Performance Analysis of Wake and Boundary-Layer Ingestion for Aircraft Design

Lv, Peijian; Rao, Arvind Gangoli; Ragni, Daniele; Veldhuis, L.L.M.

doi:10.2514/1.c033395

Cited by 32 publications

(29 citation statements)

References 12 publications

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“…Over the past years, significant effort has been spent at Delft University of Technology to experimentally and computationally assess the performance of highly integrated propulsion systems. Among these are leading-edge [16,17] and over-the-wing distributed propulsion systems [16,18], tip-mounted propellers [19,20], tail-mounted propellers [21][22][23] and Boundary Layer Ingestion (BLI) or wake-filling of aft-mounted propulsors [24,25]. However, so far models derived from subsystem studies of aero-propulsive interaction effects have only been coupled to the conceptual design of aircraft to a limited extent (e.g.…”

Section: Introductionmentioning

confidence: 99%

Synthesis of Aero-Propulsive Interaction Studies Applied to Conceptual Hybrid-Electric Aircraft Design

Hoogreef

Vries

Sinnige

et al. 2020

AIAA Scitech 2020 Forum

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This paper presents a synthesis of aero-propulsive interaction studies performed at Delft University of Technology, applied to conceptual aircraft designs with distributed hybrid-electric propulsion (DHEP). The studied aero-propulsive interactions include tip-mounted propulsion, wing leading-edge distributed propulsion and boundary-layer ingestion, combined with different primary propulsion-system arrangements. This paper starts with a description of the applied design framework and an overview of the aero-propulsive interactions. Subsequently, the different aircraft configurations are sized for a set of top-level requirements covering the range between regional turboprop to typical narrow-body turbofan aircraft. Results indicate that lower shaft power ratios show better performance, with the unoptimized DHEP concepts showing values of maximum takeoff mass (MTOM) and payload-range energy efficiency (PREE) comparable to their reference aircraft. It was shown that beyond 20% shaft power ratio, the PREE decreases and MTOM increases much more than between 10% and 20%, indicating a possible local optimum between these values since even lower values did not yield any significant improvements. The benefits of tip-mounted propulsion are found to be constrained by the propeller blade tip Mach number in this particular analysis for the selected reference blade loading distribution. At the high range case for Mach 0.5, it can be seen that the distributed propulsion systems show the largest improvement.

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Section: Introductionmentioning

confidence: 99%

Synthesis of Aero-Propulsive Interaction Studies Applied to Conceptual Hybrid-Electric Aircraft Design

Hoogreef

Vries

Sinnige

et al. 2020

AIAA Scitech 2020 Forum

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show abstract

“…However, for configurations with significant inflow distortion-such as boundary-layer ingestion concepts-the previous definition is not valid since it may lead to propulsive efficiencies greater than one [32]. In that case, a different parameter must be used, such as for example the power-saving coefficient [11,32,33] or alternative definitions of propulsive efficiency, as proposed by other authors [34,35]. The airframe lift included in Eq.…”

Section: Thrust Lift and Drag Decompositionmentioning

confidence: 99%

A Preliminary Sizing Method for Hybrid-Electric Aircraft Including Aero-Propulsive Interaction Effects

Vries

Brown

Vos

2018

2018 Aviation Technology, Integration, and Operations Conference

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The potential benefits of hybrid-electric propulsion (HEP) have led to an increased interest in this topic over the past decade. One promising advantage of HEP is the distribution of power along the airframe, which enables synergistic configurations with improved aerodynamic and propulsive efficiency. The purpose of this paper is to present a generic sizing method suitable for the first stages of the design process of hybrid-electric aircraft, taking into account the powertrain architecture and associated propulsion-airframe integration effects. To this end, the performance equations are modified to account for aero-propulsive interaction. A powerloading constraint-diagram is used for each component in the powertrain to provide a visual representation of the design space. The results of the power-loading diagrams are used in a HEP-compatible mission analysis and weight estimation to compute the wing area, powerplant size, and takeoff weight. The resulting method is applicable to a wide range of electric and hybrid-electric aircraft configurations and can be used to estimate the optimal power-control profiles. For demonstration purposes, the method is applied a HEP concept featuring leadingedge distributed-propulsion (DP). Three powertrain architectures are compared, showing how the aero-propulsive effects are inlcuded in the model. The results confirm the method is sensitive to top-level HEP and DP design parameters, and indicate an increase in wing loading and power loading enabled by DP.

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“…5 More recently, low-speed wind tunnel experiments were performed on a generic streamline body by ONERA 6 and TU Delft. 7 First experiments have also been performed at MIT for the D8 configuration. 8 The most straightforward way of tapping the full fuselage wake-filling potential (360 installation) can be realised through a single BLI propulsor encirculating the fuselage aft body in addition to the underwing main engines, also known as propulsive fuselage concept (PFC).…”

Section: Introductionmentioning

confidence: 99%

Optimality considerations for propulsive fuselage power savings

Seitz

Habermann

Sluis

2020

Proceedings of the Institution of Mechanical Engineers, Part G:

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The paper discusses optimality constellations for the design of boundary layer ingesting propulsive fuselage concept aircraft under special consideration of different fuselage fan power train options. Therefore, a rigorous methodical approach for the evaluation of the power saving potentials of propulsive fuselage concept aircraft configurations is provided. Analytical formulation for the power-saving coefficient metric is introduced, and, the classic Breguet-Coffin range equation is extended for the analytical assessment of boundary layer ingesting aircraft fuel burn. The analytical formulation is applied to the identification of optimum propulsive fuselage concept power savings together with computational fluid dynamics numerical results of refined and optimised 2D aero-shapings of the bare propulsive fuselage concept configuration, i.e. fuselage body including the aft-fuselage boundary layer ingesting propulsive device, obtained during the European Union-funded DisPURSAL and CENTRELINE projects. A common heuristic for the boundary layer ingesting efficiency factor is derived from the best aero-shaping cases of both projects. Based thereon, propulsive fuselage concept aircraft design optimality is parametrically analysed against variations in fuselage fan power train efficiency, systems weight impact and fuselage-to-overall aircraft drag ratio in cruise. Optimum power split ratios between the fuselage fan and the underwing main fans are identified. The paper introduces and discusses all assumptions necessary in order to apply the presented evaluation approach. This includes an in-depth explanation of the adopted system efficiency definitions and drag/thrust bookkeeping standards.

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Performance Analysis of Wake and Boundary-Layer Ingestion for Aircraft Design

Cited by 32 publications

References 12 publications

Synthesis of Aero-Propulsive Interaction Studies Applied to Conceptual Hybrid-Electric Aircraft Design

Synthesis of Aero-Propulsive Interaction Studies Applied to Conceptual Hybrid-Electric Aircraft Design

A Preliminary Sizing Method for Hybrid-Electric Aircraft Including Aero-Propulsive Interaction Effects

Optimality considerations for propulsive fuselage power savings

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