INVENT Overview Iden
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Transcript of INVENT Overview Iden
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Integrity Service Excellence
Integrity Service Excellence
Integrity Service Excellence
Integrated Vehicle Energy
Technology (INVENT) Overview
Changing the Culture through
Model Based Engineering
4 May 2012
IEEE 2012 Annual Meeting
Cincinnati, Ohio
STEVEN M. IDENINVENT Program Manager
Energy / Power / Thermal Division
Air Force Research Laboratory
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Challenge
In the Past
Aircraft designed for peak power and peak thermal loads
Over-design offered future growth potential
Optimized based on mass and volume metrics
Today
3 to 5 times heat load of legacy aircraftLimited ability to reject heat to environment
Increasing secondary power demands On demand peak power for flight controls
On demand peak power for engine thrust actuation devices
Increased complexity
Future
Energy efficiency and optimization approaches
Dynamic energy picture of the subsystems and vehicle airframe Stored energy converted energy distributed energy dissipated energy
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Power & Thermal Management
Requirements
P
ower&T
hermalR
equirements
F-15C, D
F-15E
Active Denial
Laser Fighter
LRSII
Time Today
~~
F-16
Heat Sink: Fuel, Lube, Ram Air,
Fan Duct, Thermal Energy
Storage, Expendable?
Heat Sink: Fuel
Heat Sink: Ram Air
& Fuel
F-22
F-35 STOVL
F-35 CTOL, CV
LRSIII
kW
ELLA
MEA I
More Electric Aircraft Gen I
Electric Engine Start
Electric Primary Flight Control
PTMS
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Energy Optimized Aircraft (EOA)
Energy Efficiency >>>
Mission Capability >>>
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AF INVENT Future Vision & GoalsSpirals 1,2, & 3 Capabilities Growth
Providing Future Warfighter Capabilities
10% Fuel Savings or Range for 5th
Gen Tactical, Subsonic Strike, and
Persistent/ISR (P/ISR)
2X Ground Hold Time for 5thGen
Tactical & Strike (120 min Goal)
4X CAS Low Alt Ops Time for
Tactical & Strike (120 min Goal)
+15-20% Power and Thermal
(P&T) Mission Capability
50% Improved Range/Endurance Goal
10% On-Demand Integrated Systems
30% Advanced Engine Cycles
(leveraged)
10% Aero Improvements (leveraged)
No Thermal Management System (TMS)
Restrictions
5X P&T Capacity (MW Class DEW)
Power & Thermal for High Mach to
Hypersonic Vehicles
10X Increased P&T for Hi Duty
Cycle DEW
10X P&T Systems Growth for LongEndurance ISR Missions
INVENT Near-Term
5thGEN More Electric Aircraft
INVENT Mid-Term
Next Gen. Energy Opt. Aircraft
INVENT Far-Term
Revolutionary Energy Opt. Aircraft
F-35
F-22
UAV
Supersonic LRS
Persistent ISR
Large Aircraft DEW
Mobility
Long Endurance UAV
High Altitude Airship
Hypersonic
Subsonic LRS
6thGen Fighter/DEW
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Integrated Vehicle Energy Technology (INVENT)
The Next System Revolution
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Integrated Vehicle Energy Technology (INVENT)
Rapid Model Based Design
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Capability
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INVENT Model Requirements
and Implementation Plan (MRIP)
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Heat Loads
Mission Params
Bay Temps
Shaft Speed
Shaft Power
MachAltitude
1x10-6 s1x10-7 s
Simulation Time Step Domain
Thrust
Altitude
Engine Transient Response
1.0 sec0.1 s0.01 s0.001 s1x10-4 s1x10-5 s
6-DOF Simulations
Mission Profile
HPEAS Transient Response
Aircraft Maneuver
Detailed Transient
Analysis
REPS
HPEAS
Vehicle ElectricalSimulation
APTMS
FTMS
Propulsion
Prop/Power/
Thermal Analysis
Propulsion/ThermalSimulation
ElectricalDistributed
HeterogeneousSimulation (DHS)
VehicleDistributed
HeterogeneousSimulation (DHS)
Orders of magnitude differences in required simulations rates
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Thermal Tip-to-Tail Model
(Mission Level)
FTMS
Engine
AVS
PTMS
Fuel
Fuel
Ram Air
Bleed Air/
Shaft Power
Thrust
FANQ
LoadQ
Fuel
Thrust Command
Drag
Fuel Thermal Management
System (FTMS)
Fuel mass & temp
Convection, conduction,
radiation
Ram air HX
Engine (quasi-steady state)
Controls return to tank flow Calculates engine heat loads Calculates net thrust Calculates fuel burn / SFC Interfaces with APTMS supplying
bleed air & shaft power
Air Vehicle System (AVS)
6-DoF to vehicle model Notional Long Range Strike Closed loop control over
mission profile (speed,
altitude, heading)
Track metrics (range,endurance, fuel burn)
Power Thermal
Management
System (PTMS)
Air cycle or vapor cycle Cold air heat sink Heat sink for PAO loop
Aircraft Heat Loads
Actuators
Cockpit Engine (pumps, bearings, and
gearbox)
Avionics (air cooled and liquidcooled)
Electrical System
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Electrical Tip-to-Tail Model(Segment Level)
REPS
Engine
AVS
HPEAS
Voltage
Actuation Command
Thrust
Shaft
Speed Thrust Command
Actuation Feedback
Robust Electrical Power
System (REPS) (Transient)
Generator
Electrical Distribution Unit
Electrical Accumulator Unit
Engine (Transient) Calculates thrust Calculates fuel burn / SFC Interfaces with REPS System
through shaft power.
Air Vehicle System (AVS)
(Transient)
6-DoF to vehicle model Notional Long Range Strike Closed loop control over mission
profile (speed, altitude, heading)
Track metrics (range, endurance,fuel burn)
High PerformanceElectrical Actuation
System (HPEAS)
(Transient)
Actuators EMI Circuit
Aerodynamic Loads
Shaft
Torque
Current
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Validation throughHardware in the Loop (HIL)
MeasuredG
enerator
Torque
Simulation
Spee
d
Command
Measured
SpoolSpeed
Thrust Achieved
Fuel Burned
Altitude
Mach Number
Thrust Request
Gen
Hardware
Real-TimeSimulator
6 DoF Airframe
Dynamics and
Autopilot Models
Real-Time Simulator
Real-Time Turbine
Engine and FADECModels
Turbine Emulator
Drive Stand
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INVENT Technology
Demonstration & Validation Strategy
Bi-DirectionalConverter
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Future MS&A Needs
Desired Future Capabilities
IP Protection
Improve capability of RSTOOL to plot higher order response surfaces
Integrated Configuration Management
Physical Modeling Standard Toolboxes
exs. 2 phase thermodynamic flow, hydraulic with thermal, others
Data Management
large data set logging, managing, consistent formats
Automated simulation solver selection (speed / accuracy)
Ability to capture model uncertainty associated with solver, parameters,
and user input (physics modeled)
Errors associated with launching Matlab engines
Update Simulink Scope to measure point to point (cursor)
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Future MS&A Needs (cont)
Desired Future Capabilities (cont) Ability to read AMPL/GMPL files to create linear programs
An GAMS format model interpreter is a workable solution
Create a solver for mixed integer programs
Ability to specify optimality gap for termination of the algorithm Future Modeling, Simulation, and Analysis Needs
Distributed simulation capability for non-real time and real time
Running segment level electrical models in real time
make use of floating point FPGA or GPUs Availability of Jacobian for model reduction
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Questions?
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