TITLE : Efficient and Economic Cabling System : Efficient and Economic Cabling System WP N : 5...

FINAL REPORT

CONTRACT N° : G4RD-CT-2001-00406 PROJECT N° : GRD1-2000-25179 ACRONYM : EECS

TITLE : Efficient and Economic Cabling System WP N°: 5 DELIVERABLE: D27 – Final Report

PROJECT CO-ORDINATOR : IND 1 _ AIRBUS France PARTNERS INVOLVED : IND 2 _ Connecteurs Electriques DEUTSCH IND 3 _ Compagnie DEUSTCH Gmbh IND 5 _ DRAKA FILECA IND 6 _ NEXANS HARNESSES REC 7 _ EADS CCR HES 8 _ DITEC IND 9 _ EUROCOPTER SER 10 _ EADS CIMPA IND 11 _ AIRBUS Germany IND 12 _ AIRBUS España IND 13 _ AIRBUS UK

REPORTING PERIOD: FROM March 2001 TO August 2005 PROJECT START DATE : March 2001 DURATION: 42 months Date of issue of this report : May, 2006

Project funded by the European Community under the ‘Competitive and Sustainable Growth’ Programme (1998-2002)

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This investigation has been carried out under a contract awarded by the European Commission, contract number G4RD-CT-2001-00406. No part of this report may be used, reproduced and/or disclosed, in any form or by any means without the prior written permission of AIRBUS France and the EECS project partners. 2004 All rights reserved.

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Table of contents

1 EXECUTIVE PUBLISHABLE SUMMARY ........................................................................ 3

2 OBJECTIVES OF THE PROJECT....................................................................................... 5 2.1 RECALL OF THE NEED ..................................................................................................................................... 5 2.2 TECHNICAL SOLUTION ENVISAGED ................................................................................................................. 6 2.3 EXPECTED RESULTS FOR USERS ...................................................................................................................... 7 2.4 EXPECTED SCIENTIFIC AND TECHNICAL INNOVATIONS FROM THE PROPOSAL ................................................ 8 2.5 EXPECTED SCIENTIFIC AND TECHNOLOGICAL OBJECTIVES ............................................................................ 8 2.6 CONTRIBUTION TO EUROPEAN TECHNOLOGICAL PROGRESS ........................................................................... 9

3 SCIENTIFIC AND TECHNICAL DESCRIPTION OF THE RESULTS........................ 10 3.1 RECALL OF CONCERNED WP ........................................................................................................................ 10

3.1.1 WP2 GENERAL STUDIES ..................................................................................................................... 10 3.1.2 WP3 COMPONENT DEVELOPMENT .................................................................................................. 10 3.1.3 WP4 INTEGRATION AND VALIDATION ............................................................................................. 11

3.2 WP2 GENERAL STUDIES RESULTS...................................................................................................... 11 3.2.1 WP2.1 CONCEPT STUDIES RESULTS................................................................................................. 11 3.2.2 WP2.2 THEORETICAL STUDIES RESULTS ........................................................................................ 19 3.2.3 WP2.3 USE STUDIES RESULTS ........................................................................................................... 27

3.3 WP3 COMPONENT DEVELOPMENT STUDIES RESULTS ................................................................. 34 3.3.1 WP3.1 CABLES RESULTS ..................................................................................................................... 34 3.3.2 WP3.2 CONNECTORS RESULTS.......................................................................................................... 35 3.3.3 WP3.3 BRACKETS RESULTS ................................................................................................................ 37 3.3.4 WP3.4 ADAPTERS AND ACCESSORIES RESULTS............................................................................. 37

3.4 WP4 INTEGRATION AND VALIDATION STUDIES RESULTS.......................................................... 38 3.4.1 WP4.1 MOCK-UP AND TOOLING RESULTS ...................................................................................... 38 3.4.2 WP4.2 BUNDLES RESULTS.................................................................................................................. 41 3.4.3 WP4.3 INSTALLATION RESULTS......................................................................................................... 43 3.4.4 VALIDATION RESULTS ........................................................................................................................ 45

4 LIST OF DELIVERABLES.................................................................................................. 46

5 COMPARISON OF INITIALLY PLANNED ACTIVITIES AND WORK ACTUALLY ACCOMPLISHED......................................................................................................................... 49

6 MANAGEMENT AND CO-ORDINATION ASPECTS .................................................... 64

7 RESULTS AND CONCLUSION........................................................................................ 642

8 ACKNOWLEDGEMENTS................................................................................................... 69

9 REFERENCES....................................................................................................................... 69

1 EXECUTIVE PUBLISHABLE SUMMARY This technological project originated from the observation that there has been little evolution in the field of Aeronautical wiring over the last 25 years and that the current "wire by wire" technologies, although reliable, easy to implement and flexible in terms of use, were showing their limits in the critical changes in progress. This results in the need for the “DEVELOPMENT OF A NEW FLAT CONCEPT”, for general electrical harnesses and standard airframe cables and connectors. The proposed approach comprised several independent parts: - design of a new modular flat harness concept - study of the distribution of the electrical signals - definition of the rules, directives and associated IT tools - design of components ( to be standardized) - concept validation process - All results detailed in the EECS Final Report show that a flat cable concept, illustrated hereafter, is a feasible alternative to the open bundle solution currently being used.

4 points need to be highlighted: 1- Foil screen efficiency is sufficient to cover crosstalk needs when signals allocation models are available. This screening technology is easy to implement and is of particular interest for bundles with numerous shielded jacketed cables inside (Weight saving and strong implementation time saving). This will be the case for aircraft with composite structure. 2- A very cheap and innovative contact technology inside simple modules was developed based on a stamp instead of machined technology. If a particular stripping is necessary, no tool is required to achieve the contact / cable conductor interface. Vibrations test results confirmed this feasibility. These contacts are integrated in small modules but some works stay to achieve for the external connector housing considered not optimized today. 3- To apply such concept in a large scale, in general tool for wiring main issues will be the integration of:

- pre-designed allocation models to cover the various type of signals, - geometrical constraints brought by the rectangular shape of the bundle (no flexibility in one direction).

This integration is a more important work than originally expected. 4- As ribbon cables bring sets of conductors and in order to limit risks on unused conductors and associated weight penalties, it is sure that the 2 concepts will have to co-exist. This new concept can be only applicable on new programs with necessary improvement of advanced design tools. It still addresses the medium term for a given perimeter, and according to the amount of screen necessary it will be able to bring the following savings: up to 25% on weight, 300% minimum and possibly far more on implementation times, 20% minimum on overall costs. Furthermore, impossibility of errors insertion, reproducibility of signals positioning and possibility to put sensible cables inside the bundle in order to protect them from possible external mechanical or electrical aggression are major factors to guarantee an improvement in the quality of the electrical signals distribution.


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Strong knowledge transfer has flowed to industrial partners from the research Centre for EMC aspects and from the University for Thermal aspects; benefits will go beyond the EECS program.


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2 OBJECTIVES OF THE PROJECT

2.1 Recall of the need This technological project originated from the observation that there has been little evolution in the field of Aeronautical wiring over the last 25 years and that the current "wire by wire" technologies, although reliable, easy to implement and flexible in terms of utilisation, were showing their limits in the critical changes in progress. The aeronautical technology that has prevailed is based on « wire by wire » wiring which results in the production of electrical bundles where : the wires or cables are introduced one after the other there is a combination of wires or cables of different gauges and types

and calls for simple and repetitive manufacturing operations. Example for one wire : Marking Cutting to length Stripping extremity A Crimping a contact on extremity A Plugging the contact in its connector at extremity A Routing the wire Pre-attachment of the wire Cutting extremity B to length Stripping extremity B Crimping a contact on extremity B Plugging the contact in its connector at extremity B Final attachment

These different operations, for which the various tools have been optimised with time, are difficult to automate, and it is understandable that the cost of labour represents a very significant proportion of the manufacturing cost of electrical assemblies. These practices, which are reliable and readily accessible to an unskilled operator, offer the advantage of high flexibility of utilisation in particular when there is a need to make modifications. Limits are being reached, however, with the major technological changes in progress: a) Increase in the number of functions, sensors and services leading to a significant increase in the number

of wires. b) Evolution towards more electrical aircraft:

- Electronic Flight control Systems - Electrical rather than hydraulic power

c) Significant increase in the use of composite structures, calling for greater precaution in the definition of the electrical wiring and which can require an increase in the number of screened jacketed cables.

d) Necessary reduction in manufacturing lead times and costs. These limits are particularly related to: 1- MANUFACTURING PROCESSES THAT ARE NOT VERY INDUSTRIAL Succession of numerous simple processes performed wire by wire. 2- NON REPETITIVE POSITIONING


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The position of each wire in a harness varies from one aircraft to another, involving maximum constraints in terms of protection (electrical, mechanical, etc.).

3- HEAVY WEIGHT OF SCREENING AND JACKETING Requiring additional tricky implementation operations 4- NECESSITY OF EXPENSIVE ALLOY FOR GAUGE 24 AND 26 CONDUCTORS To obtain sufficient mechanical resistance for a single wire. (note: alloy with cadmium very often) 5- DIFFICULT OR UNSUITABLE INSPECTION PROCESSES Examples: contact locking, inspection of screen termination

2.2 Technical solution envisaged In 2000, investigation into the distribution of the costs involved in the manufacture of electrical assemblies evidenced that:

- 50% are related to component purchasing costs - 50% are related to labour costs

(Note : today this ration is more 60/40 due to externalisation)

but above all:

- 21.5% are on three simple operations (stripping, crimping, plugging) - 3.5% are related to the labour required for the screen termination operation

Moreover, the number of links to be made on an aircraft is constantly increasing. The following figures give an order of magnitude:

- Standard aircraft : 40000 links (i.e. 80000 extremities) - Large Aircraft : 60000 links (i.e. 120000 extremities) - Future large Aircraft : 70000 links (i.e. 140000 extremities)

The current processes have already undergone extensive optimisation, which means that the only possibility of acting on the costs is to:

- negotiate with the suppliers - lower the hourly wage rates by delocalising the work out of the EU.

However, these methods have their limits and the purpose of this study was to enable the development of a new wiring concept that, as compared to the conventional "wire-by-wire" concept, will open the way to:

- a reduction in labour time - cheaper component technologies - performance and safety increased

This reduction in labour time will be made possible by:

- a reduction in the number of screened cables, obtained by a better geometrical distribution of the various types of signals organised into different sensitive or non sensitive categories (distribution matrix). - The deletion or grouping of the simplest manufacturing operations, e.g.: - Deletion of marking operation - Simultaneous stripping of x wires - Simultaneous connection of x contacts - Simultaneous plugging of x contacts - Etc.


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The reduction in the cost of electrical components will be made possible by: - a truer definition of the requirements to be satisfied - investigation of the developments made in other domains, like automotive - a "develop-to-cost" approach - standardisation

New means are beginning to be applied, but with lower temperature materials and with lower general environmental performances. For example in the automotive industry, flat copper conductors without coating insulated with flat polyester tapes start to be used. In Aeronautics, similar designs are in progress in the United States (V22 project for example) and are likely to represent a technological advantage and economic savings for the manufacturers that carry them through with success. This results in the need for the “DEVELOPMENT OF A NEW FLAT CONCEPT”, for general electrical harnesses (except internal cabling for electrical bay and interconnection boxes)and standard airframe cables and connectors. -> Modular, flat harness concept, to be considered from the very beginning of the electrical wiring design phase. -> Each wire is positioned in the harness according to the type of signal and neighbouring signals. -> This sorting allows elimination of most of the screening. -> Elimination of complex «octopus » harnesses (use of distribution box). -> Definition of simple harnesses with few branches, easy to make and to install. To be developed with rectangular connectors.

2.3 Expected results for users The EECS project will focus on the development of cost-effective and efficient cabling system for next generation aircraft electrical bundles, exploiting technologies developed for the electronics industry and which are beginning to be applied in the automotive industry. The partners will aim to validate the use of a variety of new technologies and sets of tools, for example : -design and test: multidisciplinary optimisation, advanced simulation techniques, modular design -processes: more industrial manufacturing processes, repetitive positioning, less screening, maintainability improvement. The approach proposed comprises several independent parts: - design of a new modular flat harness concept - study of the distribution of the electrical signals - definition of the rules, directives and associated IT tools - design of components ( to be standardised) concept validation process This evolution, which is only applicable on new programmes, and which addresses the medium term, should enable the following savings to be envisaged for a given perimeter: OBJECTIVES


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- 10% minimum on weight - 30% minimum on implementation times - 20% minimum on overall costs - improvement of advanced design tools - improvement of safety It must be without prejudice to the users, and the maintainability and repair aspects must be integrated right from the start of the design.

2.4 Expected Scientific and Technical Innovations from the Proposal The main innovations will concern all limitations mentioned in & 2.1:

1- DEVELOPMENT OF INNOVATIVE MODELS AND MEANS TO MANAGE THE POSITION OF LINKS ACCORDING TO THE TYPE OF SIGNALS, who are not existing today:

- for classification, allocation and positioning of signals - to reduce protection constraints to a minimum in relation to:

• external factors (example: mechanical, EMC, …)

• internal factors (example: crosstalk) - to delete a maximum of shielded jacketed cables

2- DEVELOPMENT OF NEW WIRING CONCEPT, not apply today in the aeronautic industry: - for reproducibility of positioning - to reduce electrical component purchasing costs - to reduce labour - to reduce weight

These two points have been partially and separately addressed in the past, in preliminary studies that have confirmed advantages and feasibility, providing the following information:

- Segregation of signals into different routes is necessary (routes S = sensitive, M = miscellaneous, etc.)

- Technology cannot be retrofitted on aircraft already defined - Potential substantial savings in terms of manpower - Necessity to design suitable components;

2.5 Expected Scientific and Technological Objectives The development of innovative models and means, of this new wiring concept will yield the following advantages: Guarantee reproducibility and precise knowledge of the position of each signal in the harness Optimise the electro-magnetic resistance and thermal protection required for each type of signal Eliminate a large number of individual screening connections Work no longer performed "wire-by-wire" but by "sets" of wires and individual connector technology

replaced by modular, group, rectangular connector technology. Eliminate complex "octopus" harnesses. Harnesses of simpler design with few branches, easy to make and easy to install. Delete a large number of individual markings. Reduce the weight of the wiring.


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Standardisation

2.6 Contribution to European technological progress The RTD EECS project addresses the requirements of Key Action 4 : "New Perspectives in Aeronautics", strand I: "Development of critical technologies" in particular to the Research Objectives 4.1: Reducing Aircraft development cost and time to market (& 4.1.1 - 4.1.2 - 4.1.3) and 4.2: Improving aircraft efficiency (& 4.2.4) by developing a future new Efficient and Economical Cabling System The resolutely multi-European Partner approach of this study was expected to yield: - a better knowledge of mutual needs - a better understanding of the different industrial cultures - the development of common technological concepts - reinforced interest in the involvement of the European structures and in particular AECMA Standardisation. This project brings together the major European airframe manufacturers to address these industrial needs in one of the largest collaborative research projects ever undertaken on this subject, with the concern for maximum Standardisation.


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3 SCIENTIFIC AND TECHNICAL DESCRIPTION OF THE RESULTS

3.1 Recall of concerned WP Three WP are concerned for the technical study process, each one being related to the preceding:

3.1.1 WP2 GENERAL STUDIES This WP can be considered as the most important, it is divided in three sub-tasks that concerns the definition of the concept itself WP2.1, the study of associated theoretical needs WP2.2 and the study of conditions of use WP2.3 WP2.1 was planned to give : -a complete STATE OF THE ART of the available technologies and research in this field. -a description of the NEW CONCEPT considered, with its expected and possible advantages. -the impact and feasibility on ELECTRICAL DISTRIBUTION ARCHITECTURE and topologies. -the technical PRODUCTS SPECIFICATIONS for all needed components. WP2.2 is there to bring the scientist feasibility with : -a characterisation and classification of all signals that may co-exist -theoretical electromagnetic compatibility and EMC levels classification. -theoretical thermal behaviour and thermal levels classification. -determination of laws to manage signals positioning, as this new concept allow a significant progress with repetitive positioning. WP2.3 is there to bring the technical feasibility with -an analysis and identification of changes requested on our drawing set practices and allocation tools. -an analysis of constraints brought by WP2.2 on rules and directives for the electrical installation. -a mock-up specification for WP4, with the final target to compare practically technical characteristics, manufacturing process and costs of the old technology and the one studied. -integration of maintainability and repair requirements, to take into account users shares.

3.1.2 WP3 COMPONENT DEVELOPMENT All the WP included here was there to bring support for theoretical studies and manufacturers feasibility’s for the needed components, with: -studies and manufacturing of components prototypes of different technologies, their characterisation and pre-definition of tooling set. -the providing of some quantities for the mock-up, with sufficient representativness of final definition.


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3.1.3 WP4 INTEGRATION AND VALIDATION All the WP included there was planned to help us to prove the efficiency and low cost of the retained concept, with the manufacturing of harnesses prototypes installed on representative mock-up, the check of the functionality’s to validate the concept. The equipped mock-up is an essential mean to prove the accomplishment of our objectives and to validate the concept, which are our main criteria’s to declare the success of the study.

3.2 WP2 GENERAL STUDIES RESULTS Three WP are concerned for the technical study process, each one being related to the preceding:

3.2.1 WP2.1 CONCEPT STUDIES RESULTS

3.2.1.1 WP2.1.1 STATE OF THE ART The actual state of the art was written, with: - description of all existing technologies used for aeronautic wirings - advantages and disadvantages of today definition - state of regulations, wiring and installation rules - applicable norms and deviations allowed - existing solutions in the automotive domain Rail transport domain is not identified as a key domain, electronics and information technology are considered too far from aeronautics requirements. As field of application, some uses are clearly declared outside the study, such as power line ≥ 15 Amp., high frequency signals, impedance adapted lines, compensated lines. Minimum size 26 is recommended for cables, and minimum size 22 for contacts. From high-density practices it is concluded that cores pitch will need 2,54 mm. In order to achieve weight and costs savings, two key points are identified: - technology of contact (type of connection) - shielding must be achieved by a tape.

3.2.1.2 WP2.1.2 NEW CONCEPT DEFINITION

3.2.1.2.1 General description

Taking into account constraints coming from the environment, a description of the perimeter of the study is given. It is recognized that the new concept will have to co-exist with the old one, so the constraint of common interface must be added. This new concept of wiring is based on a ribbon organised wiring system bundle. Different wires are combined to compose a layer and these layers are stacked to form a bundle. The bundle is finished with connectors at both sides. In addition to the organised wiring three technical extensions remain available to limit: - Crosstalk: the layers are separated from each other with an interlayer shield (foil), - EMC: the bundle is coated with a common shield as a barrier to the electromagnetic environment

(screening), - Environmental conditions: in harsh environments (SWAMP area) the bundle is surrounded by a global

protection (jacketing). An illustration is given in the following figure 1.

Jacket (optional)

Screening (optional)

Foil (optional)

Ribbon cable

Figure 1

Due to the “lateral” mechanical rigidity coming from the shape of the ribbon cable, the using of this technology seems restricted to the "highways" crossing all along the aircraft. Generally, these “highways” are located under the floor or in the ceiling of the passenger compartment and are rarely affected by changes of direction. As connectors used in the various climatic areas of aircraft need specific requirements, such as sealing proof or particular vibration resistance, and in order to limit the various connector cases to study, it was decided to examine this concept only in pressurized zones. A study performed on the A320 “highways” gave a first picture of a possible distribution along the aircraft.


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An illustration is given in the following figure 2.

Frame 20 Frame 62Frame 47Frame 35

A320 fuselage structure

Global distribution of electrical signals for a “highway” harness

5 % 5 %

100 %50 %

25 %

Electronicbay

Electronicbay

Stan

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ribb

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Stan

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ibbo

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View of the concept

standard wiringtechnology:

standard connector

standard cable

standard bundle

Connector adapted to ribbon cable

ribbon cable layer or stacking ofribbon cable layers

Harnesses manufacturing

Ribbon cable technology:

45 % 20 %

Distribution to the raceway locatedon the leading edge of the wings.

Distribution to the raceway locatedon the trailing edge of the wings.

Distribution crossing all along theA/C.

Distribution between 2 interfaces.

Figure 2


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3.2.1.2.2 Components guideline All main orientations for the concerned components was written, precise description are given in WP3 results. The following sentences highlight only particular choices that have been discussed. For cables, conservative orientations was taken with multi strands cylindrical conductors, instead of flat conductor tapes for examples, and the insulation materials were similar to the actual even if applied differently. The main innovative part is coming from the screening construction with the metallic foil concept. For connectors, as the contact technology definition was considered as a strong key point for the success of this new definition, only general considerations have been given, such as necessity of a modular rectangular connector concept and interfacing with actual wirings, in order to be as open as possible. Modules dedicated to each individual ribbon cable give the modularity. Concerning brackets, adapters and accessories, only classical requirements have been given.

3.2.1.2.2 Electrical constraints In order to master the 3 main points which was: Guarantee reproducibility and precise knowledge of the position of each signal in the harness Optimise the electro-magnetic resistance and thermal protection required for each type of signal Eliminate a large number of individual screening connections

It is necessary: - to clearly identify and classify all the signals propagated in an aircraft, - to examine compatibility between them and - to be able to organise their physical distribution inside a harness So this clearly call for the necessity of a new automatic tool able to recognize signals categories and according to distribution laws able to distribute them in the stacking of ribbon cables. For full efficiency of this new concept, the possibility to mix electrical signals in a same layer remains a strong requirement. The number of unused conductors in a layer is an important element of weight savings. This tool has to ensure: - an easily understandable view of the signals distribution into the harness, - quick signals addition into the harness (allocation of the signals in the best appropriated position), - possibility to manage all the harness so as to take into account option management.

3.2.1.2.3 Drawing constraints Design tools already exist but adaptation are necessary in order to be able to attribute the choice of the wiring technology, classical or ribbon, to each wire and to take into account: - the graphical perception of the type of harness so as to permit an easy technology identification (standard wiring or ribbon wiring), - necessity to keep the possibility to use in the same drawing the two graphical perceptions, - due to the strong rigidity of the ribbon cable on lateral axis and in order to avoid the twisting of many ribbon cables during the harness installation, an additional asset for the design tool will be to process the bending radius of the ribbon cable at least in case of lateral deflexion.

In the Figure 3 below, the angles α1 et α2 are processed by the design tool so as to acquire an adequate shape to the harness during the manufacturing phase.

α 1

α 2

Bundled harness

Ribbon cable harness

Lateral deflexions

Figure 3

3.2.1.2.4 Manufacturing gain expected In order to reduce manufacturing costs and provide high production rates it is necessary to introduce the maximum number of automated and/or combined operations during harness manufacture. These operations are also able to provide consistently high quality, low rejection harness production. The simultaneous application of these operations to all of the flat cable conductors at the same time produce a higher termination production rate compared with single cable termination processes. The elements of the automated operations are restricted to: - Cutting to length and identification of the ribbon cables, - stripping, - positioning of the conductors in the contacts, - crimping, positioning and blocking of the contacts in the wished pitch for each conductors of the ribbon

cable because the connector is foreseen to receive 6 ribbon cables. With such automation at least a 30% global saving on the manufacturing time is expected between the old and the new processes.

3.2.1.2.5 Applicability Due to the specific characteristics of this new wiring concept, it is reasonable to assert that it is not possible to fit an aircraft of an existing program with ribbon cables. The funding of the needed modifications to adapt this concept to an aircraft not specifically studied may overshoot all the savings induced by the concept. That is the reason why we consider that the application of this concept must be bound to the launch of a new aircraft program.


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On new program for long harnesses both wiring technologies can be envisaged: between 50% and 80% with flat cable technology and the other part with standard technology.

3.2.1.3 WP2.1.3 IMPACT ON ELECTRICAL ARCHITECTURE The current Technical Design Directives from AIRBUS and EUROCOPTER have been studied in comparison with ribbon cable properties. As a result all design directives on both AIRBUS and EUROCOPTER and so all topics covered by these directives were identified with their paragraph numbers. Deletion of a certain number of individual shields will be possible, however this will go through the use of screen foils individually attached to a complete ribbon. So to limit unused wires number, there is a possibility than more wires than necessary will be screened. This will depend on the harness constitution and on tool affectation efficiency. Nevertheless, far less bonding points with an easier implementation are identified as a feasible technological progress step with ribbon cable concept. The elimination of complex harness assembly will be the result of a compromise between a strong design effort to simplify the electrical distribution with the cost of associated over-lengths and distribution boxes able to absorb late modifications. Because the management of position of signal will be well known, the grouping of S or M route of a same system (1 or 2) can be envisaged, in addition separation of EFCS harnesses will be no more necessary. The use of intermediate junction or distribution boxes is also a way to easily change the wiring affectation and to facilitate the use of original unused wires. But, due to their weights and costs, they need to be envisaged carefully. Studies on this subject are going on, particularly with the French project BODECA. One other strong interest of distribution boxes being the possible integration of connector derivations to integrate an easily wiring integrity test mean. And clear rules for the future use of original design unused wires need to be strongly established. Some installation constraints are well identified, such as: - new installation concepts and components will have to be defined; however all of the respective TDD’s were covered, - the application of a ribbon cable and rectangular connector cannot cover all needs, however it showed that applications could be used in sensitive routings (S) and in miscellaneous routings (M). - furthermore today only ribbon cables from gauge 26 to gauge 18 are available. - for an optimization of this technology, only electrical links with a length > 100cm (TBC) are concerned. - the marking can be simplified but to avoid the use of bonded labels, laser markability must be implemented. - lateral bending is not possible, for this folds are possible at the individual ribbon level. To bend a complete staking the installation need to take into account a preliminary change of orientation. - add of a new wire is not possible, the add must be done by set of wires (add of a layer), or by using classical wiring. - last the recommended size of a harness is 30 mm width and 22 mm thick. Finally a first issue of a new version of AIRBUS directives was written to take into account this new ribbon cable concept. Fortunately many current installation rules and directives remain applicable.

3.2.1.4 WP2.1.4 PRODUCTS SPECIFICATIONS


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The work completed in this workpackage is based on recommendations established on WP2.1.1, WP2.1.2 and WP2.1.3 plus the experience of AIRBUS and EUROCOPTER on aeronautics electrical industry. All specifications have been written in ASD (AECMA) product standard format and contain all necessary aeronautical requirements.

3.2.1.4.1 CABLES Works completed on ribbon cables lead to write 4 documents in accordance with ASD practices. - prENffff-001: This standard specifies the characteristics, test methods, qualification and acceptance

conditions of flat multicores electric cables for general purpose with conductors in copper or copper alloy or aluminium, intended for installation in aircraft circuits.

- prENffff-002: This standard specifies the list of product standards and common characteristics of flat

electrical cables for use in the on-board electrical systems of aircraft. - prENffff-003: This standard specifies the characteristics of UV laser printable and unshielded flat ribbon

cables TBD family for use in the on-board electrical systems of aircraft at operating temperatures between -65 °C and 260 °C.

- prENffff-004: This standard specifies the characteristics of UV laser printable and shielded flat ribbon

cables TBD family for use in the on-board electrical systems of aircraft at operating temperatures between -65 °C and 260 °C.

3.2.1.4.2 CONNECTORS Due to the specificity of the ribbon cable, it has been impossible to re-use a connector (housing) already existing with a specific contacts arrangements, it has been necessary to develop a specific connector. Works completed on connectors lead to write 1 document in accordance with ASD practices. - prENyyyy-001: This standard specifies the general characteristics, the conditions for qualification,

acceptance and quality assurance, as well as the test programs and groups for rectangular connectors with removable modules, intended for use in a temperature range from - 55 °C to 175 °C continuous. This family of connectors is particularly suitable for aeronautic use in zones of severe environmental conditions on board aircraft, applying EN 2282 standard.

At this level of the project, the specification of dedicated contacts was not considered as a necessary requirement; existing specifications has been used as guidelines.

3.2.1.4.3 BRACKETS The transition of round bundles to rectangular bundles requires the specification of a new type of bracket. For some reasons linked to space allocation, the stacking of ribbon cables is restricted to 22mm height. Works completed on brackets lead to write 2 documents in accordance with ASD practices. These standards specify the general characteristics, the conditions for qualification, acceptance and quality assurance, as well as the test programs and groups for components adapted to ribbon cables technology. - prENwsy-001: single yoke bracket specification. - prENwdy-001: double yoke bracket specification.

3.2.1.4.4 ADAPTERS AND ACCESSORIES


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The transition of round cables to rectangular cables requires sometimes adapters and accessories adaptation but there a re-use operation was applied as often as possible. To complete this task, 5 specifications have been identified, 3 of them are specifications currently used in aeronautics and could be re-used without change; the last 2 specifications correspond to new specifications and were written in accordance with ASD practices. These standards specify the general characteristics, the conditions for qualification, acceptance and quality assurance, as well as the test programs and groups for components adapted to ribbon cables technology. - prENsqst-001: squeezing set specification. - prENcotac-001: cable outlet accessories specification. - prEN3545-007: cable clamp specification. - NSA935401: tie-cable specification. - ASNE0248: labels specification.

3.2.2 WP2.2 THEORETICAL STUDIES RESULTS

3.2.2.1 WP2.2.1 SIGNALS CLASSIFICATION Work completed in this work-package has been split in 2 tasks: - A task dedicated to EMC effects. - A task dedicated to thermal effects:

3.2.2.1.1 EMC behaviour The aim of the EMC study is the appraisal of electrical signals compatibility in the scope of a new organized cabling system. This WP establish the identification of all electrical signals used in aircraft and their characterisation. Signals sorting are dispatched in 5 well identified families divided in subfamilies. These families are: Digital communications signals (ARINC and RS), Analog signals, Audio signals, Power supplies and Discretes.

As the three magnitudes necessary to determine compatibility between a presumed disturbing circuit and a disturbed circuit are: - the spectral disturbance envelope: the curve of the magnitude of the input voltage E on the disturbing voltage (potential) as a function of the frequency, - the sensitivity curve: curve reducing voltage spectra of tolerable signals on the receiver in the disturbed circuit, - the Vs/E transfer function in magnitude between the transmitter in the disturbing circuit and the receiver in the disturbed circuit. Each family is characterized: - in transmission, by a spectral disturbance envelope and a typical circuit, - in reception, by a sensitivity curve and a typical circuit, frequently similar to the circuit used for characterization of this same family in disturbance. Therefore, the analysis of the compatibility of a family X on a family Y, summarized in the diagram in figure 4, requires that the transfer function between the disturbing circuit associated with X and the disturbed circuit associated with Y is determined in advance. The product of this transfer function and the disturbance

envelope will result in an envelope of noise on the receiver of the disturbed line. The conclusion on compatibility between the two lines will then be made by comparison with a sensitivity curve for the disturbed line. See results in WP2.2.2.

Vs/E transfer function

Noise envelope on the receiver in the disturbed circuit

Sensitivity curve

Comparison

Product of modules

Spectral disturbance envelope

Conclusion on compatibility

Figure 4

3.2.2.1.2 Thermal behaviour The thermal behavior of electrical cables under current load is theoretically analyzed and the main factors influencing the maximum overheating due to “Joule” and “skin” effect are investigated. Both bare and insulated metal conductors are considered in single or packaged arrangement in steady and in transient regime. The overheating effect of cable termination and connectors, of any kind, is not included in this study. The usual FEM and FDM codes, applied to the complicated flat cable assembly in 2-D, made the numerical solution in dynamic regime too much time consuming. Therefore, a new approximate “lumped” formulation for 2-D non-linear multi-domain problems has been developed and optimized. The “lumped” formulation allows us to solve in few seconds and with a relatively great level of accuracy any type of thermal transient in large and complicated flat cable arrays. Among other things, this fast method makes possible the use of a new statistical approach (based on Monte-Carlo technique) to map the admissible current ratings in multiple flat cable arrays. Some examples of simple conclusions are given hereafter: - Owing to the relatively small wire diameter, an increase of the insulator thickness produces a decrease of the wire temperature by reduction of the laminar heat transfer resistance localized at the solid-air interface. - The effect of an air pressure reduction, due to altitude for example, on cooling efficiency has been analysed. For example a reduction to one third of the atmospheric value give a 20% reduction of the thermal convective coefficient and an increase of temperature of the order of ten degrees centigrade (all other conditions being the same). - The cooling efficiency for a single wire is greater for rectangular than for cylindrical geometry, due to the greater cooling surface available.


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- A preliminary comparison with experimental results reported in various international standards has shown a satisfactory agreement both in steady and transient regime. - For AC frequency below 4~5 kHz and wire diameter not greater than 2 mm, the current density distribution, within the wire, is practically uniform with excellent approximation. Finally, in appendix of the concerned report, some very useful electric, magnetic and thermo-physical properties of conductors and insulating materials are reported.

3.2.2.2 WP2.2.2 EMC ASPECTS After WP2.2.1 EMC SIGNALS CLASSIFICATION this WP was designed to compare each family to all other in order to define the sensitivity and the disturbance that each family could transmit. In the frame of our study we have considered three same layers of twelve “gauge 26” conductors each, with the possible use of both sides grounded metallic foil inside layers. All these configuration “simple harness” parameters, physical and geometrical, corresponds to data from Work Package 2.1 and 3. The aim is to get all signals compatible inside the previous flat ribbon cable. This is assumed studying signals EMC (crosstalk) in two-two time. In this way one signal is considered as a “victim” and the other one is considered as a “guilty” :

• Each of them are connected to their extremities impedances. • The “victim” does not transmit any signal unlike the “guilty”.

For N signal families we have to consider 2*N*N couples of “guilty-victim” configurations. Compatibility criteria are illustrated in figures 4, 5 & 6.

frequency

Noise curve on the receiver in the disturbed circuit that does not cause any disturbance

Sensitivity curve of the disturbed circuit

Voltage (magnitude)

Figure 5: EMC compatibility between “VICTIM” and “GUILTY” families


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frequency

Voltage (magnitude)

Sensitivity curve of the disturbed circuit

Noise curve on the receiver in the disturbed circuit that causes disturbance

NC (dB)

Figure 6: EMC incompatibility between “VICTIM” and “GUILTY” families Ways to make “guilty-victim” signals compatible from crosstalk point of view, in the frame of the determined “simple harness” are:

• Various configurations of “guilty” and “victim” cable inside the “simple harness”, • Use of one or several grounded metallic foil.

Figure 7: Examples of configurations:

Case of a single wire for victim family and two wires for guilty family above a metallic ground plan. Configuration 1 : Configuration 2 :


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Configuration 3 : Configuration 4 : Configuration 5 :

guilty victim This lead to study a great number of configurations, some of them successful and some not. When successful one try, if possible, to get a “limit configuration” which would corresponds to the least routing constraints such as large distance between “guilty” and “victim” families, use of grounded metallic foil. All Electromagnetic computation was assumed by an EADS EMC Network software called “ASERIS-Net” described in Deliverable D6. Runs for different “victim/guilty” configurations, with associated computed curves, lead to successive improvements of “victim/guilty” EMC matrix which are given. Configurations choice is made considering obtained results from previous configurations and EMC “logical” rules. The last matrix given in Deliverable D6 figure 10 shows the obtained best results up to now. Some of the main results are: - flat ribbon cables generally have a better behaviour than classical harness, - the use of metallic foils for flat ribbon cables improve the shielding effectiveness of flat ribbon cables face an E, H external field. - One family cannot be retained in flat ribbon cable. - Two families cannot be routed in the same “physical” route (it is the current case in traditional wiring). - Some configurations can be considered as “thresholds” configurations. When compatibilities are obtained in these configurations any other ones with higher distance (x or y) between victim and guilty would provide compatibility. - In the case of a signal using a pair the two cables should be side by side disposed in the frame of flat ribbon cable. - Some families can not be considered in three layers flat ribbon cables.

3.2.2.3 WP2.2.3 THERMAL ASPECTS After WP2.2.1 THERMAL BEHAVIOUR this WP was designed to synthesize the main results obtained on the thermal behaviour of flat ribbon cable subjected to arbitrary current rating. An effort is made to condense in simple and user oriented laws the main practical results in such a way to be easily implemented in the automatic design tools. For a given harness made by a certain number of ribbon layers loaded by a given distribution of currents, the value of the maximum temperature, Tmax, reached within the harness depends on the AWG scheduling, on the current intensity flowing in each conductor and on the relative position of the loaded wires within the harness. As noted in the concerned Deliverable D7, the only way to obtain accurate information on the maximum temperature reached by the system, is to formulate and solve, for each geometrical and power configuration, a steady state non linear heat conduction problem in two dimensions. The flat cable array under examination must be discretized and modelled by using appropriate electrical and thermophysical properties of the involved materials. The attention was focused first on the evaluation of the continuous current intensity generating a temperature excess not greater than 40 °C (from Ta =95 °C up to Tmax=135 °C). Having at disposal our calculation method fully validated by a lot of experiments a large series of simulations has been performed in the case of harness made by 1, 2, 3, 6 and 12 layers. The results obtained for unshielded ribbon cables AWG 26, 24, 22, 20 and 18 are shown in various figures. For example: see Figure 8. The current rating curves reported in these figures give the continuous current intensity per each wire, generating a temperature excess not greater than 40 °C (from Ta =95 °C up to Tmax=135 °C) in function of the wires loaded in percent.


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It is important to remark that the current rating curves have been obtained by arranging the wires in which current flows in the worst (pessimistic) position from the thermal point of view and therefore in favour of safety. Moreover, the unshielded flat cable AWG 26 was the only gauge effectively available as prototype and therefore tested, so that the current rating curves may be considered fully validated only for the gauge AWG 26.


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0

1

2

3

4

5

6

7

8

Current Rating Amp.

1 layer

0 10 20 30 40 50 60 70 80 90 100

N% (Wires loaded %) Figure 8: Unshielded ribbon cable AWG 24 (nominal sizes). Maximum current rating in function of the number of loaded wires in percent. Number of layers varied (1, 2, 3, 6 and 12) Ambient temperature Ta=95 °C; Maximum overheating ∆T=40 °C. Numerical results :hollow circles; correlating equation: lines. After a large number of numerical simulations were done concerning the effect of shielding layers on the thermal cooling of flat cable arrangement. In general the presence of a shielding layer, made by a nickel plated copper foil (very thin but highly conductive layer) tends to enhance the removal of the heat generated inside the harness by virtue of the “fin effect”. At the same time the presence of the highly conductive layer tends to smooth the local temperature peaks generating by the hot wires and a more uniform temperature distribution arises. However the effectiveness of this “fin effect” depends strongly on several factors such as

the position of the shielding layer in respect to the heated wires, the number of the heated wires and of the shielding layers. For examples the following figure put in evidence the increasing of the maximum current rating due to the presence of the shield(s) in harness in which each layer is shielded by a nickel-copper foil.


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0

2

4

6

8

10

Amp.

one layer AWG26

0

2

4

6

8

10

0 10 20 30 40 50 60 70 80 90 100 N%

six layers AWG26

0 10 20 30 40 50 60 70 80 90 100 N%


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Figure 9: Ribbon cable AWG 26. Current rating, for an overheating �T=40 °C, as a function of the number of loaded wires in percent. Shielded (red) and unshielded (blue) case. One layer. Ambient temperature Ta=95 °C.

Various other computations have been done, such as influence of altitude, influence of Air pressure on the cooling rate, altitude de-rating factor. And finally some simple rules was given: 1-in general, the arrangement giving rise the minimum average temperature and the better uniformity of the temperature distribution, also provides the minimum overheating of the array; 2- if the number of shielded layers is a great percentage of the total number of layers then the effect of the optimization procedure is reduced. general rule

• avoid, if possible, a configuration in which two or more heavily loaded wires are close each other; specific rules unshielded shielded

• begins to assign the current loads, starting from the higher values, to the wires placed on the external contour (starting from the corners) of the flat cable assembly, in a more uniform and symmetrical way (position and current intensity) as possible.

• when all the wires of the external

contour are utilized, begins to use the adjacent internal one and so on, until all the wires are loaded.

• begins to assign the current loads, starting from the higher values, to the wires placed on shielded cables, in a more uniform and symmetrical way (position and current intensity) as possible.

• when all the wires of the shielded flat

cables are utilized, begins to load the wires of adjacent flats and so on, until all the wires are loaded.

3.2.2.4 WP2.2.4 DISTRIBUTION MODELS The intent of this WP was to examine if there was some incompatibilities between models coming from EMC and Thermal analysis. Deliverable D8 summarize the content of both studies. The crosstalk and thermal studies conclusions given simple rules, which are compatible, specific rules to combine both are not necessary, the collection of rules coming from each side can be considered as sufficient and can be introduced directly in the allocation tool defined in the following WP.


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3.2.3 WP2.3 USE STUDIES RESULTS

3.2.3.1 WP2.3.1 IMPACTS ON DRAWING SET AND ALLOCATION TOOLS To define the various impacts on present and future drawing set and allocation tools resulting from the new flat cable concept, various tasks examination was necessary. These tasks was:

Study of new 2D and 3D symbols (cables, connectors, brackets), Study of the tool upgrade and drawing methods, particularly for management of geographic wire

position, for rules and tools to facilitate harnesses design, Impact of the elimination of individual identification, Transformation of the distribution models produced by the Work Package 2.2.4 into operating rules

to manage signal position, Study of the adaptation of the 3D drawing tool to accommodate rectangular bundles.

A precise study of impacts on the electrical Airbus and Eurocopter processes was not included in the tasks of the WP 2.3.1 but some preliminary points of reflection was exposed to take hypotheses to study tasks associated to this WP. However, an additional investigation will be necessary to finalise the study of impacts and to suggest the appropriated evolutions in the electrical process. General General impacts on electrical process due to the new flat cabling concept have been examined before focusing on impacts in functional domain (2D schematic) and installation domain (3D installation). The last part deals with the specification and implementation of a WRR (Wire Repartition in Ribbon) tool. As both concepts “wire-by-wire” and “flat cable” need to cohabit, similar process to the existing one must be kept, only evolutions with additional steps seem acceptable. Four major steps need to be added:

Signal management: Signals of specified electrical systems are managed in a Signal database. For the flat wiring concept, they have to be characterised at least by their electromagnetic family (analogical, discreet nature…), their intensity and their gauge. Indeed, signal characteristics are mandatory to position wires in ribbons. Currently, the existing signal database manages only discreet signals.

Ribbon cable architecture: During the definition phase of electrical routes, the choice of the flat wiring concept can be proposed for some electrical routes according global 3D architecture of these routes and some criteria such as: routes M & S, length > 1 m, gauge between 18 and 26.

Wiring technology choice: Wiring technology choice “wire-per-wire” or “ribbon cable” is made according to harness pre-sizing information and signal characteristics.

Signals allocation: To determinate wires that can be put in ribbons or not, an additional self allocation tool calculates signal repartition in ribbons by integrating thermal, electromagnetic and installation constraints.


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The following remarks expose some constraints or difficult points associated to the integration of the flat wiring concept in an existing electrical process. The choice of new technology doesn’t have to come too late in the electrical process to avoid updating both schematic and installation data according cable ribbon technology that’s why it is done at the aircraft section level with system design and pre-sizing harness information. Already for the “wire-per-wire” concept, evolutions of electrical definition make that the cycle of drawing schematic plans is important (iterative process between various phases). With the flat wiring application, any evolution of electrical definition can impose an evolution of cable ribbons composition and then self-allocation tool using. But cable ribbon management is not also flexible than “wire-per-wire” management. Whatever harness routing, individual wires in a classical harness can be disconnected and connected in coherence with functional definition. That is not right for a compact cable ribbon: routing constraints can make ribbon connections not coherent with functional definition (case of ribbon “inversion”), ribbon constitution is constrained by electromagnetic and thermal constraints and so dependent of its conductor “using” (i.e. loaded) or not. For a general point of view, the system of data management of electrical process has to be able to manage any information related to cable ribbons:

Used/unused wires in ribbon, Belonging of a wire to a ribbon, Link between the logical wire and the physical wire as flat wiring choice can be made as well at the

level of logical wire or at the level of physical wire. Aircraft validity for cable ribbons

Impacts on 2D schematic The impacts, involved by such new concept, were evaluated on the electrical schematic software SEE EXPERT of IGE-XAO. Drawing rules, symbols, numbering and identification for wires in ribbons and associated connectors were defined. An important point is still to be solved concerning unused/unloaded conductors that have normally to be connected to a ground. This imposes additional schematic and more important drawing cycle, which are not necessary if such conductors are let “disconnected”. As the 2 technologies “wire-per-wire” and “ribbon cable” must cohabit, it is required to have minimum rule changing possible for 2D schematic phase. Maintenance services need to know wire connectivity in detail, so detailed drawing of each wire in schematic sheets must be kept even if drawing a single line to represent a ribbon instead of N lines for the N wires put in the ribbon would be more “economical”. Ribbon management is no problematic with a schematic tool easily customisable about symbolism and attributes. More efforts to implement flat cabling in 2D schematic process are necessary at the management level, PDM management. Indeed, as for individual wires, a wire put in ribbon must be managed in terms of aircraft validity, connectivity, properties changing, database import and export, connection changing. One of the most restricting aspects is to assure coherence between PIN allocation set during functional definition and PIN allocation changing “imposed” by installation. Impacts on 3D schematic The impacts, involved by such new concept, were evaluated on the electrical drawing software CATIA V5 of DASSAULT Systems. This software is the most advanced one available on the market. The library of components modelling was completed, and examples can be seen hereafter :

Figure 10 Nevertheless a strong constraint comes from the flat ribbon geometry as shown in the following figure 11.

Figure 11 In this 3-axis system, routing constraints of a cable ribbon are such as:

Folding on X axis only is not possible due to ribbon structure, folding on X axis is a combination on Y and Z axes):


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Figure 12 : Folding “in flat” for a cable ribbon Folding on Y axis with bending radius according the ribbon gauge (folding similar to

traditional cables), Folding on Z axis with bending radius according the ribbon gauge (folding similar to traditional

cables), But if it is possible to obtain rectangular shapes with CATIA, such as shown in Figure 13,

Figure 13

some physical representations and orientations obtained cannot be done in realty, like the one obtained in the middle for example.

?

Figure 14 According the Catia V5 roadmap, no specific development oriented to flat cable concept is planned today. With the current functionalities of Catia V5, it is then difficult or sometimes impossible to draw flat harness with complete physical sense. The main purposes of 3D harness model in Catia is to visualize the harness integration in the aircraft structure environment, to check no interference with other aircraft systems, to get cut-up length for Production phase. In a first step, it could be possible to raise the cut-up length extracted from Catia model, to create folding library symbols to simulate volume occupied by the flat harness while folding and bending…but only drawing a flat harness instead of a cylindrical one through placed supports takes more time. Catia V5 offers more and more facilities to manage cylindrical harnesses. Everything must be done for a new concept like cable ribbons. New functions should be developed to reach the same level of facilities available for classical harnesses in Catia. But from a general point of view, new developments in Catia cost a lot of time and money. WRR TOOL


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According to their characteristics (gauge, shielding, twisted pair…), wires that could be put in ribbons have to respect electromagnetic and thermal rules and installation constraints. Thus, a WRR tool (Wire Repartition in Ribbon tool) is required to manage wires positioning in flat harnesses. The purpose of the WRR tool is:

- Precise if a signal can be put in flat harness or must be kept with “wire-by-wire” technology. - Distribute signals in one or several flat harnesses in respect of repartition rules. - Minimise the number of ribbons and harnesses.

More precisely, the tool has to: Organise signals in a flat ribbon, arrange flat ribbons between them in each branch, and arrange flat

harnesses between them in the route. Define shielding properties of flat harnesses. Check electromagnetic and thermal rules in each branch.

Figure 15 explains the WRR principles. After that, a mathematical prototype model was developed, using various high level languages (like JAVA) and solvers (like Bonsai and Cplex). This model was applied, with good results, to defined mock-up harnesses according to some original AIRBUS A320 bundles.

Flat harness Number

Position Number in flat harness

Shielding ribbon properties

Repartition Rules

WRR TOOL

FROM/TO extremities

Wire

Signal type and gauge

Route

Length

Electromagnetic family

Maximum intensity

Relative position of FROM-TO extremities


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3.2.3.2 WP2.3.2 INSTALLATION RULES AND DIRECTIVES With the use of flat ribbon harnesses, objective of this WP was to examine practical consequences on the electrical installation. Two main subjects are addressed: wiring segregation and physical installation. Wiring segregation: In this part, the subject deals with the general philosophy of electrical networks of AIRBUS aircraft.

The aim of this investigation was not to establish new wiring segregation but:

- To verify the full compatibility of segregation rules in current use in regard to ribbon cable technology,

- To verify the compatibility (in term of routing) between traditional wiring technology and ribbon cable technology.

To reach the aim, the investigation was based on the exploiting of the EMC study led by WP2, the thermal study led by WP2, and the segregation rules in current use.

Electrical installation: In this part, all electrical installation rules was listed, differences according to the type of harness (bundle or ribbon harness) were clearly stated.

The aim of this investigation was to establish if the rules in use for traditional wiring could be applicable to ribbon cable technology or if new rules must be established. Main topics investigated were: - Diameter/stacking height of harnesses, - Cable bending radius, - Cable supports, - Maximum distance between supports (sag identification), - Fixing and separating of harnesses, - Grounding and bonding points, - Ribbon cable technology specificities. To reach the aim, the investigation were based on the exploiting of components definition given by WP3, components implementation led by WP4, thermal study led by WP2, and installation rules in current use.

Then necessary preliminary rules and directives for the manufacturing and the installation of the ribbon cable harness on the mock-up were written.

Coherence during manufacturing and installation phases on the mock-up between the rules or directives defined and the physical requirements of the harness was verified. From there two points, already suspected, have been identified as requiring more investigation:

- Cable distribution at their vicinity to the connectors, - Over-length management. In conclusion, - Main rules and recommendations for ribbon cable installation have been written and most of them have been validated on the mock-up, - To make easier the compatibility between traditional wiring technology and ribbon cable technology many rules are shared by the two technologies, - During the work achieve in this WP, no blocking point has been detected able to prevent the use of theses two technologies in a same surrounding (commercial aircraft or rotary wing aircraft), - Even if, the whole work achieved means a strong starting point, before to launch the industrial phase some points require to be detailed.

3.2.3.3 WP2.3.3 MOCK-UP SPECIFICATION The aim of the mock-up specification requirement document was to detail the work required in the preparation and assembly of a simulated aerospace avionics installation, in order to allow implementation and validation testing of the EECS flat ribbon cable modular interconnects and their associated interconnect housings.

The mock-up was necessary to assess the ability of the flat ribbon cable and modular interconnects to be implemented as replacements for current technology wire bundles, harnesses, circular and rectangular connectors installed in aerospace platforms.

In addition the mock-up allow examination and implementation of repair and maintenance concepts and techniques with a set of maintenance and repair guidelines being produced.

Environmental conditions were not examined as part of this mock-up.

The required installation was representative of a single aisle, commercial aircraft fuselage (pressurised). A short illustration is given in Figure 16, the size is around 8 meters length and 4 meters high.

Mock-up restriction: As only gauge 26 cables was available, some adaptations were necessaries

A standard cable bundle harness was also implemented into the mock-up to compare installation techniques and identify particular changes in the installation methodology of the new technology. This cable bundle harnesses was manufactured without their relevant connectors to provide a ‘bare’ wire bundle.

Works was planned into 2 elements, one to test the installation techniques and routing requirements peculiar to the flat cable technology. The second element was aimed at testing the flat cable installation and entailed subjecting the mock-up to EMC and data transmission and signal testing.

A complete set of documents for the definition and testing conditions was sent for WP 4. Set of connectors


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Set of connectors

540 mm Set of

connectors

~ 2,5

Passenger floor

Cross beam Set of connectors

Figure 16 : Short illustration of the required mock-up

3.2.3.4 WP2.3.4 MAINTAINABILITY AND REPAIR The access in various layers of cables, allows a repair on a ribbon (use of splices adapted for ribbon cables) or more simply a complete replacement of the cable assembly. Furthermore, the construction of harnesses utilising ribbon cables offers an element of harness damage limitation. Damage from an external source may only affect the upper and lower layers of the harness therefore only requiring repair of the affected layers. If necessary to simplify the electrical architecture, important cables may be localized in the centre part of the flat ribbon harness. Also savings on implementation time are to be expected during the addition of electrical connections because the ribbon cable may contains several spare wires. Therefore it would be a simple case to route the signal at the level of the "standard cable / ribbon cable " interface. This investigation points out, that ribbon cable can be repaired. Generally this repair doesn’t differ from that of single cable. Cut-through ones can be connected by means of splices and damaged insulation can be mended by tapes of similar insulation material. See Figure 17 as illustration of one possible case. The repair solution depends on character of the ribbon cable. In general each repair must be treated individually and take into consideration which system it affects or is being utilised by the flat band cable. Repair by

Bypass Repaired Section

Tape

Figure 17 : Short illustration of one possible repair

3.3 WP3 COMPONENT DEVELOPMENT STUDIES RESULTS

3.3.1 WP3.1 CABLES RESULTS Some preliminaries samples have been produced to investigate manufacturing processes and to support theoretical thermal and EMC studies. Finally for the mock-up the following definitions were retained. Unshielded ribbon cable The cable was manufactured in gauge 26. The ribbon includes 12 conductors with a pitch of 2,54mm and a maximum width of 31 mm. See an illustration Figure 18. The size of the pitch comes from necessary separation between adjacent contacts inside connecting modules. The manufacturing process is by calendaring. It consists in driving parallel conductors and fixing them between PTFE tapes with a regular pitch. Conductors are pre-insulated with a reinforced polyimide tape. With such construction we obtain exactly the same insulation thickness and construction than the DR type cable (AECMA EN2267-010) used on the AIRBUS A380 program. And so obtained characteristics are similar and well known.


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Quantities manufactured for the mock-up: 257 meters (representing 3,1 kilometres of conductors) Shielded ribbon cable The shielded version is based on the same design. The base cable is described upper, using there too the calendaring process it is covered on one face by two foils. First by a conductive one, lightly adhering to the base cable. Then by a PTFE sheet, lightly adhering to the screen and adheres strongly on each border to the base cable. See an illustration Figure 19. It must be noted that superposition of shielded ribbon cables procure a screen on both side of the concerned cables. Quantities manufactured for the mock-up: 417 meters (representing 5 kilometres of conductors)

Figure 18 : Unshielded ribbon cable Figure 19 : Shielded ribbon cable The retained layout improves the tensile strength when compared to individual wires. It is confirmed that most of the size 24 wires (in copper alloy) can be replaced by ribbon of size 26 (in pure copper). When considering weight issues, and due to the size of the pitch, we can see that: - an unshielded ribbon of 12 size 26 (33,9 g/m max) is slightly heavier than 12 DR24 wires (12x2,72x1,02=33,39 g/m max), given +1,5% penalty, but - a shielded ribbon of 12 size 26 (44,5 g/m max) is far lighter than 12 MLA24 cables (12x5,76x1,02=70,50 g/m max), given –37% saving, or than 6 MLB24 cables (6x10,23x1,02=62,61 g/m max), given –29% saving. This highlight that the ribbon technology will be particularly interesting depending the amount of shielded cables. And for future planes in full composite, with a great increase of screens this will be important. Technical sheets are available and these products are covered by 4 AECMA project standards. We can consider that these cables definition are quiet ready for an industrialisation phase. Two points need still to be considered, the nickel coating on the copper screen foil (quantity issue) and an improvement of the screen adhesion on the base cable.

3.3.2 WP3.2 CONNECTORS RESULTS Preliminary investigations on existing solution, such as IDC, showed that for a flat ribbon cable a new contact technology was necessary to obtain level of performances required in the Aeronautic field. Furthermore, for saving targets we had, an individual connection by conductor was not considered. Principles retained are as follow: - connectors are composed of a fixed receptacle and a moving plug, see Figure 22. - each has 6 polarised cavities for individual modules (inserts) - two types of inserts was developed, one to receive 12 standard contacts size 22 (receptacle) and the other with 12 pre-installed new innovative contacts size 22 for flat cable (plug), see Figure 21.


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- contacts for flat cable are neither crimped, nor soldered, they are pinched in once over a pre-stripped zone of the flat cable -special device maintain strongly the cable in position inside the module. - Male stamped contact size 22 is achieved (see Figure 20 for a view of contact open – before installation in the concerned module), other contact sizes are to develop.

Figure 20 : Male contact illustration Figure 21 : Half module with pre-installed contacts

Figure 22 : Receptacle and moving plug Due to the small amount of parts to manufacture it was chosen at the beginning of the study to produce connectors in machined aluminium. Definition and realisation of a mould for a composite structure will have cost too much. The consequence is a high individual price per connector, and furthermore this choice made impossible investigations on the price of a cheap composite solution. The ribbon module and associated contact technology can be considered as a very innovative solution for the aeronautic world. The particular stamped contact and the open insert able to receive a complete set of conductors bring the necessary technology to obtain the envisaged implementation savings. Among other tests, Vibration tests was performed according to existing standards given good results even if some improvement can be achieved particularly on the pressure between the contact and the conductor. Particular care was given for the sealing of module for ribbon cable. Some complementary parts have been produced too, such as backshell and one extraction tool per type of modules.


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Quantities manufactured for the mock-up: - modules for ribbons: 300 - ribbon pin contacts: 3600 - modules for classical wires: 150 - connectors (receptacle + plug): 50 - backshells for unshielded modules: 120 - backshelles for shielded modules: 140 Technical sheets are available and these products are covered by 5 AECMA project standards. We can consider that the contact and modules definition are not so far from an industrialisation phase. Nevertheless, after installation on the mock-up, receptacle and moving plug are considered too large, compared to existing AEMA EN3545 solutions, and too expansive. So a new composite definition will be necessary with perhaps impacts on modules definition.

3.3.3 WP3.3 BRACKETS RESULTS Brackets join the harness to the A/C frame and maintain distance to it and the A/C skin. They need also to receive and maintain stacking of individual ribbon cables. 3 types were declared necessary for this investigation, they were built in Pa 6.6. A single yoke, which is illustrated in Figure 23. Two double yokes, which are illustrated in Figure 24.

Figure 23 : Single yoke with associated squeezing set (top view)

Figure 24 : Double yoke versions with associated squeezing set Quantities manufactured for the mock-up: - single yoke: 310 - double yoke: 100 - stackable double yoke: 100

3.3.4 WP3.4 ADAPTERS AND ACCESSORIES RESULTS


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In this WP, the effort has been concentrated: - to find an alternative solution to the use of cable-ties necessary for harnesses maintaining, taking into account that flat harnesses are not cylindrical but rectangular . - to investigate on necessary tools for the ribbon cable stripping For the first point, new squeezing sets were investigated, 2 types were declared necessary and they were built in Pa 6.6. Quantities manufactured for the mock-up: - narrow model set: 250 see illustration in Figure 25 - wide model set: 250 see illustration in Figure 26

Figure 25 : Narrow squeezing set Figure 26 : Wide squeezing set For the second point, various existing tools were investigated and finally 2 solutions were retained, one pneumatic device for repair and maintenance purpose and one laser tool for large production sizes.

3.4 WP4 INTEGRATION AND VALIDATION STUDIES RESULTS

3.4.1 WP4.1 MOCK-UP AND TOOLING RESULTS In this WP the purpose was to built representative mock-up and to investigate non existing necessary tooling to manufacture electrical bundles. Mock-up As defined in WP2.3.3 a wooden mock-up was built representing a section of an Airbus A320 fuselage (see the CAD illustration in Figure 27). Metallic foils were attached to the wood frames to simulate the airplane external metallic structure. These foils were bonded electrically and connected to the ground. Particular verifications have been done to assess the electrical continuity. Clear Plexiglass mounting plates were installed as defined for the Airbus A320 bundles chosen for this study in order to receive later all necessary connector housings (see Figure 28 for examples).


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Figure 27 : CAD representation of the Mock-up Figure 28 : Examples of mounting plates After comparison of Helicopters and planes installations and to take into account difficulties to manage both in the same time, it was decided that the Eurocopter mock-up would not be physically built. Nevertheless, all results obtained during test phase of the A320 mock-up were compared against Eurocopter requirements to assess the flat cable capability for helicopter installations. Stripping tool results


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Various solutions were investigated and finally two solutions were retained for the lonely new process to develop, the full stripping in one operation, one solution for repair and maintenance purpose and one for large production sizes. For repair and maintenance purpose a prototype, shown in Figure 29 and based on an existing machine, was developed and can be used. Main improvements were necessary on cutting blades and on cable clamping devices.

. Figure 29: Pneumatic stripping tool prototype

For serial production the use of a laser stripping tool will be more efficient and mock-up samples were stripped with an existing C02 laser stripping machine (Sienna 200 – now replaced by Sienna 210 see Figure 30 - from the Company SPECTRUM Technology based in UK)

Figure 30: C02 laser stripping machine SIENNA 210

Marking tool results


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External materials used for these cables are UV Laser markable. So, only a small adaptation of the marking head will be necessary for Laser marking equipment to accommodate the flat cable design. For the mock-up each ribbon was identified using a self adhesive tape identifier.

3.4.2 WP4.2 BUNDLES RESULTS The objective of this WP was to produce prototype harnesses with components coming from WP 3.1 to 3.4 and existing tools or tools coming from WP 4.1. The harness definition was coming from a harness called 3311VB on a current A320 aircraft. The following manufacturing operations were performed: 1- Cables were cut in respect to necessary lengths 2- Cables were stripped by laser process. The main important element in this phase was to respect the dimension and tolerance of the stripped cable window (length and parallelism) for proper Flat cable insertion into the connector module, see Figure 31.

Figure 31: Laser stripped window

3- Prepared stripped cables are inserted into the slightly open connector housing, see Figure 32. The stripped window is automatically aligned with all electrical contacts and cable end needs to but against the rear of the integral contacts to ensure correct wire to connector/contact continuity, see Figure 33 for a view of an open connector. 4- Pressure is then applied to the upper and lower segments of the connector bodies until the integral locking clips are latched, see Figure 34

Figure 32: Cable insertion Figure 33: Open view Figure 34: Connector locked 5- For shielded cable the same sequence of termination processes are followed as for the unshielded cable, however the difference being that shielded cable includes an additional foil layer located on one side of the flat cable, see Figure 35. A clamp specifically designed for shielded cable is required to complete the shielding continuity once the module is inserted into the connector housing.


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6- The specific cable clamp for shielded or unshielded cable is fitted to the rear part of the connector housing to maintain the flat cable wire in the correct position and minimize pullout force on the crimped contacts, see Figures 36 and 37.

Figure 35: Shielded cable Figure 36: Standard clamp fitted Figure 37: Screen clamp fitted with foil folded back 7- Once inserted and clamped the bundle equipped with its module can be inserted into the connector housing, as shown in Figure 38.

Figure 38: Module insertion Some issues were identified during the implementation, which will need further improvement. - On screened cables, with non-homogenous screen foil adhesion, and too strong adhesion of the outside PTFE tape. This can be considered as possible future improvement. - On connector housing: some investigations, leaded after difficulties to introduce some modules inside connector housing, showed that some module housing has the tendency to “bow” outwards in the middle section. This was coming from pressure coming from the width, as shown in Figure 39. A new connector housing definition will solve this issue.

Figure 39: Risk on Module deformation

Benefits on preparation, stripping and insertion time compared to the “wire per wire” technology are there:


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- at least 30% are saved per single point and - up to around 300% are saved for shielded cable The exact benefit per bundle is related to the exact composition of the bundle. Benefit growths with the number of shielded cables.

3.4.3 WP4.3 INSTALLATION RESULTS The objective of this WP was to install harnesses coming from WP 4.2 on the mock-up coming from WP 4.1 On the mock-up, the installation of the flat cable bundle routing was consistent with that of a current bundle harness used on the A320 aircraft. Even if no major technical problems were encountered, the need to define rules on flat ribbon stacking to absorb cable surplus was also clearly highlighted. The following photos illustrate some cases.

Figure 40a: Rippling effect on a circular frame Figure 40b: Rippling effect on a circular frame The harness did not conform to the curved shape of the fuselage circular frame and had the tendency to ripple (the inner length is smaller than the external length). A 90° orientation will give a better aspect.


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Figure 41: Transition between cable orientation and connector orientation The mock-up has shown that it is better to orientate the connector modules in the same plan as the flat cable in order to minimize cable pull and distortion. But some particular area of investigation, such as change of direction was satisfactory with smooth transition as shown by the following pictures.

Figure 42: Large harness transition Figure 43: Small harness transition Conclusion: It is clear from the work carried out that the installation of flat cable harness is a feasible option. When installed flat cable harnesses provide a very tidy, controllable method of routing cables along airframe structures. Orientation issues are very important to obtain a clean installation. The methods of cable retention are easy to implement and provide the required cable support. If well designed, with full mastery of orientation constraints, there is no reason that flat harnesses to be more difficult to install.


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3.4.4 WP4.4 VALIDATION RESULTS The objective of this WP was mainly to verify the electrical functionality’s to assess that electrical objectives have been satisfied. A harness test plan was written and classical verifications to assess the good electrical continuity have been performed. A strong visual examination of the harness installation took place to verify various parameters such as: efficiency of the identification, cable behaviour in brackets, folding, over-length and sagging. Some improvements seem necessary on cable identification for the cable orientation and to take into account rippling effect with bundle re-orientation. Nevertheless we can consider that new installations rules dedicated to ribbon cables are globally validated. EMC testing also took place with crosstalk measurements according to the principle described in Figure 44. Results obtained on the mock-up are globally in accordance with expected ones.

Figure 44: Crosstalk measurement principle Thermal testing was also planned but was not achieved due to a lack of means. Nevertheless after re-examination of tests initially performed by DITEC, with validation of theory on exactly the same cable than the one installed on the mock-up, risks of differences were appreciated as very small and this was considered acceptable. Two test repairs was also planned, an “Easy strip method” and a “Full cut method”. Due to lack of resources at the end of the project, they were not performed and their feasibility “in-situ” still need to be assessed. This will be considered later.


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4 LIST OF DELIVERABLES All deliverables have been submitted with a good level of content.

Deliverable Workpackage Responsible First issue initially planned for

Document available

since Action

D01: Signals pre-classification in terms of EMC & thermal behaviours

WP 2.2.1: Signals classification

EADS CCR July 2001

July 2001and

October 2001

Deliverable available on website (ref: 2.2.2/AM_CCR/D/02003_02), Sent to EC (Feb. 2002).

D02: final component specification

WP 2.1.4: Product specification

Airbus France February 2002

October 2002

Deliverable available on website (ref: 2.1.4/AM_AIRBUS/D/02015_01), Sent to EC (March 2003).

D03: final concept studies report

WP 2.1.5: Concept studies synthesis

Airbus Deutschland

GmbH

January 2003

January 2003

Deliverable available on website (ref: 2.1.5/DASA/D/03004_A), Sent to EC (August 2003).

D04: Working plan & quantities evaluation for WP3.1 to WP3.4

WP 4.1: Mock-up and tooling.

NEXANS HARNESSES March 2003 June 2003

Deliverable available on website (ref: 4.1/BAE SYSTEMS/T/03004_01), Sent to EC (August 2003).

D05: Maintainability and repair requirement

WP 2.3.4: Maintainability and repair.

AIRBUS Deutschland

GmbH March 2003 January

2003

Deliverable available on website, Sent to EC (August 2003).

D06: EMC signals classification

WP 2.2.2: EMC aspects EADS CCR December

2002 December 2002

Deliverable available on website (ref: 2.2.2/AM_CCR/D/02004_02), Sent to EC (August 2003).

D07: Thermal classification

WP 2.2.3: Thermal aspects DITEC March 2003 January

2003

Deliverable available on website (ref: 2.2.3/DITEC/D/03004_third issue), Sent to EC (August 2003).

D08: Technical note with distribution laws

WP 2.2.4: Distribution model.

DITEC March 2003 June 2004

Deliverable available on website (ref: 2.2.4/DITEC/D/04001-1) Sent to EC (November 2004).

D09: Impact on drawing set allocation tools

WP 2.3.1: Impact on drawing set allocation tools.

EADS CIMPA July 2003 October 2004

Deliverable available on website (ref: 2.3.1/CIMPA/D:Delive./04003-03 and 2.3.1/CIMPA/T:Techni./04001-02), Sent to EC (November 2004).


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Document available

since Action

D10: Specimens from preliminary studies for WP4

WP 3: Component development.

AIRBUS España SL March 2003 November

2004

Deliverable available on website (ref: 3/AM-AIRBUS/D/04001-001), Sent to EC (December 2004).

D11: Component characterisation report


AIRBUS España SL April 2003 December

2004

Deliverable available on website (ref: 3.5/DASA/D/06001-01), Sent to EC (December 2004).

D12: Definition and acceptance of prototype tools


NEXANS HARNESSES May 2003 June 2003

Available in website (ref: 4.1/NXH/D/04001-01), Sent to EC (November 2004).

D13: Acceptance of the mock-up


NEXANS HARNESSES March 2003 July 2004


D14: Final theoretical studies

WP 2.2.5: Theoretical studies synthesis.

EADS CCR June 2004 June 2004

Deliverable available on website (ref: 2.2.5/DITEC/D:Delive./04001-2), Sent to EC (November 2004).

D15: Final collection of rules & directives

WP 2.3.2: Installation rules and directives.

AIRBUS France March 2003 November 2003

Deliverable available on website (ref: 2.3.2/AM_AIRBUS/D/03001-01), Sent to EC (November 2004).

D16: Final specification and drawings for mock-up

WP 2.3.3: Mockup specification.

AIRBUS UK Ltd March 2003 September 2004

Deliverable available on website (ref: 2.3.3/BAE SYSTEMS/D/03002-01), Sent to EC (November 2004).

D17: Descriptive technical sheets & project AECMA standards


AIRBUS España SL March 2003 December

2004

Deliverable available on website (ref: 2.3.3/BAE SYSTEMS/D/03002-01), Sent to EC (December 2004).

D18: Price objectives in industrial phase


AIRBUS España SL March 2003 August

2005

Deliverable available on website (ref: 3/AM_AIRBUS/D/05001-01), Sent to EC (May 2006).


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Document available

since Action

D19: Prototype harnesses & report

WP 4.2: Bundles NEXANS & AIRBUS UK Ltd April 2003 July 2004


D20: Acceptance conditions for mock-up.

WP 2.3.3: Mock-up specification.

AIRBUS UK Ltd March 2003 November 2004

Available in website (ref: 2.3.3/BAE SYSTEMS/D/04002-001), Sent to EC (December 2004).

D21: Equipped mock-up & report

WP 4.3: Installation.

NEXANS & AIRBUS UK Ltd

November 2003 July 2004


D22: Final use studies report

WP 2.3.5: Use studies synthesis.

EUROCOPTER November 2003

September 2004

Deliverable available on website (ref: 2.3/EUROCOPTER/D/04001-01), Sent to EC (November 2004).

D23: Final component development report


AIRBUS España SL July 2003 October

2004


D24: Test plan & report

WP 4.4: Validation AIRBUS UK Ltd April 2004 November

2004

Deliverable available on website (ref: 4.4/ BAE_SYSTEMS/D/06001-01), Sent to EC (May 2006).

D25: Final integration & validation report

WP 4.5: Reporting AIRBUS UK Ltd May 2004 January

2005

Deliverable available on website (ref: 4.5/BAE_SYSTEMS/D/05001-01), Sent to EC (May 2006).

D26: Recommendation

WP 5: Final analysis. AIRBUS France June 2004 May 2006


D27: Final report

WP 5: Final analysis. AIRBUS France June 2004 May 2006



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5 COMPARISON OF INITIALLY PLANNED ACTIVITIES AND WORK ACTUALLY ACCOMPLISHED This paragraph presents works accomplished during the project period in comparison to technical works initially planned in reference to the description of each work-package. When a deviation (new trend, short cut for the choices, …) appears towards initial description, we explain the validity of this deviation.

WP n°: TITLE INITIAL OBJECTIVE OF THE WP WORK ACCOMPLISHED

2.1 CONCEPT STUDIES

Make a complete inventory and technological analysis of wiring technologies in the aeronautics, automobile, rail transport, electronics and information technology industries.

The work accomplished in this task is close to the initial objectives. Rail transport domain is not identified as a key domain, electronics and information technology are considered with use requirements too far from aeronautics.

Indicate where known the research themes in this field Work in accordance with the initial objective

2.1.1 State of the art

All information, attached to the work achieved about this workpackage, are included in the document "state of the art" (ref: 2.1.1/EUROCOPTER/T/03001-01).

Precisely define the envisaged concept Work in accordance with the initial objective.

Describe its expected and possible advantages Work in accordance with the initial objective.

Give the associated constraints and the means to be implemented to circumvent and solve them

Work in accordance with the initial objective.

2.1.2 New concept definition

All information, attached to the works achieved about this workpackage, are included in the document "new concept identification" (ref: 2.1.2/AM_AIRBUS/T/02009-02).


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WP n°: TITLE INITIAL OBJECTIVE OF THE WP WORK ACCOMPLISHED The objective of this WP is to examine the impact on electrical distribution architecture and topologies of the use of flat cables with:


- Deletion of a certain number of shields, Work in accordance with the initial objective.

- The elimination of complex harness assemblies, Work in accordance with the initial objective.

- The use of junction boxes,

This subject has been just touch on, because it is wider than initially assessed and it requires a research project for itself. From this statement, the BODECA project has been launched in addition to the " junction box" the function "integrity test for wiring" function has been also studied.

- Installation constraints ( e.g.: lateral bends, treatment of over lengths, etc.),


- Constraints on concept adaptability to changes and evolutions,


2.1.3 Impacts on electrical

architecture

All information attached to the works complete in this workpackage are reported into the document "impact on electrical architecture" (ref: 2.1.3/AM_AIRBUS/T/02001-01). 5 annex documents come with the main document previously referenced.


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The objective of this WP is the writing of the preliminary and final technical specifications serving as a basis for definition and the requirements to be met for:

Work in accordance with the initial objective (refer detail below).

- Cables 4 specifications writing in accordance to AECMA standard.

- Connectors 1 specification writing in accordance to AECMA standard corresponding to the development of a specific connector.

- Brackets 2 specifications writing in accordance to AECMA standard.

- Adapters and Accessories

To achieve this work, 5 specifications have been identified: - 3 of them are standards currently used in

aeronautics and could be re-used without change; - 2 specifications correspond to new specifications.

2.1.4 Products specification

All information attached to the works complete in this workpackage are reported into the documents "final components specification" (ref: 2.1.4/AM_AIRBUS/D/02015-01). 14 supplementary documents come with the main document previously referenced. All these documents make up the D02 deliverable.


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2.2 THEORETICAL STUDIES

The objective of this WP is to establish an exhaustive list of all the signals that may co-exist in an electrical bundle and to characterise them. This list shall take into account possible new types that may appear on future programmes (voltage doubling, variable frequency, etc.). This work will direct the studies performed in WP 2.2.2 and WP 2.2.3

Work in accordance with the initial objective (refer detail below).

2.2.1 Signals classification

All information attached to the works complete in this workpackage are reported into the documents: "D1-signals pre-classification _ Thermal aspects" (ref: 2.2.3/DITEC/D/02001-01), "D1-Signals pre-classification - EMC aspects"(ref: 2.2.2/AM.CCR/D/02003-02)

The objective of this WP is to carry out the theoretical electromagnetic compatibility studies, possibly validated by measurements on all the signal types delivered by WP 2.2.1 This study shall permit:

Work in accordance with the initial objective Investigations lead in this workpackage are assessed from: - At first, Electromagnetic simulation, - And validated by practical experience.

2.2.2 EMC aspects

- Their specific classification into several levels (3 to 4) in each category, taking lengths into account.

Work in accordance with the initial objective The regrouping of several sub-families to single family, we get a signals distribution split in 8 families


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- Supply of proximity rules according to possible topologies.

Work in accordance with the initial objective Each one of 8 signals families is considered like "victim" and "guilty"

All information attached to the works complete in this workpackage are reported into the document: "D6-EMC studies" (ref: 2.2.2/AM CCR/D/02004-02)

The objective of this WP is to carry out theoretical thermal behaviour studies, possibly validated by measurements on the different cable topologies possible. This study shall permit:

Work in accordance with the initial objective (refer detail below). Investigations lead in this workpackage are assessed from: - At first, thermal simulation correlated by

practical experiences on single and ribbon cables, - And validated by comparison of results reported in

aerospace standards.

- Classification of the thermal behaviour of the different signal types into several levels (3 to 4).

Before to define a classification, the first work has been to define the parameters to take into account. "Joule effect" and "skin effect" phenomena has been analysed for single and ribbon cables cooled by air free convection and radiation.

- Supply proximity rules according to possible topologies. Work in accordance with the initial objective

- Indication of simple means to check these behaviours concretely on the aircraft

Work in accordance with the initial objective

2.2.3 Thermal aspects

All information attached to the works complete in this workpackage are reported into the documents: " Preliminary results of thermal experiments" (ref: 2.2.3/DITEC/T/02002-01). "D7_Thermal Aspects for Single and Flat Ribbon Cables: Theoretical and Experimental

Results" (ref: 2.2.3/DITEC/D/03004- third issue).


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The objective of this WP is to write laws to manage signals positioning according to models define in WP 2.2.2 and WP 2.2.3. Those laws will be necessary for WP 2.3.1.


2.2.4 Distribution models

All information attached to the works complete in this workpackage are reported into the document: "D8 _ Distribution Models" (ref: 2.2.4/DITEC/D/04001-1)

The objective of this WP is to write the synthesis of works which have been made by WP 2.2.1 to WP 2.2.4


2.2.5 Theoretical studies synthesis

All information attached to the works complete in this workpackage are reported into the document: "D14 _ FINAL THEORITICAL STUDIES REPORT " (ref: 2.2.5/DITEC/D/04001-2)

2.3 USE STUDIES

2.3.1 Impacts on

drawing set and allocation tools

The objective of this WP is to define the various impacts on our present and future (ACE) drawing set and allocation toolsresulting from the new methodologies associated with the new types of wiring.

Work in accordance with the initial objective (Complement to add to existing tools more important than originally expected.)


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All information attached to the works complete in this workpackage are reported into the documents: "D9 impacts on drawing set and allocation tools + D9 annexes" (ref: 2.3.1/CIMPA/D :

Delive./04003-3), "D9 IMPACTS ON DRAWING SET AND ALLOCATION TOOLS -part about prototype" (ref:

2.3.1/CIMPA/D : Delive./04003-3), "D9 additional document- Modelling of WRR (Wire Repartition in Ribbon) tool" (ref:

2.3.1/CIMPA/T : Techni./04001-02)

The objective of this WP is the writing of the preliminary and final rules and directives for installation, taking into account the analyses made in WP 2.1.3 and the technological constraints issuing from the experiments and recommendations supplied by WP 3 and WP 4.


2.3.2 Installation rules and directives

All information attached to the works complete in this workpackage are reported into the document: "D15 _ Final collection of rules and directives" (ref: 2.3.2/AM_AIRBUS/D/03001-01),

2.3.3 Mock-up specification

The objective of this WP is to describe the conditions of definition, production and acceptance of an experimental mock-up designed for the validation of the concept retained, and compared to actual definition. Its physical content will be negotiated with the person responsible for WP 4.1, based on data derived from WP2 and WP3.



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WP n°: TITLE INITIAL OBJECTIVE OF THE WP WORK ACCOMPLISHED All information attached to the works complete in this workpackage are reported into the

documents: "D16 _ MOCK-UP SPECIFICATION D16 & D20" (ref: 2.3.3/BAE SYSTEMS/D/04001-1), "D20 _ Acceptance condition for mock_up" (ref: 2.3.3/BAE SYSTEMS/D : Delive./04002-02),

The objective of this WP is: - To monitor the integration of

maintainability and repair requirements, so that the needs of all the users are taken into account in product definition and development, before installation.

- To guarantee the information and to take into account the remarks of all people working on the study


2.3.4 Maintainability and repair

All information attached to the works complete in this workpackage are reported into the document: "D05 _ MAINTAINABILITY AND REPAIR" (ref: 2.3.4/DASA/D/03002-A)

The objective of this WP is to write the synthesis of works which have been made by WP 2.3.1 to WP 2.3.4


2.3.5 Use studies synthesis

All information attached to the works complete in this workpackage are reported into the document: " D22 _ Final use studies report" (ref: 2.3/EUROCOPTER/D/04001-01)


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3 COMPONENT DEVELOPMENT

The objective of this WP is the production of cable prototypes of different technologies, intended for the development and validation of the proposed concept, and the supply of the lengths necessary for WP 4 final feasibility check. This WP also comprises the assistance required for the other work packages and in particular WP 5, WP 2.1.4, WP 2.2, WP 2.3.4, WP 3.2 and WP 4 It also comprises the obligation to advise for all the tools implemented, and a characterisation of performance according to the requirements of the specifications issued in WP 2.1.4. A price objective of –20% minimum per item with respect to CF cable is also sought.

Work in accordance with the initial objective, even if some little improvements are necessary.

3.1 Cables

All information attached to the works complete in this workpackage are reported into the documents: "R1 review _ Matrix for cable" (ref: 3.1/DRAKA FILECA/M/02001-01), "Data sheet of shielded flat cables for gauges 24 to 18" (ref: 3.1/DRAKA FILECA/T : Techni./03002-B),

"Data for unshielded flat cables from gauges 24 to 18" (ref: 3.1/DRAKA FILECA/T : Techni./03001-B)


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WP n°: TITLE INITIAL OBJECTIVE OF THE WP WORK ACCOMPLISHED The objective of this WP is the production of connectors and contacts prototypes intended for the development and validation of the proposed concept, and the supply of the parts necessary for WP 4 final feasibility check. This WP also comprises the assistance required for the other work packages and in particular WP 5, 2.1.1, 2.1.4, 2.2, 2.3.4, 3.1 and WP 4. It also comprises the obligation to advise for all the tools implemented, and a characterisation of performance according to the requirements of the specifications issued in WP 2.1.4. A price objective of –20% minimum, applied to contact point installed, with respect to connector AECMA EN 3545 is also sought.

Work in accordance with the initial objective, but new connector housings will have to be defined to decrease price and volume.

3.2 Connectors

All information attached to the works complete in this workpackage are reported into the documents: "R1 review _ Matrix for contacts" (ref: 3.2/CED/T/02002-01), "R1 review _ Principles of contact" (ref: 3.2/CED/T/02001-01), "R2 review- Presentation Deutsch" (ref: 3.2/CED/C/03001-01)


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WP n°: TITLE INITIAL OBJECTIVE OF THE WP WORK ACCOMPLISHED The objective of this WP is the production of prototype brackets intended for the development and validation of the proposed concept, and the supply of the parts necessary for WP 4 final feasibility check. It also comprises the obligation to advise for all the tools implemented, and a characterisation of performance according to the requirements of the specifications issued in WP 2.1.4. A minimum price, applied to fixation point installed, is also sought.


3.3 Brackets

All information attached to the works complete in this workpackage are reported into the documents: "R1 review _ First investigation on brackets and accessories" (ref: 3.3/NXH/T/02001-01), "R2 review/ Brackets and Adapters / Accessories Development" (ref: 3.3/NXH/T/03001-DRAFT),

"Bracket development" (ref: 3.3/NXH/T/02002-01), "D11 _ Brackets definition" (ref: 3.3/NXH/D/04001-001)


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The objective of this WP is the production of prototype adapters and accessories intended for the development and validation of the proposed concept, and the supply of the parts necessary for WP 4 final feasibility check. It also comprises the obligation to advise for all the tools implemented, and a characterisation of performance according to the requirements of the specifications issued in WP 2.1.4. A minimum price, for each part installed, is also sought.

The work accomplished in this task is close to the initial objectives. Price quotation for adapter and accessories has not been achieved because theses components are prototypes build in few units (e.g. module extractor for connector) without optimisation. Prototypes manufacturing process are probably far from the industrial final definition than a price quotation in this condition does not give reliable indication. Furthermore these costs are not preponderant in the total amount.

3.4 Adapters and accessories

A summary of information attached to the works complete in this workpackage are reported into the document: "Tools for module pull out" (ref: 3.2/AM_AIRBUS/T/06001_001). " D23_Final component development report" (ref: 3/AM_AIRBUS/D/05003-01)

The objective of this WP is to write the synthesis of works which have been made by WP 3.1 to WP 3.4


3.5 Reporting All information attached to the works complete in this workpackage are reported into the documents: " D10 _ Specimens from preliminary studies for WP4" (ref: 3/AM_AIRBUS/D/04001-001), " D11 _ Component characterisation report" (ref: 3.5/DASA/D/06001-01), " D17 _ Descriptive technical sheets" (ref: 3/AM_AIRBUS/D/05001-01), " D18_Price objectives in industrial phase" (ref: 3/AM_AIRBUS/D/05002-01), " D23_Final component development report" (ref: 3/AM_AIRBUS/D/05003-01)


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4 INTEGRATION AND VALIDATION

Produce the mock-up on which will be installed, at a later stage and in the conditions defined, the cable bundle assemblies designed for validation of the concept retained.


Produce the prototype table tools designed for validation of the industrial implementation concepts.


Define principles for industrial tools and reparation tools. Work in accordance with the initial objective

Enable IND 6 to follow up the overall study and bring its experience, knowledge and observations.


4.1 Mock-up and tooling

All information attached to the works complete in this workpackage are reported into the documents " D4 _ Mock-up & tooling component requirements" (ref: 4.1/BAE SYSTEMS/T/03004-01), " D12 _ Prototype tool definition and acceptance" (ref: 4.1/NXH/T/03003-001), " D13_Acceptance of the mock-up" (ref: 4.1/NXH/T/04002-001).

The objective of this WP is to produce prototype harnesses on the basis of the prototype tools defined by WP 4.1 and the components obtained from WP 3.1 to 3.4.


4.2 Bundles

All information attached to the works complete in this workpackage are reported into the document " D19 _ Prototype harness and associated report" (ref: 4.2/NXH/D/04003-001)


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The objective of this WP is to install the harnesses produced by WP 4.2 on the mock-up produced by WP 4.1. These operations are to be performed in the presence of the representatives nominated by IND 13.


4.3 Installation

All information attached to the works complete in this workpackage are reported into the document " D21 _ Equipped mock-up and associated report" (ref: 4.2/NXH/D/04002-04)

The objective of this WP is to check the electrical functionality’s of the harnesses installed, the conditions of WP 2.3.3 acceptance and the simple test means defined in WP 2.2.2 and 2.2.3

Work not fully in accordance with the initial objective. Dynamic test have been restricted to EMC tests. Thermal testing (thermal cycling) and repair (fault finding and cables repair) tests were not achieved due to a lack of means, but due to initial investigations performed this was considered acceptable (see WP2.2.3 upper). Corresponding budget was not spent.

4.4 Validation

All information attached to the works complete in this workpackage are reported into the documents " D24 _ Test plan and test report" (ref: 4.4/BAE SYSTEMS/D/06001-01), " Mock-up guided tour" (ref: 4.4/NXH/T/04001-01),

The objective of this WP is to compile the final report of the work performed by WP 4.1 to WP 4.4


4.5 Reporting All information attached to the works complete in this workpackage are reported into the document " D25 _ Final integration and validation report " (ref: 4.5/BAE SYSTEMS/D/05001-01)


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5 FINAL ANALYSIS

To survey costs targets and benefits of the EECS project. Work in accordance with the initial objective

To give written recommendations and to provide the final report. Work in accordance with the initial objective

5.1 Final analysis All information attached to the works complete in this workpackage are reported into the document " D25 _ Final integration and validation report " (ref: 4.5/BAE SYSTEMS/D/05001-01)


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6 MANAGEMENT AND CO-ORDINATION ASPECTS 6-1 General consideration Management of this project was a very difficult part to assume. When non-originally expected at the same time, a strong industrial project started in the same technical area. When EECS was more focused on costs savings, this project was focused on weight savings on a new aircraft program. As the same technical experts coming the same Companies was involved in both project, strong people availability constraints appeared quickly and priorities were given everywhere to the industrial program versus the EECS research project. Today this industrial project is still to achieve. So if all EECS works have been achieved with a good technical level, this was not done in the original planning and some administrative tasks have been sacrificed. This can be seen also through the gap between costs initially requested and consumed costs. 6-2 Successful Collaboration In a difficult context, all partners have worked well together and have had an enthusiasm for the project. There have been no technical problems which have not be successfully address by the consortium. Except for the connector shape for which a change of orientation during the project was not possible, all works have been realized based on consensus discussion. Scientist partners, University and research Centre, have achieved a closer link with industrial partners, gaining experience in more applications based research. Strong knowledge transfer has flowed to industrial partners from the research Centre for EMC aspects and from the University for Thermal aspects; benefits will go beyond the EECS program. Components manufacturers and users have achieved a closer mutual understanding, from there innovative solutions have been found. This project gave the opportunity to highlight wiring tools importance and associated constraints. 6-3 Final allocation costs All details concerning costs repartition are given in Annex A.


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7 RESULTS AND CONCLUSIONS 7-1 Users objectives achievement With the development of this new wiring concept, five objectives was targeted 7-1-1 10% minimum on weight Some factors are preponderant on weight savings: - change of screen technology +++ - cables gauge reduction ++ - length reduction (2-3%) + Some factors bring weight penalties - cables not always assigned - - - connectors technology - - cable ribs - - copper versus aluminium - - So for cables, gains will vary according to harnesses constitution, the following values illustrate the situation: Ribbon cable versus copper cables: Ribbon 26 / 12 x DR24 + 3,86 % (rib penalty) Ribbon SJ26 / 12 x MLA24 - 35,62 %

Ribbon SJ26 / 6 x MLB24 - 27,50 % Ribbon SJ26 / 4 x MLC24 - 24,42 %

Ribbon cable versus aluminium cables: Ribbon 26 / 12 x AD22 + 13 % Ribbon SJ26 / 12 x VNA22 - 36,72 %

Ribbon SJ26 / 6 x VNB22 - 27,00 % Ribbon SJ26 / 4 x VNC22 - 23,38 %

Conclusion: With an improved connector receptacle, the 10% weight saving goal is achievable, this can go up to around 25% for a bundle containing only shielded jacketed cables. 7-1-2 30% minimum on implementation times There too real savings will vary according to each harness constitution, the gain will increase with the number of shielded jacketed cables. Conclusion: The 30% implementation time saving initial goal is very easily achievable, in fact results obtained start from 300% and can go up to more than 1000% for a bundle containing only shielded jacketed cables 7-1-3 20% minimum on overall costs Costs decrease was expected with: - Cheaper components technologies - Reduction in labour time to spend - Reduction of errors insertion - Decrease of shielded jacketed cables


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Reduction in labour time to spend was easily achieved as explained in §7-1-2. Impossibility of errors insertion is easily satisfied with such new wiring concept, but the gain will be of few %. Decrease of shielded jacketed cables cannot be achieved, as the use of shielded ribbon will help to simplify wires allocation in the new bundles. Nevertheless as the implementation is strongly simplified and individual prices far cheaper for the new technology compared to individual shielded jacketed cables, we can expect a good impact. But, cheaper components technologies were not achieved for cables and connectors when this was a clear goal given to components manufacturers. Comparison was performed for the bundle retained for the mock-up. For cables, this is less coming from individual prices and the goal would be achieved depending of the amount of shielded cables necessary. The bad result is more coming from the amount of unused cables added. In this case, to keep some wires in the classical technology would have saved the issue. For connectors, this issue is coming directly from the receptacle technology. It was retained to facilitate the manufacturing of the small number of connectors to produce. When this appeared it was too late to come back to another technology. Conclusion: Mainly due to the connector housing, this goal was not achieved. 7-1-4 Improvement of advanced design tools As explained in §7-2 and 7-3, this new concept of wiring cannot be envisaged without putting in place strong help design tools. The EECS project was the opportunity to examine all possible solutions to classify and manage relative positioning of signals in complete bundles. All necessary steps are now defined and major works are prepared. It was not the intent of EECS to develop such complete new design tools. Conclusion: Objective achieved. 7-1-5 Improvement of safety Impossibility of errors insertion, reproducibility of signals positioning and possibility to put sensible cables inside the bundle in order to protect them from possible external mechanical or electrical aggression are major factors to guarantee an improvement in this field. Conclusion: Objective achieved. 7-1-6 Conclusion Except cable prices and connectors housing design and individual prices, the objectives are satisfied without prejudice to the users, and the maintainability and repair aspects was integrated right from the start of the project. 7-2 Scientific and Technical innovations Two main innovations were expected.


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7-2-1- DEVELOPMENT OF INNOVATIVE MODELS AND MEANS TO MANAGE THE POSITION OF LINKS ACCORDING TO THE TYPE OF SIGNALS Works in WP2.3.1 lead to the definition of a new tool, call WRR,. Some mathematical prototype model was developed, using various high-level languages and solvers. This model, still improvable (for example to minimize the number of unused cables), was applied with good results to define the mock-up harnesses according to some AIRBUS A320 bundles. Conclusion: The EECS objective is achieved. 7-2-2- DEVELOPMENT OF NEW WIRING CONCEPT, not apply today in the aeronautic industry Even if some improvement are still necessary (for example the connector shape), all results detailed in the EECS Final Report show that a flat cable concept is a feasible alternative to the open bundle solution currently being used. Screen efficiency brought by the new cable design and allocation models is of the same level than the one of the actual design, but the ease to use this new technology permits important implementation time saving particularly for bundles with numerous shielded jacketed cables. A very cheap and innovative contact technology inside simple modules was developed based on a stamp instead of machined technology. No tool is required to achieve the contact / cable conductor interface. The main issue to apply such concept in a large scale will be the integration of particularities linked to this concept in general tool for wiring. This integration will be a more important work than originally expected. Conclusion: The EECS objective is achieved. 7-3 Technological objectives The following expected advantages Guarantee reproducibility and precise knowledge of the position of each signal in the harness Optimise the electro-magnetic resistance and thermal protection required for each type of signal Eliminate a large number of individual screening connections Work no longer performed "wire-by-wire" but by "sets" of wires and individual connector technology

replaced by modular, group, rectangular connector technology. Eliminate complex "octopus" harnesses. Harnesses of simpler design with few branches, easy to make and easy to install. Delete a large number of individual markings. Reduce the weight of the wiring. Standardisation

Was examined all along the project and are now judged obtainable. Conclusion: The EECS objective is achieved. 7-4 Publications Various publications were issued during the project.


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- "EMC ON NEW EFFICIENT AND ECONOMIC CABLING SYSTEM" from F Kosdikian, presented during the 15th International Symposium on Electromagnetic Compatibility in Zurich February 18, 2003

- "Lumped and Distributed Parameter Models in the solution of Steady and Transient Heat Conduction

Problems" from G Milano and F Scarpa, published in an ANSYS paper collection in April, 2003. - Ribbon cables presentation on SAE/AEISS meeting held in October 2003 in Nashville (USA) by Jean-

Luc Ballenghien (Airbus) and Alexis Synodinos (Compagnie Deutsch). - "Ribbon cables for A400M weight saving workshop" presented by Jean-Luc Ballenghien (Airbus) and

Marc Aiximeno (Airbus) in August 2003 in Toulouse. - "EMC on new efficient and economic cabling system " by F Kosdikian presented during the 18th

International Zurich Symposium on Electromagnetic Compatibility. 7-5 Works needed to go further All works needed to go further all investigations performed for the EECS study may be found in the dedicated deliverable D26: Recommendations. 7-6 General Conclusion All results detailed in the EECS Final Report show that a flat cable concept is a feasible alternative to the open bundle solution currently being used. 4 points need to be highlighted: 1- Foil screen efficiency is sufficient to cover crosstalk needs when signals allocation models are available. This screening technology is easy to implement and is of particular interest for bundles with numerous shielded jacketed cables inside (Weight saving and strong implementation time saving). This will be the case for aircraft with composite structure. 2- A very cheap and innovative contact technology inside simple modules was developed based on a stamp instead of machined technology. If a particular stripping is necessary, no tool is required to achieve the contact / cable conductor interface. Vibrations test results confirmed this feasibility. These contacts are integrated in small modules but some works stay to achieve for the external connector housing considered not optimized today. 3- To apply such concept in a large scale, in general tool for wiring main issues will be the integration of:

- pre-designed allocation models to cover the various type of signals, - geometrical constraints brought by the rectangular shape of the bundle (no flexibility in one direction).

This integration is a more important work than originally expected. 4- As ribbon cables bring sets of conductors and in order to limit risks on unused conductors and associated weight penalties, it is sure that the 2 concepts will have to co-exist. This new concept, which can be only applicable on new programs with improvement of advanced design tools, and which still addresses the medium term, will be able to bring the following savings for a given perimeter: 10% minimum on weight, 300% minimum on implementation times, 20% minimum on overall costs. Furthermore, impossibility of errors insertion, reproducibility of signals positioning and possibility to put sensible cables inside the bundle in order to protect them from possible external mechanical or electrical aggression are major factors to guarantee an improvement in the quality of the electrical signals distribution.


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8 ACKNOWLEDGEMENTS The Co-ordinator, Jean-Luc BALLENGHIEN – AIRBUS France, would like to thank the Programmer Officer, Dr Marco BRUSATI, for his valuable help and patience during the project. He also would like to thank particularly: - Marc AIXIMENO for his strong contribution and support, - Frédéric KOSDIKIAN from the EADS CCR Research Centre and Professor Guido MILANO from the University of GENOVA (DITEC) for their involvement and scientist inputs, - and the Companies CIMPA and NEXANS Harnesses for their high professional involvement level.

9 REFERENCES None.


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ANNEX A : Final costs repartition

Total declared costs (in €) costs gap: consumed VS requested EECS partners

Cost statement 1 Cost statement 2 Cost statement 3 Cost statement 4 total

Total costs initially requested for the project

Euro %

AirbusFrance 155 039,74 97 458,92 67 440,82 104 435,64 424 375,12 676 376,00 -252 000,88 -37,3%

EADS ccr 198 268,04 110096,62 50 150,22 50 637,30 409 152,18 409 000,00 152,18 0,0%

Eurocopter 28 653,48 51 652,46 96 088,10 73 777,24 250 171,28 287 072,00 -36 900,72 -12,9%

Airbus Deutschland 15 659,20 6 314,32 2 802,40 86 401,28 111 177,20 173 200,00 -62 022,80 -35,8%

Airbus Espana 25 082,28 16 317,60 14 832,98 12 102,52 68 335,38 86 900,00 -18 564,62 -21,4%

Airbus UK 20 953,02 55 990,02 25 689,70 14 908,06 117 540,80 203 121,00 -85 580,20 -42,1%

Nexans Harnessess 26 315,10 91 733,46 142 437,52 87 052,68 347 538,76 522 700,00 -175 161,24 -33,5%

Compagnie Deutsch 68 817,76 137 469,26 99 320,26 15 348,96 320 956,24 175 700,00

Compagnie Deutsch Gmbh 52 869,50 60 269,12 142 913,64 6 532,50 262 584,76 400 800,00 7 041,00 1,2%

Draka Kabelbedrijven 105 173,00 0,00 0,00 0,00 105 173,00 267 770,00

Draka Fileca 0,00 60 555,00 30 742,00 93 233,40 184 530,40 0,00 21 933,40 8,2%

University of Genova 71 032,84 68 614,32 8 780,60 15 218,00 163 645,76 147 600,00 16 045,76 10,9%

Cimpa 75 930,64 63 252,74 99 013,54 42 180,66 280 377,58 274 368,00 6 009,58 2,2%

total 843 794,60 819 723,84 780 211,78 601 828,24 3 045 558,46 3 624 607,00 -579 048,54 -16,0%

costs gap: consumed VS requested

0%

50%

100%AirbusFrance

EADS ccr

Eurocopter

Airbus Deutschland

Airbus Espana

Airbus UKNexans HarnessessCompagnie Deutsch

Compagnie DeutschGmbh

Draka Kabelbedrijven

Draka Fileca

University of Genova

Cimpa

costs statement distribution per partnairs

0,00

100 000,00

200 000,00

300 000,00

400 000,00

500 000,00

600 000,00

700 000,00

Airbus

France

EADS ccr

Euroco

pter

Airbus

Deu

tschla

ndAirb

us E

span

a

Airbus

UK

Nexan

s Harn

esse

ssCom

pagn

ie Deu

tsch

Draka F

ileca

Univers

ity of

Gen

ova

Cimpa

Cost statement 1

Cost statement 2

Cost statement 3

Cost statement 4

Total costs initiallyrequested for the projecyt


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