Upload
elysia
View
56
Download
0
Tags:
Embed Size (px)
DESCRIPTION
Team Paradigm 6 System Definition Review. Farah Abdullah Stephen Adams Noor Emir Anuar Paul Davis Zherui Guo Steve McCabe Zack Means Mizuki Wada Askar Yessirkepov. Presentation Overview. Engine / Propulsion Engine Concept Engine Sizing Constraint Analysis W 0 /S, T/W 0 estimates - PowerPoint PPT Presentation
Citation preview
1
TEAM PARADIGM 6SYSTEM DEFINITION REVIEW
Farah AbdullahStephen AdamsNoor Emir Anuar
Paul DavisZherui Guo
Steve McCabeZack MeansMizuki Wada
Askar Yessirkepov
2
Presentation Overview Missions Review
Mission Statement Design Mission and Typical Operating
Mission Compliance Matrix
Concept Generation & Selection Overview Initial Concepts Selected Concepts
Cabin Layout Configuration and Dimension Process of Cabin Layout Seats Selection Layout Concepts QFD and Trend Study
Advanced Technologies Technologies Under Consideration Technologies’ Impacts
Engine / Propulsion◦ Engine Concept◦ Engine Sizing
Constraint Analysis◦ W0/S, T/W0 estimates◦ Compliance Matrix
Sizing Code◦ Current Status◦ Validation of Code◦ TOGW Estimates
Stability and Control Estimates◦ Location of c.g.◦ Static Margin Estimates◦ Tail Sizing Approach
Summary and Next Steps
3
Mission Statement Implement advanced technologies to design a
future large commercial airliner (200 passenger minimum) that simultaneously addresses all of the N+2 goals for noise, emissions and fuel burn as set forth by NASA.
Use market driven parameters to design a realistic and desirable aircraft.
4Design Mission
Max design range : 6500nm Covers weather issues
Max capacity : 250 passengers Max cruise Mach : 0.85 Cruise Altitude : 35000ft
Taxi and take off
Climb
Cruise
Land and taxi
Missed approach
2nd Climb
Divert to alternate
Loiter(25min.) Loiter
(25 min.)
Land and taxi
1 2
34
5
6 7
8
910
11
12
Designed Range
6000nm
Dubai New York 200nm
13
1-7 : Basic Mission7-13: Reserve Segment
•Satisfy FAA requirement of min. 45 min additional cruise for night time flights
5Typical Operating Mission
Mission Range: 2400nm Max capacity : 300 passengers Max cruise Mach : 0.85 Cruise Altitude : 30000ft
5
Taxi and take off
Climb
Cruise
Land and taxi
Missed approach
2nd Climb
Divert to alternate
Loiter(25min.) Loiter
(25 min.)
Land and taxi
1 2
34
5
6 7
8
910
11
12
Designed Range
2400nm
Seattle
Miami 100nm
13
1-7 : Basic Mission7-13: Reserve Segment
•High Capacity Medium Haul Aircraft
6
Compliance MatrixReference
(B777—200)Target Threshold
(Phase 1)Threshold(Phase 2)
Noise Levels 272 dB cum. 230 dB (-42dB) 246 dB (-20 dB) 246 dB (-20 dB)LTO NOx Emissions 26 kg/LTO 6.5 kg/LTO (-
75%)13 kg/LTO (-
50%)13 kg/LTO (-
50%)
Fuel Burn 2800 kg/hr 1400 kg/hr (-50%)
1820 kg/hr (-35%)
1820 kg/hr (-35%)
TO Field Length 8250-10000 ft 4125-5000 ft (-
50%) 4500-5500 ft 4500-5500 ft
Max Payload Range 6560 nmi 6560 nmi 6000 nmi 6500 nmi
Cruise Mach 0.85 @ 35,000 ft
0.85 @ 35,000 ft
0.75 @ 35,000 ft 0.8 @ 35,000 ft
Passengers 305 270 >200 250
http://www.airbus.com/fileadmin/media_gallery/files/tech_data/AC/AC_A320_01092010.pdf
http://www.airliners.net/aircraft-data/stats.main?id=103
7
• Overview of Process• Initial Concepts• Selected Concepts
Concept Generation & Selection
8
Outline of Concept Generation
Morphological Matrix
Brainstorming
1st Round Pugh’s Method
Discussions of Pugh Method Results
2nd Round Pugh’s Method
Final Cabin Layout
9
Morphological Matrix
Concept Generation Brainstorming Ideas
11
Pugh’s Method
12
Pugh’s Method Results were not conclusive Need to do more top level analysis to
shortlist candidate concepts Concentrate on NASA ERA N+2 goals in
detail
13
2nd Round Pugh’s Method
Selected Concepts Using Pugh’s Method, the best two concepts were selected
for detailed analysisConcept 1 Concept 2U-TailEngines over tail
Blended Wing Body(Generic BWB, detailed analysis will be performed later)
15
Concept 1
16
Concept 1 – Cabin Layout
Wing BoxLD2
Economy Class Seating
Business Class Seating
17
Concept 2
18
•Process of Cabin Layout•Seats selection•Layout Concepts•QFD and Trend Study
Cabin Layout Configuration & Dimension
19Input (#pax, #class, and
#aisle)
Define Seating Size
Layout Concepts
Trend Study and Comparison
Final Cabin Layout
Process of Cabin Layout
Cabin Layout Requirements
Maximum 250 passengers 2 class (40 business & 210 economy) 2 crews for business 7 crews for economy
21
Width 17.5 inch 21 inchPitch 31 inch 50 inch
Seats selection
<http://www.extend-its.com/seatsize.htm>
Airline Coach Seat Sizes (Economy)
Economy Business
22 1 aisle
Layout Concepts
2 aisles
Fuselage width=WFuselage length=L
W:117in. (2.97m) L: 2876in. (73.04m)
W:137in. (3.48m) L: 2384in. (60.57m)
W:178in. (4.52m) L: 2068in. (52.52m)
W:198in. (5.03m) L: 1862in. (47.31m)
W:219in. (5.56m) L: 1739in. (44.16m)
W:259in. (6.58m) L: 1483in. (37.68m)
2 - 2
2 - 3
2 – 2 - 2
2 – 3 - 2
2 – 4 - 2
2 – 5 - 2
23
Trend Study and Comparison
1aisle 2-21aisle 3-2
2aisle 2-2-22aisle 2-3-22aisle 2-4-22aisle 3-4-3
2.25E+05 2.30E+05 2.35E+05 2.40E+05 2.45E+05
TOGW (lb)
1aisle 2-21aisle 3-2
2aisle 2-2-22aisle 2-3-22aisle 2-4-22aisle 3-4-3
0.0440 0.0460 0.0480 0.0500 0.0520 0.0540
CD0
1aisle 2-2
1aisle 3-2
2aisle 2-2-2
2aisle 2-3-2
2aisle 2-4-2
2aisle 3-4-3
0.3100 0.3150 0.3200 0.3250 0.3300 0.3350
T/W0
1aisle 2-2
1aisle 3-2
2aisle 2-2-2
2aisle 2-3-2
2aisle 2-4-2
2aisle 3-4-3
91.0 92.0 93.0 94.0 95.0 96.0 97.0 98.0
W0/S
24 Concept1
Final Cabin Layout and Dimensions
Pitch=31in. (Economy)
(pitch=50in. for business) Width=193in.
(5.03m) ≈1456.69in. (37m) (total fuselage=1862in. (47.31m)
25 Concept2: Initial layout
Final Cabin Layout and Dimensions
2 separated business class 4 divided compartments for
economy class Further study is needed to
optimize the cabin layout
26
•Technologies Under Consideration•Technologies’ Impacts
Advanced Technologies
Noise reduction Propulsion Airframe Aeroacoustics Leading Edge High-Lift device
modification Perforated Landing Gear Fairings Airframe Noise Shielding Ultra-high bypass geared turbofan
engine
Fuel burn and NOx reduction
Active Engine Control Laminar Flow Control Gas Foil Bearings All-Composite Fuselage Ultra-high bypass geared turbofan
engine
Technology/ Advanced Concept
TRL 6+ Now TRL 6+ by 2020 Fuel Burn NOx Noise Other Benefits
Active Engine Control Yes Yes Up to 1%
ReductionUp to 1% Reduction N/A Longer on-wing
life
Gas Foil (“oil-free”) Bearings in
high-bypass turbofan engines
No Yes -3.05% Fuel Burn Up to 3.05% Reduction N/A
Safer, more reliable than
current
Composite Fuselage Yes Yes Up to 2%
ReductionUp to 2% Reduction N/A stronger, less
parts, longer life
Laminar Flow Control No Yes -28.2% fuel burn Up to 25%
Reduction Up to 1 dB reduction Reduce drag
Leading Edge High-lift Device
ModificationNo Yes Up to1% increase Up to1% increase Up to 1 dB
reductionIncrease Lift generation
Ultra High-Bypass Geared Turbofan
EngineNo Yes -20% fuel burn -50% emissions Stage 4 – 20DB N/A
Propulsion Airframe Aero
acousticsYes Yes Up to1% increase Up to 1%
increase -1.1 to -4 dB N/A
Perforated Landing Gear
FairingsYes Yes Up to1% increase Up to 1%
increase -3db to -4db Reduce Turbulence
Airframe Noise Shielding Yes Yes Up to1% increase Up to1% increase -15 to -20 dB N/A
30
•Engine Concept•Engine Sizing
Engine / Propulsion
Engine/Propulsion Engine under consideration:
Geared Turbofan Less noise Less NOx emissions Less SFC Direct-drive lighter than Geared
Table: Turbofan engines currently in market
Table: Geared turbofan experiment
Aircraft Engine type Thrust at SL(lb) SFC Max. Pressure Ratio Bypass Ratio
B767-200ER CF6-80A 48,000-50,000 0.355 - 0.357 27.3 - 28.4 4.59 - 4.66
A310-200 CF6-80C2 52,500 - 63,500 0.307 - 0.344 27.1 - 31.8 5 - 5.31
JT9D 48,000 - 56,000 23.4 - 26.7 5
Gear TypeExhaust
type Tsls (lb)Fan Diameter
(in)Pressure
RatioBypass Ratio
Takeoff Pressure Ratio
Reverse Thrust (%)
Geared Mixed 39800 91.9 1.55 8.4/8.6 38/36 48-55Direct Mixed 34800 78.9 1.71 6.1/6.3 38/36 43-50
Engine Specifications
Sizing Using equations from Raymer “Rubber” engine
Tsls = [W0*(T/W0)]/neng Sizing factor
SF=Tsls/(Tsls)base L=Lbase(SF)0.4
D=Dbase(SF)0.5
W=Wbase(SF)1.1
SFC=(SFC)base(SF)-0.1
Same with emissions
Tech. Factors Different Fuels Chevron Nozzle Fuel Flow Control Engine types
Direct Drive Vs. Geared Unducted Turbofan Turboprop
35
•Performance Constraints•W0/S, T/W0 estimates•Trade Studies•Compliance Matrix
Constraint Diagrams
36
Major Performance Constraints Noise Level Fuel Economy Takeoff Ground Roll Landing Ground Roll NOx Emissions Service Ceiling/Cruise Mach Passenger Count > 200
From Compliance Matrix
Constraint Diagram Parameters top of climb (1g steady, level flight, M = 0.8
@ h=40K, service ceiling) sustained subsonic 2g manuever, 250kts @
h =10K takeoff ground roll 6000 ft @ h = 5K, +15° hot day landing braking ground roll 2000 ft @ h =
5K, +15° hot day second segment climb gradient above h =
5K, +15° hot day
Initial Estimates for U-Tail Clmax (TO) = 1.7 Clmax (Landing) = 2.25 (Single Fowler, no
slat) Service Ceiling = 40000 ft Take-off Ground Roll = 6000 ft Landing Braking Ground Roll = 2000 ft Mach Number = 0.8 Aspect Ratio = 8 Reverse Thrust coefficient = 0.25
Initial Constraint Diagram – U-Tail Tube & Wing
50 60 70 80 90 100 110 120 130 140 1500
0.1
0.2
0.3
0.4
0.5
0.6
top of climb (1g steady, level flight, M = 0.8 @ h=40K, service ceiling)sustained subsonic 2g manuever, 250kts @ h =10Ktakeoff ground roll 6000 ft @ h = 5K, +15° hot daylanding braking ground roll 2000 ft @ h = 5K, +15° hot daysecond segment climb gradient above h = 5K, +15° hot day
W0/S [lb/ft2]
TSL/
W0
U-Tail Trade StudyService Ceiling
Mach Number AR Clmax (TO)
Clmax (Landing)
Takeoff Ground Roll
Braking Ground Roll
Alpha Reverse T/W W/S Notes
40000 0.85 9 1.7 3.1 7000 2000 0 0.29 146
40000 0.8 9 1.6 2.4 8000 2000 0.25 0.28 130
40000 0.85 9 1.7 2.25 6000 2000 0.25 0.29 122
40000 0.85 9 1.6 2.4 6000 2000 0.25 0.28 112
40000 0.85 9 1.6 2.4 6000 2000 0 0.28 112
Removing thrust reversal did not change T/W and
W/S results
40000 0.85 9 1.6 2.25 6000 2000 0 0.28 112
40000 0.8 9 1.6 2.4 6000 2000 0.25 0.28 110
40000 0.8 7.5 1.6 2.4 5000 2000 0.25 0.31 106
40000 0.8 8.5 1.7 2.25 6000 2000 0 0.31 104
40000 0.8 8 1.6 2.4 5000 2000 0.25 0.3 102
40000 0.8 8.5 1.6 2.4 5000 2000 0.25 0.29 98
40000 0.8 8 1.7 2.25 6000 2000 0.25 0.32 124 Baseline
(ft) - - - - (ft) (ft)
Updated Estimates for U-Tail Clmax (TO) = 1.7 Clmax (Landing) = 2.5 (Single slotted Fowler
+ Slat) Service Ceiling = 40000 ft Take-off Ground Roll = 6000 ft Landing Braking Ground Roll = 2000 ft Mach Number = 0.8 Aspect Ratio = 9 Reverse Thrust coefficient = 0.25
42
Updated Constraint Diagram – U-Tail Tube & Wing
50 60 70 80 90 100 110 120 130 140 1500
0.1
0.2
0.3
0.4
0.5
0.6
top of climb (1g steady, level flight, M = 0.8 @ h=40K, service ceiling)sustained subsonic 2g manuever, 250kts @ h =10Ktakeoff ground roll 6000 ft @ h = 5K, +15° hot daylanding braking ground roll 2000 ft @ h = 5K, +15° hot daysecond segment climb gradient above h = 5K, +15° hot day
W0/S [lb/ft2]
TSL/
W0
Estimates for BWB Clmax (TO) = 1.7 Clmax (Landing) = 2.0 (Slats) Service Ceiling = 40000 ft Take-off Ground Roll = 4500 ft Landing Braking Ground Roll = 2000 ft Mach Number = 0.85 Aspect Ratio = 6 Reverse Thrust coefficient = 0.25
44
Constraint Diagram – Blended Wing Body
50 60 70 80 90 100 110 120 130 140 1500
0.1
0.2
0.3
0.4
0.5
0.6
top of climb (1g steady, level flight, M = 0.85 @ h=32K, service ceiling)sustained subsonic 2g manuever, 250kts @ h =10Ktakeoff ground roll 6000 ft @ h = 5K, +15° hot daylanding braking ground roll 2000 ft @ h = 5K, +15° hot daysecond segment climb gradient above h = 5K, +15° hot day
W0/S [lb/ft2]
TSL/
W0
45
•Current Status•Validation of Code•TOGW Estimates
• P6CAF-IncAR• P6BWB-ScalAR
Sizing Code
46
Current Status Completed:
Drag components – Parasite drag, Induced drag
Lift components – Wing, Tail Field length functions – Takeoff/Landing Propulsion – Rubber engine sizing LTO, Cruise, Loiter weight fraction
calculations Component weight sizing NOx, dB emissions estimation based on
historical data
47
Major Assumptions NOx emission estimation based on CAEP
6 best fit curve Noise levels based on best fit from
current engine data Horizontal tail scaled from wing
48
Implemented TechnologiesWeight Fuel Burn NOx Noise
Active Engine Control
Gas Foil (“oil-free”) Bearings in high-bypass turbofan engines
Composite Fuselage
Laminar Flow Control
Leading Edge High-lift Device ModificationUltra High-Bypass Geared Turbofan EnginePropulsion Airframe AeroacousticsPerforated Landing Gear FairingsAirframe Noise Shielding
49
Comparison with 767-200ERParameter 767-200ER Sizing Code % Dev.MTOW (lb) 395000 382090 -3.27Empty Weight (lb) 186000 174170 -6.36Fuel Weight (lb) 150320 157240 4.60Payload Weight (lb) 50680 50680 -
TO Field Length (ft)* 9300 8454 -9.097Landing Field Length (ft)*
5500 5149
NOx Emissions (g/kN) 62 65 -0.0484Noise Emissions (dB) 283.3 282.0 -0.486*assume standard day
50
Comparison with A330-200Parameter A330-200 Sizing Code % Dev.MTOW (lb) 510000 496170 -2.712Empty Weight (lb) 264885 235330 -11.158Fuel Weight (lb) 188224 200150 +6.336Payload Weight (lb) 56320 56320 -
TO Field Length (ft) 12080 9760Landing Field Length (ft) 6010NOx Emissions (g/kN) 279.2 285.7 +2.328Noise Emissions (dB) 61 71 +16.393*assume standard day
51
Parameters for P6CAF-IncAR 250 pax Wing Planform Area = 2500 ft2
Thrust = 39500 lbf CLmax = 2.3 CLα = 0.12 AR = 9.0
52
P6CAF-IncAR SizingParameter 767-200ER P6CAF-InCARTOGW (lb) 387,000 235,920We (lb) 186,000 126,880Wf (lb) 150,320 52,637Noise (dB) 274.7NOx (g/kN) 62 60.6Pax 224 250TO Field Length (ft)* 9000 6575Landing Field Length (ft)*
5500 5870
T/W0 0.3272 0.3282W0/S 127.15 94.92*assume standard day
53
Parameters for P6BWB-ScalAR
250 pax Wing Planform Area = 2910 ft2
Thrust = 42200 lbf CLmax = 2.3 CLα = 0.13
54
P6BWB-ScalAR SizingParameter 767-200ER P6BWB-
ScalARBWB-450a
TOGW (lb) 387,000 235,390 823,000We (lb) 186,000 110,320 412,000Wf (lb) 150,320 72778 -Noise (dB) 274.7 279.7 -NOx (g/kN) 62 65 -Pax 224 224 800TO Field Length (ft) 6020Landing Field Length (ft)
4120
T/W0 0.3400W0/S 83.589
55
•Location of c.g.•Static margin estimates•Tail sizing approach
• P6CAF-IncAR• P6BWB-ScalAR
Stability & Control Estimates
Center of Gravity Locations Used Raymer’s Table 15.2 as a guide Tube-and-wing U-tail design has initial c.g. estimated 112.22
feet from nose of aircraft Blended-wing body design has initial c.g. estimated 42.10
feet from nose of aircraft
Static Margin Estimates Using c.g. and neutral point estimates, static
margins can be calculated from:
Tube-and-wing body SM = 17.56% Blended-wing body SM = -60.94%
n cgx xSM
c
Tail Sizing Initial tail sizing done using equations 6.28
and 6.29 from Raymer’s text
Tube-and-wing body: SHT = 1316.61 ft2
SVT = 930.01 ft2
Blended-wing body is tailless
WHT WHT
HT
c C SSL
VT W WVT
VT
c b SS
L
59
•Summary of Concepts•Next Steps
Summary
60
Summary Two concepts chosen show potential for
achieving target values
Constraint diagrams show range of allowable T/W0 and W0/S values to use in sizing
Sizing code models base aircraft (767-200ER) parameters to a currently acceptable accuracy
61
Concept 1
U-Tail
Geared Turbofan
High AR wings
Streamlined Fuselage
62
Concept 1 – Cabin Layout
Wing BoxLD2
Economy Class Seating
Business Class Seating
63
Concept 2
Engines
Wingtips as Rudder
Lifting Fuselage
64
Dimensions
Concept 1 Concept 2Length 60.412 m 25.462 m Wingspan 64.000 m 72.000 mWidth 5.000 m 13.804 m (Fuselage)Height 7.000 m 9.303 mCabin Height 2.300 m 2.0 m (estimated)
65
Compliance MatrixReference
(B777—200)Target Threshold
(Phase 1)Threshold(Phase 2)
Noise Levels 272 dB cum. 230 dB (-42dB) 246 dB (-20 dB) 246 dB (-20 dB)LTO NOx Emissions 26 kg/LTO 6.5 kg/LTO (-
75%)13 kg/LTO (-
50%)13 kg/LTO (-
50%)
Fuel Burn 2800 kg/hr 1400 kg/hr (-50%)
1820 kg/hr (-35%)
1820 kg/hr (-35%)
TO Field Length 8250-10000 ft 4125-5000 ft (-
50%) 4500-5500 ft 4500-5500 ft
Max Payload Range 6560 nmi 6560 nmi 6000 nmi 6500 nmi
Cruise Mach 0.85 @ 35,000 ft
0.85 @ 35,000 ft
0.75 @ 35,000 ft 0.8 @ 35,000 ft
Passengers 305 270 >200 250
http://www.airbus.com/fileadmin/media_gallery/files/tech_data/AC/AC_A320_01092010.pdf
http://www.airliners.net/aircraft-data/stats.main?id=103
66
Next Steps Obtain appropriate airfoil data
Interpolation / XFLR5 design
Model engine in sizing code to vary with altitude
Model NOx emissions and dB levels more accurately Currently using CAEP-6 best fit curve dB levels based on historical data