Ultra-High Bypass Ratio Turbofan for Next-Generation Large Aircraft

Total Page:16

File Type:pdf, Size:1020Kb

Ultra-High Bypass Ratio Turbofan for Next-Generation Large Aircraft Ultra-High Bypass Ratio Turbofan for Next-Generation Large Aircraft Nicholas Turo-Shields, Sebastian Perkinson, Shashank Kashyap, Chris Vodney, Maunik Patel, Gerardo Martinez, Aditya Anilkumar AAE/ME 538 14 December 2018 Table of Contents Nomenclature 3 1 Abstract 4 2 Design Requirements 4 3 Baseline Engine 4 4 Team Structure 8 5 Design Methodology 8 5.1 Choice of Architecture . .8 5.2 BPR and Core Sizing . .9 5.2.1 Initial Core Scaling (constant fan mass flow) .......................9 5.2.2 Bypass Scaling (constant core scale) ............................9 5.2.3 Evaluation of Design for Takeoff . 10 5.2.4 Sizing for Cruise . 11 5.2.5 Further Improvements . 12 5.3 Gearbox . 12 5.4 Compressors . 13 5.4.1 LP Compressor (Fan) . 13 5.4.2 IP Compressor (Booster) . 15 5.5 LP Turbine . 16 5.5.1 Optimization of Specific Fuel Consumption . 17 5.5.2 Optimization of Core Flow . 17 5.5.3 Final Results for LP Turbine . 18 5.6 Materials . 19 5.7 Engine Cycle Improvements . 21 5.8 Risks and Concerns . 22 6 Our Engine Solution 23 7 Off-Design Analysis 24 7.1 Off-Design Operating Point . 24 7.2 Mission Profile . 25 7.3 Flight Envelope . 26 7.4 Mission Points . 28 7.5 Results . 28 8 Trade-off Study 30 8.1 Parametric Study . 31 8.2 Baseline Engine . 31 8.3 Geared Solution . 32 9 Limits of Analysis 33 10 Appendix A - Velocity Triangles 34 11 Appendix B - GasTurb Engine Configuration (Final GTF) 35 12 Appendix C - Material Properties 40 2 Symbols and Abbreviations A Area (m2) L Low-pressure spool alt Altitude (m) LP- Low-pressure amb Ambient LPC LP compressor (fan) ax Axial LPT LP Turbine Bld Bleed M Mach number BPR Bypass ratio N Spool speed corr Corrected NGV Nozzle guide vane (of a turbine) C Compressor o Outer Cl Cooling P Total pressure (kPa) d Diameter (m) prop Propulsion dH Enthalpy difference R Gas constant dp Design point rel Relative f Fuel RNI Reynolds number index far Fuel-air-ratio s Static FN Net thrust (kN) S NOx NOx severity parameter h Enthalpy SFC g H High-pressure spool Specific fuel consumption kN·s HdlBld Handling bleed t Tip (blade) or time HP- High-pressure (compressor, turbine) T Total temperature (K) i Inner U Blade (tip) velocity (m/s) IP- Intermediate-pressure V Velocity (m/s) IPC IP compressor (booster) W Mass flow (also denotedm _ ) (kg/s) Station Designations 0 Ambient 41 First turbine stator exit = rotor inlet 1 Engine inlet 42 HPT exit before addition of cooling air 2 First compressor inlet 43 HPT exit after addition of cooling air 21 Inner stream fan exit 44 IPT inlet 13 Outer stream fan exit 45 IPT stator exit 16 Bypass exit 46 IPT exit before addition of cooling air 18 Bypass nozzle throat 47 IPT exit after addition of cooling air 24 IP compressor exit 48 LPT inlet 25 HP compressor inlet 49 LPT exit before addition of cooling air 3 HPC exit, cold side heat exchanger inlet 5 LPT exit after addition of cooling air 31 Burner inlet 8 Nozzle throat 4 Burner exit 3 1 Abstract Boeing and Airbus are considering replacement engines for their 787, A380, and A350 airplanes. Newer engine technologies enable the core to operate more efficiency and deliver more power. Higher bypass ratio engines are being considered to improve propulsive efficiency. An engine model has been provided. The task is to keep the same core but design an improved LP/IP stage that utilizes the existing core to improve the propulsive efficiency over the mission of the aircraft. The performance characteristics and total fuel consumption should be estimated over the mission. Attention should be paid to weight, dimensions, stage aerodynamic compatibility, and technical feasibility (Materials, etc). Operating cost and maintenance cost (limited stage count, reduced blade count) should be considered. 2 Design Requirements • Select an engine architecture (1/2/3-spool, geared, etc.) • Flight Design Points { Takeoff: sea-level { Cruise: 12,190 m at Mach 0.85 { Range: 17,600 km • Takeoff Thrust ≥ 374 kN • Takeoff Power ≥ 200 kW • Overall Pressure Ratio (OPR, p3=p2): 60 • Turbine Inlet Temperature (T4): 1930 K • Power off-take: 200 kW • If a geared design is chosen, assume a mass of 0.00482768 kg/kW 3 Baseline Engine The baseline engine we are comparing our redesigned engine against is the Rolls-Royce Trent XWB. Table 1: Basic design features of the baseline engine. Engine Type Axial, turbofan Number of fan/booster/compressor stages 1, 8, 6 Number of HP/IP/LP turbine stages 1, 2, 7 Combustor type Annular Maximum net thrust at sea-level 396 kN g SFC at cruise at Mach 0.85 & 12.19 km altitude 18.2 kN·s Overall pressure ratio at max. power 50 Bypass ratio 9.3 Max. envelope diameter 2.997 m Max. envelope length 4.064 m Dry weight less tail-pipe 5,445 kg Turbine Inlet Temperature 1784 K 4 Table 2: Input to GasTurb of the baseline engine model. Property Unit Value Comment Intake Pressure Ratio 1 No (0) or Average (1) Core dP/P 1 Inner Fan Pressure Ratio 1.4 Outer Fan Pressure Ratio 1.43 Core Inlet Duct Pressure Ratio 1 IP Compressor Pressure Ratio 6.3 Compressor Interduct Pressure 0.985 Ratio HP Compressor Pressure Ratio 5.76 Bypass Duct Pressure Ratio 0.975 Inlet Corr. Flow W2Rstd kg/s 1442.92 Inlet corrected flow rate standard day Design Bypass Ratio 9.3 Burner Exit Temperature K 1783 Burner Design Efficiency 0.9995 Burner Partload Constant 1.6 Used for off design only Fuel Heating Value MJ/kg 43.124 Overboard Bleed kg/s 0 Power Offtake kW 50 HP Spool Mechanical Efficiency 0.99 IP Spool Mechanical Efficiency 0.999 LP Spool Mechanical Efficiency 0.999 Burner Pressure Ratio 0.96 Ipt Interd. Ref. Press. Ratio 0.992 Lpt Interd. Ref. Pressure Ratio 1 Turbine Exit Duct Press Ratio 0.99 Figure 1: Baseline engine station diagram and flows, 3-spool. 5 Figure 2: Baseline engine model schematic, 3-spool. Table 3: GasTurb summary of the baseline model engine at sea-level. W T P WRstd Station kg/s K kPa kg/s FN = 396.03 kN amb 288.15 101.325 TSFC = 7.8416 g/(kN*s) 2 1442.919 288.15 101.325 1442.920 WF = 3.10549 kg/s 13 1302.830 322.15 144.895 963.323 s NOx = 2.28101 21 140.089 320.77 141.855 105.575 BPR = 9.3000 22 140.089 320.77 141.855 105.575 Core Eff = 0.5278 24 140.089 562.99 893.687 22.201 Prop Eff = 0.0000 25 140.089 562.99 880.281 22.539 P3/P2 = 50.041 3 131.684 921.84 5070.420 4.707 P2/P1 = 1.00000 31 116.274 921.84 5070.420 P22/P21 = 1.00000 4 119.380 1783.00 4867.603 6.182 P25/P24 = 0.98500 41 126.384 1739.15 4867.603 6.463 P4/P3 = 0.96000 42 126.384 1406.66 1706.924 P44/P43 = 0.99200 43 134.789 1378.42 1706.924 P48/P47 = 1.00000 44 134.789 1378.42 1693.269 P6/P5 = 0.99000 45 139.693 1359.02 1693.269 18.154 P16/P13 = 0.97500 46 139.693 1156.75 785.978 P16/P6 = 0.69135 47 141.794 1151.55 785.978 P5/P2 = 2.03708 48 141.794 1151.55 785.978 36.542 V18/V8,id= 0.43099 49 141.794 857.50 206.407 A8 = 0.51485 m² 5 143.195 855.67 206.407 121.132 A18 = 4.83610 m² 8 143.195 855.67 204.343 122.356 XM8 = 1.00000 18 1302.830 322.15 141.272 988.024 XM18 = 0.70583 Bleed 0.000 921.84 5070.420 WBld/W2 = 0.00000 -------------------------------------------- Efficiencies: isentr polytr RNI P/P CD8 = 1.00000 Outer LPC 0.9103 0.9147 1.000 1.430 CD 18 = 0.92331 Inner LPC 0.8900 0.8951 1.000 1.400 PWX = 50.00 kW IP Compressor 0.8991 0.9210 1.233 6.300 WlkLP/W25= 0.00000 HP Compressor 0.9290 0.9430 3.912 5.760 WBld/W25 = 0.00000 Burner 0.9995 0.960 Loading = 100.00 % HP Turbine 0.9094 0.8989 5.888 2.852 e442 th = 0.87880 IP Turbine 0.9061 0.8980 2.722 2.154 WCHN/W25 = 0.05000 LP Turbine 0.9193 0.9059 1.528 3.808 WCHR/W25 = 0.06000 -------------------------------------------- WCIN/W25 = 0.03500 HP Spool mech Eff 0.9900 Nom Spd 1199 9 rpm WCIR/W25 = 0.01500 IP Spool mech Eff 0.9990 Nom Spd 5113 rpm WCLR/W25 = 0.01000 LP Spool mech Eff 0.9990 Nom Spd 2472 rpm -------------------------------------------- hum [%] war0 FHV Fuel 0.0 0.00000 43.124 Generic 6 Table 4: GasTurb summary of the baseline model engine at cruise conditions. W T P WRstd Station kg/s K kPa kg/s FN = 57.90 kN amb 216.65 18.760 TSFC = 18.1933 g/(kN*s) 2 492.903 248.02 30.097 1539.549 WF = 1.05338 kg/s 13 447.947 279.78 41.233 1084.669 s NOx = 1.18576 21 44.956 278.46 40.456 110.684 BPR = 9.9642 22 44.956 278.46 40.456 110.684 Core Eff = 0.5791 24 44.956 520.79 265.829 23.037 Prop Eff = 0.8113 25 44.956 520.79 261.536 23.415 P5/P2 = 2.21582 EPR 3 42.258 882.93 1629.562 4.600 P2/ P1 = 1.00000 31 37.313 882.93 1629.562 P22/P21 = 1.00000 4 38.367 1792.32 1567.317 6.186 P25/P24 = 0.98385 41 40.614 1746.30 1567.317 6.464 P4/P3 = 0.96180 42 40.614 1414.47 551.684 P44/P43 = 0.99206 43 43.312 1383.78 551.684 P48/P47 = 1.00000 44 43.312 1383.78 547.305 P6/P5 = 0.99001 45 44.885 1363.03 547.305 18.073 P16/P13 = 0.96831 46 44.885 1162.65 255.689 P16/P6 = 0.60473 47 45.559 1156.85 255.689 P5/P2 = 2.21582 48 45.559 1156.85 255.689 36.175 V18/V8,id= 0.45171 49 45.559 866.77 66.689 A8 = 0.51485 m² 5 46.009 864.50 66.689 121.080 A18 = 4.83610 m² 8 46.009 864.50 66.023 122.302 XM8 = 1.00000 18 447.947 279.78 39.926 1120.173 XM18 = 1.00000 Bleed 0.000 882.93 1629.562 WBld/W2 = 0.00000 -------------------------------------------- Efficiencies: isentr polytr RNI P/P CD8 = 1.00000 Outer LPC 0.7361 0.7476 0.355 1.370 CD18 = 0.96000 Inner LPC 0.7197 0.7312 0.355 1.344 PWX = 50.00 kW IP Compressor 0.8089 0.8512 0.416 6.571 WlkLP/W25= 0.00000 HP Compressor 0.9100 0.9285 1.275 6.231 WBld/W25 = 0.00000 Burner 0.9974 0.962 Loading = 281.88 % HP Turbine 0.9092 0.8988 1.886 2.841 e442 th = 0.88048 IP Turbine 0.9042 0.8961 0.877 2.141 WCHN/W25 = 0.05000 LP Turbine 0.9015 0.8855 0.495 3.834 WCHR/W25 = 0.06000 -------------------------------------------- WCIN/W25 = 0.03500 HP Spool mech Eff 0.9900 Speed 11999 rpm WCIR/W25 = 0.01500 IP Spool mech Eff 0.9990 Speed 5219 rp m WCLR/W25 = 0.01000 LP Spool mech Eff 0.9990 Speed 2673 rpm -------------------------------------------- hum [%] war0 FHV Fuel 0.0 0.00000 43.124 Generic Figure 3: Baseline engine thermodynamic cycle.
Recommended publications
  • Signature Redacted Department of Civil and Envirnmental Engineering, MIT Sloan School of Management May 11,2018
    Next Generation Commercial Aircraft Engine Maintenance, Repair, and Overhaul Capacity Planning and Gap Analysis by Amanda J. Knight B. S. Mechanical Engineering, The University of Texas at Austin, 2006 M.S. Aerospace Engineering, The University of Southern California, 2011 Submitted to the MIT Sloan School of Management and the Department of Civil and Environmental Engineering in Partial Fulfillment of the Requirements for the Degrees of Master of Business Administration and Master of Science in Civil and Environmental Engineering In conjunction with the Leaders for Global Operations Program at the Massachusetts Institute of Technology June 2018 2018 Amanda J. Knight. All rights reserved. The author hereby grants MIT permission to reproduce and to distribute publicly paper and electronic copies of this thesis document in whole or in part in any medium now known or hereafter created. Signature of Author: Signature redacted Department of Civil and Envirnmental Engineering, MIT Sloan School of Management May 11,2018 Certified by: Signature redacted __ DI Roy Welsch, Thesis Supervisor Professor of Statistics and Engineering Systems Certified by: Signature redacted Dr. Daniel Wh The i Supervisor Senior Research ScientisU/Eyneritust Lecturer, IVVT Leaders for obal Operations Certified by: _____Signature redacted _ _ _ _ _ _ Dr. David Simchi-Levi, Thesis Supervisor Prof"or,9 C ppdEnvironmental Engineering Accepted by: Signature redacted____ Jesse H. Kroll Profesor of Civil and Environmental Engineering Chair, Graduate Program Committee Accepted by: Signature redacted MHro MASSACHUSETTS INSTITUTE ' M PM ManuraHerson OF TECHNOLOGY co Director, MBA Program, MIT Sloan School of Management JUN 0 7 2018 LIBRARIES This page has been intentionally left blank Page | 2 Next Generation Commercial Aircraft Engine Maintenance, Repair, and Overhaul Capacity Planning and Gap Analysis by Amanda J.
    [Show full text]
  • It's No American Dream: Pratt & Whitney GTF Engine Now a Reality
    A D D E N D U M It’s No American Dream: Pratt & Whitney GTF Engine Now a Reality... and chosen in Time's November issue one of "The 50 Best Inventions of the Year" In the August try-tasked capabilities. 2008 issue of Gear For those who can’t Technology, we ran recall how the GTF a story (“Gearbox works, here’s a piece Speed Reducer Helps lifted from the 2008 Fan Technology for Gear Technology arti- ‘Greener” Jet Fuel cle explaining—with Efficiency’) on the help from Robert Saia, then ongoing, extreme- Pratt & Whitney vice ly challenging and pro- president, next-gener- tracted development ation products—what of Pratt & Whitney’s makes it leading edge: geared turbofan (GTF) (What’s unique) jet engine. If success- is the addition of a ful, the engine would reduction gear box— provide a 20 percent or transmission sys- reduction in carbon tem—comprised of a emissions and fuel star gear system with burn and up to 50 per- five stationary gears. cent in general noise As Saia explains, the reduction. The targeted The long-awaited Pratt & Whitney GTF (PurePower PW1000G) jet gear box decouples the market and application engine is now a reality, with customer orders now in production (cour- fan from the turbine so for the engine was the tesy Pratt & Whitney). that each component narrow-body commer- can turn at its optimum cial airline industry—until now a dormant market for P&W— speed while also allowing for a lighter, more efficient turbine to which had long demanded a total plane package that would turn at a higher speed in driving a much larger, slower-turning achieve reduced maintenance, lower emissions, better fuel burn, fan.
    [Show full text]
  • The Pratt & Whitney Purepower® Geared Turbofan™ Engine Overview
    9/27/2015 The Pratt & Whitney PurePower® Geared Turbofan™ Engine Alan Epstein VP, Technology and Environment Pratt & Whitney Academie de l’Air et de l’Espace Paris, September 2015 © 2015 United Technologies Corporation This document has been publicly released 1 Overview The Development of the Geared TurbofanTM Engine • Some historical perspective • A recurrent theme - conventional wisdom vs. reality • The roles of architecture, design, and technology • Speculation on the future © 2015 United Technologies Corporation This document has been publicly released 2 1 9/27/2015 PurePower® Geared Turbofan™ Engine © 2015 United Technologies Corporation This document has been publicly released 3 Why History? “There is nothing new in the world except the history you do not know.” Harry S. Truman © 2015 United Technologies Corporation This document has been publicly released 4 2 9/27/2015 Pratt & Whitney – Dependable Engines Wasp Pic Wasp Engine Turbofan Engine 1925 2015 © 2015 United Technologies Corporation This document has been publicly released 5 Eras of Engine Architecture Single Spool Dual Spool Turbojet High Bypass Turbofan Ultra-High Bypass (1937) (1951) (1969) Geared Turbofan (2015) >10% STEPS IN EFFICIENCY OVERALL EFFICIENCY EFFICIENCY OVERALL 1940 1960 1980 2000 2020 © 2015 United Technologies Corporation This document has been publicly released 6 3 9/27/2015 Geared Turbofan Technology Demonstrators Over 50 years of interest Hamilton Standard General Electric Lycoming ALF502 4 5 Pratt & Whitney PW304, 1957 Q-Fan, 19722 QCSEE, 1977 1980
    [Show full text]
  • Fourteenth European Rotorcraft Forum A
    . ' . FOURTEENTH EUROPEAN ROTORCRAFT FORUM Paper No. 96 A HYDRODYNAMIC TURBO-FAN/SHAFT CONVERTIBLE ENGINE R. R. OSSI TEXTRON LYCOMING STRATFORD, CONNECTICUT USA 20-23 September, 1988 MILAN, ITALY ASSOCIAZIONE INDUSTRIE AEROSPAZIALI ASSOCIAZIONE ITALIANA DI AERONAUTICA ED ASTRONAUTICA ABSTRACT A HYDRODYNAMIC TURBO-FAN/SHAFT CONVERTIBLE ENGINE R. R. Ossi Textron Lycoming Stratford, Connecticut USA Advanced powered lift aircraft will require greater translational flight speed to render themselves economically competitive with other .~uture modes of transportation. Initial and operational costs of such aircraft may be reduced significantly by effective consolidation of the various propulsion schemes into a m~n~mum number of prime movers. Such is the motivation behind the concept of the "convertible" engine. The most common current perception of the convertible engine is a standard configuration turbofan which incorporates aerodynamic devices to redirect the engine's low-pressure-spool shaft-power to an appropriate power takeoff on the engine structure. The available mechanical shaft-power is directed to the VTOL aircraft lift system during the lift-off or landing operations. The use of a hydrodynamic drive on the low-pressure-spool may present certain engine design, installation, and operational advantages for future vertical lift aircraft. By this system, a compact transformation of a standard configuration turbofan engine can be designed wherein the fan component is operated by a variable geometry hydrodynamic drive unit. This device is directly driven by the two-spool turbofan engine low pressure gas turbine. Actuation of the variable geometry can provide a wide variety of ·operating modes by controlling the fan speed. As the fan speed is reduced, the gas turbine power is made available on an appropriate mechanical power takeoff for vertical powered lift operation.
    [Show full text]
  • On the Design of Energy Efficient Aero Engines Some Recent Innovations
    THESIS FOR THE DEGREE OF DOCTOR OF PHILOSOPHY in Thermo and Fluid Dynamics On the Design of Energy Efficient Aero Engines Some Recent Innovations By Richard Avellán Department of Applied Mechanics CHALMERS UNIVERSITY OF TECHNOLOGY Göteborg, Sweden, 2011 On the Design of Energy Efficient Aero Engines: Some Recent Innovations Richard Avellán © RICHARD AVELLÁN, 2011. ISBN 978-91-7385-564-8 Doktorsavhandlingar vid Chalmers tekniska högskola Ny serie nr 3245 ISSN 0346-718X Department of Applied Mechanics Chalmers University of Technology SE-412 96 Gothenburg Sweden Telephone + 46 (0)31-772 1000 Cover: [Artist’s impression of a future energy efficient aircraft driven by counter-rotating propeller engines. Source: Volvo Aero Corporation] Printed at Chalmers Reproservice Göteborg, Sweden On the Design of Energy Efficient Aero Engines Some Recent Innovations By Richard Avellán Division of Fluid Dynamics Department of Applied Mechanics Chalmers University of Technology SE-412 96 Göteborg Abstract n the light of the energy crisis of the 1970s, the old aerospace paradigm of flying higher and I faster shifted towards the development of more energy efficient air transport solutions. Today, the aeronautical research and development community is more prone to search for innovative solutions, in particular since the improvement rate of change is decelerating somewhat in terms of energy efficiency, which still is far from any physical limits of aero engine and aircraft design. The Advisory Council for Aeronautics Research in Europe has defined a vision for the year of 2020 for aeronautical research in Europe which states a 50% reduction in CO2, 80% reduction in NOx and a 50% reduction in noise.
    [Show full text]
  • MTU Aero Engines (MTX.DE) Investment Memo Date: 6/11/2020; Closing Stock Price: €154.4 (EUR)
    MTU Aero Engines (MTX.DE) Investment Memo Date: 6/11/2020; Closing stock price: €154.4 (EUR) Disclaimer This report is for informational purposes only and does not constitute an offer to sell, solicitation to buy, or a recommendation for any security, or as an offer to provide advisory or other services in any jurisdiction in which such offer, solicitation, purchase or sale would be unlawful under the securities laws of such jurisdiction. Any offer to sell is done exclusively through the fund's Private Placement Memorandum. Past performance may not be indicative of any future results. No current or prospective client should assume that the past performance of any investment or investment strategy referenced directly or indirectly herein will perform in the same manner in the future. Different types of investments and investment strategies involve varying degrees of risk—all investing involves risk—and may experience positive or negative growth. Nothing herein should be construed as guaranteeing any investment performance. Investment funds advised by LRT Capital Management, LLC may maintain positions in the securities discussed within. The views presented here are subject to risk and uncertainties. The views presented herein may change without notice. For more information contact [email protected]. Overview MTU Aero Engines (“MTU”) operates in the aerospace engine market as an engine sub-system supplier and an independent provider of maintenance, repair, and overhaul services (MRO). MTU’s business is broken down into three divisions – commercial OEM business, military OEM business, and commercial MRO business. MTU’s revenues are split 40/60 between new engine manufacturing and MRO services, respectively.
    [Show full text]
  • Inhaltsverzeichnis
    Inhaltsverzeichnis 1 Einleitung 8 1.1 Marktsituation 8 1.2 Zukunftspotential 9 2 Konzept des Geared Turbofan 13 2.1 Erläuterung des Konzepts 13 2.2 Auswirkungen des Konzepts auf die einzelnen Triebwerksteile 14 2.2.1 Fanbereich 14 2.2.2 Niederdruckteil 14 2.2.3 Hochdruckteil 15 2.2.4 Brennkammer 15 2.2.5 Gehäuse 15 2.2.6 Getriebe 16 2.3 Zusammenfassung der Auswirkungen 18 3 Zur Historie des Geared Turbofan-Konzepts 20 3.1 Aubisque & Astafan 20 3.2 ALF502 & LF 507 20 3.3 Garrett TFE731 21 3.4 Rolls-Royce/SNECMA MS45SD-02 21 3.5 IAE V2500 SuperFan 22 3.6 Vorgänger des Pratt & Whitney PW1000G 23 3.6.1 Pratt & Whitney/Allison 578-DX 23 3.6.2 Advanced Ducted Propulsor (ADP) 23 3.6.3 Pratt & Whitney PW8000 23 3.6.4 Advanced Technology Fan Integrator (ATFI) 24 3.7 Pratt k Whitney PW1000G 24 4 Leistungssyntheserechnung 26 4.1 Programm 26 4.2 Eingabeparameter 26 4.2.1 Vorüberlegungen 26 4.2.2 Schub im Reiseflug 26 4.2.3 Nebenstromverhältnis und Massenströme 27 4.2.4 Wellendrehzahlen 29 4.2.5 Polytrope Wirkungsgrade 30 4.2.6 Brennkammerparameter 35 4.2.7 Druckverluste 35 4.2.8 Schubdüse 36 4.2.9 Luftsystem 37 4.2.10 Leistungsentnahme 37 4.2.11 Mechanische Wirkungsgrade 38 4.2.12 Druckverhältnisse 39 4.3 Ergebnisse der Leistungsrechnung im Auslegungspunkt 40 ii http://d-nb.info/1035562723 4.4 Berücksichtigung der Startforderung 42 5 Missionsanalyse 45 5.1 Definition der Flugprofile 45 5.1.1 Mittelstreckenmission 45 5.1.2 Kurzstreckenmission 46 5.2 Bestimmung des Schubs je Zustandspunkt 48 5.3 Ergebnisse der Missionsanalyse 51 5.4 Mögliche Optimierungen 55 6 Massenabschätzung des Getriebes 56 6.1 Vorstellung der empirischen Ansätze 56 6.1.1 Motivation 56 6.1.2 Ansatz nach Worobel und Mayo 56 6.1.3 Ansatz nach Plencner, Senty und Wickenheiser 57 6.1.4 Ansätze nach Grieb 57 6.1.5 Ansatz nach Tong.
    [Show full text]
  • Influence of Regeneration in the Performance of a Propfan Engine
    UNIVERSIDADE DA BEIRA INTERIOR Engenharia Influence of Regeneration in the Performance of a Propfan Engine Carolina da Silva Ferreira Thesis submitted in partial fulfillment of the requirements for the degree of Master of Science in Aeronautical Engineering (Ciclo de Estudos Integrado) Orientador: Prof. Doutor Francisco Miguel Ribeiro Proença Brójo Covilhã, October 2013 1 To my parents Elisabete e Joaquim and my brother Miguel 2 Resumo A indústria da aviação é um elemento essencial na sociedade de hoje em dia, e como tal, não pode ignorar as preocupações públicas sobre o aquecimento global e as questões ambientais, e sobre a economia global e o preço dos combustíveis. O actual pensamento “verde” e as novas políticas de protecção ambiental promoveram a criação de alguns projectos aeronáuticos amigos do ambiente. Estes projectos são destinados à criação de novas e melhores soluções procurando reduzir a pegada ambiental da indústria da aviação. Estas considerações envolvem o desenvolvimento de novos conceitos de aeronaves com menores emissões poluentes e consumo de combustível. Assim sendo, este estudo visa analisar a viabilidade de um motor propfan incorporado com um regenerador de calor. De acordo com vários autores, os motores propfan são mais eficientes que os actuais turbofans e a introdução de regeneradores de calor em turbinas de gás reduz o seu consumo específico de combustível. Assim sendo, a combinação de ambos pode ser uma solução viável para uma redução ainda maior do consumo específico nos actuais motores. O principal propósito desta tese é analisar se este novo conceito de motor poderá ser um substituto mais amigo do ambiente dos actuais turbofans.
    [Show full text]
  • Energies-13-04157-V2.Pdf
    energies Article Aircraft Propellers—Is There a Future? † Pedro Alves * , Miguel Silvestre and Pedro Gamboa C-MAST—Center for Mechanical and Aerospace Science and Technologies, University of Beira Interior, Rua Marquês d’Ávila e Bolama, 6201-001 Covilhã, Portugal; [email protected] (M.S.); [email protected] (P.G.) * Correspondence: [email protected] † This paper is an extended version of our paper published in ICEUBI2019—International Congress on Engineering—Engineering for Evolution, Covilhã, Portugal, 27–29 November 2019. Received: 18 June 2020; Accepted: 7 August 2020; Published: 11 August 2020 Abstract: The race for speed ruled the early Jet Age on aviation. Aircraft manufacturers chased faster and faster planes in a fight for pride and capability. In the early 1970s, dreams were that the future would be supersonic, but fuel economy and unacceptable noise levels made that era never happen. After the 1973 oil crisis, the paradigm changed. The average cruise speed on newly developed aircraft started to decrease in exchange for improvements in many other performance parameters. At the same pace, the airliner’s power-plants are evolving to look more like a ducted turboprop, and less like a pure jet engine as the pursuit for the higher bypass ratios continues. However, since the birth of jet aircraft, the propeller-driven plane has lost its dominant place, associated with the idea that going back to propeller-driven airplanes, and what it represents in terms of modernity and security, has started a propeller avoidance phenomenon with travelers and thus with airlines. Today, even with the modest research effort since the 1980s, advanced propellers are getting efficiencies closer to jet-powered engines at their contemporary typical cruise speeds.
    [Show full text]
  • Propfan, an Alternative for Turbofan Engines
    Propfan, an alternative for turbofan engines Tackling the technical design characteristics of a propfan Propfan, an alternative for turbofan engines Introduction The Aviation industry grows with an annual average of 2.5% until 2022, at the same time the fuel prices are expected to increase (FAA, 2017). On a global scale, aviation is responsible for 2.5% of the CO2 emissions from worldwide fossil fuel consumption (Brueckner & Abreu, 2017). For this reason, an innovative propulsive concept is required which offers great improvements in terms of emissions and fuel usage. A designed concept to fulfill this need is the propfan concept, which goes under different names. These names include “open rotor”, “unducted fan”, “ultra-high bypass ratio engine” and “propfan”, which is the term used throughout this fact sheet. Propfans are characterized by two very large diameter fans that are not covered by a nacelle. The ultra-high bypass ratio of the propfan increases propulsive efficiency. This in turn creates the potential of significant reductions in fuel consumption and emissions relative to turbofan engines (Rolls Royce, )(Safran, 2017). The propfan concept was introduced in the 1970s in NASA’s Aircraft Energy Efficiency program (Guynn et al., 2011; Van Zante, 2015) as a response to the oil crisis. However, the development of the propfan was put on hold after the oil prices went down. This reduced the demand for a more fuel efficient engine (Sweetman, 2005). Today, propfans are being developed by several major organizations, including General Electric, Rolls Royce, NASA, Boeing and the FAA. In Europe the concept is being supported by the Clean Sky Program (Lecompte-Boinet, 2017; Rolls Royce, ; Van Zante, 2015).
    [Show full text]
  • 1111111111111111111Inuuu11
    1111111111111111111inuuu1111111111u~ (12) United States Patent (io) Patent No.: US 9,926,885 B2 Gallagher et al. (45) Date of Patent: Mar. 27, 2018 (54) EFFICIENT, LOW PRESSURE RATIO (56) References Cited PROPULSOR FOR GAS TURBINE ENGINES U.S. PATENT DOCUMENTS (71) Applicant: United Technologies Corporation, 2,258,792 A 4/1941 New Farmington, CT (US) 2,936,655 A 5/1960 Peterson et al. (Continued) (72) Inventors: Edward J. Gallagher, West Hartford, CT (US); Byron R. Monzon, FOREIGN PATENT DOCUMENTS Cromwell, CT (US) EP 0791383 8/1997 (73) Assignee: UNITED TECHNOLOGIES EP 1142850 10/2001 CORPORATION, Farmington, CT (Continued) (US) OTHER PUBLICATIONS (*) Notice: Subject to any disclaimer, the term of this patent is extended or adjusted under 35 McMillian, A.(2008) Material development for fan blade contain- U.S.C. 154(b) by 0 days. ment casing. Abstract. p. 1. Conference on Engineering and Physics: Synergy for Success 2006. Journal of Physics: Conference Series (21) Appl. No.: 15/709,540 vol. 105. London, UK. Oct. 5, 2006. (22) Filed: Sep. 20, 2017 (Continued) (65) Prior Publication Data Primary Examiner Zelalem Eshete US 2018/0023511 Al Jan. 25, 2018 (74) Attorney, Agent, or Firm Carlson, Gaskey & Olds, Related U.S. Application Data P.C. (63) Continuation of application No. 15/252,689, filed on Aug. 31, 2016, which is a continuation of application (57) ABSTRACT (Continued) A gas turbine engine includes a bypass flow passage that has (51) Int. Cl. an inlet and defines a bypass ratio in a range of approxi- F02K 3/075 (2006.01) mately 8.5 to 13.5.
    [Show full text]
  • Commercial Engines Turbofan Focus 2016
    COMMERCIAL ENGINES TURBOFAN FOCUS 2016 IN ASSOCIATION WITH More than 10,500 engines ordered and now delivering to Demand. customers worldwide, on schedule. The architecture of reliability. cfmaeroengines.com And supplied. CFM International is a 50/50 joint company between GE and Safran Aircraft Engines PERFORMANCE | EXECUTION | TECHNOLOGY MORE TO BELIEVE IN FlightGlobal | 3 C37571.015_CFM_DEMAND_FlightInt_Jul16_267x197_v1.indd 1 24/06/2016 17:08 COMMERCIAL ENGINES 2016 CONTENTS ENGINE EVENTS Memorable recent events 4 What to watch for the future 4 ENGINE ANALYSIS How engine market share battles are playing out 5 How GTF and Leap are shifting to operational mode 7 Engine selection trends on the A320neo 9 Can China and Russia threaten the single-aisle duopoly? 11 AT A GLANCE Commercial engines: manufacturer market share 14 Engine market share by market group 15 Airliner turbofan engines: production timeline 16 Engine options by commercial aircraft 17 Commercial aircraft by engine type 18 COMMERCIAL ENGINE MANUFACTURERS AND TYPES Aviadvigatel 19 ACAE 21 CFM International 22 Engine Alliance 26 General Electric 28 International Aero Engines 33 Powerjet 35 Pratt & Whitney 37 Rolls-Royce 42 ENGINE CENSUS Operator listing by commercial engine type 47 The information contained in our databases and used in this presentation has been assembled from many sources, and whilst reasonable care has been taken to ensure accuracy, the information is supplied on the understanding that no legal liability whatsoever shall attach to FlightGlobal, its offices,
    [Show full text]