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![Page 1: Propulsor Related Research at DLR - CROR Blade Optimization … · 2020. 6. 12. · 1.2 1.4 1.6 1.8 2 2.2 x [m] r a d u s [m 0 0.5 1 1.5 0.8 1 1.2 1.4 1.6 1.8 2 2.2 Pre sur 35 0 3](https://reader035.pdfslide.us/reader035/viewer/2022071022/5fd6d0aa1ee03a43e33a1ecf/html5/thumbnails/1.jpg)
Propulsor Related Research at DLR - CROR Blade Optimization and Cycle Analysis
Forum AE Technology Meeting Fuel Burn & CO2 Mitigation Technology Workshop ESPCI Paris Tech July 1st and 2nd 2014
www.DLR.de • Chart 1
Rainer Schnell
German Aerospace Center (DLR)
Institute of Propulsion Technology
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014
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Motivation and Background
Overview CROR Efforts at DLR
DREAM Rationale
CROR Method Validation and Benchmark
Blade Shape Optimization: Strategy and Results
Cycle Analysis
Outlook and Future Work
Outline
www.DLR.de • Chart 2 > Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014
![Page 3: Propulsor Related Research at DLR - CROR Blade Optimization … · 2020. 6. 12. · 1.2 1.4 1.6 1.8 2 2.2 x [m] r a d u s [m 0 0.5 1 1.5 0.8 1 1.2 1.4 1.6 1.8 2 2.2 Pre sur 35 0 3](https://reader035.pdfslide.us/reader035/viewer/2022071022/5fd6d0aa1ee03a43e33a1ecf/html5/thumbnails/3.jpg)
Motivation and Background
Overview CROR Efforts at DLR
DREAM Rationale
CROR Method Validation and Benchmark
Blade Shape Optimization: Strategy and Results
Cycle Analysis
Outlook and Future Work
Outline
www.DLR.de • Chart 3 > Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014
![Page 4: Propulsor Related Research at DLR - CROR Blade Optimization … · 2020. 6. 12. · 1.2 1.4 1.6 1.8 2 2.2 x [m] r a d u s [m 0 0.5 1 1.5 0.8 1 1.2 1.4 1.6 1.8 2 2.2 Pre sur 35 0 3](https://reader035.pdfslide.us/reader035/viewer/2022071022/5fd6d0aa1ee03a43e33a1ecf/html5/thumbnails/4.jpg)
Context and Motivation
Source: DREAM DoW
CRTF
Advanced Turbofan
www.DLR.de • Chart 4
Noise reduction Sf
c im
prov
emen
t
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014
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Consideration of all potential future propulsor concepts
Integrated effort from conceptual studies at pre-design level up to dedicated rig designs
Assessment up to system level including mission analysis
CRISP (MTU/DLR) DREAM CROR V2.0
DLR-UHBR & Silencer CRTF2b VITAL
Context and Motivation: ACARE/H2020 Objectives Propulsion Related Efforts at DLR
www.DLR.de • Chart 5 > Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014
![Page 6: Propulsor Related Research at DLR - CROR Blade Optimization … · 2020. 6. 12. · 1.2 1.4 1.6 1.8 2 2.2 x [m] r a d u s [m 0 0.5 1 1.5 0.8 1 1.2 1.4 1.6 1.8 2 2.2 Pre sur 35 0 3](https://reader035.pdfslide.us/reader035/viewer/2022071022/5fd6d0aa1ee03a43e33a1ecf/html5/thumbnails/6.jpg)
Example: Global Trend Studies SRF vs CRTF
CRTF: Prelimenary 1D,
2D and studies and
Optimizations
VITAL WP2.4 (CRTF2b)
CRISP2
DLR-UHBR Fa
n pr
essu
re ra
tio
Axial Mach number
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014 www.DLR.de • Folie 6
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> ASME > T. Lengyel-Kampmann • GT2014-26008 > 20.06.2014 DLR.de • Chart 7
Results – 3D-optimization for the SR- and the CR-fan CR SR
ηis-ηref [%] -4 -3 -2 -1 0
ηmax ηmax
Axial Mach number Axial Mach number
Fan
pres
sure
ratio
- =
-> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014 DLR.de • Chart 7
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Motivation and Background
Overview CROR Efforts at DLR DREAM Rationale
CROR Method Validation and Benchmark
Blade Shape Optimization: Strategy and Results Cycle Analysis
Outlook and Future Work
Outline
www.DLR.de • Chart 8 > Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014
![Page 9: Propulsor Related Research at DLR - CROR Blade Optimization … · 2020. 6. 12. · 1.2 1.4 1.6 1.8 2 2.2 x [m] r a d u s [m 0 0.5 1 1.5 0.8 1 1.2 1.4 1.6 1.8 2 2.2 Pre sur 35 0 3](https://reader035.pdfslide.us/reader035/viewer/2022071022/5fd6d0aa1ee03a43e33a1ecf/html5/thumbnails/9.jpg)
This document and the information contained are the property of the DREAM Consortium and shall not be copied in any form or disclosed to any party outside the Consortium without the written permission of the DREAM Management Committee
9
CROR Optimization - Rationale
V1.1 - Snecma 2009 design based on V0 ● Optimization setup ● Evaluate potential
V2.0 - Optimized Version / New Reference
● Respect geometric feasibility + mechanics ● Refined constraints
x [m]
rad
ius
[m]
0 0.5 1 1.5
0.8
1
1.2
1.4
1.6
1.8
2
2.2
x [m]
rad
ius
[m]
0 0.5 1 1.5
0.8
1
1.2
1.4
1.6
1.8
2
2.2
Pressure350003300031000290002700025000230002100019000170001500013000
V1.1 DLR Memb2652 New Baseline:
V2.0 (SN/DLR)
Numerical setup, benchmarks etc.
V0 - 80’s State of the Art
![Page 10: Propulsor Related Research at DLR - CROR Blade Optimization … · 2020. 6. 12. · 1.2 1.4 1.6 1.8 2 2.2 x [m] r a d u s [m 0 0.5 1 1.5 0.8 1 1.2 1.4 1.6 1.8 2 2.2 Pre sur 35 0 3](https://reader035.pdfslide.us/reader035/viewer/2022071022/5fd6d0aa1ee03a43e33a1ecf/html5/thumbnails/10.jpg)
This document and the information contained are the property of the DREAM Consortium and shall not be copied in any form or disclosed to any party outside the Consortium without the written permission of the DREAM Management Committee
10
URANS (TRACE): Source Region - UnsteadyAero
Perturbation Nearfield
Aeroacoustic code: APSIM P-FW-H and FW-H - Acoustic far field -
Blade Pressure
– EA+Surrogate Modelling –
3D-RANS TRACE + FEM CalculiX Objectives:
Efficiency - ToC Acoustics - T/O
Selected individuals
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efficiency [%]
acou
stic
cost
func
tion
[dB
]
80
85
90
95
100
105
110
115
120
125
130
135
140
Memb2652∆η=10%
Initial
Memb2652∆η=10%
Initial
Memb2652∆η=10%
Initial
Multi-Objective (MO) Optimization - AutoOpti -
CROR Optimization – DLR Approach
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This document and the information contained are the property of the DREAM Consortium and shall not be copied in any form or disclosed to any party outside the Consortium without the written permission of the DREAM Management Committee
11
CROR Optimization - Specification
Objectives: Maximization of propulsive efficiency at Top of Climb (ToC) Minimization of an acoustic cost function (acf) at Takeoff (TO)
Constraints (aerodynamical, mechanical, geometric feasibility):
Thrust requirements (both OP) Outflow angle (TO) Torque/Power split (ToC and both OP) Front rotor tip vortex reduction (TO) Streamline contraction (TO) Limit max. van Mises stresses (rig scale) simplified flutter criteria LE/TE/max thicknesses chord limitations
Phase I+II
Phase I
![Page 12: Propulsor Related Research at DLR - CROR Blade Optimization … · 2020. 6. 12. · 1.2 1.4 1.6 1.8 2 2.2 x [m] r a d u s [m 0 0.5 1 1.5 0.8 1 1.2 1.4 1.6 1.8 2 2.2 Pre sur 35 0 3](https://reader035.pdfslide.us/reader035/viewer/2022071022/5fd6d0aa1ee03a43e33a1ecf/html5/thumbnails/12.jpg)
www.DLR.de • Chart 12
design space > 100 parameters • 2D profiles (x5) • 3D blade shape (stacking) • Hub contour • Aft-rotor clipping • Variable pitch between OP
2D Profiles @ given streamlines
* R. Schnell, J. Yin, S. Funke, H. Siller; Aerodynamic and basic acoustic optimization of a contra rotating open rotor with experimental verification, AIAA 2012-2127. * R. Schnell, J. Yin, C. Voss, E. Nicke; Assessment and Optimization of the Aerodynamic and Acoustic Characteristics of a Counter Rotating Open Rotor, ASME Journal of Turbomachinery Vol. 134, Nov. 2012.
Design capabilities: aeroacoustic optimisation Parameterisation
3D Blade Shape Variation
www.DLR.de • Chart 12
![Page 13: Propulsor Related Research at DLR - CROR Blade Optimization … · 2020. 6. 12. · 1.2 1.4 1.6 1.8 2 2.2 x [m] r a d u s [m 0 0.5 1 1.5 0.8 1 1.2 1.4 1.6 1.8 2 2.2 Pre sur 35 0 3](https://reader035.pdfslide.us/reader035/viewer/2022071022/5fd6d0aa1ee03a43e33a1ecf/html5/thumbnails/13.jpg)
This document and the information contained are the property of the DREAM Consortium and shall not be copied in any form or disclosed to any party outside the Consortium without the written permission of the DREAM Management Committee
13
0.1
0.2
0.3
0.4
0.5
1.10 1.20 1.30 1.40 1.50 1.60 1.70
J [-]
thru
st c
oeffi
cien
t Ct [
-]
V1.1 TsAGi - CFDTRACEExperiments WT104
0.1
0.2
0.3
0.4
0.5
1.10 1.20 1.30 1.40 1.50 1.60 1.70
J [-]
thru
st c
oeffi
cien
t Ct [
-]
V1.1 TsAGi - CFDTRACEExperiments WT104
Front Rotor Aft Rotor
60
65
70
75
80
85
1.10 1.20 1.30 1.40 1.50 1.60 1.70
J [-]
effic
ienc
y [%
]
V1.1 TsAGi - CFDTRACEExperiments WT104
60
65
70
75
80
85
1.10 1.20 1.30 1.40 1.50 1.60 1.70
J [-]
effic
ienc
y [%
]
V1.1 TsAGi - CFDTRACEExperiments WT104
0.1 0.1
5% 5%
0.10
0.15
0.20
0.25
0.30
0.35
0.40
0.9500 1.0000 1.0500 1.1000 1.1500
Pt_norm [-]
0.10
0.15
0.20
0.25
0.30
0.35
0.40
0.00 0.10 0.20 0.30 0.40 0.50
Ma [-]
Comparison PSP Data/CFD
Radial traverses downstream aft rotor: comparison CFD/Experiment
Overall performance – Comparison CFD/Experiment CROR Rig at TsAGI/Moscow
CROR CFD Validation (Aerodynamics)
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14
extensive code-to-code comparison with other partners (Cenaero, Onera, SN) detailed assessment of numerical influences (grid, solver, modelling etc.) steady-state MxPl results in good agreement (aero) optimization trends always confirmed with other CFD method acoustics (uRANS+FfW-H) in good agreement if RANS solution comparable
CROR Far Field Acoustic Results
Comparison elsA vs TRACE
CROR Performance Results – elsA vs TRACE
CROR CFD Verification/Benchmarking
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This document and the information contained are the property of the DREAM Consortium and shall not be copied in any form or disclosed to any party outside the Consortium without the written permission of the DREAM Management Committee
15
Optimization Results - Pareto Front
Δη=2%
V2.0
surrogate model activiation
Phase I Phase II
power split @ TakeOff not limited only few geometric constraints no stress limitations
Parateo ranked 1 members (blue squares) fullfilling all geometrical requirements (including stress limitations)
Δacf=10dB
![Page 16: Propulsor Related Research at DLR - CROR Blade Optimization … · 2020. 6. 12. · 1.2 1.4 1.6 1.8 2 2.2 x [m] r a d u s [m 0 0.5 1 1.5 0.8 1 1.2 1.4 1.6 1.8 2 2.2 Pre sur 35 0 3](https://reader035.pdfslide.us/reader035/viewer/2022071022/5fd6d0aa1ee03a43e33a1ecf/html5/thumbnails/16.jpg)
www.DLR.de • Chart 16
Aft rotor blade pressure amplitudes (SS)
from front rotor wake/blade interaction Bf+Ba
and far field directivity (right)
uRANS Near- and Far Field Acoustic Results
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014
Initial V1.1 Optimized V2.0
θ°
Soun
dP
ress
ure
Leve
l(dB
)
60 80 100 120 140 160
Sum Interaction V2.0Sum Interaction V1.1
∆=2.5 dB
Measured directivity (TsAGI): Sum Interaction V1.1 vs V2.0
Rig Scale – Sideline conditions
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www.DLR.de • Chart 17
Design capabilities: trailing-edge serrations Broadening of the wake
Reduction of interaction tones
C. Weckmüller, S. Guérin; On the influence of trailing-edge serrations on open-rotor tonal noise, AIAA 2012-2124.
sound power level font-rotor wake
baseline serrated TE
www.DLR.de • Chart 17
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Motivation and Background
Overview CROR Efforts at DLR DREAM Rationale
CROR Method Validation and Benchmark
Blade Shape Optimization: Strategy and Results
Cycle Analysis
Outlook and Future Work
Outline
www.DLR.de • Chart 18 > Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014
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Overview CROR Performance Analysis Methods
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014 DLR.de • Chart 19
• DLR offers the ability to perform multi-disciplinary analysises of preliminary engine designs
• Available assessment methods at DLR: • Preliminary aircraft design (VampZero) • Thermodynamic performance analysis (GTlab) • Preliminary flow path analysis (Gtlab) • Mission analysis (VarMission)
• The following slides present a CROR cycle
optimization including engine installation effects (weight and drag) [ISABE-2013-1720]
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Airframe and Engine Configurations
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014 DLR.de • Chart 20
Parameter Unit Value Number PAX [-] 150 Design range [km] 4465 CR Altitude [ft] 35000 CR speed [Mach] 0.78
TOFL [m] 2000 MTOW [kg] 77000
Turbofan CROR Advanced-GTF
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• The reference engine is a two-shaft turbofan similar to the IAE-V2500-A5 engine family.
• The thermodynamic engine model was aligned to test data recorded on engine repair tests of DLRs research aircraft A320-232 "D-ATRA".
• Resulting performance data was validated against
certification data taken from the ICAO Engine Emission Databank and EASA/FAA TCDS.
• The reference flight deck has been cross checked with flight mission analysis for the A320-200 configuration.
Reference Engine
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014 DLR.de • Chart 21
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Engine Design Methodology Overview
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014 DLR.de • Chart 22
Thrust Requirements
Engine Performance
Drag&Weight Estimation
Flow Path Design
Corrections to Aircraft Weight & Aerodynamic Performance
Optimization Cyc
le D
esig
n Pa
ram
eter
s
Cru
ise
Fuel
C
onsu
mpt
ion
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• Three operating points have been considered for engine design:
• Aircraft aerodynamic performance calculated on basis of high and low speed characteristics for the reference airframe
• Drag adjustments were carried out as modifications to the zero-lift drag coefficient of the corresponding aircraft polar
• Estimated weight deltas add up to the aircraft total weight
Engine Design Methodology Thrust Requirements
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014 DLR.de • Chart 23
0.0
5.0
10.0
15.0
20.0
0.0 0.5 1.0 1.5 2.0 2.5
L/D
CL
150PAX Airliner Low Speed L/D
Config 1 LG upConfig 2 LG upConfig 3 LG upConfig 4 LG upConfig 10 LG upConfig 1 LG downConfig 2 LG downConfig 3 LG downConfig 4 LG downConfig 10 LG down
5
10
15
20
0.2 0.3 0.4 0.5 0.6 0.7 0.8
L/D
CL
150PAX Airliner High Speed L/D at FL350
0.84
0.83
0.82
0.81
0.8
0.78
0.76
0.72
Parameter Unit CR TOC EOF Altitude [m] 10668 10668 0
Mach No. [-] 0.78 0.78 0.2 DTISA [K] 10 10 15
HP-PWX [kW] 142.5 142.5 127.5
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• Performance analysis by means of DLRs in-house gas turbine synthesis code GTlab-Performance
• Predetermined principal engine layout: 2-shaft core + power turbine and PDG
• Correlation based component efficiency
estimation
• Component characteristics estimated by automatically scaled performance maps
• Cooling air requirements iteratively adjusted to turbine conditions at EOF
Engine Design Methodology Engine Performance
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014 DLR.de • Chart 24
Poly
trop
ic e
ffici
ency
Corrected Mass Flow [kg/s]
Source: Grieb
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• Thermodynamic cycle defines mass flows, total pressures and temperatures at engine stations
• Flow path defined by:
• Axial in- and outflow Mach numbers
• Hub to tip ratios or „radius rules“
• constant hub / mean / tip radius
• Fixed radius
• Compressor and propeller tip speeds
• Average stage loadings
• Aspect ratio distributions and axial spacings
• Resulting component annulus approximations assembled to overall bare engine flow path
Engine Design Methodology Conceptual Flow Path Design
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014 DLR.de • Chart 25
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• Geometry and speed information taken from annulus computations
• Weight estimations for the standard jet engine components performed by use of the statistical method presented by Sagerser
• Gearbox weight estimation was performed by use of NASA
correlations
• Open rotor propeller weight estimation was based on empirical data from open literature
• Nacelle weight correlated to engine length
Engine Design Methodology Weight Estimation
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014 DLR.de • Chart 26
Source: NASA
Source: NASA
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• Nacelle drag was estimated for all considered engines by means of the component build up methodology proposed by Raymer
• Exact (measured) nacelle geometry taken from the ATRA research aircraft (A320)
• For the novel engine concepts the maximum nacelle diameter, overall nacelle length and wetted area stem from nacelle preliminary design.
• Resulting deltas between the computed zero-lift coefficients for the novel concepts and the reference engine have been used as corrections to the aircraft’s Mach-number-dependent lift-to-drag characteristics
Engine Design Methodology Drag Estimation
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014 DLR.de • Chart 27
ref
wetfd S
SIFFFCC
⋅⋅⋅=0,
+=
ldFF 35,01
65,058,210 ²)144,01()(log
455,0MR
C f +⋅=
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• Optimization was carried out by means of the process integration software ModelCenter
• Variation of the cruise design parameters
• Consideration of technological constraints
Engine Design Methodology Optimization
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014 DLR.de • Chart 28
Parameter Limit Max T3@EOF 930 K Max T4@EOF 1820 K Max Tmetal 1220 K Min HPC Bld. Height 13.5 mm
Max AN2 1.35x104
Concept Parameter Unit Min Max
GTF
LPC PR [-] 2.0 5.0 HPC PR [-] 5.0 15.0 TET [K] 1500 1600 BPR [-] 10 16
CROR LPC PR [-] 5.0 10 HPC PR [-] 5.0 10 TET [K] 1550 1650
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• Core design limited by assumed temperature levels
• With increasing bypass ratio, working line control (VAN) becomes more important
• Efficiency improvements constrained by Nacelle Drag and Weight
Performance and Flow Path Results GTF
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014 DLR.de • Chart 29
Component Parameter Unit GTF
Fan Diameter [m] 2.06 PR [-] 1.383 η (CR) [-] 0.921
LPC PR [-] 3.02 Stages [-] 4 ηis [-] 0.907
HPC PR [-] 11.4 Stages [-] 8 ηis [-] 0.891
HPT Stages [-] 2 ηis [-] 0.897
IPT Stages [-] n/a ηis [-] n/a
LPT Stages [-] 3 ηis [-] 0.94
Overall Parameter Unit GTF OPR [-] 46.98 BPR@TO [-] 14.2 TSFC [g/kNs] 13.67 Gear Ratio [-] 3.1 Bare Engine Length [m] 3.36 Nacelle Area [m2] 31.1 Engine POD Weight [kg] 3201
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CROR Performance and Flow Path Results
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014 DLR.de • Chart 30
Overall Parameter Unit CROR OPR [-] 43.43 TSFC [g/kNs] 12.11 Gear Ratio [-] 9.5 Bare Engine Length [m] 4.42 Nacelle Wetted Area [m2] 19.3
Engine POD Weight [kg] 4097
Component Parameter Unit CROR LPC PR [-] 5.57
Stages [-] 5 ηis [-] 0.899
HPC PR [-] 7.9 Stages [-] 5 ηis [-] 0.896
HPT Stages [-] 1 ηis [-] 0.893
IPT Stages [-] 1 ηis [-] 0.898
LPT Stages [-] 3 ηis [-] 0.94
Propeller Diameter [m] 4.27 PR [-] n/a η (CR) [-] 0.853
• Core design limited by HPC blade height • Lower OPR than GTF
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> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014 DLR.de • Chart 31
Performance Results Figure of Merit
--12%
Advanced GTF
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NOx-relevant Performance Data
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014 DLR.de • Chart 32
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• Flight mission assessment by means of DLR’s aircraft performance tool VarMission
• VarMission aircraft models are represented by characteristic aircraft weights and Mach-number-dependent lift-to-drag characteristics.
• Assumptions and Modifications for the present study:
• MTOW and MFC of the aircraft were kept constant for all aircraft-engine combinations.
• Differences in engine weight influence the aircraft’s OEW. Assuming that MZFW remains unchanged, MPL is also affected by changes in engine weight.
• Engine-specific and Mach-number-dependent modifications to the aircraft’s lift-to-drag characteristics have been applied in order to account for increased drag by larger engines.
Mission Analysis Methodology
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014 DLR.de • Chart 33
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• Mission A (typical) • Distance 1650km
• Constant cruise altitude at FL350
• Climb/Cruise Mach numbers Mach 0.78
• Payload 15t (150 passengers at 100kg per PAX)
• Mission B (design mission): • Distance 4465km
• Cruise altitudes FL350-370 (mid-cruise step climb)
• Cruise Mach number 0.78
• Payload of 18t
Mission Analysis
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014 DLR.de • Chart 34
0
2000
4000
6000
8000
10000
12000
14000
16000
0
100
200
300
400
00 1,000 2,000 3,000 4,000 5,000
Fuel
Bur
n [k
g]
Flig
ht L
evel
[100
ft]
Distance [km]
Altitude Profile and Fuel Burn vs. Distance (Mission 2)
Altitude
Fuel Burn
B)
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Mission Analysis Results
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014 DLR.de • Chart 35
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• A multi-disciplinary approach to preliminary counter rotating open rotor performance assessments was shown.
• Compared to a 1990s baseline configuration, the fuel burn advantages are predicted to lie in the range of and 27-30% for an upcoming CROR-engine and 17-19% for an Advanced GTF-configuration.
• Because of the high lapse rate of both high bypass ratio engines, the core
engine of the concepts run on non-dimensionally high power levels for cruise and top of climb compared to take-off conditions. This leads to high ratios of:
• Combustor outlet temperatures CR/TO
• Combustor inlet pressures CR/TO
Summary
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014 DLR.de • Chart 36
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Motivation and Background
Overview CROR Efforts at DLR
DREAM Rationale
CROR Method Validation and Benchmark
Blade Shape Optimization: Strategy and Results
Cycle Analysis
Outlook and Future Work
Outline
www.DLR.de • Chart 37 > Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014
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Ongoing and future CROR Efforts
Refine acoustic prediction methods (pre-design, optimization)
CFD based CROR performance maps for improved cycle analysis
General Propulsor related efforts
Refine concpetual studies at cycle/module level (weight, noise etc.)
Strong focus on engine integration and coupled fan/intake design distortion tolerant fan design for highly integrated UHBR engines (OWA, BWB etc.)
Outlook
www.DLR.de • Chart 38
V2500 fan under
x-wind conditions
Ground vortex
Ingestion and fan
Interaction
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014
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Cycle Considerations: Richard-Gregor Becker (AT-TRW) [email protected] Jianping Yin, Arne Stürmer (DLR-AS) Tom Otten, Andreas Döpelheuer (DLR AT-TRW) Eberhard Nicke, Christian Voss (DLR AT-FUV) Sebastien Guerin, Christian Weckmüller, Antoine Moreau, Lars Enghardt (DLR AT-TRA) European Union, Safran/Snecma, AIRBUS, TsAGI, CIAM, Onera
Acknowledgements
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014 www.DLR.de • Chart 39
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Propulsor Related Research at DLR - CROR Blade Optimization and Cycle Analysis
Forum AE Technology Meeting Fuel Burn & CO2 Mitigation Technology Workshop ESPCI Paris Tech July 1st and 2nd 2014
www.DLR.de • Chart 40
Rainer Schnell [email protected]
Thank you !
> Open Rotor – Blade optimization & Cycle Analysis > R. Schnell > July, 2nd, 2014
