[SOUND] Hello, my name is Dirk Zimmer. I'm from the German Aerospace Center or Deutsches Zentrum fur Luft- und Raumfahrt, in short, simply DLR. More precisely, there I'm located at the Institute of System Dynamics and Control at Oberpfaffenhofen, near Munich. Here we engage in a lot of multidisciplinary activities, such as the modeling and simulation and control of robots. The design of Mars rovers, the optimization of electric vehicles. But also there is aviation, and this is going to be today's topic. If you look at a conventional aircraft of today, we find that it is mostly driven by free domains of power. There is the pneumatic power that is taken directly from the engines. And mostly used to drive the environmental control system. There is the hydraulic power, which is mostly used to drive the actuation system for the control surfaces. And there is electric power used for almost everything else. The cabin lighting, the galley ovens, the avionics, you name it. There's a certain trend, due to the advancement in power electronics, to go towards a more electric aircraft. So to reduce or get rid completely of the pneumatic power. And to use the hydraulic power and make more electric power. The Boeing 787 is such an example, but is this really a better aircraft? It's difficult to tell, because there is also the Airbus A350 XWB. And this is still a quite conventional aircraft, but it is comparative. So in order to really say how you should build a future aircraft, we have to look at all the systems in total. So the electrical system, the climate and cooling system, the actuations. Also the engines, the landing gear, and many other systems. And we have to create one common methodology to model and simulate these systems. And bring them together for a flight performance evaluation that tells us how to design the system optimally. Well, I want to give you a short glance at what we do. And our modeling and simulation activities regarding these highlighted areas. So for instance, there is an electric system. Here is an example of a classic single-aisle aircraft with two engines. And each engine has two generators, and there is the APU. You see there is an AC bus bar and a DC bus bar for the essential avionics. We can use such models to, for instance, model a failure case. So when the engine is failing, the two generators will fail, and the corresponding bus bars need to reconfigure. This here is an example model of something that is on board of almost every aircraft since about 70 years. This is an air cycle, when you're flying a plane you like to have a good climate around you. You prefer probably to have 21 degrees of Celsius. The point is the air that you breathe is the one that is taken from the engines. And that enters the fuselage with roughly 250 degrees of Celsius and 2.5 bars. A little too hot for you as a human being. So it needs to be cooled, and for this outside air is being used. This is our device called the rammer channel that's typically situated beneath the wings. Then the hot air from the engine is coming in, it's going through the heat exchangers, a compressor, heat exchanger again. Odor is being extracted and finally it can be brought to the mixing unit and later on to the cabin. Such a model can be integrated into an overall aircraft model. Where we model the complete cabin air recirculation and also other aspects. This year, our components used for the modeling of electric mechanical actuators. There are motors, electrical motors, inverters, gear models, ball screw elements. All what you need to model an electric mechanical actuator. We'll come back to that in a few minutes. These models can also be validated using for instance a test rig here. Last but not least, and we shall not forget that all these systems need to be integrated into a flight performance simulation. Here you see an aircraft flying over Munich. The blue surfaces represent the loads on the wings and on the fuselage. And there are two aileron surfaces modeled as well. [SOUND]
