ahead : advanced hybrid engines for aircraft development … · 2011-01-10 · • proved the...

AHEAD : Advanced Hybrid Engines fory gAircraft Development (ACP1-GA-2011-284636)

Level 1: Start 1/10/2011, duration 3 years

Scientific coordination: Dr. Arvind G. Rao, TU Delft

1Copyright : TU Delft

Improvement in Aircraft Fuel Burnp

http://www.grida.no/publications/other/ipcc_sr/?src=/climate/ipcc/aviation/avf9-3.htm


Rest of the improvement came from aerodynamics, Seating Efficiency

Then

y ,materials, structures, and

seating!!

g y

Now Now


Main Challenges for Civil Aviationg


The ACARE Goals for EU


Fuel demand and supplypp y


Fuels / energy sources for Aviation gy

A.G. Rao, F.Yin and J.P. van Buijtenen, “A Hybrid Engine Concept for Multi-fuel Blended Wing Body”, AircraEngineering and Aerospace Technology, vol.6. No. 8, 2014


Engineering and Aerospace Technology, vol.6. No. 8, 2014

LNG Fuel

Emissions Well to Wheel[4]

• Decrease of CO2 by 25%• Decrease of NOx by 80%

• Particulate emissions eliminated

• Decrease of CO2 by 25%• Decrease of NOx by 80%

• Particulate emissions eliminated


Possible Energy Sources for Long Range Aircraft

cece

gy g g

LNG/ H dnerg

y So

urc

Electric

LNG/ H dLNG/ H dnerg

y So

urc

Electric

Synthetic fuel / GTL/CTL/Biofuels

LNG/ Hydrogen

Prim

ary

En

Synthetic fuel / GTL/CTL/Biofuels

LNG/ HydrogenLNG/ Hydrogen

Prim

ary

En

KeroseneA

ircr

aft P

KeroseneA

ircr

aft P

2000 2020 2040 2060 2080 21002000 20202020 20402040 20602060 20802080 21002100


Storage of Cryogenic Fuelsg y g

Cryogenic fuel tanks

Kerosene/ Biofuels


Why Multifuely

0 6

0.8

1

ass

4

ume

relative massrelative volume

0.2

0.4

0.6

rela

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2

rela

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vol

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 10

LH2 energy fraction

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

0

1 1 8

0 92

0.94

0.96

0.98

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ass

1 4

1.5

1.6

1.7

1.8

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relative massrelative volume

0 84

0.86

0.88

0.9

0.92

rela

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1

1.1

1.2

1.3

1.4

rela

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0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 10.84

LNG energy fraction

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

1

A.G. Rao, F.Yin and J.P. van Buijtenen, “A Hybrid Engine Concept for Multi-fuel Blended Wing Body”, AircraEngineering and Aerospace Technology, vol.6. No. 8, 2014


Engineering and Aerospace Technology, vol.6. No. 8, 2014

Multi-fuel: Cryogenic and Liquid fuel (kerosene/Biofuel)

300 passengers

Range: 14,000 km


The AHEAD Multi- Fuel BWB


The Low NOx Hybrid Enginey g

• Cryogenic Main Combustor -> Low Nox and CO2• Kerosene/ Biofuel Secondary Flameless Combustor -Kerosene/ Biofuel Secondary Flameless Combustor > Low Nox, Soot & HC

• Bleed cooling by cryogenic fuel -> lower fuel consumptionconsumption

• Counter rotating shrouded fans -> Low Noise, BLI capableHi h S ifi Th t

Rao, G.A., Yin, Feijia and van Buijtenen, J.P., “A Novel Hybrid Engine Concept for Aircraft Propulsion”, ISABE 2011 12th – 16th Sept Gotenberg Sweden ISABE-2011-1341

14Copyright : TU Delft• Higher Specific Thrust• Low Installation Penalty

2011, 12th – 16th Sept, Gotenberg, Sweden, ISABE-2011-1341

The Hybrid Sequential Combustion Systemy q y

LNG/LH2 Combustor High Power Density

Flameless Combustor on Biofuel Low power density Hi h I l t T t Less Volume

Less or No CO2 / CO / UHC & Soot Higher Inlet Temperature High H2O concentration at inlet Low Nox & soot combustor


The use of cryogenic fuel for bleed air coolingy g g

Performance overview for all studied cycle

8%

9%

10%

4%

5%

6%

7%

0%

1%

2%

3%

0%

Stator cooling Heat exchanger induct

Colder turbine coolingbleed

Airco system link

Reduction in fuel consumptionIncrease in Specific Thrust

Van Dijk, I.P.,Rao, G.A . and Buijtenen, J.P, “A Novel Technique of Using LH2 in Gas Turbine Engines”, ISABE 2009, Sept 7-11, Montreal, ISABE 2009-1165


The use of cryogenic fuel for bleed air coolingy g g


H2 Combustor Atm. Test Rigg• Gas-fired tests with 100% hydrogen with axial injection on the TU

Berlin combustion test trig

Courtesy: Prof. Oliver 'Paschereit, TU Berlin


Flameless Combustion

Rao, G.A., and Levy, Y.,“ A New Combustion Methodology for Low Emission Gas Turbine Engines”, 8th HiTACG conference, July 5-8 2010, Poznan


Comparison with GE90-94Bp

SECSFCSFC

CO2

ST

SEC

Feijia Yin, Arvind G. Rao. and J.P. van Buijtenen, “Performance Analysis of a Multi-Fuel Hybrid Engine”, ASME Turbo Expo 2013, June 3-7, San Antonio, USA, GT2013-94601


Preliminary Emission Analysisy y


CO2 Emission

range 14000km

AircraftReduction (%) KgCO2/(km*kg) Payload (kg) Passengers

kgCO2/(Passenger*km)

B777 65.41 0.0014189 22478 186 0.172A330 89.267 0.0045728 5737.1 48 0.554B787 42.913 0.00085974 28985 239 0.104BWB 0 0 0004908 36400 300 0 059BWB 0 0.0004908 36400 300 0.059


Conclusion (Preliminary!)Comparison with Boeing 777-200ER• CO2 emissions reduced by around 60%.• NOx emissions reduced Substantially. • LNG used as fuel.• Significant reduction of soot and particulates.g p


Emissions and Climate Impact

Dr. Volker Greweo e e eDLR‐Institut fuer Physik der

Atmosphaere


AHEAD: Climate impact: Methodologyp gyDetailed physical modelling:- Calculate contrail formation criterion for thisCalculate contrail formation criterion for this

specific fuel-aircraft configuration (Schmitt-Appleman)- Simulate contrails of a fleet of aircraft with a climate model

Climate-Chemistry-Response modelling:- Adapt response model AirClim to new detailed modellingAdapt response model AirClim to new detailed modelling- Consider a fleet of aircraft with

- Entry into service in 2050- Full fleet in 2075

- Reference aircraft B787 including some future enhancements (efficiency & bio fuels)enhancements (efficiency & bio fuels)

- Details of AHEAD engine/aircraft from TUD, TUB, Technion- Calculation of the of near surface temperature change


Calculation of the of near surface temperature change

AHEAD-BWB: Reduction of soot: Impact on contrail properties and climate:Impact on contrail properties and climate:

Radiative Forcing [mW/m2]Radiative Forcing [mW/m2]World fleet contrail

climate impact Soot emission: -80%climate impact

Bock (2014)

An 80% reduction in particle number leads toAn 80% reduction in particle number leads to significant decrease in radiative forcing (climate impact)

This is taken as an assumption for the AHEAD soot emission


AHEAD: Climate impact: Temperature changep p g

Reference aircraft: B787 flying at FL430 and FL390


Climate impact: Temperature change [mK]p p g [ ]Less warming by CO2, NOx, contrails

More warming by water vapour

Flight level 430 LH2Flight level 430

nge

[mK]

ge [

mK]

Fli ht l l 390 LNGerat

ure

chan

ratu

re c

han

al. (2

014)Flight level 390 LNG

Tem

pe

Tem

per

Gre

we

et a


Major Highlights of AHEADj g g

• Proved the feasibility of Multi-fuel BWB for future aviationaviation.

• Provided credible options for solving the energy problem for long range flights.p g g g

• Low NOx Hybrid engine concept for MF BWB.• Provided a swirl stabilized premixed low NOx

combustion concept for hydrogen.• Worlds first inter-turbine flameless combustor.

P ti l bl d li t f i• Practical bleed cooling concept for aero engines.• Assessed the effect of alternative fuels on climate.• Effect of Soot particle concentration on cirrus cloud • Effect of Soot particle concentration on cirrus cloud

formation evaluated.


Summary & ConclusionyThe climate impact of the AHEAD aircraft shows in comparison to a B787 future reference:- CO2 and NOx induced climate impact reduction.- H2O induced climate impact increase.

Potentially a decrease in the contrail climate impact due to a- Potentially a decrease in the contrail climate impact due to a decrease of particle emissions, which is offset by the increase in H2O emissions (ongoing analysis).H2O emissions (ongoing analysis).

Both aircraft (AHEAD & B787) have a higher flight altitude and a larger H2O climate impact than other long-range a/c.

AHEAD technology implies a shift in the climate impact:AHEAD technology implies a shift in the climate impact:CO2, NOx and contrail contrail and H2O.Might be easier to mitigate these by other measures.


g g y

AHEAD Idea


The AHEAD Consortium Delft University of Technology

WSK PZL R S A WSK PZL-Rzeszow S.A

Technical University of Berlin

DLR, IAP

Israel Institute of Technology-Technion

Ad Cuenta b.v.

Advisory Board

• MTU Aero Engines

• EASA

• KLM

• Airbus Group Innovations


p

Contact

Dr. Arvind Gangoli Rao

Delft University of TechnologyFlight Performance and Propulsion

T: +31 (0)15 27 83833E: [email protected] 1Kluyverweg 12629HS Delft The Netherlands

www.ahead-euproject.eu

This project receives funding from the European Union's Seventh Framework Programme under grant agreement nr 284636


The AHEAD BWB – conceptual/preliminary design

Main features (setting it apart from ‘traditional’ BWB designs)1. Hybrid engines2. Propulsion integration

• Embedded engines using boundary layer ingestionEmbedded engines using boundary layer ingestion3. Stability and control:

• Canard4 F l t k4. Fuel tanks:

• Pressure vessels in main body (LNG) • fuel tanks in wings (kerosene)


10TREND OF (BPR-cruise) BYPASS RATIO WITH TIME

GE90-76B

GE90-94B GP72709

CF34-3A1

PW2040PW4098

GE90-110B1

7

8

IO

JT9D-Baseline CF6-80A V2527-A5

CF6-80C2B1 JT9D-7Q3 PW4060

PW2040

CF6-80E1A2

CF34-8C1

CFM56 5B25

6

ASS

RA

TI

PW4052 JT9D-3A V2527E-A5CF6-50C2B

CF6-50

CFM56-5B2

4

5

BY

PA

JT3D-Baseline JT3D-3B 2

3

11950 1960 1970 1980 1990 2000 2010

FAA ENGINE CERTIFICATION DATE



THERMAL EFFICIENCY TREND WITH TIME (Cruise)

CF6 80E1A2

0,55

THERMAL EFFICIENCY TREND WITH TIME (Cruise)

V2527E-A5

CF6-80A V2527-A5CF34-3A1

PW4060

CF6-80E1A2

CF34-8C1

GE90-94B

CFM56-5B2

PW4098

GP7270GE90-110B1

0,5

cien

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PW4052

GE90-76B

CF6-50C2B

CF6 80A V2527 A5

CF6-80C2B1

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JT9D-Baseline

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JT3D-Baseline

0,31950 1960 1970 1980 1990 2000 2010




High Bypass Ratio Enginesg yp g

W i ht

Drag

W i ht

Drag

W i ht

Drag


WeightWeightWeight

Climate impact: Temperature change [mK]p p g [ ]Less warming by CO2, NOx, contrails

More warming by water vapour

Flight level 430 LH2Flight level 430

Climate change [%] CO2 NOx

Con-trails H2O Total

LH2 6 29 15 25 25LH2 -6 -29 -15 +25 -25LNG -0.6 -28 -16 +12 -32


Grewe et al. (2014)

ahead : advanced hybrid engines for aircraft development … · 2011-01-10 · • proved the...

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