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Ultra-High Pressure-Ratio Aero-EnginesContributions to CO 2 reduction Ralf von der Bank, Stefan...
Transcript of Ultra-High Pressure-Ratio Aero-EnginesContributions to CO 2 reduction Ralf von der Bank, Stefan...
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
LEMCOTEC - Ultra-High Pressure-Ratio Aero-Engines- Improving the Core-Engine Thermal Efficiency by increasing the Overall Pressure Ratio -
Contributions to CO2 reduction
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 2 of 26
European Commission – FLIGHT PATH 2050 Environmental Goals
● CO2 - minus 75% per passenger kilometre (and carbon-neutral growth from 2020)
● NOx - minus 90%
● Noise - minus 65% perceived noise of flying aircraft
ACARE Vision for 2020 (Strategic Research Agenda)
● CO2 - minus 50% per passenger kilometre
engine contribution: 15 to 20% decrease
● NOx - minus 80% (minus 60% from the combustion system)
CO, UHC, SOx, smoke
● Noise - minus 10dB per operation (landing, take off)
(half perceived noise)
increase thermal (OPR/TET), propulsive (BPR/TET) and components efficiencies
reduce weight, cooling air requirement and leakages
Ultra-High Pressure-Ratio Aero-Engines
Global Reduction Targets @ TRL6
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 3 of 26
Efficiency
• UH OPR + 40 to + 80 % rel. Y2000 datum
• Compression System + 2 % rel. Y2000 datum
• Materials + 50 K
• Compressor - 10 % weight
Engine Level Contributions
CO2, Fuel Burn, SOx - 20 to - 30 % rel. Y2000 datum
RTF / MOR / LTF - 20 % / - 30 % / - 24 %
NOx - 65 to - 70 % rel. CAEP/2
CO, UHC - 50 % rel. CAEP/2
Smoke - 75 % rel. CAEP/2
Exceed the ACARE Vision 2020 objectives
(together with contributions from airframe, ATM and operations)
Ultra-High Pressure-Ratio Aero-Engines
Summary of Project Objectives
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 4 of 26
Ultra-High Pressure-Ratio Aero-Engines
Consortium (1/2)
35 partners from 10 EU countries
plus CIAM from Russia:
10 aero-engine OEMs
4 SMEs (6% of funding)
13 universities
9 research centres
32 test rigs/facilities
135 deliverable reports
140 milestones
4207 PMs (350 PYs)
68.4 M€ gross budget
39.9 M€ EC co-funding
Start date: 1 October 2011 Duration: 5 years (until 30 September 2016)
ERGON Research (ITA), PCA Engineering (GBR), Bauhaus Luftfahrt (GER), the University of Chalmers (SWE),
the University of Cranfield (GBR) and the University of Stuttgart (GER) completed their work already.
--- Y3 M45 ---
53% 71 done
64% 90 done
83% 3495 PM291 PY
64% ~ 44.1 M€
Elapsed time
75% M45
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 5 of 26
Ultra-High Pressure-Ratio Aero-Engines
Consortium (2/2)
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 6 of 26
Ultra-High Pressure-Ratio Aero-Engines
Thermal Efficiency Principles
Technical limit for OPR increase due to losses, material capabilities (or: limits) and (respective) cooling requirements
Aerodynamic improvements of compressor and turbine have a strong beneficial effect
Increased material capability (including high efficiency cooling) allows for higher T40
IDEAL OPEN JOULE
BRAYTON CYCLE
(isentropic compression
and expansion)
- polytropic compression
- polytropic expansion
+ nacelle drag/weight
+ components efficiencies
+ reduction of size, weight,
cooling and parasitic
leakage air mass flows
93.0polyKT 195040
KT 150040
KT 165040
Therm
al E
ffic
iency
/)1(/11
OPRth
9.0poly
87.0poly
87.0poly
87.0poly
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 7 of 26
Ultra-High Pressure-Ratio Aero-Engines
Propulsive Efficiency Principles
PROPULSION EFFICIENCY
+ nacelle drag/weight
+ installation effects
+ engine system weight
09 /1/2 ccprop
propth
Real Limit
Thermal efficiency 0.6
OPR, TET, components
Real Limit
Propulsive efficiency 0.95
thermalpropulsive 0
LHV
cSFC
thprop
0
Note: Some inconsistencies between the figures for the different engines, which are partly due to engine size
and different technology levels assumed.
Ultra-Fan VAN/VP engine data from AIAA 2012 conference publication (Lockheed Martin Aeronautics).
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 8 of 26
Ultra-High Pressure-Ratio Aero-Engines
Generic Study Engines
Mid Open RotorLarge Turbo-Fan
- 7 stages IPC / 5 stages HPC
- Combustor
- Single stage HPT
- 2 stages IPT / 3 stages PWT
- Differential gearbox
- Counter-rotating propellers
Overall Presssure Ratio @ ToC
Regional Turbo-Fan
- Direct drive composite fan
- 5 stage IPC / 11 stage HPC
- Combustor
- 2 stage HPT / 1 stage IPT
- 8 stage LPT © LEMCOTEC
© LEMCOTEC
© LEMCOTEC
- Geared Fan / 3 stage Booster
- 5 stage HPC axial
- 1 stage HPC centrifugal (cooled cooling air)
- Combustor / 2 stage HPT / 4 stage LPT
WP 2.2 Rear Stages / Small Axial and Centrifugal Compressors
WP 2.3 High-Speed High Pressure Compressors
WP 2.4 Intermediate Pressure Compressors
Higher efficiency and improved surge margin
Light weight design
Reduction of losses, leakages and wear to improve reliability across service life
Improved compressor integration
Large scale compressor test facilities
Turbomeca 2 MWe 9 kg air /s 17:1 PR small axi-cf
RR + RRD 20 MWe 120 kg air / s 35 bar IPC
ITP + CTA 6 MWe 40 kg air / s 4:1 PR IPC (cruise conditions)
PBS + VZLU TJ100 Core Engine 1,000 N / 247 lbf Tip Blowing-IRC axi-cf
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 9 of 26
Ultra-High Pressure-Ratio Aero-Engines
SP2: UH-PR Compressors
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 10 of 26
Ultra-High Pressure-Ratio Aero-Engines
Core-Engine Research Areas
Contact: Ralf von der Bank
Rolls-Royce Deutschland
Phone: 0049-33708-61373
WP 3.2 Development of Lean Staged Injection Systems for UH OPR
WP 3.3 Combustor-Turbine and OGV-Combustor Interaction
WP 3.4 Design & Manufacture of Ultra-Low NOx Combustors
WP 3.5 Validation of Combustion Systems by Full Annular Tests
WP 3.6 Development of Fuel Control System
Emissions (NOx, CO, UHC, smoke)
Operability (burn-out, weak extinction, altitude relight)
Dynamic behaviour, e.g. precessing vortex core, vortex shedding
Pressure oscillations, optimisation of NGV exit profile & fuel placement
Pilot and main fuel staging schedule, fuel manifold, fuel cooling and coking
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 11 of 26
Ultra-High Pressure-Ratio Aero-Engines
Core-Engine Research Areas
Contact: Ralf von der Bank
Rolls-Royce Deutschland
Phone: 0049-33708-61373
WP 4.2 Structures for Aerodynamics and Inter-cooling
WP 4.3 Compressor Structures
WP 4.4 Hot Section Structures
WP 4.5 Turbine Aerodynamics
High performance light weight HPC guide vane
Recuperation and nozzle for intercooled recuperated aero-engines
Demonstration of reduced inter-case deformation and increased temperature capability
Extended temperature material manufacturing trials (demo cast)
Low leakage liner
High pressure turbine adapted for low emission combustor
Intermediate pressure turbine aerodynamics
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 12 of 26
Ultra-High Pressure-Ratio Aero-Engines
Core-Engine Research Highlights
Injectors
1-8-6---1-2-6
Figure: TRENT XWB
Combustor-Turbine Interaction (NGV Cooling)
Assessment
Cycle Studies
Design
Manufacturing
Materials
HPC Rear Cone
VSV
HPC
IPC
Combustors
OGV
Tip Clearance
HPT
IPT
Rear Stages (axi-cf impeller)
Fuel Controls
Casing + StiffnessID-GPD
ITD
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 13 of 26
Ultra-High Pressure-Ratio Aero-Engines
Highlight: Filtered Rayleigh Scattering
• Filtered Rayleigh Scattering
for temperature and velocity was
compared with OH-T-LIF for
temperature and PIV for velocity
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 14 of 26
Ultra-High Pressure-Ratio Aero-Engines
Highlight: CFD-Simulation of Ignition
A - Ignition sequence in single sector B – Flame propagation in azimuthal set-up
t = 0.2 ms t = 2.8 ms t = 8.9 ms t = 13.5 ms
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 15 of 26
Ultra-High Pressure-Ratio Aero-Engines
Highlight: Optimised LDI System
An max increase of 15% in air flow area achieved TRL6 test planned in the HBK5 test facility
Datum Optimisation
• Aim: Reduce NOx emissions by 65% rel. CAEP/2 (Y2000)
• CFD based approach was used to improve the design
• TRL4 hardware manufactured and tested (high alt. relight & high pressure (34bar 860K))
FANN – HBK5 Facility at DLR Cologne
P30 < 40 bar
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 16 of 26
Ultra-High Pressure-Ratio Aero-Engines
Highlight: High-Speed IPC Rig Test
4 stage high-speed rig 2 stage high-speed rig
05/10/15 : Delivery to ANECOM
12/10/15: Rig Build
02/11/15: Rig Test
Enabler - introduction of turning struts• Reduce pressure losses, more turning• Remove IPC OGV• Shorter and lighter inter-duct
CFD design and experimental validation• Introduce S-shaped struts with profile• 3D RANS CFD analysis• Modification of AIDA rig for lifting struts
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 17 of 26
Ultra-High Pressure-Ratio Aero-Engines
Highlight: Aerodynamically Lifting Inter-Duct
75% Removal inlet tangential momentum
Full annular isothermal test rig
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 18 of 26
Ultra-High Pressure-Ratio Aero-Engines
Highlight: VSV Bush Rig
VSV-system (bush materials)• Lower wear • Lower friction coefficient actuation forces• Reduced hysteresis and malscheduling• Improved aerodynamics and stall margin
Build up of new VSV bush test rig including engine-like test conditions (up to TRL 6)• Temperature and oxidation• Pressurization• Radial, axial loading + bending load
Preliminary AssessmentWear reduction 42% (after 5,000 cycles)
Predicted temperature distribution
VSV bush wear test rig
Wear pattern
shroud bush
casing bush
VIGV
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 19 of 27
Ultra-High Pressure-Ratio Aero-Engines
Highlight: Turbine Mid Frame Liner
• improve the low-leakage liner thermal design, for example thermal conductivity, skin temperatures and heat transfer coefficients
• Hot Flow Sector: 12 kg, 1070 K, 400 kPa
• Preliminary assessment:leakage flow reduction 48% vs. 35% objective weight reduction 24% vs. 15% objective
Fabricated TMF from welded sheet metal
Cooling Flow
100% T/O Thrust SLS – ICAO Emissions Data (public domain)
Y2000 (TRL9) BPR OPR (T/O) Thrust (kN) WFE (kg/s) SFC (g/h/N)
BR715-A1 4.6 28.7 83.2 0.831 35.9
CFM56-5A 6.0 27.9 117.9 1.131 34.5
Trent 772 5.0 35.8 316.3 3.20 36.4
Note: reference engines and aircrafts have been derived from the Y2000 configurations above
Y2025+ BPR OPR (T/O) Thrust (kN) WFE (kg/s) SFC (g/h/N) ∆ SFC (T/O SLS) ∆ Block Fuel
RTF 11.9 36.3 81,9 0.562 24.7 - 31,3 % - 19.0 %
MOR 52.9 46.3 140.8 0.700 17.9 - 48,2 % - 29.8 %
LTF 14.6 60.9 348.4 2.162 22.3 - 38,7 % - 23.4 %
Notes:observation of principles / SFC cruise is different / block fuel improvements depend on flight missions
the numbers provide tendencies only
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 20 of 26
Ultra-High Pressure-Ratio Aero-Engines
Assessment (1/4): Fuel Burn Reduction
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 21 of 27
Ultra-High Pressure-Ratio Aero-Engines
Assessment (2/4): Fuel Burn Reduction
Short Range Long RangeICAO CEC LEMCOTEC ICAO CEC LEMCOTEC
av. Fuel Burn kg 3,200 2,240 54,240 41,550CO2 / PAX kg 74.7 52.3 424.3 325FB / PAX / 100 l 4.5 3.1 2.5 2.0
LEMCOTEC technologies (engine alone) drive consumption towards 2 liters / PAX / 100 km
long term: < 1 liter / PAX / 100 km (all contributors by 2050)
Route: from FRANKFURT (FRA) to NEW YORK, USA (JFK) ( 6,186 km )
This itinerary is served by the following aircraft: 346,744,767
Each flight consumes an average of 54,239 Kg of fuel
The average number of seats per flight is 396
The average CO2 emitted per passenger is 424.27 Kg
Route: from BERLIN (SXF) to BRUSSELS, BEL (BRU) ( 642 km )
This itinerary is served by the following aircraft: 319,320
Each flight consumes an average of 3,198 Kg of fuel
The average number of seats per flight is 180
The average CO2 emitted per passenger is 74.74 Kg
ICAO Carbon Emission Calculator – Assessment results on Y2015 missions
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 22 of 26
Ultra-High Pressure-Ratio Aero-Engines
Assessment (3/4): NOx Emission Reduction
DP
NO
x,c
/ F
oo [g / k
N]
RTF / MOR / LTF: 3 engine certification (C3 = 0.9441)Data Source: ICAO Aircraft Engine Emissions Databank, Issue 20B, 7 March 2014, EASA Cologne‡ Source: ICAO Environmental Protection, Annex 16, Volume II, 3rd Edition July 2008
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 23 of 26
Ultra-High Pressure-Ratio Aero-Engines
Assessment (4/4): SMOKE Reduction
ICAO SMOKE Regulation 1983
LEMCOTEC Objective
GEnx TAPS
Trent 1000
JT3D-3B (1972 DC-8)
Data Source: ICAO Aircraft Engine Emissions Databank, Issue 20B, 7 March 2014, EASA Cologne ‡ Source: ICAO Environmental Protection, Annex 16, Volume II, 3rd Edition July 2008
LEMCOTEC study enginesFoo RTF ~ 81 kN Foo LTF ~ 140 kNFoo MOR ~ 350 kN
RTF
MOR
LTF
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 24 of 26
Ultra-High Pressure-Ratio Aero-Engines
Integration & Exploitation
Engine System
Sub-Systems
Components
Large scale validation projects (like LEMCOTEC, E-BREAK and ENOVAL) are important for the integration of lower TRL technologies are closing the gap between RIA component dev. and Clean Sky flying demos.
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 25 of 26
Ultra-High Pressure-Ratio Aero-Engines
Summary & Conclusions
LEMCOTEC is developing advanced technologies for aiming at improving thermal cycle efficiency through ultra-high OPR.
Key research areas are IPC, HPC, lean combustion and injection systems, materials and hot structures, cooling technology and combustor-turbine interaction.
LEMCOTEC is proving its objectives by the means of an assessment scheme based on whole system level approach and by using three generic engine platforms.
An intermediate assessment of current results demonstrates the technological advancements and validates the preliminary project achievements.
Studies on innovative core concepts reveal additional improvement potentials.
Expectation: the engine-alone contribution of ACARE Vision2020 can be exceeded.
Slide: 26 of 15
Ultra-High Pressure-Ratio Aero-Engines
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom
Ralf von der Bank, Stefan Donnerhack, Anthony Rae, Sebastien Bourgois, Anders Lundbladh
AERODAYS 2015, 20-23 October 2015, London, United Kingdom Slide: 27 of 27
Ultra-High Pressure-Ratio Aero-Engines
Core-Engine Research Areas
Injectors
1-8-6---1-2-6
Figure: TRENT XWB
Combustor-Turbine Interaction (NGV Cooling)
Assessment
Cycle Studies
Design
Manufacturing
Materials
HPC Rear Cone
ITDVSV
HPC
IPC
Combustors
OGV
Tip Clearance
HPT
IPT
Rear Stages (axi-cf impeller)
Fuel Controls
Casing + StiffnessID-GPD