propulsion technology directionicao hq, montréal, canada 9 − 10 september 2014 propulsion...

9 − 10 SEPTEMBER 2014 ICAO HQ, Montréal, Canada

Propulsion Technology Direction

Wesley Lord Technical Fellow – System Architecture Functional Design

Pratt & Whitney © 2014 United Technologies Corporation This document has been publicly released

Fuelling Aviation with Green Technology, ICAO HQ, Montreal, Canada, 9 and 10 September 2014

Short/Medium Range

In Service

BPR 5

Fuel Burn Reference

2015-19

BPR ~12

-15%

Longer Term

BPR 15~18

-20~30%

Propulsion Trend to Big Fans/ Small Cores

Propulsion Technology Direction

© 2014 United Technologies Corporation

4

5

6

7

8

9

10

11

12

13

14

10 10030 60


BYP

ASS

RA

TIO

BPR of Current Engines vs Thrust Size 2014 Production Engines / Best in Class

NASA “Generation N”

RJ/ Single Aisle

Twin Aisle

TAKEOFF THRUST SIZE (1000 LBF) © 2014 United Technologies Corporation


4

5

6

7

8

9

10

11

12

13

14

10 10030 60

BYP

ASS

RA

TIO

RJ/ Single Aisle

Twin Aisle

TAKEOFF THRUST SIZE (1000 LBF)

BPR vs Thrust Size Including New Engines EIS 2015-2020

New Turbofans

GTF Engines Generation N+1



0.45

0.5

0.55

0.6

0.65

0.7

10 100

Generation N

Generation N+1 -15%

30 60 TAKEOFF THRUST SIZE (1000 LBF)

TSFC vs Thrust Size 15% Improvement for New Engines in RJ/Single Aisle Class

Thru

st S

pec

ific

Fu

el C

on

sum

pti

on



Cu

mu

lati

ve E

PN

dB

250

260

270

280

290

300

310

50 500 1000

Noise -10dBcum Improvement for New Engines in RJ/Single Aisle

Max Takeoff Weight (1000lb)

Generation N

Generation N+1 -10 dBcum

RJ/ Single Aisle

Twin Aisle




Fan Drive Gear System Compact High Efficiency

Low-PR Fan Low Tip Speed

High-Speed Low Spool Compact 3-stage LPC, LPT

New High-OPR core Low-Emissions Combustor

GTF Engine Architecture – 2015 Configuration BPR = 12



0.1

0.4 0.3

0.2

0.6 0.5

High BPR ~ 5-10

LHV

VTSFC

ov erall

0

35K/ 0.80/ ISA/ uninstalled

Ultra-High BPR

Performance Trend to Higher OPR , Lower FPR


Thermal Efficiency -production of power from fuel heat release → increase Overall Pressure Ratio (OPR)

Propulsive Efficiency -conversion of power to thrust → lower Fan Pressure Ratio (FPR)


5.7 core

“Core Size” Design Issue for High-OPR Engines

1.2

1.4

1.6

1.8

20 40 60 80

OPR

FPR

Relative Core Size (const thrust)

1.0

0.6 0.25

Compressor exit corrected flow “core size”

W

3.0 core



2-Spool Gas Generator All-Axial Compression System Reverse Angled Orientation

Power Turbine

Reduction Gear

Propulsor

Study GTF Engine at BPR=18

Design Issues: blade height at HPC exit fan drive shaft through small core backbone bending of case structure

Alternative Engine Architecture

Engine Architecture Design Issues for UHB propulsion



1

1.2

1.4

1.6

1.2 1.4 1.6 1.8

FPR

Relative Fan Diameter (const thrust)

Current 5:1 BPR Future 18:1 BPR

Installation Challenge for Low-FPR/ High-BPR Engines




Engine Takeoff Thrust Size 50K lbf GTF Engine Architecture BPR ~ 13

NASA N+2 Goals Fuel Burn -50% (Ref: 777/GE90) Noise Ch4 – 42 EPNdBcum LTO NOX CAEP/6 – 75%

EIS ~ 2025

Credit: Boeing

N+2 Boeing BWB Aft Fuselage Installation


N+3 MIT D8 (Double-Bubble) Configuration

Ref: AIAA-2014-0906


EIS ~ 2035

NASA N+3 Goals Fuel Burn -60% (Ref: 737-800/CFM56) Noise Ch4 – 52 EPNdBcum LTO NOX CAEP/6 -80%

Engine Takeoff Thrust Size 15K lbf Boundary Layer Ingesting Propulsion BPR ~ 20+


Propulsion Technology Direction - Summary

▪ -15% fuel burn and -10 dBcum enabled by new technology engines on regional jet and single-aisle aircraft 2015-2020 ▪ Longer term goal -20 to -30% fuel burn contribution from engines (2025+) ▪ Future propulsion design challenges involve small cores and big fans -alternative architectures at engine and vehicle level may be required


propulsion technology directionicao hq, montréal, canada 9 − 10 september 2014 propulsion...

Documents