brochure fly magazine
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Airbus - A350 XWB
Model-Based Systems
Engineering projects
ESA/ESTEC - New Challenges
in Space Engineering
FLYIssue 1
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We truly believe that LMS has made a transformational impact on the aerospaceindustry. Together with our customers and business partners, we have delivered
engineering solutions that have revolutionized how next-generation airplanes,
satellites and other high-tech aerospace systems are developed today.
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Building the Next-Generation AircraftAircraft programs must be engineered smarter, deal with new materials, combine new technologies, optimize moreinterconnected systems and meet new maturity expectations, while staying within program budget and time, collaboratingwith interdependent engineers geographically spread out and working together as virtual teams.
From both the mechatronic simulation and testing perspective, it is crucial to make accurate decisions regarding technicalchoices and system integration during the earliest phases of the program. Therefore, engineers must be able to analyzeconflicting requirements and various interaction scenarios to anticipate any system-level integration challenges from the outset.
They also require the ability to combine accurate simulation and solid testing to frontload subsystem validation and thereforeadvance the testing process for final system validation. The propagation of mechatronic systems makes it necessary to frontloadcontrols engineering tasks into the development program of the encompassing system or subsystem.
Mastering this complexity using traditional methods is impossible. It calls for profound innovation and next-generationdevelopment processes, such as Hybrid and Model-Based Systems Engineering. By designing the ideal structure upfrontand optimizing its functional performance, even before geometry is available, engineers can even further frontload thedevelopment process, mitigate risks, avoid late stage changes and as a result accelerate development.The next few years will also be marked by other paradigm shifts. The introduction of the digital bird, a single computer generatedmodel of the full aircraft, is one of the most promising. It will help speed up development, serve as virtual team facilitator,and further facilitate simulating and validating manufacturing processes from the earliest development phases to production.
New innovative technologies and methods will shape the future of aviation.
Thats why we look forward to continue our role as your trusted partner.
With warmest regards,
Dr. ir. Jan Leuridan
CEO LMS, A Siemens Business
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Director of publication and editor-in-chief: Peter Vandeborne |Art Director:Cindy PiskorContributing Editors:Hans Housen, Julie Ercolani-Peck (1D), Anne Falier (3D), Els Van Nieuwenhove (Test), Els Verlinden (ES),
Katrien Vandeurzen
Although we make every effort to ensure the accuracy, we cannot be held liable for incorrect information.
Fly magazine - issue 1
02
INTRO
CEO LMS, A Siemens
BusinessJan
Leuridanon delivering
exceptional resultsthrough transformational
solutions.
12
ENGINEERING STORIES
IN THE AEROSPACE
INDUSTRY
LMS Engineering
Services brings
knowledge and
experience to helpaerospace companies
solve and prevent
complex engineering
problems. Have a look
behind the scenes
of some of the most
frequently encountered
challenges.
18
HYDRAULIC AND
ELECTRICAL
SIMULATION
Smoothening out
actuation in engine
nacelles at Aircelle.
20
OPTIMIZING SYSTEM
PERFORMANCE
With LMS Imagine.Lab
AMESim,
Messier-Bugatti-Dowty
is able to tune complexmulti-physics systems
without performing a
large set of tests on
bench.
6
A350 XWB Model-Based Systems Engineering projects
Airbuspushes model and simulation engineers to review standards. New generation airliners, like the A350 XWB of which the first
flight is planned for mid 2013, push model and simulation engineers to review their standards, making traditions obsolete.
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Front cover image:LMS
Other images courtesy of:
Airbus, ESA/ESTEC, Aircelle, Messier-Bugatti-Dowty, SABCA, DLR, ONERA, Thales Alenia Space, CERTIA, Cessna
LMS International 2012
24
22
NEXT GENERATION
GVT
DLR and ONERA
standardize on LMS
Test.Lab GVT solution
and select LMS asGround Vibration Testing
partner.
28
DEVELOPMENT AND
PRODUCTION TESTING
ON SERVO ACTUATORS
SABCArelies on LMS
test technology for
both qualification and
production testing of theservo-actuators for the
new VEGA-launcher.
32
SATELLITE ASSEMBLY,
INTEGRATION AND
TEST
Nearing the end of
operational life, the
entire Globalstar
constellation of 48telecommunications
satellites will be
replaced byThales
Alenia Space.
36
VIRTUAL TEST RIG
MODELING
LMS Imagine.Lab
AMESim launches
CERTIAinto virtual test
rig modeling.
38
THE MAKING OF THE
CESSNA CITATION
COLUMBUS
Set to enter service
in 2014, the Cessna
Citation Columbus is a
pinnacle plane for theWichita, Kansas aviation
company. Sure it is the
largest in its class, but
more importantly for
Cessna, it represents
a change of production
concepts.
NEW CHALLENGES IN SPACE ENGINEERING
The engineering software industry should focus on the full integration of all analysis tools and methodologies, so that an
integrated numerical test on systems becomes possible, says Torben Henriksen, Head of the Structures & Mechanisms
Division at ESA/ESTEC in Noordwijk (NL).
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A350 XWB Model-Based Systems Engineering projectsAirbus pushes model and simulation engineers to review standards
New generation airliners, like the A350 XWB of which the first flight is planned for mid 2013, push
model and simulation engineers to review their standards, making traditions obsolete.
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Given the contractual time and maturity
level constraints, it was very important
to put extra effort on design verification,
on the development of a mature design
consolidated early in the definition phase.
Models are used tocommunicate requirements
A dedicated team was set up to drive
specific modeling and simulation use cases
selected to strengthen the design in the
early development stages.
Our criteria to set up projects was firstly to
tackle technological novelties, secondly to
address lessons learned from the A380 and
A400M-program and thirdly to incorporate
new (Tier 1) suppliers into our extended
enterprise strategy, Bnac says. Its histeams goal to ensure specification quality
in the design cycle, to use M&S to work on
a well-defined behavior for that part of the
system and to foster clear communication
with equipment suppliers and customers.
We manage a portfolio of 66 M&S
projects, Bnac says.
This portfolio is split into two project types:
a first group containing Model-Based
Systems Engineering (MBSE) projects
focused on building models to describe the
intended functional and logical architecture
of systems or functions; these models
rely on graphical formalism and focus on
early validation of functional sequences
depending on relevant operational
scenarios. The second group is more
focused on modeling and simulation,
to assess the physical performances
of intended systems under specific
operational conditions.
Simulating power-up of theairplane
We performed simulations on all
preceding Airbuses, but real MBSE didnt
exist. This is completely new. For the
A350 XWB, we performed an electrical
power test on the iron bird one month ago
(summer 2012), but thanks to MBSE, we
were able to simulate this power-up two
years ago, while still in the design phase,
and avoid potential clashes three years
beforehand. The power-up model weve
developed is a timing functional model.It includes every electrical part of any
system of the aircraft. Thanks to this PWR
UP model, these analyses were performed
in early phases of the development cycle
time and the quality of the specifications
systems was significantly improved.
We also created, for example, a thermal
simulation environment of the airplane,
in which we have integrated models from
our suppliers, Bnac says. The grand
idea is to build MBSE models dedicated
to a specific theme, share these models
with our suppliers and demonstrate how
their systems react versus changes during
operation, for example, during the electrical
power-up of the airplane. This enables our
The first A350 was conceived as an
additional member in the Airbus long-range
family, along with the A330 and A340. But
airline customers demanded Airbus be
much more innovative and reach further
in its ambitions. The first project was
therefore withdrawn and replaced in 2006by a much more ambitious program: the
A350 XWB.
With the A350 XWB program comprising
-800, -900 and -1000 model variants,
Airbus proposes an innovative airplane
range that responds to the current and
next decades market needs in terms of
efficiency, comfort and environmental
envelope. The A350 XWB is designed
using the best possible materials and
technologies for every possible application.
As Head of the Modeling and Simulation
Deployment, Christian Bnac focused on
possible Modeling & Simulation (M&S)
techniques to support wins in development
lead times, industrial ramp-up and maturity
expectation at Entry Into Service (EIS).
With the first flight of the A350-900
scheduled in mid-2013, Christian Bnac looks
back on the way the A350 XWB program
required him to rethink his way of work.
Christian Bnac, Airbus:
You cant say we have reinvented
aircraft engineering, but were
certainly obliged to use all
our available expertise and
accumulated know-how. The
A350 XWB airframe combines
completely new technologies on a
scale never witnessed before.
We also have to develop three aircraft
variants within a 6 year time frame, and we
have to reach a high maturity level at EIS.
At the start of the program, we knew we
could reuse the advanced technologies
developed already for the A380 and that
we could still optimize them even further,
says Bnac. But it was also very clear
we would have to introduce completely
new approaches in order to make more
precise predictions and enhance design
performance.
Traditionally, our efforts were largely
focused on the product verification phase,
in particular on securing the airlinesexpectations in terms of operability.
Fuselage transfer of the A350 XWB MSN1 at the A350 XWB final assembly line in Toulouse.
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suppliers to optimize their system and
improve test coverage. All of this is not new;
we did it before, on a much smaller scale,
much later in the development cycle and
not in an integrated aircraft environment.
We have developed MBSE modelsdescribing the comportment of systems
and how they influence one anothers
behavior, says Bnac. By making better
and earlier predictions using functional,
dedicated, full airplane MBSE models, the
airplane is optimized more efficiently and
the amount of undesired side effects is
drastically reduced. Our simulation models
make it possible to know beforehand
whether we reach the performance targets
and to prepare the test phase with more
insight. These productive results will, of
course, be checked on the test rig.
Mastering problems andcomplexity
Before, when an unexpected behavior was
discovered during the test phase, people
were often in the dark about the root of
the problem: was it a cable, a design fault,
the test rig itself ? Almost anything could
be causing the malfunction, Bnac says.
Now, not only are we able to foresee an
unexpected effect in an early development
phase, but if a malfunction appears during
test, we are able to support analysis and
classify it with more insight. Problems have
become transparent.
Without an advanced M&S approach, it
would be impossible to manage the A350
XWBs complexity. Through different
aircraft generations, from the A310 to
the A350 XWB, complexity has increased
with a factor of 100 to 1000, Bnac
says. For a human, even an expert, itsno longer possible to master and oversee
this complexity. Its not the technology
itself that has become complex, but the
accumulation of technologies and systems,
the volume of data and the amount
of interdependencies. It has become
impossible to master the development of
an aircraft, given the pressure to shorten
the development cycle and to generate
an almost 100% maturity rate upon EIS,
without MBSE help.
Connecting models to predictglobal performance
The need to perform global end-to-end
analysis and, to that end, line-up and
connect different models will only increase,
because its the only way to predict global
performance, says Christian Bnac: I really
recommend that model builders adopt this
end-to-end philosophy from the moment
they start building a model. This doesnt
mean that all functions need to be available
right from the start, but that you have to
work keeping the end-to-end philosophy in
mind and implement it step by step. Early
deployment generates early benefits.
Major components and
sections of the A350 XWB aremanufactured at Airbus facilitiesin Germany, Spain, France andthe United Kingdom, then shippedto the Toulouse, France finalassembly line.
Christian Bnac, Airbus:
In the case of MBSE, there
are several mature COTS-tools
available. LMS Imagine.Lab
Amesim has shown us we could
model within an object vision, inan integrated mode, just as you
would design an electronic circuit.
Christian Bnac is Head of Modeling andSimulation Deployment within the A350 XWBChief Engineer Team.
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Christian Bnac, Airbus:
LMS Imagine.Lab Amesim has
certainly made our lives easier.
Especially on a landing gear project,
for example, LMS Imagine.Lab has
proven to be very useful, enabling us
to better predict performance and
hence to enlarge validation scope of
the design at an early stage. We are
very happy that it exists.Aircraft PWR UP Model.
The 10 meter tall, composite vertical tail plane of the first A350 XWB that will fly (MSN1) has just come out of the paint hall inToulouse sporting the well-known Airbus blue and white livery. The vertical tail plane is produced at Airbus Stade site in Germany.
The intuitive aspect of LMS Imagine.Lab
has been very powerful. It has opened
the eyes of people to the use of external
off-the-shelf products. And with that, it has
opened the minds for more internal and
external collaboration opportunities. It also
enables our colleagues to communicate in
the same engineering tongue.
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Engineering Stories in the Aerospace IndustryLMS Engineering Services
LMS Engineering Services brings knowledge and experience to help aerospace companies solve
and/or prevent complex engineering problems. Have a look behind the scenes of some of the
most frequently encountered challenges.
Aero
LMS Engineering Services (ES) has
been collaborating with engineering
departments across the globe in a broad
range of industries for several decades.
The team combines the best of simulation
technologies and test and make sure to
deliver the know-how together with the
results.
Services include troubleshooting, design
refinement, technology transfer and
development support through all stages
of the development cycle. The teams
technological know-how and experience
has been used for the worlds leading
aerospace industry players and supplierson numerous applications and products:
aircraft, helicopters, jet engines, satellites
and launch vehicles.
This results in a reservoir of problem
solving shortcuts, best simulation and test
practices to address tough engineering
challenges and optimize product design,
in a world where complex assemblies of
systems and subsystems are subjected to
a wide range of multi-physics effects and
inter-related phenomena.
In addition to having a black belt in
complex problem solving, LMS Engineering
Services engineers have a relentless urge
to identify the root cause of a problem and
a broad palette for design optimization
ideas. They are experts in combining 1D
and 3D simulation techniques, including
controls, structural and mechanical
non-linear analysis and test. Add to this
the ability to translate simulation and
test results into breakthrough insights
and a thorough understanding of the
clients engineering needs and company
culture, and the standard LMS Engineering
Services team member takes shape.
Franois Gerard, Business Development
Manager at LMS Engineering Services,
says: We are specialists in generating
highly accurate models of aircraft systems,
using the best available assumptions in
the concept stage or integrating the most
relevant test data in the later stages.
We build on a proven mix of simulation
and test techniques. This method of work
avoids time-consuming trial and error
methods and drives inefficiency out.
The impact of possible solutions is
analyzed upfront and the optimal design
change is validated through testing.
Open culture of technologysharing
LMS Engineering Services has a culture of
open technology sharing. Regular on-site
technology exchange is part of the
standard procedure.
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The ultimate goal of a collaborative
project is often to make the OEMs
engineering team fully self-
supporting, Franois Gerard says.
We do this is by openly sharing models,
methodology, data and milestone reports
with the customer teams. We guarantee
our customer full transparency. This way,
we take the customer on a learning path.
Eventually he will have full knowledge
of the process and methodology used.
Our method of cooperation thus not only
guarantees reaching the project targets,
but it also deploys a simulation-based,
system-level methodology with a complete
technology transfer.
Past experience in aerospace projects
relate to a variety of areas including, for
instance, landing gear simulation and
shimmy, aircraft mechanisms, ground
vibration testing, noise and vibration
analysis including classical and composite
structures, systems engineering including
environmental control systems, thermal
management... Although every context and
problem situation is unique and requires
a dedicated approach, engineering
problems in the aeronautic industries also
show distinct similarities.
They are all embedded in a context of
tight development schedules, striving
toward higher quality and efficiency levels
and budgetary constraints, safety and
environmental requirements, regulatory
compliance and evolving user comfort
demands.
Franois Gerard, Business DevelopmentManager at LMS Engineering Services
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Landing gear shimmy
Solving landing gear shimmy issues is
very complex. LMS Engineering Services
can build on specific experiences from
several real-life shimmy projects, making
it possible to tackle the different types of
shimmy related problems. Shimmy issues
can be analyzed in an early development
stage, using LMS Virtual.Lab,
Franois Gerard says. Using all
available information in the concept
stage the most critical issues can be
identified and tackled. But sometimes
unforeseen problems can arise in the
later development stage, or even in the
production phase. For example, one of our
customers contacted us for a landing gear
issue on one of their aircraft. The problem
appeared after they had switched from
component supplier.
The ES-team rolled out a three step
process: First, we had to find the root
cause of the shimmy problem, Franois
Gerard says. For this, we acquired
and analyzed operational data such as
operational deflection shape, operational
modal analysis, etc. That data allowed
us to quantify the shimmy phenomena,
identify the response indicators and
understand the landing gear behavior in
detail.
As a second step, we simulated the
behavior of the landing gear components
and assembly. We used multi-body
simulation techniques with flex bodies and
a dedicated tire model, while incorporating
test results for input parameters and
correlation. This ensured accurate dynamic
behavior prediction and moreover revealed
insight into the generation of shimmy
related issues.
As a third step, we studied the shimmy
model parameters to assess the sensitivityof the physical design variables in
generating shimmy. The studies helped
us to evaluate several shimmy mitigation
design options and their robustness with
respect to variable parameters, such as
tire pressure, variation in clearances due
to aging, different runway profiles, etc.
Through this entire process,
we extensively collaborated with the OEM,
continues Franois Grard.
It is very important to do so, because
when a noise level breaches the defined
target late in the development cycle for
example, during flight testing adding
heavy isolation and damping material
is the only remaining treatment left;
but more importantly, eleventh-hour
iterations also add costs and delay
production. LMS has developed a
target-setting process, cascading down on
the overall noise target to system targets,
using a sourcetransferreceiver model.
This model decomposes the noise in its
individual contributions; each made of asource term for example,
the aerodynamic source exciting the
fuselage and a transfer function for
example, transmission loss across the
fuselage. The process can be used early
in the design of the cabin by building the
sourcetransferreceiver model with noise
sources and transfer functions of which
Analysis and 2D XY Plot of the shimmy-phenomenon with
LMS Virtual.Lab.
Thanks to our structured approach,
we were able to suggest design
options that would mitigate the
shimmy issue and remain solid with
variable parameters. Our unique
hybrid approach combining test
with simulation has proven to be
crucial.
The integration of test data in the CAE
model made it possible to accurately
reproduce the phenomena as they occur,
including the generation of shimmy
instability in real landing conditions. In
addition, another advantage of combining
simulation and test is that, once the model
is validated and fully parameterized, we
can simulate dangerous test conditions
that would be otherwise very complex to
test on the runway.
Franois Gerard: ES assists aircraft
OEMs to frontload cabin noise
engineering as early as possible in
the development cycle, even before
details on the new aircraft cabin
design are available.
The noise generated by a source can be described by the source
transferreceiver model.
Acoustic target setting
A high aircraft cabin noise level can be
generated by a variety of sources (engine,
aerodynamics, pumps, environmental
control systems ), propagating through
multiple transfer paths. Possible noise
reduction approaches encompass mainly
acoustic absorption, damping treatment
and isolation.
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the estimation is based on CAE or typical
data of other similar aircrafts. We applied
this process in a collaborative project
to set preliminary targets for the cabin
vibro-acoustic performance and major
noise sources. It allowed us to immediately
identify possible noise issues and start thedesign process of the structure with a high
confidence that the overall noise target
was under control. Later on, with a more
mature design, noise targets are refined
and design choices are made in view of
reaching targets.
Model-Based SystemsEngineering
The aggregate complexity and
multi-physics character of new aircraft
technology, including increased interactionbetween the different systems, drives
development processes ever-more
toward model-based systems engineering
approaches.
The use of model-based systems
engineering (MBSE) methodology
enables engineers to analyze conflicting
requirements and various interaction
scenarios early in the aircraft program.
Initial models with a limited resolution help
to make early choices between different
design architectures. As a second step,
more detailed and test-validated models
need to be in place to validate system
interactions in later stages.
LMS Engineering Services was invited
by a jet engine manufacturer to provide
a fuel regulator model, validated on
experimental data obtained on the test
bench, available for coupling with control
laws for accurate mechatronic simulation.
Franois Gerard explains: The aim was to
develop a high-accuracy model of the jet
engine regulator and get insight into the
systems performance in order to reduce
the test bench calibration time of each
regulator. The customer had no previous
experience with building such models, andas a result, the models were built from
scratch. We had to create and validate the
model at components and system level,
based on test results. Therefore, we had to
specify and follow-up the tests needed for
validation. Afterwards, we carried out the
analysis to support the system design and
optimization.
Validation of aircraftmechanisms
In the context of aircraft certification,
the performance of aircraft mechanisms
is verified on test rig. To prove good and
safe performance, normal tests and failure
tests (such as the actuator jamming,
or disconnection of a mechanism) are
conducted on the Iron Bird, the hydraulic
and flight control system test rig, says
The jet engine fuel regulator schematics and the corresponding
LMS Imagine.Lab model making it possible to optimize the systemsdesign.
Our technology transfer consisted of
a hands-on technical application trainingon the model of the mechanisms and
training on the basic and advanced use of
LMS Virtual.Lab Motion software.
The ability to design-right first-
time and anticipate system-level
interaction challenges, even before
any hardware is built, significantly
reduces physical prototype testing
and rework/modifications at a later
stage. MBSE is a strong enabler to
accelerate the development process
and cut costs.
We assisted our customer and
transferred him the simulation
process. We delivered the analysis
and reports of different loads in
different scenarios that will back our
customers position.
Franois Gerard. But it is not possible to
mimic all load conditions and scenarios on
a test rig. Here, simulation comes in handy.
Extreme circumstances and different
loads can easily be analyzed. Simulation
improves testing efficiency. We can define
the most critical scenarios.
LMS Engineering Services was contacted
for the analysis of critical control surface
mechanisms. Our customer, who was
developing a new aircraft, wanted to better
prepare the controls systems mechanisms
test on its Iron Bird and extend test results
to more loads and more failure scenarios
in the context of the certification process
of the aircraft.
Our customer had limited experience in
supporting aircraft certification throughsimulation, says Franois Grard.
Aircraft mechanism model in LMS Virtual.Lab Motion.
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Space
Engineering teams from LMS assist space
system engineers with the development
of one-of-a-kind systems that will have to
deliver full functionality in the harshest
conditions imaginable.
Space system engineers require the ability
to predict and analyze the behavior of
mechanical and mechatronic systems
such as beams, solar panels, deployable
appendages and separation devices during
the earliest phases of the development
program. The same goes for the dynamicinteraction between coupled components
on a system level. This exploration of new
materials and systems increases the need
for smarter validation tests. Therefore
our engineering teams are assisting
space engineering teams on site with the
deployment of state-of-the-art engineering
methods and technologies to develop novel
space systems.
Highfrequency phenomena
Liquid rocket engines are complex launchercomponents. They have to be designed
with a deep understanding of the extreme
thermal conditions during launch, when
the nozzle is subjected to very high
temperatures and pressures, and tanks
filled with liquid propellants are kept at
cryogenic temperature. Next to this, the
large vibration levels and highfrequency
phenomena that typically occur during
the ignition phase must be kept under
control, taking also the added mass effect
of propellant fluids into account. Dynamic
effects due to high rotation speeds in turbopumps are appearing as well.
Our advanced linear and nonlinear analysis
methods make it possible to implement
new, innovative numerical concepts to
properly assess both the heat fluxes
circulating through conduction, convection
and mutual radiation and with controlling
vibration levels, says Eros Gabellini,
Director of LMS Engineering Services. Our
engineering teams, for example, performed
a simulation project for the Safran Snecma-
Space Engine Division. Snecma needed
the ability to simulate the high- frequency
dynamic response of the nozzle extension
structure under a transient pressure load
case during the ignition sequence. This
phase only lasts for few milliseconds
and leads to dynamic pressure loads on
the nozzles inner surface. We helped
to simulate the structures behavior
using SAMCEF Mecano. Our engineers
developed 2D multi-harmonic and 3D cyclic
symmetry models to simulate and analyze
the occurring high-frequency phenomena.
Very small time steps were used in order
to reach the expected results. Our open
collaboration approach and knowledge
transfer made sure the engineers at the
Space Engine Division gained experience
and confidence with this type of
simulations and problem solving.
Structure analysis
LMS engineers have developed a 40-year
expertise on structure analysis. The
Hubble, Huygens and Herschel telescopesare examples of famous missions in which
LMS was involved.
The deep space Hershel observatory
detects light emitted in the sub-millimeter
and far-infrared range of the spectrum,
thanks to three scientific instruments with
detectors housed in a giant vacuum flask,
known as the cryostat. This tank is made
of two walls to support extreme pressure
and high differences of temperature.
The two-tank contains 2,300 liters of
liquid superfluid helium, cooled almostto absolute zero. This extremely low and
stable temperature is compulsory for
pushing the sensitivity of the detectors to
their limits. But helium coolant evaporates
at a constant rate, gradually emptying the
tank. Around 180 gm of helium is used
per day. This degrading cooling capacity
eventually results in conditions wherein the
telescope will no longer be able to perform
observations.
LMS engineers assisted Air Liquide with
the design and the realization of this
cryogenic tank. The proper functionality of
the cryostat determines the lifetime of the
observatory, says Eros Gabellini The LMS
engineering team provided its expertizeand technology to support Air Liquide in
designing and optimizing the tank to store
the maximum amount of gas, giving the
telescope full autonomy during its 3.5 year
service period.
Taking into account space conditions,
the helium two-tank needed long and very
accurate analyses to define and optimize
the tanks architecture; this allowed it to
support extreme loads such as the huge
pressure difference between the inside
of the tank and the two walls, and theacceleration and vibration loads during
take-off.
To solve the dimensioning problems,
non-linear analysis was required. With the
support of LMS Samtech teams, Air Liquide
created a large number of models to define
the most accurate architecture in terms
of volume and design shape, ensuring the
nominal operational life of 3.5 years.
Eros Gabellini, Director of LMS EngineeringServices
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Thermo-mechanical analysis of Vulcain 2 andHydraulic/thermal analysis of the turbo-pump
HERSCHEL Tank Design (with courtesy of Air
Liquide)
System deployment simulation
Many space missions require lightweight,
deployable structures. The use of larger,
deployable space structures forces
engineers to properly study the operational
behavior of these complex mechanical
systems in space-related environments.
They need to simultaneously evaluate
the exact 3D kinematics, large amplitude
motion, multi-body flexible dynamics and
the impact of mechanical loads, stresses
and vibrations related to launch-time
shaking.
The development and testing of prototypes
in space is prohibitively expensive and
ground testing only results in a poor
representation of the outer space real
behavior of these types of structures. In
addition, shocks that can influence the
dimensioning of the mechanisms usually
occur during the deployment, in particular
when the system is released or locked. For
those reasons, the numerical analysis of
deployable space structures is absolutely
necessary.
Throughout the years, LMS Samtech
engineering teams have demonstrated their
ability to provide accurate solutions for
advanced multi-disciplinary mathematical
problems. As a contractor for the European
Space Agency and Thales Alenia Space,
LMS Samtech engineers have performed
advanced analysis on the Large Deployable
Reflector (LDR) mock-up. The first model
was developed in 2000 by Alenia Spazio,
now Thales Alenia Space (TAS), with the
technical support of LMS Samtech,
explains Eros Gabellini. Thales AleniaSpace used the programming capabilities
of SAMCEF Mecano to build a hierarchical
model based on the repetition of basic
parameterized sectors. But at that time, the
simulation could not be carried out to the
very last stage of deployment because of
convergence problems. We thought it was
caused by shocks instabilities related to
the high dynamic phenomena (latching and
sudden stop of the antennas rotation) at
the end of the deployment. So we decided
to use the LDR model as a validation case
to implement new, innovative capabilities in
SAMCEF Mecano.
By 2006, thanks to the use of new
integration schemes in SAMCEF Mecano,
we had drastically improved the simulation
performances from 1 day to 1 hour.
In this context, we could increase the
investigations and test several alternatives
to better understand the actuator
functioning. One of the consequences
we noticed is that convergence problems
were due to initial data sets which were
not precise enough. With the new ESA
data, the model ran until the full reflector
deployment. The second thing we
observed was an unexpected behavior
in the system during the deployment
since rips were compressed, causing too
rapidly deployment. LMS Samtech put its
technology and expertize in place to solve
this issue also. Thanks to the new SAMCEF
Mecano release, we were able to simulate
the complete deployment in the gravity
field with some gravity compensationsystems to mimic the in-orbit conditions,
concludes Eros.
Simulation of the Large Deployable Antennadynamic deployment (with courtesy of Thales
Alenia Space)
Eros Gabellini, director LMS
Engineering Services: During
the ignition sequence, the rocket
engine nozzle has to withstand
extreme thermal and pressure loads.
Our challenge was to model thestructural behavior using multi-
disciplinary simulation methods in
a reliable and elegant way. SAMCEF
Mecano is an enabler to solve these
complex and large problems.
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and this is why, during design, engineers
in Aircelle carry out specific system andperformance analyses on its actuating
system with LMS solutions.
Hydraulic and electricalsimulation
Aircelle, and in particular the Nacelle
Actuating Systems team, employs
LMS Imagine.Lab AMESim to simulate
actuation architectures and concepts
under several working conditions, so as
to better respond to customer-imposed
performance requirements. However,the actuation systems performance
is strongly dependent on its integration
with the door structure This is
why it was important for us to have
a tool that can easily import FEM-
door structure data into the simulated
actuation system, explains Rodolphe
Denis, Head of Actuation System
Mechanics and Simulation in the
Nacelle Actuating Systems team.
Thrust reverser door
Within its simple shape and smoothness,
the nacelle, the cover housing that
encloses the engine, hides great
complexity. It reduces noise and embeds
deicing capabilities, all in an aerodynamic
shell to minimize drag. Last but not least it
also contains thrust reversing mechanisms
that, together with the aircraft spoilers and
landing gear braking system, contribute
to the braking process of the aircraft.
Indeed, when the aircraft touches the
ground, an actuation system inside thenacelle forces a door in the nacelle case,
the so-called thrust reverser door, to gape
open; the air that rushes through
the engine is thereby forced through
this escape path in a contra-thrust
direction, generating a force that
helps the aircraft come to a halt.
Its components design must be robust
enough to resist the strong efforts
and critical environment conditions
(temperature, vibrations)
Smoothening out actuation inengine nacelles at AircelleEfficiently slowing down the aircraft
Aircelle, as part of the SAFRAN group, is the European leader in design, integration and
manufacturing of nacelles for aircraft engines as well as the only nacelle integrator present
on every market segment from business jets to wide-body airliners like the A380.
Rodolphe Denis concludes:
What we appreciate inLMS Imagine.Lab AMESim are its
multi-domain capabilities, the
solvers robustness, and the simple
block-by-block interface, that still
remains open to customization with
LMS Imagine.Lab AMESet
The actuation systems we need to
simulate are both electrical andhydraulic and one has to recognize
LMS Imagine.Lab AMESim is really strong
in the field of hydraulic system simulation,
continues Rodolphe Denis. This convinced
us to test out LMS solutions, which was
when we realized LMS Imagine.Lab
AMESim performed really well in the
electrical system simulation domain,
too. We soon discovered technical
support from LMS is really good.
and to integration of other modeling
languages, like Modelica -an aspect that
shouldnt be underestimated.
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Of particular interest were heavy hydraulic
lines running the length of the aircraft
from large centralized pumps to equipment
such as brakes, landing gears and the
nose wheel steering system. Ordinarily,
large commercial jets have three sets
of redundant hydraulics: two primary
circuits and a third back-up for safety,all adding up to a big load of hefty piping.
To reduce this bulk, the all-hydraulic
backup circuit was replaced with
a decentralized fluid-power generation
system on the A380. A worlds first in a
commercial airliner, this Local Electrical
Hydraulic Generation System was
developed by Messier-Bugatti-Dowty,
a subsidiary of the SAFRAN Group
and a world leader in aircraft
landing and steering systems.
In optimizing system performance,
the engineering team on this project
With LMS Imagine.Lab AMESim,Messier-Bugatti-Dowty is able to tune complex
multi-physics systems without performing
a large set of tests on bench.
Size definitely matters, especially when youre developing the worlds largest passenger jet.
With an overall length of 73 m and a wingspan of nearly 80 m, the Airbus A380 provides seating
for 525 passengers and a range of 15,200 km (more than 9,400 miles). To gain maximum fuel
efficiency and payload capacity, weight savings was a must when developing this massive plane.
faced major challenges in integrating
and sizing the large number of different
physical parts, assemblies and subsystems
for the mechanical, electrical and
hydraulic systems. Moreover, they
needed to assess any risk factors
such as electrical overheating.
Messier-Bugatti-Dowty met these
challenges with the LMS Imagine.Lab
Ground Loads solution based on the
LMS Imagine.Lab AMESim simulation
platform, which the company had
implemented on previous projects for
predicting the behavior of complex
multi-domain intelligent systems.
The LMS Imagine.Lab Ground Loads
solution modeling and analysis capabilities
allowed Messier-Bugatti-Dowty to analyze
the systems hydraulic behavior in termsof performance, stability and robustness.
Engineers also used the model to study
the thermal characteristics of the
hydraulic circuit and evaluate the need
for heat exchangers. These results were
then used to establish the sizing, output
and other product specifications for the
entire hydraulic power generation system
including the tank, pump and accumulator.
By using the LMS Imagine.Lab
Ground Loads solution, engineers
were also able to explore a large set
of parameters and scenarios.
With these predictive capabilities,
Messier-Bugatti Dowty simulated
the behavior of the electro-hydraulic
system for the A380, validated system
power-generating performance and
enabled engineers to accurately size
components early in development.
This significantly reduced dependencyon numerous physical prototypes.
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Michael Benmoussa,
Senior Design Engineer:With LMS Imagine.Lab AMESim,
Messier-Bugatti-Dowty is able
to tune complex multi-physics
systems without performing a
large set of tests on bench.
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DLR and ONERA standardize on
LMS Test.Lab GVT solution and select
LMS as Ground Vibration Testing partner
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Supporting its leading position in Ground Vibration Testing (GVT) solutions, LMS has entered into an
agreement with DLR, the German national research center for aeronautics and space, and ONERA,
the French national aerospace research center, to deliver their next-generation GVT systems. DLR
and ONERA each ordered a 384-channel LMS Test.Lab GVT solution, which can be combined to form
a 768-channel test system.
DLR-ONERAs decision in favor of LMS GVT
solution confirms our position as the leading
industrial partner for GVT testing.
Dr. Jan Leuridan, Executive Vice-President and CTO, LMS International
We are very pleased that DLR and
ONERA have decided to standardize their
GVT testing, methods and technology on
the LMS Test.Lab GVT solution.
Thanks to its openness, we can work with
DLR and ONERA to customize our LMS
GVT solution to efficiently meet all their
GVT process requirements, stated Jan
Debille, Aerospace Solutions Manager at
LMS International.
The LMS Test.Lab GVT solution uses
the state-of-the-art LMS SCADAS III
networked data acquisition system,
in combination with the LMS Test.Lab
data acquisition applications for MIMO
FRF acquisition under random, swept
and stepped sine excitation conditions
and a direct modal acquisition module
for normal modes tuning. Key to maximal
productivity, all acquisition modules are
seamlessly integrated with the world-
class LMS Test.Lab modal analysis
software, PolyMAX, and its wealth of
modal validation capabilities.
LMS truly understood our particular
situation and offered the solution
we needed: a complete yet efficient
GVT solution - easily customizable
to fit our specific needs. LMS is an
innovation-driven company, and LMS
common GVT requirements, and could
easily be configured to fully manage DLR
and ONERAs specific GVT methods and
practices.
Additionally, the LMS Test.Lab GVT
solution proved to have the necessary
openness to integrate customized
procedures to support DLR and ONERAs
research initiatives.
After the Airbus A380 GVT, we decided
to switch from LMS CADA-X modal
analysis software to Windows-based
LMS Test.Lab. To achieve that with
our custom-built VXI data acquisition
system, we had to link in-house data
acquisition systems to the LMS Test.
Lab PolyMAX modal analysis solution.
For our next-generation solution, we
decided to combine data acquisition and
analysis in a common environment, and
selected the LMS Test.Lab GVT solution
as the platform to support the complete
GVT process, stated Dr. Boeswald,
Coordinator of DLRs Ground Vibration
Test Facility in Goettingen, Germany.
In addition, we also wanted to maintain
the possibility to combine our system with
ONERAs system in France. Therefore,
we needed to align our decisions and
synchronize the evaluation effort.
fully understands as well the need
for high-level support of our research
initiatives. By merging their leading GVT
solution with our extensive 30 years of
GVT experience, we will be able to take
our GVT testing practices to the next
level, and meet the ever more stringent
deadlines of our customers, stated
Mr. Pascal Lubrina, Manager of ONERA.s
Ground Vibration Test Facility.
DLR-ONERAs decision in favor of LMS
GVT solution confirms our position as the
leading industrial partner for GVT testing.
Both DLR and ONERA have developed
their know-how for GVT testing over
many years, and have a claim to fame
for GVT testing in the aviation industry.
At LMS, we look forward to contributing
to the advancement of the overall GVT
methods and practices at these industry-
leading organizations, stated Dr. Jan
Leuridan, Executive Vice-President and
CTO, LMS International.
With important GVT campaigns planned
for the 2010-2011 timeframe, ONERA
and DLR investigated various industrial
players. Following successful GVT
benchmarks, DLR and ONERA selected
LMS and decided to base their new
GVT systems on the LMS Test.Lab GVT
solution. This solution already covers all
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Other changes are related to the
increased use of numerical tools in the
design and verification process, either
because we cannot completely test under
fully representative flight environmental
conditions or in order to limit the
amount of testing for cost reasons.
We also see an increased use of
numerical tools in support to the
on-ground testing, e.g. to minimize
the risk during the test.
Does the use of new materials maketesting more difficult, more costly?
It complicates the handling and
the testing. There are two aspects.
The first one is the inability to test and
verify on-ground, because we cant test
the environment which we encounter
in orbit. Therefore we will have an
increased use of numerical tools to
support the verification process, as I
already mentioned. Secondly, we have
to test more fragile structures. So we
need to be very careful in implementingthe test. The margin is small. Ceramics
and silicon carbide are not forgiving
materials. One mistake and it cracks.
This means that the integration of test
preparation, the virtual testing approach
and the coupling with the thermal or
mechanical test facilities, becomes
very important. The goal is to avoid
or to exclude not expected events.
Focus
In your line of business, what
is the most important trend the
industry of test and simulation
tools should focus on?
The increased use of numerical
tools in the verification process of
spacecraft inevitably means that we
must have a closer coupling between
the various tools and methodologies.
ESA/ESTEC or European Space Research
and Technology Centre, based in
Noordwijk, Netherlands, is ESAs main
technology development and test center
for space technology and spacecraft.
In this facility, about 2500 engineers,
technicians and scientists work hands-
on with mission design, spacecraft
and space technology. ESTEC offers
extensive testing facilities to validate
the proper operation of spacecraft,
such as multi-axis vibration tables,
acoustic and electromagnetic testingbays, the Large Space Simulator (LSS)
and the ESA Propulsion Laboratory
(EPL). Almost all equipment that
ESA launches undergoes pre-launch
testing at ESTEC to some degree.
Expected changes
Can we expect a major space
technology change in the near future?
Torben Henriksen: I do not expect
major radical technology changes inthe near future. However, we already
see changes in the way spacecraft
are designed compared to how it
was performed some years ago.
The demanding performance
requirements for spacecraft are
dictating the use of new materials,
such as ceramics, and the use of
large flexible deployable structures.
An integrated approach, without the
need to create and separately verify
too many separate models is essential.
Because, in real life, in real physics,all these elements are not acting
individually, they act at the same time.
We make mistakes when we combine
the results of the individual analysis
cases, so we need to approach them
with an integrated tool. I call this the
strong coupling between disciplines.
A strong coupling between
mechanical analysis tools,
thermal tools, computational
fluid dynamics, optics, control
logics etc. is needed.
New Challenges in Space EngineeringInterview with Torben Henriksen, ESA/ESTEC
The engineering software industry should focus on the full integration of all
analysis tools and methodologies, so that an integrated numerical test on systems
becomes possible, says Torben Henriksen, Head of the Structures & Mechanisms
Division at the European Space Agency of ESA/ESTEC in Noordwijk (NL).
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The ultimate goal is that we simplify
our modeling, that we create one single
model of the system, which on its own is
able to handle the various environments
against which we need to verify.
For what concerns the end-to-
end verification approach, a close
link between numerical verificationand test verification is needed.
An integrated approach is needed
to help optimize the test setup and
approach, to reduce the test risk and to
optimize the model validation process
which follows the test program.
Manned spaceflight
At this moment, only Russia can
launch men into space. In the
eventuality of manned spaceflight
powered by ESA, how will your currentcapabilities need to evolve in order to
make manned spaceflight possible?
Manned flight systems exist in Russia
and are under development in other
countries as well, such as the US and
China. Beyond any doubt ESA has the
technical knowhow to embark on such
developments as well. We have seen the
successful launch and reentry of the ARD
capsule some years ago, demonstrating
the European capabilities to launch and
recover a capsule. The very successfulATV has already flown twice to the ISS.
Manned missions will not
mean that we will have to enter
areas of testing which we
not already address today.
Having said this, it is important to
mention that ESA has been developing
manned systems for some years,
think of the Spacelab module, and
the module Columbus attached to the
International Space Station ISS.
At the same time, we dream about
flying back to the Moon and evento Mars. What does this mean
for simulation and for testing?
Missions to the Moon and to Mars have
taken place and other specific missions
are currently being studied in Europe,
sometimes in collaboration with other
space agencies such as NASA.
Such missions, even unmanned,
are technologically demanding
and challenging missions.
Rovers and equipment for surface
exploration like drills and samplingequipment have complex locomotion
and operational kinematics, and
the availability of integrated multi-
body analysis tools is needed.
Also, such missions may need large
deployable and inflatable structures,
habitats for example and large reflectors
or deployable antennas. These are
difficult to test on ground end-to-end.
The re-entry vehicles currently under
development such as IXV and Expert are
contributing evidences as well. They are
intended to extend to knowledge in the
re-entry regime. So beyond any doubt,
the technology is available in Europe to
embark on manned programs.
The next-generation of European
launchers is not likely to be mannedrated, but I believe that we will
see European astronauts launched
with a European flight system in
the future. But when exactly on the
other hand, is difficult to predict.
Manned systems inevitably have severe
requirements with respect to reliability
and safety, and these requirements have
an effect on the design and verification
process, but I cannot identify a specific
need or requirement concerning
numerical tools or testing tools drivenby the single fact that we would
decide to develop a manned capsule
or not. Mission success, safety and
reliability have always been a priority.
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Virtual testing using coupled shaker and flexible spacecraft dynamic models.
It is quite a demanding task, numerically,
to simulate the deployment of these
thin and flexible structures, which are
very deformable and very susceptible
to gravitational effects. Together with
LMS Samtech, we have developed
membrane elements and routines for
the deployment of both antennas and
inflatable structures. Beyond any doubt,we will continue our focus on enhancing
the tools to achieve this capability to
perform the end-to-end verification.
This kind of dialogue and cooperation on
the tools is essential. Our collaboration
with LMS Samtech is driven by specific
needs. By nature, the tools are very
complicated. Their integration makes
things even more complicated.
It is important that developers are
in close contact with users. It is no
longer possible to develop the tooland then try to find someone who can
apply them. You need to understand
the applications and then tailor the
tools to the needs of the users.
Next to manned spaceflight, what is
the following step that will be taken?
A reliable and cost effective access
to space is important for Europe, and
preparatory studies towards a new
launcher program are underway. This
includes dedicated technology studiesas well as system concept studies.
This hopefully will lead to the start of
a new launcher program in the near
future. Not necessarily a replacement of
Ariane 5 but possibly in addition to it.
Commercial space
In the next years, we will experience
the commercialization of space.What does this mean for the
European industry and ESA?
The commercial element is not new,
think of telecom spacecraft and services
as well as launcher services. There is a
trend towards more commercialization,
including manned launch services, being
it missions to ISS or space-tourism.
This has been underway in the US
for some time. Similar projects are
appearing in Europe as well. To what
extend this will really take off still needsto be seen. A market for space tourism
may exist. As for manned missions,
a commercialization will depend on
institutional needs for still some time
to come. Think here of transportation
of supplies and astronauts to the ISS.
Another commercialization is in the area
of small satellites (cube satellites) where
development support and launch services
are offered to universities and others
interested in such missions. This certainly
is beneficial for the education of young
engineers. I believe the developmentwill have positive effects on industry.
Will the commercialization of space
entail that the element of risk will
be approached in a different way?
When operating in the forefront
of technologies, there is always an
increased element of risk.
Mission success and safety of humans,
whether on ground or onboard aspacecraft in orbit, will be of highest
priority, whether it is an institutional
mission or whether it is a commercial
mission. So I dont see a big change
in the way risk will be approached.
Technology developments and
development of verification tools and
methodologies may help us to address
risk in a new or different way, but I do
not expect major differences between
institutional and commercial missions.
As we learn how to mitigate the risk
through the use of our numerical toolsand our testing, we will approach
development risk in a different way,
but without giving in on safety.
Development time is long, cost is
high, and the element of risk deserves
adequate attention. That will not
be different whether we are talking
commercial or institutional.
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The concern evoked is an expression of
the huge technology efforts made and
interdependencies existing in the space
products market. SABCA is one of the
main aerospace companies in Belgium.
It was founded in 1920 and is based in
Haren, near Brussels, and in Charleroi.
Besides being a subcontractor for different
aircraft manufacturers, such as Dassault
Aviation and Airbus, SABCA just delivered
its 100th Airbus 380 T-Shape: a large
metallic structural assembly that carries
the high fuselage loads between the main
wheel wells of the aircraft. The company
also builds servo-actuators for the Ariane
V-launcher and the Interstage 0/1 Skirt
and the Thrust Vectoring Systems for the
four stages of the new VEGA-launcher.
This new VEGA-launcher has been
developed by ESA during the last nine
years. It will be able to bring a 1.5 ton
payload into low earth orbit. Technology
on the Ariane 5-program goes back
as far as the early seventies, and the
servo-actuators used to direct the
rocket thrust and steer the rocket ship
are still electrohydraulic systems: GAT
(Groupe dActivation Tuyre) and GAM
(Groupe dActivation Moteur). For the new
VEGA-launcher, SABCA followed a very
innovative approach by developing a fully
electrical thrust vector-actuation system
(electromechanical actuators, control
and power electronics and the associated
software). These are based on a SABCA-
proprietary microprocessor hardened
against space radiations. They will operate
in a vacuum, at very low temperatures
and have to withstand the heavy shocks
generated by the separation of the various
stages of the rocket.
Due to the heavy constraints involved, the
thrust vector actuation system undergoes
a very strict and severe qualification test
program during development. But each
subassembly also undergoes a set of
predefined lower and shorter tests on the
shaker just before rocket assembly.
SABCA opts for versatility
on the testing sideDevelopment and production testing on servo-actuators
We visited Marc Pitz, test responsible at SABCA, and Marc
Rigal, Production Engineer, just a few days before the maiden
flight of the brand new ESA VEGA-launcher. At that time, none
of them knew if the electro-mechanical thrust vector actuation
system from SABCA, steering the rocket ship that took off from
the French Guyana Space Center in Kourou, would perform
according to plan. A few days later, on February 13th, the first
qualification flight of the VEGA launch vehicle proved to be
a success. The outcome of the VEGA-program is extremely
important for us, said Marc Pitz. VEGA will mark our future.
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Versatility
Marc Pitz looks back on a 25-year R&D-
career at SABCA. He tells us about the
different systems that were used through
the times. The choice for LMS was made
at the end of the last century. Five years
ago we decided to replace and update our
first system. SABCA is now using the
LMS Test.Lab software in combination
with the LMS SCADAS III Frontend
data acquisition system. Pitz says: We
evaluated different suppliers, and the
LMS system offered far more possibilities
and flexibility, mainly also because of its
modal capability. Two years ago, the test
environment was further enhanced with
a brand new 160kN shaker, referred to by
Pitz as our big elephant.
A vibration test on a hydro-mechanical
actuator typically takes half a day, says
Pitz. Since it takes two actuators to
steer the thrust of an engine, tests are
performed on two hydro-mechanical
actuators consecutively, as a twin
configuration. So testing one set takes aday, plus two days for the thermal test.
Starting from the primary parts, it takes
three to four weeks to have a hydro-
mechanical actuator ready, explains Marc
Rigal. Producing an electromechanical
actuator takes less than a day, but far
more time to test. The test cycle takes
more time than the assembly cycle.
Controlling risks during these tests is
important. The safety element is key.
Testing actuators means that the levelon the hydraulic pump needs to be
limited to a max of 250 g, especially when
reaching resonances. We control this level
accurately because harmonic and peak
estimators are computed in real time by
the software.
The electro mechanical thrust vector control system mounted on the VEGA engine steering compartment.
Test levels
The SABCA engineering team performs
thermal tests and basic vibration tests
on the actuators, mainly of the sinusoidal
and random type. During the qualification
tests, the components are put under
severe stress: up to 22.5 g in sinus mode
and 20 g in random mode, explains Marc
Rigal. During production, test levels
are topped off at 12 g in random mode.
Production tests are mainly focused on
random mode.
We use the same test setup for
both qualification and production
testing of the servo-actuators. This
built-in flexibility is considered a
key advantage of the LMS testing
system, says Marc Pitz.
The ease of use is very important to
us, because different engineers are
using the system, and not everybody
is a test software expert or can
invest vast amounts of time studying
the tools. Production engineers areno vibration experts, but once the
configuration is set, they push the
button and the test is done. These
time savings are important for us.
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The Ariane 5 launcher development
began in 1988, a time virtual testing and
testing models were not in the picture yet.
Although a lot of tests were performed and
data were gathered, no truly correlated
virtual test model of the hydro-mechanical
actuator was ever built. Since the Ariane 5
program commenced, technology of servo-actuators underwent a major revolution.
Actuators on new VEGA have followed
the trend of more electrical mechatronic
systems and became electromechanical.
The Ariane 5 components developed and produced by SABCA.
The use of the virtual shaker
technique will increase confidence
in the test and enhance the notching
profile definition of. Mechatronic
actuators are quite a new product,
including for us.
We perform about 15 to 20
vibration tests per month,
continues Rigal. Weve used the
system for 5 years, and during thattime we have never experienced any
unexpected or instable behavior of
the system. Testing has become more detailed and
delicate for sure, says Pitz. For the
moment, the mechanical and electronic
parts are still separated, but in the near
future, the electronics will be integrated
on the mechanical parts, thus actuators
will become truly integrated mechatronic
systems.
Test evolution Testing these means entering undiscoveredcountry. This electromechanical character
complicates vibration testing in a certain
way, because besides mechanics, we also
have to test the electronic components on
a small board inside the electronic box,
says Pitz. Resonance frequencies are alot higher with electronic components.
Exposure of these components to space
radiations also means we have to perform
EMC tests.
It is believed that test and simulation will
develop an even closer relationship and
will be further integrated in the future.
Marc Pitz: We believe that simulating test
using correlated models will be more and
more required in order to better predict the
vibration behavior during the qualification
test.
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Telecommunications anywhere in the world
A disaster response team in Florida calls for emergency aid
using a mobile phone, even though cell antennas and networks
in the area have been destroyed by a hurricane. On the same
day, a soldier in a Mid-East war zone picks up a mobile phoneand talks to her daughter about her first day of school. Mobile
communications in remote areas beyond cellular and landline
service take place around the world every day at petroleum
companies, mining operations, commercial fishing boats,
construction sites, utilities, forestry ser vices, government,
military and individual users hiking, mountain climbing or
otherwise moving about in extremely remote locations.
Such voice calls as well as internet data connections
are made on mobile telephones that connect to orbiting
satellites instead of terrestrial cell towers. A leader in this
rapidly evolving telecommunications field is Globalstar
the worlds largest provider of mobile satellite voice and dataservices with over 375,000 subscribers in 120 countries
around the world. The company uses a constellation of 48
low-Earth-orbit satellites circling the globe about every
90 minutes at an altitude of 1,414 km. Each satellite has
a set of solar panels for electrical power and two earth-
facing antenna arrays for two-way communications.
Like small relay stations in the sky, the satellites receive
signals, then amplify and transmit them back to gateway ground
stations that process voice or data calls and distribute them to
local telephone networks or the internet. Several satellites pick
up the same signal, preventing call interruption by handing off
communication to one another through the Globalstar networkwhen phone signals are blocked by buildings or terrain.
The constellation and ground network currently provide
coverage to most inhabited places of the Earth, excluding only
south-central Asia and central and southern Africa. Globalstar
has plans to extend service to these areas in the coming years.
These new satellites are designed with greater reliability,increased power and a life expectancy of 15 years double
that of the first-generation hardware. The new constellation and
the upgraded ground network that will follow are intended to
provide more reliable service and faster data speeds required
to support next-generationinternet-protocol-based services.
Satellite assembly, integration and test
Prime contractor for this huge project is Thales Alenia
Space, Europes largest satellite manufacturer. Being at
the forefront of orbital infrastructures, Thales Alenia Space
is a joint venture between Thales (67%) and Finmeccanica
(33%) and forms with Telespazio a Space Alliance.Thales Alenia Space is a worldwide reference in telecom,
radar and optical earth observation, defense and security
as well as navigation and science. Thales Alenia Space has
11 industrial sites in 4 European countries (France, Italy,
Spain and Belgium) with over 7,200 employees worldwide.
Thales Alenia Space has primary responsibility for the design,
manufacture, test and delivery of 48 second-generation
satellites for the Globalstar constellation. The company
is also upgrading the Globalstar Satellite Operations
and Control Center as well as Telemetry and Command
Units and In-Orbit Test hardware and software located in
Globalstar gateway ground stations around the world.
Towards a wireless world
Nearing the end of operational life, the entire Globalstar constellation
of 48 telecommunications satellites will be replaced by Thales
Alenia Space Europes largest satellite manufacturer.
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With Europes only integrated manufacturing and test center
for satellite assembly and integration, Thales Alenias three
Assembly, Integration and Test (AIT) Centers are located
in Rome, Italy, and in Cannes and Toulouse, France.
The multi-site capability is particularly well-suited for
handling large satellite constellation projects, with specializedcapabilities for transporting sensitive hardware between
facilities and for delivering assembled satellites and related
data acquisition systems directly to launch sites.
One of the critical roles of these facilities is testing satellites
to ensure that highly sensitive components can withstand the
thunderous acoustics and jarring vibrations of vehicle launch.
Engineers focus on the thousands of individual parts and
subsystems that absolutely must remain intact, connected
and fully operational delicate structural components
deploying solar arrays and antennas, for example, as well as
highly sensitive and complex on-board electronic systems
with interconnected circuit boards, semiconductor chips,signal processors, and other components. Such testing
is critical in the satellite business, since failure of any
one of these parts can jeopardize an entire mission.
All three AIT Centers perform various phases of these
environmental tests. For the Globalstar project, sine vibration
and acoustic qualification tests are done in Cannes. Acoustic
flight model tests performed just prior to satellite assembly and
delivery to the launch pad are done in Rome. Verification testing
on the antennas is done in Toulouse, France and LAquila, Italy.
Standardizing on LMS
Tests are conducted at all these facilities using state-
of-the-art LMS SCADAS data acquisition hardware and
LMS Test.Lab control and data-reduction software.
The signal capacity, high speed, flexibility and versatility of
this LMS system are key to the success of the company
in these enormous satellite projects.
With the addition of an expanded data acquisition
system at Cannes, the 1,200+ total channel
count for all three AITs ranks Thales Alenia
among the most powerful distributed LMS
test system for any company in the world.
Each center is autonomous, with vibration, acoustic and
other environmental test capabilities geared toward particular
applications. The Cannes center can accommodate major
subsystems, large antennas and solar array, and satellites
up to 6 tons, while the Rome facility is limited to 3 tons and
Toulouse is mainly targeted at testing components such as
electronic equipment and antennas. LMS systems are also
used for more specialized tests at these centers. At the Rome
facility, for example, shock loading experienced by satellites
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due to separation of rocket stages is duplicated on a shaker
table controlled by the LMS system, which also triggers a high-
speed camera recording structural response of the satellite.
AITs can perform tests for their own individual outside
contracts as well as work in concert with other Thales Alenia
Space centers on major projects such as Globalstar and
the Galileo and EGNOS navigation satellites, as well as the
Herschel, Planck and Mars Express scientific missions.
Standardizing on LMS testing solutions is advantageous,
said Jean-Charles Delambre, vibration and mechanical
testing expert at Thales Alenia Space Cannes Dynamic
Test Facility. Our test systems are entirely compatible
with those at our largest customer ESA (European
Space Agency) since they also use LMS extensively.
So we can readily ensure that our test procedures are done
according to their standards. And we can easily exchange
results data, technical information and best practices
related to the many satellite projects we work on for them.
Also, our engineers can easily work at any of our three
sites thanks to the uniformity of the LMS technologies.
Their proficiency on the system easily transfers between
the different Thales Alenia Space organizations as well as
outside partners like ESA. This standardization really shows
its added-value when coordinating work and performing
tests efficiently on large joint projects such as Globalstar.
For a project of this magnitude, testing must be a
chronological, concurrent engineering process. Our
site in Cannes can easily run two or three tests per
day and deliver the results practically the moment
the test is completed with our LMS solution.
Mr. Herv Ruzicska, manager mechanical test center
Well-choreographed concurrent engineering
To meet these demands, we use a technical island approach
where teams of people converge at the test site to get the
job done as quickly as possible technicians for set-up,
control, and data acquisition as well as facilities engineers,
shaker specialists and instrumentation engineers.
Daniele Tiani, Head of Mechanical Test Dept IU_AIT in
Rome, noted that teams can run tests so quickly push
the limits, so to speak because of the confidence they
have in the LMS system. As tests are being conducted,
measurements are compared with prescribed limits and tests
are automatically aborted via a control loop that triggers an
end-test command that gradually scales down vibration input.
With tests controlled by the LMS system, we know that
fragile and expensive satellite components and subsystems
will be safe as the test sequence is performed exactly as
Technicians work on the assembly line ofsecond-generation Globalstar satellites atthe Thales Alenia Space offices in Rome.Globalstar is a low Earth orbit (LEO)
satellite constellation for satellite phoneand low-speed data communications.
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intended, he noted. With less reliable systems, tests
must proceed more deliberatively as engineers slowly
ramp up test amplitudes to make sure there is no risk to
the test specimen. This confidence in test control and
reliability is a huge advantage of the LMS system.
Time-saving capabilities
connecting, disconnecting and double-checking hundreds of
accelerometer cables as the satellite is moved from pre-test
into the test area. This helps streamline the procedure of
splitting up an extensive test into segments because not enough
channels are available to run the test in its entirety. With patch
panels pre-wired to route signals to appropriate slots of the
LMS SCADAS equipment by way of just a few master cables,we can now reconfigure connections is just a few hours instead
of what used to take four days or more, explained Mr. Tiani.
Competitive value of proven capabilities
With these capabilities, Thales Alenia Space has become
a powerhouse in the worldwide space industry.
Clearly, there is a competitive value for Thales Alenia Space to
be standardized on test systems from LMS, which is recognized
for its technology and its outstanding customer service.
In an industry such as satellite development and testing where
performance, reliability and compatibility of digital systems are
critical, the trend toward LMS as the de facto standard acrossthe industry certainly makes sense. From each organizations
perspective, there is just too much at stake to trust projects
worth hundreds of millions of euros to anything less than
the proven capabilities of LMS people and technology.
Standardizing on LMS testing solutions
is advantageous. Our test systems
are entirely compatible with those
at our largest customer - ESA.
Jean-Charles Delambre, vibration and mechanical testing
expert at Thales Alenia Space Cannes Dynamic Test Facility
Another LMS capability that can compress test cycles
is parallel processing to analyze measurement data in
near real time, displaying results for critical channels
as tests are being run and providing full results
almost immediately after the conclusion of a test.
By seeing results so fast, engineers can quickly spot any
inconsistencies and make immediate corrections even in
the middle of a test run, Mr. Tiani explained. This saves
hours and often days of precious time that they would
otherwise have to spend waiting for results, only to discovera problem that would mean re-running the entire test.
Further time is saved through the use of the LMS patch panel
capability, which can avoid the time-consuming repetition of
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Intelligent test rigs to
tackle herculean aircraft design
LMS Imagine.Lab AMESim launchesCERTIA into virtual test rig modeling
Building a new aircraft is a herculean task that takes years of intense effort and intricate
development. The integration of complex mechatronics, multi-physical and control systems
in the aircraft design as well as the actual manufacturing process is quite a formidable
undertaking. Before a new aircraft is finally pronounced airworthy and ready for commercial
production, it has undergone a myriad of vigorous certification tests at all levels in the
manufacturing chain.
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Ground-breaking virtual test benches
In order to perform all these different tests, actual physical
test benches are indispensable. The particular challenge for
a test rig is to replicate the extreme conditions that aircraft
must to be able to withstand as well as create a specific
test set-up in which the material, component or assembly inquestion can be put through these exceptional circumstances.
A specialist in the design and production of test rigs
is the Paris-based company CERTIA. Founded in 1987,
CERTIA is a test bench supplier for the aeronautical and
automotive industries and counts Airbus France, the Safran
Group, Air France Industries, PSA Peugeot Citron and
Renault among its customers. In recent years, CERTIA
has started using the LMS Imagine.Lab AMESim platform
to assist engineers in test rig development. The platform
helps developers choose the appropriate components
to make sure the test bench functions properly.
In the past, we had many problems with our test benches:
what was especially difficult was to reproduce aeronautical
loads and make sure that the test rigs would reach the
projected performance. Because of these difficulties, it was
clear that our test bench concept needed to change, comments
Achour Debiane, head of the automation department at CERTIA.
Simulation innovation
CERTIA opted for the LMS Imagine.Lab AMESim
platform because of its multi-physical simulation
capabilities and in particular for its hydraulic solutions.
Using LMS Imagine.Lab has proven especially valuablein the early stages of the design process.
During the feasibility studies of hydraulic systems,
LMS Imagine.Lab has saved us a lot of time and programming
effort since it is no longer necessary to work on time-
consuming equations. In the aeronautical field, planning
cycles are very short and since we are a supplier for a large
organization, it is very important for us to do the feasibility
studies as quickly as possible, states Mr. Debiane.
Besides shorter design cycles, another benefit of using
1D modeling in the concept phase is that it helps optimize
the behavior and dynamic characteristics of the varioustest rig components.