Collaborative Aircraft Engine Preliminary Design using a Virtual Engine Platform, Part B: Application

Vieweg, Maximilian; Hollmann, Carsten; Reitenbach, Stanislaus; Schnös, Markus; Behrendt, Thomas; Krumme, Alexander; Ummeln, Robert Meier zu; Otten, Tom

doi:10.2514/6.2020-0124

Cited by 11 publications

(5 citation statements)

References 6 publications

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“…The meanline results are subsequently extrapolated in spanwise direction in order to obtain a radial distribution of the flow quantities along the fan height. Another mode relies on the external provision of flow data by a 2D throughflow solver which are, as mentioned before, already radially distributed [12]. The third supported mode allows to process directly the result from a 3D-RANS (R Averaged N -S ) simulation and to inform the acoustic models with this more refined information about the flow [13].…”

Section: Introductionmentioning

confidence: 99%

Estimation of turbulence in fan-rotor wakes for broadband noise prediction during acoustic preliminary design

Ummeln

Moreau

2020

Aiaa Aviation 2020 Forum

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When calculating broadband fan noise caused by rotor-stator wake interaction analytically, information about the airflow, particularly about the turbulence in the rotor wakes, is necessary. During the pre-design phase, two-dimensional streamline methods are commonly used. These provide only general flow quantities like mean-flow velocities or total-pressure losses. Turbulent parameters such as turbulent kinetic energy and turbulent integral length scale need to be deduced from these quantities. There are several models mentioned in the literature which correlate the wake size with the wake turbulence. But they usually comprise calibration factors that need to be assessed empirically by numerical simulations or measurements. The contribution of the paper is to present an updated semi-empirical model for rotor-wake turbulence quantities, derived on the basis of an extensive comparison of the model with measurements and numerical simulations on four different turbofan stages. A recalibration of the empirical factors improved the noise prediction by 8 dB, reaching an accuracy of 2 dB. In addition, it is shown, that the endwall flow is responsible for large variance in the noise prediction, and may have a contribution of up to 2 dB to the overall sound power.

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Section: Introductionmentioning

confidence: 99%

Estimation of turbulence in fan-rotor wakes for broadband noise prediction during acoustic preliminary design

Ummeln

Moreau

2020

Aiaa Aviation 2020 Forum

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“…MLDC was developed and integrated into the framework for the preliminary design and assessment of novel aero-engines that the team of authors has been building in the recent years [7,9,[42][43][44], thus enhancing its predictive capabilities. In contrast to other platforms for the preliminary design of gas turbine engines that, commonly, include modules from disparate sources and of proprietary nature (e.g., [27,[45][46][47][48][49][50][51][52][53][54][55][56]), it is built under the same coding, modelling, and simulation environment, namely PROOSIS [57]. Therefore, a number of advantages are achieved:…”

Section: Mldc Integration Into the Framework For The Preliminary Desi...mentioning

confidence: 99%

Aero-Engine Preliminary Design Optimization and Operability Studies Supported by a Compressor Mean-Line Design Module

Alexiou,

Kolias,

Aretakis

et al. 2023

Aerospace

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An approach for preliminary aero-engine design, incorporating a mean-line code for the design of axial-flow, multi-stage compressors, is presented. The compressor mean-line code is developed and integrated within a framework for the preliminary design and assessment of aero-engine concepts. It is then combined with modules for compressor map generation, multi-point engine design, steady-state and transient engine off-design performance and aircraft mission analysis. Implementation examples are presented, demonstrating the determination of the optimal combination of compressor and engine design parameters for achieving minimum fuel burn over a specific aircraft mission, while obeying constraints that guarantee operability over the entire flight envelope. Constraints related to compressor stability during transient maneuvers between idle and static take-off conditions and engine temperature limits at maximum take-off are respected by the final design. The results demonstrate the potential for design trade-offs between engine performance at the aircraft mission level and compressor aerodynamic stability.

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“…These correlations also include the loss in efficiency due to the use of cooling air in the turbines. The fan bypass ratio is determined by matching the nozzle speed ratio with the ideal nozzle speed ratio, and while the bypass ratio increases the fan pressure ratio has to be reduced [30,31]. Both engines have the same fan diameter, and the intake mass flow rate is matched to achieve the required thrust.…”

Section: Turbofan Engine Performancementioning

confidence: 99%

Climate Impact Reduction Potentials of Synthetic Kerosene and Green Hydrogen Powered Mid-Range Aircraft Concepts

et al. 2022

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One of aviation’s major challenges for the upcoming decades is the reduction in its climate impact. As synthetic kerosene and green hydrogen are two promising candidates, their potentials in decreasing the climate impact is investigated for the mid-range segment. Evolutionary advancements for 2040 are applied, first with an conventional and second with an advanced low-NOx and low-soot combustion chamber. Experts and methods from all relevant disciplines are involved, starting from combustion, turbofan engine, overall aircraft design, fleet level, and climate impact assessment, allowing a sophisticated and holistic evaluation. The main takeaway is that both energy carriers have the potential to strongly reduce the fleet level climate impact by more than 75% compared with the reference. Applying a flight-level constraint of 290 and a cruise Mach number of 0.75, causing 5% higher average Direct Operating Costs (DOC), the reduction is even more than 85%. The main levers to achieve this are the advanced combustion chamber, an efficient contrail avoidance strategy, in this case a pure flight-level constraint, and the use of CO2 neutral energy carrier, in a descending priority order. Although vehicle efficiency gains only lead to rather low impact reduction, they are very important to compensate the increased costs of synthetic fuels or green hydrogen.

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Collaborative Aircraft Engine Preliminary Design using a Virtual Engine Platform, Part B: Application

Cited by 11 publications

References 6 publications

Estimation of turbulence in fan-rotor wakes for broadband noise prediction during acoustic preliminary design

Estimation of turbulence in fan-rotor wakes for broadband noise prediction during acoustic preliminary design

Aero-Engine Preliminary Design Optimization and Operability Studies Supported by a Compressor Mean-Line Design Module

Climate Impact Reduction Potentials of Synthetic Kerosene and Green Hydrogen Powered Mid-Range Aircraft Concepts

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