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(continuation)
⇒ Position more realistic with pre-design model. In this case position reached is
closer to the order.
⇒ Maximal position gain observed: around 50%
(Definition: position gain = ({1}–{2}) / position order * 100)
Zoom on scenario 1:
hydraulic pre-design model
Position order
{1} Position response with pre-design model
{2} Position response without pre-design model
deg
Aileron position
Gain 50%
s
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TITLE OF THE SLIDE
VIVACE FORUM 2
Zoom on scenario 1:
hydraulic pre-design model
Pre-design model benefices illustration: case 1 (continuation)
􀀹 Simulation results:
- Roll speed: comparison between "with…" or "without pre-design model”
=> Maximal roll speed gain observed: around 16% (at beginning of motion)
(Definition: roll speed gain = absolute value [({1}–{2})/{1}] * 100, where {1} is the roll
speed with pre-design model and {2} is the roll speed without pre-design model)
􀀹 Conclusion: Case 1 illustrates how pre-design model could be used to
reduce:
- margins on (over)sizing of actuators or hydraulic system
- aircraft weight
20%
s
Roll speed difference (%)
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VIVACE FORUM 2
Zoom on scenario 1:
hydraulic pre-design model
Pre-design model benefices illustration: case 2
􀀹 Conditions: low fluid temperature, 1 pump off among the 2 available, additional high
flow requests from flaps motor and from one consumer downstream priority-valve
􀀹 Simulation results: priority-valve functioning: comparison between "with…" or
"without pre-design model"
=> Priority function activated: flow supply interrupted for
consumer downstream priority-valve
0 l/min
{1} Available flow downstream priority-valve, with pre-design model
{2} Available flow downstream priority-valve, without pre-design model
s
Available flow for consumers downstream priority-valve
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VIVACE FORUM 2
Zoom on scenario 1:
hydraulic pre-design model
Pre-design model benefices illustration: case 2 (continuation)
􀀹 Simulation results: priority-valve functioning: comparison between "with…" or
"without pre-design model" (continuation)
=> Priority valve operating is a new simulated functionality.
{1} Available delta-pressure downstream priority-valve, with pre-design model
{2} Available delta-pressure downstream priority-valve, without pre-design model
{1} Priority-valve state with pre-design model
{2} Priority-valve state without pre-design model (virtual)
priority-valve
opened
priority-valve
closed
0 bar
s
s
required
minimum
delta-pressure
Available pressure for consumer downstream priority-valve
Priority-valve status
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VIVACE FORUM 2
Zoom on scenario 1:
hydraulic pre-design model
Pre-design model other benefits (not illustrated):
􀀹 Pre-design model also allows to simulate cases where flight control
surfaces answers are overestimated:
- cases where model underlines insufficient hydraulic power (very
low temperature for example)
􀀹 For such cases, as its answers are more realistic, pre-design model
could underline tuning necessities (flight control laws, actuators or
hydraulic system sizing, …) or flight limitations.
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VIVACE FORUM 2
Hydraulic task: conclusion
􀀹 Hydraulic task is integrated with Virtual Aircraft contribution.
􀀹 Hydraulic pre-design model is innovative because it helps to improve the
integration of hydraulic system in the pre-design phases of aircraft
development:
- Increased model fidelity
- Model available early: method and library of sub-parts available
􀀹 Business benefits:
- Actuators, flight control surfaces and hydraulic system sizing mature more early;
development time reduced
- Over-sizing margins reduction, weight gain
􀀹 The VIVACE contribution is already demonstrated and under exploitation:
- Pre-design model benefices illustration (cf. gain on flight control surfaces
　
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