The DisPURSAL Project: Investigation of Propulsive Fuselage and Distributed Propulsion...

The DisPURSAL Project: Investigation of Propulsive Fuselage and Distributed Propulsion Aircraft Concepts

Julian Bijewitz

Bauhaus Luftfahrt e.V.

Next Generation Aircraft Concepts and Related Breakthrough and Emerging Technologies

in Aeronautics and Aviation

NLR, Amsterdam, 26 January 2015

Alle Rechte bei / All rights with Bauhaus Luftfahrt

Overview

Motivation for the DisPURSAL Project

Aircraft Top Level Requirements (ATLeRs) and

Reference Aircraft Definitions

Propulsive Fuselage Concept (PFC)

Distributed Multiple-Fans Concept (DMFC)

Important Findings and Next Steps

Workshop on Next Generation Aircraft Concepts, 26.01.2015 Seite 2


Motivation

Flightpath 2050

75% less CO2 emissionsa

90% less NOx emissionsa

65% reduction in perceived noisea

Aircraft is designed and manufactured to be

recyclable

Emission-free taxiing

80% less accidentsb

90% of all journeys (door-to-door within the

EU) within 4 hrs

Flights arrived within 1 min. of planned time

regardless of weather

ATM should handle at least 25M flights

26.01.2015 Workshop on Next Generation Aircraft Concepts,

Strategic Research & Innovation Agenda

abased on a typical aircraft with 2000 technology bbased on 2000 traffic

Unconventional solution required in order to achieve ambitious goals

Seite 3


Distributed Propulsion Concepts: Historical Overview


Gohardani et al., 2010

NASA N3-X

(2025)

Empirical Systems Aerospace

ECO-150 (2030) Silent Aircraft

SAX-40 (2020)

Georgia Tech

EADS IW (2035)

Bolonkin, 1999

Seite 4

MIT (2025)

Gohardani et al., Progress in Aerospace Sciences

NASA N3-X, 2025

Empirical Systems

Aerospace, ECO-150,

2030

MIT, 2025

Silent Aircraft

SAX-40, 2020

Georgia Tech

ClaireLiner, 2030

EADS IW, 2035

ClaireLiner

(2030)


The DisPURSAL Project

EC granted approval for a distributed propulsion project

Distributed Propulsion and Ultra-high By-Pass Rotor Study at Aircraft Level

Framework 7 project, Level-0, Feb 2013 until Jan 2015

Coordinated by Bauhaus Luftfahrt e.V., involves partners from the CIAM (Russia),

ONERA (France) and Airbus Group Innovations (Germany)

Industrial Advisory Board comprises Airbus Group (Germany), MTU Aero Engines

(Germany), DLR (Germany) and ONERA (France)


Grant Agreement no: 323013

Seite 5


Initially Gauging Distr. Propulsion Concepts


ref

BLIref

P

PPPSC

0 0.05 0.1 0.15 0.2 0.25 0.3 0.350

2

4

6

8

10

12

= Ding

/T

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C [

%]

Rodriguez (incompr.)

Smith (incompr.)

Ducted Fan Model (compr.)

Bad synergy with laminar wing flow

Good synergy with

laminar wing flowwet

ingwet

D

wet

ingwet

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S

Sk

C

S

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,

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ing wet S ,

Ref.: Steiner et al., 2012

Seite 6


DisPURSAL Overall Targets

Investigated novel power plant integration

solutions

Single propulsor tightly-coupled with fuselage –

Propulsive Fuselage Concept (PFC)

Distributed Multiple-Fans Concept (DMFC) driven

by a limited number of engine cores

Aspects that are being addressed

Multi-disciplinary investigation of novel propulsion

system integration solutions

Advanced flow field simulation

Power-train system design


Advanced geared turbofans

Fuselage Fan

Core turbo engine

Schematic view of Propulsive Fuselage Concept

Schematic view of Distributed Multiple-Fans Concept

Seite 7

Entry-into-Service: 2035


PAX versus Design Range for 2035


Ref.: Isikveren et al. (2014)

2035R, PFC and DMFC

Seite 8


DisPURSAL Aircraft Top Level Requirements


2035R and 2035DP (DisPURSAL design)

Range and PAX 4800 nm, 340 PAX in 2-class

TOFL (MTOW, S-L, ISA) 2300 m

2nd Climb Segment 340Pax, 102 kg per PAX, DEN, ISA+20°C

Time-to-Climb (1,500ft to ICA, ISA+10°C) ≤25 mins

Initial Cruise Altitude (ISA+10°C) To be optimised

Design Cruise Mach Number ≥ 0.75

Maximum Cruise Altitude FL410

Approach Speed (MLW, S-L, ISA) 140 KCAS

Landing Field Length (MLW, ISA) 2000 m

One Engine Inoperative Altitude (Drift Down) FL170

Airport Compatibility Limits ICAO Code E (52 m < x < 65 m)

ACN (flexible,B) 67

COC At least 20% reduction per PAX.nm; based on A330-300

External Noise & Emission Target (Reference 2000) CO2 -60%; NOx -84%; Noise -55% (interpolated SRIA 2035)

ETOPS /LROPS capability 240 mins

Technology Freeze - EIS 2030 - 2035

Design Service Goal 50000 cycles

Seite 9


Reference Aircraft: SoAR (340 PAX A330-300) and 2035R

SoAR Details A330-300 utilizing Trent 772B engines

with 340 PAX cabin layout

Defines year 2000 datum

2035R Details Revised fuselage compared to SoAR

Increased size due to future anthropometrics

2-class, 296-340-391 PAX family

Propulsion: Evolved GTF (BPR = 18)

Cycle properties adjusted acc. to EIS

ΔTSFC = -21.5% vs SoAR

DL/D = +8.6% due to very flexible high

AR wing, fuselage riblets and shock

contour bump on wing


2035R Details (cont‘d) -15.0% in structural weight assuming

omni-directional plies, geodesic

design, advanced bonding techniques

Combined outcome up to 32%

block fuel reduction vs SoAR

SoAR A330-300

2035R

Seite 10


Workflow and Interfacing Scheme

Aircraft & propulsor geometry

investigation

2D axisymmetric CFD simulation

Multi-disciplinary optimization of aft-

fuselage and nacelle contouring

Design space investigation

Systematic variations of propulsor size

parameters

Derivation of propulsion system sizing

heuristics

Suitable for integrated aircraft level

assessment

26.01.2015

CFD Simulation

Propulsion System Sizing &

Integrated A/C Design

Generation of CAD Geometry

Geo

met

ric

/ Sy

stem

Op

tim

izat

ion

Starting point using semi-empirical methods

Mission / Point Performance Analysis

Requirements accomplished?

YesFinal

Design

No

Aerodynamic Parameters

Prop. System Performance

Workshop on Next Generation Aircraft Concepts, Seite 11


Multi-disciplinary Sizing of Propulsive Fuselage

System modeling

Aircraft

Aircraft conceptual design methodology based on analytical and semi-empirical methods

and heuristics (Seitz, 2012)

Extension of methods to allow for treatment of boundary layer ingesting propulsion systems

Propulsion System

Power plant sizing and performance evaluation based on GasTurb® 11 (Kurzke, 2010)

Application of adequate component efficiencies and pressure losses, typical design laws and

iteration strategies, essential FF cycle parameters adopted from 2035R

Supplemented with design heuristics derived from aero-numerical experimentation

Assumptions and study settings

FF design polytropic efficiency: -2% compared to reference

Maximum wing loadings retained for similar low speed performance

Common core strategy

26.01.2015 Workshop on Next Generation Aircraft Concepts, Seite 12


PFC – Aero-Airframe Numerical Analysis and Power-Train Design


Aero-Airframe Analysis

Sensitivity studies conducted w.r.t.

aerodynamic/engine operating

conditions, and engine fan diameter

Shroud design needs to be performed

with great attention, i.e. avoid local

super-velocities and nozzle blockage

Power Supply & Transmission

Single rotating Fuselage Fan device

Shrouded for noise and tail-scrape

Powered via LP-spool and planetary

reduction gear system

Core intake supplied by eccentrical

swan-neck duct aft of FF rotor plane Core Engine

Driveshaft

Planetary Gear System

Fuselage Fan Rotor

S-Duct

Ring Spar

Intake Struts

Seite 13


PFC – Design Description


Fuselage Fan at 85% fuselage axial position

Maximizes fuselage drag ingestion

Fan disk burst corridors do not interfere

with cabin or critical empennage zones

Tail scrape angle is 12° acceptable

Sizing implications and outcome

Net thrust split ratio approx. 77% wing

installed, 23% fuselage installed

FF intake duct height: 0.58 m

FF intake pressure ratio degraded to

0.867 due to BLI effect

-9.2% block fuel relative to 2035R and

-38.3% relative to SoAR

2035R PFC Δ [%]

Fuselage Length m 67.0 69.0 +3.0

Wing Span m 65.0 65.0 ±0.0

Wing Ref. Area, Sref m² 335.4 339.8 +1.3

MTOW/Sref kg/m² 615 615 ±0.0

Thrust to Weight

(SLS, MTOW) - 0.31 0.31 ±0.0

Ingested Drag Ratio

= Ding/FN,t % n/a 25.7 n/a

Total TSFC at typical cruise * g/s/kN 13.1 15.7 +19.6

OEW kg 123460 130585 +5.8

MTOW kg 206266 208968 +1.3

Block Fuel Burn,

4800 nm, 340 PAX kg 42257 38380 -9.2

* M0.80, FL350, ISA

Seite 14


DMFC – Aero-Airframe Numerical Analysis and Power-Train Design


Aero-Airframe Analysis

Appropriate aircraft body contouring

and alignment of nacelle tilt is at a

premium in avoiding super-velocities

Increase in FPR has a significant

impact on local Mach, thereby, lift and

boundary layer thickness

Power Supply & Transmission

Core driven by 2 fans on either side

Relative positioning between core/fans

chosen to minimize axial loading

Mechanical gearing losses are 2%;

heat generation requires dedicated

thermal regulation and control system

Seite 15


DMFC – Design Description

Sizing Implications and Outcome

Fan diameter: 1.88 m

-7.8% block fuel relative to

2035R and -37.3% relative to

SoAR


2035R DMFC Δ [%]

Fuselage Length m 67.0 37.0 -44.8

Wing Span m 65.0 65.0 ±0.0

Wing Ref. Area, Sref m² 335.4 339.8 +1.3

MTOW/Sref kg/m² 615 336 -45.4

Thrust to Weight (SLS,

MTOW) - 0.31 0.31 ±0.0

Ingested Drag Ratio

= Ding/FN,t % n/a 10.5 n/a

Total TSFC at typical cruise * g/s/kN 13.1 14.5 +10.7

OEW kg 123460 127240 +3.1

MTOW kg 206266 206540 +0.1

Block Fuel Burn, 4800 nm,

340 PAX kg 42257 38960 -7.8

* M0.80, FL350, ISA

Seite 16


Important Findings and Next Steps

Propulsive Fuselage Concept

Net thrust split approx. 77% for the under-wing podded and 23% for the Fuselage Fan

-9.2% block fuel relative to 2035R and -38.3% relative to SoAR

Distributed Multiple-Fans Concept

-7.8% block fuel relative to 2035R and -37.3% relative to SoAR

Next steps

Operating economics analysis and associated benchmarking against SoAR and 2035R

Emission assessment of PFC and DMFC improvements relative to SoAR and 2035R will

be conducted

26.01.2015 Workshop on Next Generation Aircraft Concepts, Seite 17

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