A Student Project of a Blended Wing Body Aircraft – From ... · Presentation for EWADE 2007 A...
Transcript of A Student Project of a Blended Wing Body Aircraft – From ... · Presentation for EWADE 2007 A...
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Presentation forEWADE 2007
A Student Project of a Blended Wing Body
Aircraft –From Conceptual Design to Flight
Testing
Prof. Dr.-Ing. Dieter Scholz, MSME
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Contents
Introduction
Projects
Aero. Disciplines
Air Transport System
AC20.30
Summary
BWB DefinitionSquare-Cube-Law
BWB Projects
Preliminary SizingAerodynamics
Flight MechanicsStructures
Mass PredictionSystem Integration
Ground HandlingEmergency
Wake TurbulenceInterior Design
AC20.30:Test Flights
Wind Tunnel TestsSummary
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Acknowledgement
Data for this presentationwas obtained from:
InternetLiterature
Diplomarbeiten / Master ThesisTeam Effort at HAW
AirbusPersonal Communication
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Introduction
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BWB Definition
1) Conventional Configuration: "Tube and Wing" or "Tail Aft" (Drachenflugzeug)2) Blended Wing Body (BWB)3) Hybrid Flying Wing4) Flying Wing
The Blended Wing Body aircraft is a blend ofthe tail aft and the flying wing configurations:
A wide lift producing centre body housing the payloadblends into conventional outer wings.
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Square-Cube-Law
The BWB configuration is favoured for ultra large aircraft.Why does physics demand a BWB?
Geometric Scaling:
Landing Field Length and Approach Speed is limited:
Square-Cube-Law
3lV ∝ 3lm∝2lSW ∝
33 lSlmconstS
mWMTO
W
MTO ∝⇒∝∧=⇒
3lmMTO ∝
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Square-Cube-Law
The BWB configuration is favoured for ultra large aircraft.Why does physics demand a BWB?
3lSW ∝
A321 scaled to the same sizeas the A380.
A321:
A380-800F:
Aircraft even bigger => BWB
2kg/m727=W
MTO
Sm
2kg/m698=W
MTO
Sm
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SelectedBWB Projects
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BWB Projects
Boeing X-48B
2006: Boeing, NASA, U.S. Air Force.21 ft span wind tunnel and flight test model. Two X-48B are built. Original:450 seats,range 7000 NM,span 75.3 m,cruise:high subsonic.
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BWB Projects
Boeing BWB-250 ... BWB-550
Boeing: study of BWB aircraft family
Today BWBs are not a topic anymore at Boeing for civil transport!
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BWB Projects
TsAGI (Russia) Integrated Wing Body (IWB)Best configuration from comparison offour New Large Aircraft configurations
based on VELA specification.
Research sponsored byAIRBUS INDUSTRIE
AIRCRAFT DESIGN, Vol 4 (2001)
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BWB Projects
5th Framework Programme of the European Commision: VELA and MOB
1999 - 2002
Very Efficient Large Aircraft (VELA)
Two datum configurations for a flying wing (VELA 1 and VELA 2).A first step in a long-term work plan will be followed by further research work.Passenger-carrying aircraft.
Multidisciplinary Optimisation of a BWB (MOB)Freighter version.
17 partners: D, F, UK, E,I, NL, CZ, P
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BWB Projects
VELA 1
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BWB Projects
VELA 2
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BWB Projects
6th Framework Programme of the European Commision: NACRE with PDA (VELA follow on)
WP3: Payload Driven Aircraft(VELA 3)
WP4: Flying scale model fornovel aircraft configuration
2003 - 2006
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BWB Projects
VELA 3
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BWB Projects
HAW Student Project:AC 20.30
Wing profile: MH-45(Martin Hepperle)t/c = 9.85%,low drag, improved max. lift,low cm, c/4 ,proven even at Reynolds numbers below 200000. Body profile: MH-91.
AC 20.30: geometry is based on VELA 2; student project; sponsor: "Förderkreis"
VELA 2
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BWB---
preliminary sizing
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Preliminary Sizing
VELA 2 Technical DataRequirements:3-class seating: 750 pax (22 / 136 / 592)cargo capacity > 10 trange: 7500 NM (200 NM to alternate, 30 min. holding, 5% trip fuel allowance)high desity seating: 1040 paxcruise Mach number: 0.85MMO : 0.89take-off field length < 3350 m (MTOW, SL, ISA +15°C)approach speed < 145 kt (here: approach speed = 165 kt)ICA (300 ft/min, max. climb) > 35000 fttime to ICA (ISA) < 30 min.max. operating altitude > 45000 ft (=> cabin ∆p)runway loading (ACN, Flex. B) < 70span < 100 mwheel spacing < 16 m
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Preliminary Sizing
Input Parameters for Preliminary Sizing
Estimation of maximum glide ratio E = L/D in normal cruise
A : aspect ratioSwet : wetted areaSW : reference area of the winge : Oswald factor; passenger transports: e ≈ 0.85
from statistics: kE = 15,8
Swet / SW : conv. aircraft 6.0 ... 6.2BWB ≈ 2.4
A : conv. aircraft 7.0 ... 10.0VELA 2 5.2
Emax = 23,2
WwetEmax SS
AkE/
=
9.1421
==f
E cek π
003.0=fc
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Preliminary Sizing
Input Parameters for Preliminary Sizing
TsAGI for AIRBUS
Estimation of maximum glide ratio E = L/D in normal cruise
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Preliminary Sizing
Input Parameters for Preliminary SizingEstimation of maximum lift coefficient take-off and landing
= 0.73B
B
LW
W
LLLxmaL
CCCCC ηη
ηη
αα ∂
∂+
∂∂
+∂∂
+= 0,,
Wind tunnel measurements of AC 20.30:
= 0= 0.22 = 0.43
= 2,5
= 12 ° = 18 ° = 18 °
0,LC
B
LCη∂∂
α∂∂ LC W
LCη∂∂
BηWηα
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Preliminary Sizing
VELA 2
Assumptions:
OEW / MTOW = 0,5 LOFTIN: 0,52 (T/W!) A380: 0,49 VELA 2: 0.55 → 0.48SFC = 1.4 mg/(Ns) latest technology assumed (GEnx)approach speed = 165 ktmass of pax and luggage for long distance flying: 97.5 kg per pax
Given:
Wing Area: 1923 m²
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Preliminary Sizing
VELA 2
Matching Chart
0,000
0,100
0,200
0,300
0,400
0,500
0,600
0,700
0 50 100 150 200 250 300 350 400 450 500
Wing Loading in kg/m²
Thru
st-to
-Wei
ght R
atio
2. SegmentMissed ApproachTake-OffCruiseLanding
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Preliminary Sizing
VELA 2
Sizing Results:
L/D during 2. segment: 17.0 (higher than conv. due to small lift coefficient and small drag).L/D during missed approach: 11.0 (normal, because landing gear drag dominates, FAR!)V / Vmd = 1.09 (normal: V / Vmd = 1.0 ... 1.316) => E = 22.8lift coefficient cruise: 0.25trust to weight ratio: 0.28 (value is slightly high for 4-engined A/C, reason: TOFL and CL)wing loading: 260 kg/m² (very low for passenger transport, due to low lift coefficient)Initial Cruise Altitude (ICA): 38400 ft (= 11.7 km)payload: 83000 kgMTOW: 501000 kg (VELA 2: 691200 kg)Wing Area: 1923 m² (VELA 2: 1923 m² - forced to fit)MLW: 366000 kgOEW: 251000 kg (VELA 2: 380600 kg)Fuel: 167000 kg (VELA 2: 278200 kg ?)Thrust: 344 kN (for each of the four engines)
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Preliminary Sizing
VELA 3
Assumptions:
OEW / MTOW = 0,5 LOFTIN: 0,52 (T/W!) A380: 0,49 BWB structural benefits?SFC = 1.6 mg/(Ns) normal technology level assumedapproach speed = 165 ktReserves: 200 NM to alternate, 30 min. holding, 5% trip fuel allowance
Given:
range: 7650 NMMTOW: 700000 kgWing Area: 2052 m²Wing Loading: 341 kg/m² (very low for pass. transp. due to low lift coeff.)mass of pax and luggage: 95.0 kg per paxpayload: 71250 kg
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Preliminary Sizing
VELA 3 Given:
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Preliminary Sizing
VELA 3
Matching Chart
0,000
0,100
0,200
0,300
0,400
0,500
0,600
0,700
0 100 200 300 400 500 600
Wing Loading in kg/m²
Thru
st-to
-Wei
ght R
atio
2. SegmentMissed ApproachTake-OffCruiseLanding
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Preliminary Sizing
VELA 3
Sizing Results:
lift coefficient landing: 0.86 (higher than HAW wind tunnel results)L/D during 2. segment: 15.2 (higher than conv. due to small lift coefficient and small drag)L/D during missed approach: 11.0 (normal, because landing gear drag dominates, FAR!)L/Dmax : 20.9 (lower than BWB estimate)V / Vmd = 1.0 => L/D = L/Dmax (normal: V / Vmd = 1.0 ... 1.316)lift coefficient cruise: 0.31trust to weight ratio: 0.28 (value is slightly high for 4-engined A/C, reason: TOFL and CL)Initial Cruise Altitude (ICA): 37800 ft (= 11.7 km)MLW: 469000 kgOEW: 350000 kgFuel: 279000 kg (VELA 3: 282800 kg)Thrust: 481 kN (for each of the four engines)
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BWB---
brief results fromother disciplines
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Aerodynamics
AC20.30: CFD with FLUENT Diplomarbeit: H. Brunswig
angle of attack, α
lift coefficient
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Aerodynamics
AC20.30: CFD with FLUENTStalls can easily be handledUsable lift up to AOA of 12°At 22° AOA:
wings are stalledbody continues to produce liftbut control surfaces do notdeliver control power
path lines
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Aerodynamics
AC20.30: CFD with FLUENT
dynamic pressure
pressure coefficient2
1 ⎟⎟⎠
⎞⎜⎜⎝
⎛−=
−=
∞
∞
VV
qppcp
2
21 Vq ρ=
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Aerodynamics
AC20.30: CFD with FLUENT
lift to drag ratio, L/D
angle of attack, α
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Flight Mechanics
Static Longitudinal Stability Fundamentals
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Flight Mechanics
Positioning of theCG on the MeanAerodynamic Chord(MAC) for requiredstatic margin isachieved in conventional designby shifting the wingwith respect to thefuselage. Thisapproach is notpossible in BWB design!
( )cgwgfg
wgcgfgLEMAC xx
mm
xxx −+−=
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Flight Mechanics
Static Longitudinal Stability for VELA Configurations
-15%
-10%
-5%
0%
5%
10%
15%
40 45 50 55 60 65
ϕ LE,cw [°]
(xC
G-x
AC
)/cM
AC
[-]
Static Margin bei MTOWStatic Margin bei MZFW
sweep of center wing
stat
icm
argi
n
VELA
1
VELA
2
stable
unstable
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Structures
Weight Saving Potential of BWB Configurations
weight
lift lift
weight
Less bending moments in a flying wing or BWB
Helios - example of an extreme span loader with distributed propulsion (NASA / AeroVironment, Inc.)
BWB study with distributed propulsion (Virginia Polytechnic)
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Structures
VELA 2 - Basic Structural Layout Thesis: T. Kumar Turai
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Structures
VELA 2 - Doors
Door cut-outs Side door integration
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Mass Prediction
VELA 2Weight Chapter F. Bansa T. Kumar Turai T. Kumar Turai (FEM)
10 Structure 234669 kg 253529 kg 210070 kg20 Power Units 37731 kg 36603 kg ->30/40 Systems 19795 kg 23302 kg ->50 Furnishings 35313 kg 27588 kg ->60 Operator Items 35313 kg 39578 kg ->
OWE 362820 kg 380600 kg 337141 kg
OWE/MTOW 0.525 0.551 0.488Loftin 0.521Marckwardt 0.462A380-800 0.501A340-600 0.475
Taken for Preliminary Sizing: 0.500
Result: The BWB design does not significantly improve the OWE/MTOW ratio!Latest News: One-shell layout can lead to OWE/MTWO = 0.44 ... 0.46 !
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System Integration
VELA 2 - ATA 21 - Temperature Control & Ventilation
Steps in systemintegration:1.) System diagram2.) Sizing3.) Routing & ducting
Diplomarbeit: M. Mahnken
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System Integration
VELA 2 - ATA 21 - Pack Sizing
Air Generation Unit (pack): A380 and VELA 2
Steps in systemintegration:1.) System diagram2.) Sizing3.) Routing & ducting
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System Integration
VELA 2 - System Installation Areas
Steps in systemintegration:1.) System diagram2.) Sizing3.) Routing & ducting
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System Integration
VELA 2 - ATA 21 -Positioning of the Mixing
UnitSteps in systemintegration:1.) System diagram2.) Sizing3.) Routing & ducting
Air Generation Unit is positioned in thetransition wing.
Alternative position (above cabin) of the Mixing Unit eliminates riser ducts.
Ducts for recirculation air.
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System Integration
VELA 3 - Landing Gear Integration
Twin tandem (Bogie) noselanding gear.Two retraction mechanisms.
Two twin tri-tandem(6-wheel) main landing gears on each side.Special retraction mechanism.
MLG wheel spacing only 11.4 m due to rib location(requirement:
wheel spacing < 16 m)
Rule of Thumb: 30 t / MLG wheel=> max. MTOW: 720 t
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Air Transport System
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Ground Handling
VELA 3
A cargo loading vehicle drives in between the MLGs. Cargo loading from below with lifting system.Catering from the right.
Water / waste servicing on trailing edge left side.
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Ground Handling
VELA 2 Cargo loadingfrom the right.
Catering fromthe right.
Boarding throughthree bridges.
Fuel truck underright wing.
Towing truck.
Not shown:Electrical groundpower unit, airstarting unit, airconditioningvehicle, waterservice truck, lavatory servicetruck.
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Emergency
VELA 1 - Emergency Evacuation - Slides - DitchingThismodification of VELA 1 allowsalso evacuationafter ditching(into the water) through overwing doors.
VELA 1, 2, 3 standardconfigurationcan not becertified, because doorswill besubmerged.Slides on forward doors.
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Wake Turbulence
Wake Turbulence - Fundamentals
Wing tip vorticescause induceddrag, Di .
Wake turbulencecause a danger to following aircraft.
The initial strengthof the waketurbulenceis based on basicaircraft parameters:
( )V
SmmeA
gVDP iwake ρπ/2 2
==
Decay of wake turbulence from a conventional wing and a C-wing.
C-Wing-BWB:
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Wake Turbulence
( )( ) 00.1
663341
560700
83.453.7
//
380380,
,380
380,
, =⋅⋅=⋅⋅≈A
BWB
AMTO
BWBMTO
BWB
A
Awake
BWBwake
SmSm
mm
AA
PP
Wake Turbulence - Comparison
with BWB-Data from VELA 3. Result: no major problems expected.
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Interior Design
VELA 1 - Cabin LayoutVertical acceleration for pax on outer seats.
Diplomarbeit: S. Lee
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Interior Design
Double Deck BWB
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Interior Design
Underfloor Usage - Artificial Windows
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Interior Design
BWB Center Wing Shapes from Inside
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AC20.30
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AC20.30
Test FlightsAC20.30 ParametersScale 1:30Span 3.24 mLength 2.12 mMTOW 12.5 kgEngines 2 electric driven fansThrust 2 x 30 NPower input 2 x 1400 W
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AC20.30
Test FlightsRecorded Parametersbarometric height, two temperaturesvoltage, currentair speed, engine RPMGPS-Coordinates (=> position and ground speed)angle of attack, side slip angle3 accelerations, 3 rotational speedsposition of 4 control surfacesturn coordinator, ping, aerborne camera picture
Gyrocube
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AC20.30 Flight Test
WB_AC2030_Landung.m
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AC20.30
Diplomarbeit: K. Danke
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AC20.30
Euler Angles form Test Flights with "Gyrocube"
solved for pitch angle, Θ
solved for roll angle, Φ
check results
Experience with Measurement Technique:Simple and inexpensive method.Drift problems are unknown.Good results only for manoeuvres with moderate dynamic.
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AC20.30
Wind Tunnel Tests
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AC20.30
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AC20.30
CFD surface stream lines (left)Fluorescend paint in wind tunnel (right).
Lift coefficient dependend on flap angle (wing) and angle of attack.
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Summary
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Summary
BWB advantages compared totodays advanced aircraft
reduction in weight : single shell required than: 8% betterbetter L/D : 10 to 15% better (not apparent from AC20.30)reduction in fuel consumption : yes, due to L/Dreduction in emissions : yesreduction in noise : only with engines on topincrease of airport capacity : yes, more than 750 pax per A/C
(probably no problems with wake turbulence)reduction in DOC : down ??% (mostly due to scale effect)
But:open certification problems : unstable configuration (?), ditchingopen design problems : rotation on take-off, landing gear integration, ...
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The End