AHEAD : Advanced Hybrid Engines fory gAircraft Development (ACP1-GA-2011-284636)
Level 1: Start 1/10/2011, duration 3 years
Scientific coordination: Dr. Arvind G. Rao, TU Delft
1Copyright : TU Delft
Improvement in Aircraft Fuel Burnp
http://www.grida.no/publications/other/ipcc_sr/?src=/climate/ipcc/aviation/avf9-3.htm
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Rest of the improvement came from aerodynamics, Seating Efficiency
Then
y ,materials, structures, and
seating!!
g y
Now Now
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Main Challenges for Civil Aviationg
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The ACARE Goals for EU
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Fuel demand and supplypp y
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Fuels / energy sources for Aviation gy
A.G. Rao, F.Yin and J.P. van Buijtenen, “A Hybrid Engine Concept for Multi-fuel Blended Wing Body”, AircraEngineering and Aerospace Technology, vol.6. No. 8, 2014
7Copyright : TU Delft
Engineering and Aerospace Technology, vol.6. No. 8, 2014
LNG Fuel
Emissions Well to Wheel[4]
• Decrease of CO2 by 25%• Decrease of NOx by 80%
• Particulate emissions eliminated
• Decrease of CO2 by 25%• Decrease of NOx by 80%
• Particulate emissions eliminated
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Possible Energy Sources for Long Range Aircraft
cece
gy g g
LNG/ H dnerg
y So
urc
Electric
LNG/ H dLNG/ H dnerg
y So
urc
Electric
Synthetic fuel / GTL/CTL/Biofuels
LNG/ Hydrogen
Prim
ary
En
Synthetic fuel / GTL/CTL/Biofuels
LNG/ HydrogenLNG/ Hydrogen
Prim
ary
En
KeroseneA
ircr
aft P
KeroseneA
ircr
aft P
2000 2020 2040 2060 2080 21002000 20202020 20402040 20602060 20802080 21002100
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Storage of Cryogenic Fuelsg y g
Cryogenic fuel tanks
Kerosene/ Biofuels
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Why Multifuely
0 6
0.8
1
ass
4
ume
relative massrelative volume
0.2
0.4
0.6
rela
tive
ma
2
rela
tive
vol
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 10
LH2 energy fraction
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
0
1 1 8
0 92
0.94
0.96
0.98
1
e m
ass
1 4
1.5
1.6
1.7
1.8
volu
me
relative massrelative volume
0 84
0.86
0.88
0.9
0.92
rela
tive
1
1.1
1.2
1.3
1.4
rela
tive
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 10.84
LNG energy fraction
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
1
A.G. Rao, F.Yin and J.P. van Buijtenen, “A Hybrid Engine Concept for Multi-fuel Blended Wing Body”, AircraEngineering and Aerospace Technology, vol.6. No. 8, 2014
11Copyright : TU Delft
Engineering and Aerospace Technology, vol.6. No. 8, 2014
Multi-fuel: Cryogenic and Liquid fuel (kerosene/Biofuel)
300 passengers
Range: 14,000 km
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The AHEAD Multi- Fuel BWB
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The Low NOx Hybrid Enginey g
• Cryogenic Main Combustor -> Low Nox and CO2• Kerosene/ Biofuel Secondary Flameless Combustor -Kerosene/ Biofuel Secondary Flameless Combustor > Low Nox, Soot & HC
• Bleed cooling by cryogenic fuel -> lower fuel consumptionconsumption
• Counter rotating shrouded fans -> Low Noise, BLI capableHi h S ifi Th t
Rao, G.A., Yin, Feijia and van Buijtenen, J.P., “A Novel Hybrid Engine Concept for Aircraft Propulsion”, ISABE 2011 12th – 16th Sept Gotenberg Sweden ISABE-2011-1341
14Copyright : TU Delft• Higher Specific Thrust• Low Installation Penalty
2011, 12th – 16th Sept, Gotenberg, Sweden, ISABE-2011-1341
The Hybrid Sequential Combustion Systemy q y
LNG/LH2 Combustor High Power Density
Flameless Combustor on Biofuel Low power density Hi h I l t T t Less Volume
Less or No CO2 / CO / UHC & Soot Higher Inlet Temperature High H2O concentration at inlet Low Nox & soot combustor
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The use of cryogenic fuel for bleed air coolingy g g
Performance overview for all studied cycle
8%
9%
10%
4%
5%
6%
7%
0%
1%
2%
3%
0%
Stator cooling Heat exchanger induct
Colder turbine coolingbleed
Airco system link
Reduction in fuel consumptionIncrease in Specific Thrust
Van Dijk, I.P.,Rao, G.A . and Buijtenen, J.P, “A Novel Technique of Using LH2 in Gas Turbine Engines”, ISABE 2009, Sept 7-11, Montreal, ISABE 2009-1165
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The use of cryogenic fuel for bleed air coolingy g g
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H2 Combustor Atm. Test Rigg• Gas-fired tests with 100% hydrogen with axial injection on the TU
Berlin combustion test trig
Courtesy: Prof. Oliver 'Paschereit, TU Berlin
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Flameless Combustion
Rao, G.A., and Levy, Y.,“ A New Combustion Methodology for Low Emission Gas Turbine Engines”, 8th HiTACG conference, July 5-8 2010, Poznan
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Comparison with GE90-94Bp
SECSFCSFC
CO2
ST
SEC
Feijia Yin, Arvind G. Rao. and J.P. van Buijtenen, “Performance Analysis of a Multi-Fuel Hybrid Engine”, ASME Turbo Expo 2013, June 3-7, San Antonio, USA, GT2013-94601
20Copyright : TU Delft
Preliminary Emission Analysisy y
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CO2 Emission
range 14000km
AircraftReduction (%) KgCO2/(km*kg) Payload (kg) Passengers
kgCO2/(Passenger*km)
B777 65.41 0.0014189 22478 186 0.172A330 89.267 0.0045728 5737.1 48 0.554B787 42.913 0.00085974 28985 239 0.104BWB 0 0 0004908 36400 300 0 059BWB 0 0.0004908 36400 300 0.059
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Conclusion (Preliminary!)Comparison with Boeing 777-200ER• CO2 emissions reduced by around 60%.• NOx emissions reduced Substantially. • LNG used as fuel.• Significant reduction of soot and particulates.g p
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Emissions and Climate Impact
Dr. Volker Greweo e e eDLR‐Institut fuer Physik der
Atmosphaere
24Copyright : TU Delft
AHEAD: Climate impact: Methodologyp gyDetailed physical modelling:- Calculate contrail formation criterion for thisCalculate contrail formation criterion for this
specific fuel-aircraft configuration (Schmitt-Appleman)- Simulate contrails of a fleet of aircraft with a climate model
Climate-Chemistry-Response modelling:- Adapt response model AirClim to new detailed modellingAdapt response model AirClim to new detailed modelling- Consider a fleet of aircraft with
- Entry into service in 2050- Full fleet in 2075
- Reference aircraft B787 including some future enhancements (efficiency & bio fuels)enhancements (efficiency & bio fuels)
- Details of AHEAD engine/aircraft from TUD, TUB, Technion- Calculation of the of near surface temperature change
25Copyright : TU Delft
Calculation of the of near surface temperature change
AHEAD-BWB: Reduction of soot: Impact on contrail properties and climate:Impact on contrail properties and climate:
Radiative Forcing [mW/m2]Radiative Forcing [mW/m2]World fleet contrail
climate impact Soot emission: -80%climate impact
Bock (2014)
An 80% reduction in particle number leads toAn 80% reduction in particle number leads to significant decrease in radiative forcing (climate impact)
This is taken as an assumption for the AHEAD soot emission
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AHEAD: Climate impact: Temperature changep p g
Reference aircraft: B787 flying at FL430 and FL390
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Climate impact: Temperature change [mK]p p g [ ]Less warming by CO2, NOx, contrails
More warming by water vapour
Flight level 430 LH2Flight level 430
nge
[mK]
ge [
mK]
Fli ht l l 390 LNGerat
ure
chan
ratu
re c
han
al. (2
014)Flight level 390 LNG
Tem
pe
Tem
per
Gre
we
et a
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Major Highlights of AHEADj g g
• Proved the feasibility of Multi-fuel BWB for future aviationaviation.
• Provided credible options for solving the energy problem for long range flights.p g g g
• Low NOx Hybrid engine concept for MF BWB.• Provided a swirl stabilized premixed low NOx
combustion concept for hydrogen.• Worlds first inter-turbine flameless combustor.
P ti l bl d li t f i• Practical bleed cooling concept for aero engines.• Assessed the effect of alternative fuels on climate.• Effect of Soot particle concentration on cirrus cloud • Effect of Soot particle concentration on cirrus cloud
formation evaluated.
29Copyright : TU Delft
Summary & ConclusionyThe climate impact of the AHEAD aircraft shows in comparison to a B787 future reference:- CO2 and NOx induced climate impact reduction.- H2O induced climate impact increase.
Potentially a decrease in the contrail climate impact due to a- Potentially a decrease in the contrail climate impact due to a decrease of particle emissions, which is offset by the increase in H2O emissions (ongoing analysis).H2O emissions (ongoing analysis).
Both aircraft (AHEAD & B787) have a higher flight altitude and a larger H2O climate impact than other long-range a/c.
AHEAD technology implies a shift in the climate impact:AHEAD technology implies a shift in the climate impact:CO2, NOx and contrail contrail and H2O.Might be easier to mitigate these by other measures.
30Copyright : TU Delft
g g y
AHEAD Idea
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The AHEAD Consortium Delft University of Technology
WSK PZL R S A WSK PZL-Rzeszow S.A
Technical University of Berlin
DLR, IAP
Israel Institute of Technology-Technion
Ad Cuenta b.v.
Advisory Board
• MTU Aero Engines
• EASA
• KLM
• Airbus Group Innovations
32Copyright : TU Delft
p
33Copyright : TU Delft
Contact
Dr. Arvind Gangoli Rao
Delft University of TechnologyFlight Performance and Propulsion
T: +31 (0)15 27 83833E: [email protected] 1Kluyverweg 12629HS Delft The Netherlands
www.ahead-euproject.eu
This project receives funding from the European Union's Seventh Framework Programme under grant agreement nr 284636
34Copyright : TU Delft
The AHEAD BWB – conceptual/preliminary design
Main features (setting it apart from ‘traditional’ BWB designs)1. Hybrid engines2. Propulsion integration
• Embedded engines using boundary layer ingestionEmbedded engines using boundary layer ingestion3. Stability and control:
• Canard4 F l t k4. Fuel tanks:
• Pressure vessels in main body (LNG) • fuel tanks in wings (kerosene)
35Copyright : TU Delft
10TREND OF (BPR-cruise) BYPASS RATIO WITH TIME
GE90-76B
GE90-94B GP72709
CF34-3A1
PW2040PW4098
GE90-110B1
7
8
IO
JT9D-Baseline CF6-80A V2527-A5
CF6-80C2B1 JT9D-7Q3 PW4060
PW2040
CF6-80E1A2
CF34-8C1
CFM56 5B25
6
ASS
RA
TI
PW4052 JT9D-3A V2527E-A5CF6-50C2B
CF6-50
CFM56-5B2
4
5
BY
PA
JT3D-Baseline JT3D-3B 2
3
11950 1960 1970 1980 1990 2000 2010
FAA ENGINE CERTIFICATION DATE
36Copyright : TU Delft
FAA ENGINE CERTIFICATION DATE
THERMAL EFFICIENCY TREND WITH TIME (Cruise)
CF6 80E1A2
0,55
THERMAL EFFICIENCY TREND WITH TIME (Cruise)
V2527E-A5
CF6-80A V2527-A5CF34-3A1
PW4060
CF6-80E1A2
CF34-8C1
GE90-94B
CFM56-5B2
PW4098
GP7270GE90-110B1
0,5
cien
cy
PW4052
GE90-76B
CF6-50C2B
CF6 80A V2527 A5
CF6-80C2B1
PW2040 0,45
rmal
Eff
ic
JT9D-3A JT9D-7Q3 0,4
gin
e Th
er
JT3D-3B
JT9D-Baseline
CF6-50 0,35En
g
JT3D-Baseline
0,31950 1960 1970 1980 1990 2000 2010
FAA ENGINE CERTIFICATION DATE
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FAA ENGINE CERTIFICATION DATE
High Bypass Ratio Enginesg yp g
W i ht
Drag
W i ht
Drag
W i ht
Drag
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WeightWeightWeight
Climate impact: Temperature change [mK]p p g [ ]Less warming by CO2, NOx, contrails
More warming by water vapour
Flight level 430 LH2Flight level 430
Climate change [%] CO2 NOx
Con-trails H2O Total
LH2 6 29 15 25 25LH2 -6 -29 -15 +25 -25LNG -0.6 -28 -16 +12 -32
39Copyright : TU Delft
Grewe et al. (2014)