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HIKARI Confidential
High Speed Key Technologies for future Air
Transport
Research and Innovation Cooperation Scheme
HIKARI: Paving the Way towardsHigh Speed Air Transport
Emmanuel Blanvillain, Guy Gallic, Airbus Group Innovations
Aerodays 2015
London, UK
22.10.2015
HIKARI, FP7 Call5
3
JEDI-ACE
SHEFAE
HIKARI
22.10.2015, London
HIKARI Confidential
High Speed Key Technologies for future Air
Transport
Research and Innovation Cooperation Scheme
The research leading to these results has received funding from the European
Union Seventh Framework Programme (FP7/2007-2013), METI and MEXT.
Duration: February 2013 - January 2015
4
LAPCAT MR2
JAXA HST
ZEHST
LAPCAT A2
Spaceliner
LAPCAT M8
22.10.2015, London
Build on momentum from high speedtransport projects in Europe and JapanBring together the previous concepts,exchange, benchmark and understand
Make visions converge into Joint designguidelines and roadmaps for technologydevelopment and demonstrators
Perform technology studies in key areas:environment, propulsion, thermal analysis
Project Objectives
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The Design Process
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Range: to capture 90% of the market, the required range is thefollowing– 11500 km [6200nm] with no ERF (Extended Range Factor)– 13500 km [7300nm] when including the ERF
ERF: Extended Range Factor (detour)– Not a big issue for time savings– Issue for fuel burn and vehicle sizing
Recommendation– Investigate low sonic boom option to suppress the ERF
Range and Sonic Boom Strategy
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Figure 3: Passenger distribution w/o ERF
Figure 4: Passenger distribution w/ ERF
Market capture Fuel efficiency
+
Commercial Requirements
(Market and Operations)
Speed– Mach 5 provides huge time savings against subsonic flight
No large time benefit beyond this– Mach 5 provides significant cruise phases (>40%) even for
medium range and low acceleration
Technology Impact– Propulsion options at Mach 5 are larger: ramjet / PCTJ– Materials might be simpler / cheaper– More test facilities available
Speed
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+
Mission Delta from
Subsonic to
Mach 5
Delta from
Mach 5 to
Mach 8
11 000 km 10.3 hours 0.5 hour (5%)
14 000 km 13.2 hours 0.7 hour (5%)
Time savingsDemanding Technologies
Table 1: Time Savings in hours (w/ 0.1g acceleration and deceleration, no ERF)
Water vapor produced by H2 combustion has a long residence time in the very dry layers of the stratosphere. This generates a high radiative forcing, and thus a high green house effect
This effect might decrease as altitude increases above 25km.Some routes (polar routes, single hemisphere routes) might be more favorable.If more impacting than a subsonic flight, a penalty should compensate for the extra emission impact
Contrails do not seem to represent a threat (to be verified for extreme values of zonal and seasonal atmospheric discrepancies)"
Current production process for H2 (from NG) are not sufficiently energy efficient and therefore induce high fuel prices
Climate Impact and Fuel: Key findings
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H2
Cooling
Climate ImpactPerformance
Cost
Recommendation
Investigate designs using other fuels (liquid hydrocarbon specifically, and possible LNG) with holistic evaluation method (performance, thermal, costs, climate impact, ground operations)
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Passenger Capacity: Step wise approach
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2030-2035
Business Jet size 10 passengers
to initiate the business, as “niche” market first
2040-2045
Small airliner size 100 passengers
to grow the market , with more ambitious technologies (leading to longer range and cheaper tickets)
2055+
Large airliner size 300 passengers
to capture market growth and progressively develop towards a “mass market”
Key Parameters results
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Design Parameter High is good for … Low is good for … Recommended Value
Range Market capture thus number of aircraft sold
Performance , thus lower operating costs and ticket price
13 500 km (including the ERF)11 500km (excluding the ERF)
Acceleration Cruise performance
Comfort / Engine weight and size
Nx= [0.15-0.2] g
Cruise Speed Time savings, thus passenger appeal and market share
Technology levels requiredMach 5
(or slightly below for extended range operations)
Cruise Altitude Emissions : non monotonic behavior Optimized for maximal performance and minimal climate impact
Fuel Type: H2 Range, Cooling Cost, Climate impact Hydrogen, but consider alternatives
Pax Capacity Performance , thus lower operating costs and ticket price
Flexibility to cover the market thus number of aircraft sold.Program complexity and costs
Step-wise growth
Medium (100 pax) for 2045Large (>200 pax) beyond 2055
2015 2025 2035 2045
Main HIKARI Roadmap including TD Roadmap
Environment
Propulsion
Thermal Control
Materials
Control
Aerodynamics
Structure
Safety / Operations / Social
Facilities / Tools / Capabilities
FS Prototype Production & Verification
Reduced Size A/C Demo
FS Vehicle Definition / Project Development
Phase 2 Phase 3
Mission & Conceptual Vehicle Studies
Synergies with Other Areas(Spin-Offs)
TRL 6
Phasing of Technology Development Roadmap
System Studies Feeding
Tech. Dev.
FS Vehicle Requirements
Airborne Subsystem Demonstration Roadmap
Ground Based Subsystem Demo. Roadmap
Phase 1
Milestone
Star
tin
g D
ates
of
Tech
no
logy
St
ream
s V
ary
TRL 1
Tech. Dev. Feeding FS Definition
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MS1
MS2
MS3 MS4
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Propulsion : PCTJ
Wind tunnel tests at Mach 4 to validatedesign aspects
Noise estimated inferior to those of Concorde
Thermal and Energy Management
Identification of cooling capacity and thermal load, identification of needs in energy and energy producers
Introduction technologies solution to generate and store electricity
Technology studies (extracts)
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JAXA
22.10.2015, London
Synergies and short-medium term benefits to other industries
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Synergetic topic Short/Mid-Term application
Mass H2 production and use, incl. tanks Ground transportation, subsonic aviation (propulsion / fuel cell), space launchers …
Thermal and energy optimization method(+ components: lightweight heat exchangers)
More electric subsonic aviation, ground transportation…
High temperature lightweight materials Subsonic aircraft engines,space re-entry vehicles, space propulsion,
Low Speed Noise modelling and mitigation measures
Subsonic aircraft
Atmospheric and climate modelling Subsonic flights : polar trajectories, business jets…
Design methods and tools for highlycomplex and integrated vehicles
Aerospace vehicle design
Design Rules evolution to allow high performance vehicles (single pilot…)
Subsonic aircraft, sub-orbital vehicles
The market is sufficiently large to allow sustainable airline operations (>200 a/c), provided that HS flights are fed by connecting network and under the conditions of affordable ticket prices ( <= twice BC price)
High performance is critical to achieve affordable tickets: very efficient design, optimized propulsion
Range : 13 500km, investigate opportunities for supersonic overland
H2 but … LHC/CH4
Mach 5 is the best compromise speed
Passenger Capacity : step-wise growth small for 2030+ larger 2050+ to accompany market growth and master risks
Conclusion
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Build on momentum from high speedtransport projects in Europe and JapanBring together the previous concepts,exchange, benchmark and understand
Make visions converge into Joint designguidelines and roadmaps for technologydevelopment and demonstrators
Perform technology studies in key areas:environment, propulsion, thermal analysis
Project Objectives
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Develop critical technologies identified in the HIKARI roadmap– Thermal and energy system management – Low noise and low sonic boom– Propulsion: PCTJ, turbo ramjet : investigate and down select
Progress towards a joint design following the HIKARI Guidelines, collaborative team + chief engineer
Progress on regulation aspects Proceed with Joint demonstrators following the HIKARI roadmap
Recommendations on the Way Forward
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Topics
Frame
H2020 Transport call 2016-2017 (draft)
– call MG1.2 : Low Sonic Boom research
– call MG1.5: Breakthrough : HIKARI 2 (joint design work)
H2020 calls beyond aviation
– Energy, materials, space: technology work
RISE (Research and Innovation Staff Exchanges)
Any question
http://www.hikari-project.eu
http://www.euronews.com/2015/03/02/hypersonic-airlines/
Thank You !
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This document and all information contained herein is the sole property of the HIKARIConsortium or the company referred to in the slides. It may contain information subject toIntellectual Property Rights. No Intellectual Property Rights are granted by the delivery of thisdocument or the disclosure of its content. Reproduction or circulation of this document toany third party is prohibited without the written consent of the author(s). The disseminationand confidentiality rules as defined in the Consortium agreement apply to this document.
The statements made herein do not necessarily have the consent or agreement of the HIKARIconsortium and represent the opinion and findings of the author(s).
All rights reserved.
Thank you!
The research leading to these results is being funded by the European Commission Seventh Framework
Programme (FP7/2007-2013) under Grant Agreement no 313987, the METI (Ministry of Economy, Trade
and Industry) and other concerned Japanese authorities under the 7th Framework for Research and
Technical Development.
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Constraints and Technical Requirements Flow Chart
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Passenger Capacity– Larger aircraft allow for more efficient structures (smaller fraction of dead weights, higher
volumetric efficiency), hence better fuel consumption per passenger, and more affordable ticket price.
– Smaller aircraft allow to serve more routes, and reduce program complexity and spread the smaller development cost over more units produced.
Objective– Reach a sustainable fleet size for operations : minimum 200 aircraft
Recommendation : step-wise approach (for market, risks and investments reasons)– Start with smaller vehicle, to initiate the business, as “niche” market first.
A smaller vehicle will imply a lower “entry ticket” (investment costs) and more limited risks– Later grow towards larger vehicle, once the market is more mature and the technologies have
been proven
Passenger Capacity (1/2)
23
+
Fuel consumption / passenger
Nb of aircraft produced
Pgm complexity & costs
Flexibility (network, airports)
If relying on existing turbofan engines for low speed phases, noise is expected to be comparable to today’s levels
If considering more advanced / multi-phase propulsion, the higher exhaust jet velocities induce high noise levels at all design points (Fly-over, Approach , Lateral)
Recommendation: investigate dedicated noise treatments and procedures
Low Speed Noise: Key findings
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+
Performance LS Noise
Multiphase propulsion
A320-211
737-300
A340-211777-200
787-8
747-100
747-300
A380-841
Concorde
TU-144
LAPCAT MR2.4
JAXA-HST
LAPCAT MR2.4, optimized engines
80
85
90
95
100
105
110
115
120
125
130
No
ise
ce
rtif
ica
tio
n l
eve
ls,
EP
Nd
B Lateral
Flyover
Approach
Small Large
Subsonic Supersonic Hypersonic
