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Presentation of the AIA Propeller TEst Rig
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- 2. 2ni.comni.com Turboprop Test Rig Upgrade Thierry PUGLIESI
- 3. 3ni.com Presentation 1. Introduction 2. NERYS 3. Challenges 4. Why NI 5. Solutions 6. Next Steps 7. Conclusion
- 5. 5ni.comni.com Upgrade Test Rig n°4 - AIA
- 7. 7ni.comni.com AIA « Croix d’Hins » site
- 9. 9ni.comni.com Tests Rigs Systems Products M E A S U R E M E N T S S Y S T E M S & T E S T S R I G S
- 10. 10ni.comni.com M E A S U R E M E N T S S Y S T E M S & T E S T S R I G S
- 12. 12ni.comni.com Upgrade of Rig n°4 – Overview
- 13. 13ni.comni.com Aircrafts : ALLISON T56 Turboprop HERCULE C130 HAWKEYE AST-600 (APU) ATLANTIQUE 2 Test Rig n°4 – Engine & Aircrafts
- 17. 17ni.comni.com Why NI ? • Data Acquisition and Signal Conditionning PXI • Real Time PXI + LabVIEW RT • Security RT + FPGA • Regulation RT + FPGA • Automated test RT
- 19. 19ni.com 19 • Study of the new system • Unmounting existant cabinet • New cabling • New systems (CC, vib) • Full software • Onsite integration and setup • Training Scope of the project
- 20. 20ni.com 20 • 50 Analog Input • 60 Digital Input • 5 Counters • One serial link RS-232. • 10 Analog Outputs • 45 Digital Outputs TOR , • 120 Calculated Channels Command & Control Architecture
- 23. 23ni.com 23 • STARTING POINT Automated Tests
- 24. 24ni.com 24 VASCO TOOLS : • Writing test plan with .vas files • LabVIEW Execution Engine • Assistant Tools to write .vas scenario (insert functions, choose variables linked to the test and to the channel configuration) • « Scenario Verifier » to see errors in the .vas file Automated Tests
- 25. 25ni.com 25 • STANDARD & SPECIFIC SECURITY Security
- 29. 29ni.comni.com Technical Evolutions : • Upgrade to LabVIEW 2014 (In Progress) • Upgrade to VASCO 3.1 (In Progress) • Upgrade of the plateform PXI-SCXI to Compact-RIO ou PXI-SC series (TBD) Users Evolutions : • Scenario update • Calculations Update • Specific Development Update • Deploying the solution Evolutions
- 31. 31ni.comni.com « We have all the possibility to modify user interface, to add a new data acquisition board, in fact to modify everything… » «The other important thing is to be able to switch in administrator mode in case of an emergency, it allows a full access . This enables us to increase productivity…and also an easier maintenance by a homogenization of installed hardware and a better knowledge by operators » Christian Valade (AIA de Bordeaux) Testimonial
- 32. 32ni.comni.com Questions ? www.nerys.biz contact@nerys.biz Thierry PUGLIESI NERYS – +33(0)4 42 24 52 00
Notes de l'éditeur
- Here is the starting point, an existing turboprop tests rig that need to be renovated : Electro-technical Data Acquisition Command & Control Regulations Full Engine Manufacturer test Procedure
- ● Industrial Service of Aeronautics (SIAé) is one of the joint and State entities involved in the general policy for Maintaining in Operational Condition (MOC) flights equipment of the armies of the French National “Gendarmerie” and the General Delegation of the Armament (French Army - DGA), policy managed by the integrated structure of the operational maintenance of aircraft equipment by the French Minister of Defense (SIMMAD). Created on 1 January 2008 and supervised by the Chief of Staff of the Air Force, the SIAé includes five industrial aerospace “factories” (AIA), whose role is to maintain the leading French aircraft and support equipment of all types. ● The AIA, which were previously attached to the (French Army-DGA) within the SMA, are five in number. The AIA of Bordeaux is responsible for reconditioning and repairing engines and equipment, that of Cuers-Pierrefeu (83) specializes in airframe maintenance and equipment of various devices, as well as in the design, manufacture and repair of aircraft radomes for the three services. AIA of Clermont-Ferrand (63) provides, maintenance of cells and aircraft equipment and also manages projects of modernization and transformation. AIA of Ambérieu-en-Bugey (01) is responsible for the manufacture, repair, overhaul and calibration of equipment (Metrology Division with mobile laboratories). Finally, AIA of Britain, which was established in summer 2010, is responsible for industrial maintenance of aeronautical equipment.
- In Bordeaux there are two sites, Floirac along the Garonne river which was overtaken by the city of Bordeaux. And “Croix d’Hins” site on the outskirts of Bordeaux where the engine tests were moved to avoid noise and pollution. But he too, is going to be overtaken by the development of the Bordeaux area . On this site there are about 10 test rigs for engines, jet engines , helicopters, turbine, turboprop ... To give you an idea of the workload at the site , the AIA conducted 325 tests in 2010 and 504 the following year. This represents about 6000 hours of operation on the tests rigs and 1000 hours of engine rotation ... for a total fuel quantity of about 1.2 million liters . The bench 4 is located at the bottom right of the picture.
- Founded in 2007 by three members of AREVA subsidiaries and a member of National Instruments . NERYS is an engineering society that designs and manufactures measurement systems and test rigs. NERYS is completely independent and its activity is divided into three pillars : The Test Rigs, Data Acquisition Systems and Software. NERYS, created VASCO software that exists in two versions : VASCO Lite is a easy to use data logger fully compatible with NI-DaqmX VASCO Suite is dedicated to drive and monitor test rigs
- NERYS works for different customers but we have specific and long term experience in : Automotive Aeronautics Energie Road testing
- Inside the test cell : The tested engine is securely mounted on a chassis Instead of the propeller, there is an hydraulic brake brand FROUDE* with a power of about 2 MW, The brake stator is equipped with a force-measurement sensor for measuring the braking torque and therefore the power supplied by the motor. All the energy is dissipated as heat in the water, because the lamination phenomenon, which is more or less important depending on whether we opens or closes the water outlet valve. At the shaft end, a flywheel which simulates the presence of the helix. Test Rig Function: Validation engine after repairing and before going back in operation on aircraft (traceability, etc.) Adjusting motors The main functions required in the specifications: Generating Full Engine Manufacturer test Procedure : It’s equivalent to a technical inspection for a car, with much more numerous operations, they were written by the motor manufacturer in order to check the engine Acquisition of motor data Driving motor Steering easements Manage security Traceability - Report Test Data storage *Invented by William Froude, in 1858, an industrial hydrodynamic brake that bears his name and which operates on the principle of hydraulic torque converter.
- On the test rig n°4 the engine tested is ALLISON T56, as it is used on two aircraft of the french Army : The Hercules C130 in its T56-A-15 version The Hawkeye dedicated to survey and transmission missions in its T56-A-427 version The AST-600 is an APU (Auxiliary Power Unit) used for all auxiliary power unit (electrical, pneumatic, …), it is essentialy on : Atlantique 2 aircraft (builded by DASSAULT), the first version of the ATLANTIQUE was built by Bréguet Atlantique company Others aircrafts are given as an information : Allison T56 Military Aircrafts Lockheed Martin C-130A-H, R et T Hercules Lockheed Martin P-3 Orion Northrop Grumman E-2 Hawkeye Northrop Grumman C-2 Greyhound Civilian Aircrafts Convair 580 et Convair 5800 Lockheed L100 Hercules (dérivé civil du C-130) Lockheed L-188 Electra Lockheed R7V-2 Constellation Aero Spacelines Super Guppy AST-600 (APU) ATLANTIQUE 2 More informations on Wikipédia T56-A-15 http://fr.wikipedia.org/wiki/Lockheed_C-130_Hercules T56-A-427 http://fr.wikipedia.org/wiki/Grumman_E-2_Hawkeye AST-600 http://www.caea.info/index.php?
- The Allison T56 is a single shaft, modular design military turboprop with a 14-stage axial flow compressor driven by a four-stage turbine. It was originally developed by the Allison Engine Company for the Lockheed C-130 transport[1] entering production in 1954. It is now produced under Rolls-Royce which acquired Allison in 1995. With an unusually long and numerous production run, over 18,000 engines have been produced since 1954, logging over 200 million flying hours.[2] General characteristics Type: Turboprop Length: 146.1 in (3,711 mm) Diameter: 27 in (690 mm) Dry weight: 1,940 lb (880 kg) Components Compressor: 14 stage axial flow Combustors: 6 cylindrical flow-through Turbine: 4 stage Fuel type: JP8 Performance Maximum power output: 4,350 shp (3,915 kW) limited to 4,100 Turbine inlet temperature: 860°C Fuel consumption: 2,412 pounds per hour
- AST-600 was designed by an Economic Interest Group composed by Astadyne, created in 1977 by ABG-Semca (Liebherr-Aerospace since 1995) and Turbomeca to develop and produce Auxiliary Power Unit (APU) This Power Unit is installed on the Atlantique2 aircraft. It is composed of three main elements: 1 - Turbine engine, turbine type gas turbine connected providing power on a tree with the elements: compressor, combustor, turbine 2 - Load compressor, compressor centrifugal driven directly by the turbine engine and providing pneumatic power for starting, conditioning and pressurization of the aircraft. 3 - Relay box, gear train for driving engine accessories and alternator providing electrical power to the aircraft. Characteristics : Weight 207 kg Power 300 kilowatts Max. rotation speed 44 886 rpm
- The choice of NI was reached on two main criteria : NERYS has developed solutions using National Instruments Software and hardware products that are natively integrated with our software VASCO The customer has already PXI and SCXI hardware installed on several test rigs and is satisfied with the flexibility of use
- The project consisted of the following delivery and supplies : Study : Analysis of the existing electrical Studies software Studies Unmounting of the existing Wiring devices and new systems New command control and acquisition system New vibration monitoring system Full software testing and calibration lines for engines and APU Onsite adjustments and run-up Training of users Including a desk with a joystick for gas A touch screen for controlling the installation Dual screen to view information from the Supervisor
- For this project we have based our solution on a PXI solution-RT (Real-Time), with a PC based supervision and a SCXI chassis to condition and isolate the analog signals. (SCXI has been used for reasons of consistency with the installed base) On top of that a PXI-7831R FPGA board is dedicated to the control and safety brake and thus the installation. The system includes, for the data acquisition: 50 analog inputs (signals at frequencies of 10 Hz, 100 Hz and 10 kHz for vibration), 60 digital inputs 5 counting inputs and one numeric port for RS-232 serial communication Regarding the generation of the signals include: 10 analog outputs 45 digital outputs, 120 calculated channels and also 75 "operators“ channels Each test requires an average storage capacity of 1GB. The VM600 - is a rack of acquisition for standard vibration monitoring solution recommended by the AIA. The calculated channels allow direct visualization of the results related measures The operator channels allows to apply non-calculated set points that can be changed during the tests (exple a velocity profile, an outdoor setting as atmospheric pressure, a gear ratio etc.)
- The software architecture is composed of several parts: One part on Windows platform: The human-machine interface (with one touch screen and two screens for displaying data) Expand the range and guide operators Calculations The flying instructions and safety One Part on the PXI-RT written with LabVIEW RT-RT: Command & Control Calculations Regulations Sequencing Another part written with LabVIEW FPGA and running on the FPGA board for : Brake Control and speed or torque regulation Brake Safety Exchanges between the PC and PXI are done with a TCP/IP The FPGA board is in the PXI chassis but completely autonomous The server has a complete backup of the application, test configurations and test data NB: The choice to execute a function on windows, under RT or as FPGA was made during studies, depending on the degree of criticality and required performance. For example according to the testing phase, the director point sending a speed reference to the engine on the Windows GUI, which transmits this instruction PXI-RT, which are sent to the FPGA board to monitor values during this phase. The software enables AIA engineers to add their own specific developments to the VASCO software architecture.
- VASCO Suite is used on several tests rigs of the AIA It allows users to fully configure their tests using an intuitive User Interface that fulfill a mySQL database. The test module is written with LabVIEW, it is a modular and customizable architecture that enables developers (NERYS or customer) to arrange the software to the user needs . Once trained, customers can add themselves specific developments based on LabVIEW models provided by NERYS.
- When we recovered the “test plan” it was only existing on paper documents and in a PLC program, SIEMENS S5 and TURBOCAT supervision software (from TURBOMECA). We needed to analyze the SIEMENS code, understand and transcribe it, first in algorithmic before transforming it into scenario files for VASCO. In a test plan some tests are obvious for generalist developers, but some tests are really difficult to understand if you don’t have informations about the physical phenomenon or if you don’t have any knowledge about the engine tested. That’s why we needed the help of two experts: Mr. Marcel Auboiroux (from NERYS) and Mr. CLUZEAU Jean-Paul (from the AIA). In particular for the engine startup with a pneumatic boot, as well as safety instructions associated to the engine and to the test rig. The experience of the AIA’s people was important for the understanding and the execution of the engine startup. Furthermore, the amount of documents to assimilate and the research on older hardware platforms needs a long work phase. Fortunately the functionality of the engine and the constructor test plan is very well known by operators, users and all the crew of the AIA, this allows us to check the understanding of the subject by our development teams.
- For the AIA, it is really important that the test plan is completely automated, in order to avoid problems during the test. Once the engines have been repaired, they must pass the constructor test plan before flying again. Traceability is very important during the test plan, we regularly records all engine parameters and the environment, after bringing the motor to a so-called "working point" (For example: idle accelerated, reverse thrust, full gas, ..) the file that will be generated will be the test report delivered with the repaired engine. A full tests plan is between 2 or 3000 lines of instructions, it is developed with the "Administrator" of the test rig, it allows the operators to run the test in a step by step mode. This test plan enable to control the installation and to set the security to be used according to the testing phase. Concerning VASCO tools to write the test plan, we used the scenarios that are .vas files editable in Notepad ++. It is a script for describing elementary operations and instructions and to cycle in loops (as, for, if, while ...). The instructions can be directly written when it is well known by the user or you can use a guided mode which allows to observe syntax, and select parameters of the configuration used. Once finished, we launch a “scenario checker” (like a kind of compiler) that indicates syntax errors and undefined variables. But as with any program, only the installation and setup on the real test rig will finish the verification of the scenario. The LabVIEW execution engine is reading and playing the file and basic instructions. Each elementary instruction uses a LabVIEW VI, you can create a hierarchy as in a C-like language with a main, and functions that calls sub-functions.
- Security is managed at several levels: In standard security it’s possible to check if a signal is over or under a level (static), it is also possible to monitor with a template. But with this kind of testing rig, we needed combinatorial type of complex security, for example : if engine speed and the flow rate is over a particular range then it needs to engage an automatic shutdown of the bench, we call this a specific security function. Some of these functions are directly implemented on the FPGA board. Others are managed PXI -RT level, or even on Windows, and there are also cabled security and a specific PLC for fire safety that is independent of our system. Furthermore there are two levels: alarm or stop, the alarm is only to inform the operators, the stop function initiate a shutdown procedure . Knowing that it is not a sudden stop of the engine, which could cause damage , but a progressive shutdown.
- What you should know is that this type of engine is optimized for a given engine speed, it is almost all the time used to optimum engine speed. The motor is controlled via the throttle (joystick) An actuator on the test rig just position the throttle on the engine (in the same way as on the plane) is expressed in degrees and called “alpha lever” The application manage essentially two ways of regulations: Speed is kept constant with the brake and alpha lever is changed, so only the load changes, Or the brake is brought to a known load (at a known engine torque) and it’s alpha controller that changes, so only the speed that varies The charge is generated by the brake, which can be controlled either by speed or by couple. To increase the load on the engine we regulate the water outlet of the brake valve, the more it is closed , the more the braking torque is increased (with the operation described in the slide 7). The speed control can switch to torque control “on the fly”, because regulation is managed directly by the FPGA board. Such a functionality was not available on the electronic rack front brake renovation. For setting the PID I refer you to some Web pages that give basic advice and help to understand the theory of this exercise : http://www.linuxcnc.org/docs/2.4/html/motion_pid_theory_fr.html For more information on http://www.lavionnaire.fr/MecaHelices.php propellers
- Here are some screen copy, the programm is running on three screens, and is managed by two operators. One screen is a touch screen and the two others are showing general informations and test plan sequencing.
- Today our customer is qualified enough to : Create his own test plan and modify VASCO scenario .vas files Create his own calculation, using calculator or modifying LabVIEW code for specific calculation Modify specific development with LabVIEW Able to deploy the VASCO solution on other platforms
- The testimony of our customer is the best way to conclude about this project. For NERYS this project have helped us to progress on our knowledge of aeronautical engine tests. The flexibility of National Instruments hardware associated to VASCO software enables the customer to be autonomous for the evolution of his solution. Original in French : « Nous avons la main pour modifier toutes les interfaces, pour ajouter une carte d’acquisition de données, en fait pour tout modifier...», «L’autre grande force de la solution est de pouvoir passer au mode administrateur en cas de problème, ce qui permet de tout faire. Tout cela se traduit in fine par une augmentation de la productivité … et également une maintenance facilitée via une homogénéisation des pièces installées et une meilleure connaissance par les opérateurs » Christian Valade (AIA de Bordeaux)