronic HW in compliance with EMC guidelines, and experience in performing EMC justification analyses and experimental assessments according to RTCA-D0-160, EUROCAE ED-107/ARP-5583, ED- 81/ARP-5413 and ED-84/ARP-5412 or equivalent civil or military standards.
Experience in research, development and manufacturing (or integration) in the following technology fields:
o Electrical power generation and distribution including the requirement to show compliance with the applicable power supply standards.
o HVDC and LVDC switching technology including solid state power controllers. o Electrical Power conversion techniques
Well proven engineering and quality procedures capable to produce the necessary documentation and means of compliance to achieve the “Safety of Flight” with the applicable Airworthiness Authorities (FAA, EASA, etc.).
Design Organization Approval (DOA) desirable.
Experience in Safety assessment process according to SAE-ARP-4754 and SAE-ARP-4761 standards, willingness to interact closely with WAL safety specialists in order to produce the necessary outputs (safety and reliability reports and fault trees/analyses).
Shape, component design and structural analysis using CATIA v5 and NASTRAN, or compatible SW tools.
Capacity to optimize the HW and SW design, to model mathematically/numerically complex mechatronic systems with suitable simulation tools (Matlab/Simulink, Dymola/Modelica, etc.) and to analyze both simulation and experimental results to ensure that the various required performance goals are met.
CfP03 Call Text 123 Detailed Quality Assurance Requirements for Supplier will be provided to the selected Partner(s)