Engine Design Studies for a Silent Aircraft

2006 ◽  
Vol 129 (3) ◽  
pp. 479-487 ◽  
Author(s):  
Cesare A. Hall ◽  
Daniel Crichton
Keyword(s):  
Thermodynamic Cycle ◽  
Urban Environments ◽  
Operating Conditions ◽  
Speed Reduction ◽  
Fuel Burn ◽  
Engine Design ◽  
Low Altitude ◽  
Noise Benefits ◽  
Bypass Ratio ◽  
Maximum Thrust

The Silent Aircraft Initiative is a research project funded by the Cambridge-MIT Institute aimed at reducing aircraft noise to the point where it is imperceptible in the urban environments around airports. The propulsion system being developed for this project has a thermodynamic cycle based on an ultrahigh bypass ratio turbofan combined with a variable area exhaust nozzle and an embedded installation. This cycle has been matched to the flight mission and thrust requirements of an all-lifting body airframe, and through precise scheduling of the variable exhaust nozzle, the engine operating conditions have been optimized for maximum thrust at top-of-climb, minimum fuel consumption during cruise, and minimum jet noise at low altitude. This paper proposes engine mechanical arrangements that can meet the cycle requirements and, when installed in an appropriate airframe, will be quiet relative to current turbofans. To reduce the engine weight, a system with a gearbox, or some other form of shaft speed reduction device, is proposed. This is combined with a low-speed fan and a turbine with high gap-chord spacing to further reduce turbomachinery source noise. An engine configuration with three fans driven by a single core is also presented, and this is expected to have further weight, fuel burn, and noise benefits.

Engine Design Studies for a Silent Aircraft

2006 ◽  
Author(s):  
Cesare A. Hall ◽  
Daniel Crichton
Keyword(s):  
Thermodynamic Cycle ◽  
Urban Environments ◽  
Operating Conditions ◽  
Speed Reduction ◽  
Fuel Burn ◽  
Engine Design ◽  
Low Altitude ◽  
Noise Benefits ◽  
Bypass Ratio ◽  
Maximum Thrust

The Silent Aircraft Initiative is a research project funded by the Cambridge-MIT Institute aimed at reducing aircraft noise to the point where it is imperceptible in the urban environments around airports. The propulsion system being developed for this project has a thermodynamic cycle based on an ultra-high bypass ratio turbofan combined with a variable area exhaust nozzle and an embedded installation. This cycle has been matched to the flight mission and thrust requirements of an all-lifting body airframe, and through precise scheduling of the variable exhaust nozzle, the engine operating conditions have been optimized for maximum thrust at top-of-climb, minimum fuel consumption during cruise and minimum jet noise at low altitude. This paper proposes engine mechanical arrangements that can meet the cycle requirements and, when installed in an appropriate airframe, will be quiet relative to current turbofans. To reduce the engine weight a system with a gearbox, or some other form of shaft speed reduction device, is proposed. This is combined with a low-speed fan and a turbine with high gap-chord spacing to further reduce turbomachinery source noise. An engine configuration with three fans driven by a single core is also presented and this is expected to have further weight, fuel burn and noise benefits.

scholarly journals Robust Aerodynamic Design of Nacelles for Future Civil Aero-Engines

2020 ◽  
Author(s):  
B. Deneys J. Schreiner ◽  
Fernando Tejero ◽  
David G. MacManus ◽  
Christopher Sheaf
Keyword(s):  
Design Method ◽  
Operating Conditions ◽  
Propulsive Efficiency ◽  
Multi Objective ◽  
Fuel Burn ◽  
Trade Offs ◽  
Specific Thrust ◽  
Aero Engines ◽  
The Impact ◽  
Bypass Ratio

Abstract As the growth of aviation continues it is necessary to minimise the impact on the environment, through reducing NOx emissions, fuel-burn and noise. In order to achieve these goals, the next generation of Ultra-High Bypass Ratio engines are expected to increase propulsive efficiency through operating at reduced specific thrust. Consequently, there is an expected increase in fan diameter and the associated potential penalties of nacelle drag and weight. In order to ensure that these penalties do not negate the benefits obtained from the new engine cycles, it is envisaged that future civil aero-engines will be mounted in compact nacelles. While nacelle design has traditionally been tackled by multi-objective optimisation at different flight conditions within the cruise segment, it is anticipated that compact configurations will present larger sensitivity to off-design conditions. Therefore, a design method that considers the different operating conditions that are met within the full flight envelope is required for the new nacelle design challenge. The method is employed to carry out multi-point multi-objective optimisation of axisymmetric aero-lines at different transonic and subsonic operating conditions. It considers mid-cruise conditions, end-of-cruise conditions, the sensitivity to changes in flight Mach number, windmilling conditions with a cruise engine-out case and an engine-out diversion scenario. Optimisation routines were conducted for a conventional nacelle and a future aero-engine architecture, upon which the aerodynamic trade-offs between the different flight conditions are discussed. Subsequently, the tool has been employed to identify the viable nacelle design space for future compact civil aero-engines for a range of nacelle lengths.

scholarly journals CFD Study of Nozzle Configurations for Ultra High Bypass Engines

1993 ◽  
Author(s):  
H. Zimmermann ◽  
R. Gumucio ◽  
K. Katheder ◽  
A. Jula
Keyword(s):  
Engine Performance ◽  
Operating Conditions ◽  
Aerodynamic Design ◽  
Thrust Coefficient ◽  
Optimum Range ◽  
Installation Effects ◽  
Wide Range ◽  
And Performance ◽  
Aircraft Aerodynamics ◽  
Bypass Ratio

Performance and aerodynamic aspects of ultra-high bypass ratio ducted engines have been investigated with an emphasis on nozzle aerodynamics. The interference with aircraft aerodynamics could not be covered. Numerical methods were used for aerodynamic investigations of geometrically different aft end configurations for bypass ratios between 12 and 18, this is the optimum range for long missions which will be important for future civil engine applications. Results are presented for a wide range of operating conditions and effects on engine performance are discussed. The limitations for higher bypass ratios than 12 to 18 do not come from nozzle aerodynamics but from installation effects. It is shown that using CFD and performance calculations an improved aerodynamic design can be achieved. Based on existing correlations, for thrust and mass-flow, or using aerodynamic tailoring by CFD and including performance investigations, it is possible to increase the thrust coefficient up to 1%.

Ultra High Bypass Ratio Engine Sizing and Cycle Selection Study for a Subsonic Commercial Aircraft in the N+2 Timeframe

2011 ◽  
Author(s):  
Brian K. Kestner ◽  
Jeff S. Schutte ◽  
Jonathan C. Gladin ◽  
Dimitri N. Mavris
Keyword(s):  
Pressure Ratio ◽  
Important Variable ◽  
Direct Drive ◽  
Commercial Aircraft ◽  
Low Pressure Turbine ◽  
Fuel Burn ◽  
Technology Transition ◽  
Fundamental Research ◽  
Bypass Ratio ◽  
Engine Cycle

This paper presents an engine sizing and cycle selection study of ultra high bypass ratio engines applied to a subsonic commercial aircraft in the N+2 (2020) timeframe. NASA has created the Environmentally Responsible Aviation (ERA) project to serve as a technology transition bridge between fundamental research (TRL 1–4) and potential users (TRL 7). Specifically, ERA is focused on subsonic transport technologies that could reach TRL 6 by 2020 and are capable of integration into an advanced vehicle concept that simultaneously meets the ERA project metrics for noise, emissions, and fuel burn. An important variable in exploring the trade space is the selection of the optimal engine cycle for use on the advanced aircraft. In this paper, two specific ultra high bypass engine cycle options will be explored: advanced direct drive and geared turbofan. The advanced direct drive turbofan is an improved version of conventional turbofans. In terms of both bypass ratio and overall pressure ratio, the advanced direct turbofan benefits from improvements in aerodynamic design of its components, as well as material stress and temperature properties. By putting a gear between the fan and the low pressure turbine, a geared turbo fan allows both components to operate at optimal speeds, thus further improving overall cycle efficiency relative to a conventional turbofan. In this study, sensitivity of cycle design with level of technology will be explored, in terms of both cycle parameters (such as specific thrust consumption (TSFC) and bypass ratio) and aircraft mission parameters (such as fuel burn and noise). To demonstrate this sensitivity, engines will be sized for optimal performance on a 300 passenger class aircraft for a 2010 level technology tube and wing airframe, a N+2 level technology tube and wing air-frame, and finally on a N+2 level technology blended wing body airframe with and without boundary layer ingestion (BLI) engines.

The High Performance Toroidal Engine Concept (HiPerTEC)

2011 ◽  
Author(s):  
Karl V. Hoose ◽  
Eric E. Shorey
Keyword(s):  
High Performance ◽  
Combustion Process ◽  
Thermodynamic Cycle ◽  
Unmanned Vehicles ◽  
Advanced Materials ◽  
Specific Power ◽  
Operating Characteristics ◽  
Free Piston ◽  
Engine Design ◽  
Swept Volume

The traditional reciprocating I.C. engine has evolved to a point where significant improvements in thermal efficiency and specific power are not expected. Modifications to existing engines may prove to be difficult and expensive while resulting in only marginal gains. In addition, most modifications result in added components that often increase cost and decrease reliability of the system as a whole. For applications requiring major advances in performance, such as unmanned vehicles, meeting mission requirements will likely stem from a revolutionary rather than an evolutionary engine design. The slider crank mechanism is a major impediment to the traditional reciprocating I.C. engine. Although this mechanism has been used for the past 100 years, it is very wasteful of the available energy supplied by the combustion process, where piston-liner interactions from this arrangement accounts for 50–70% of the total friction losses in this engine design. Eliminating the slider crank could significantly reduce friction losses and provide additional benefits that can increase fuel conversion efficiency. The HiPerTEC engine is an opposed, free-piston engine arranged in a toroidal configuration with two counter reciprocating sets of pistons. The counter reciprocating masses eliminate the vibration found in linear free-piston engines. The HiPerTEC employs a unique shared volume configuration where the swept volume is twice the physical cylinder volume. This attribute offers a significant increase in specific power, while the free-piston characteristics provide for substantial gains in thermodynamic cycle efficiency. An eight cylinder/chamber arrangement offers balanced operation in both two and four-stroke cycle modes to allow for a wide operating envelope. The final HiPerTEC configuration will require advanced materials to address lubrication and cooling requirements. This paper discusses the HiPerTEC design, operating characteristics, development progress to date, and the challenges that lie ahead.

Novel Combined Power and Cooling Thermodynamic Cycle for Low Temperature Heat Sources, Part II: Experimental Investigation

2003 ◽  
Vol 125 (2) ◽  
pp. 223-229 ◽  
Author(s):  
Gunnar Tamm ◽  
D. Yogi Goswami
Keyword(s):  
Low Temperature ◽  
System Analysis ◽  
Waste Heat ◽  
Thermal Power ◽  
Experimental System ◽  
Thermodynamic Cycle ◽  
Operating Conditions ◽  
Working Fluid ◽  
Water Mixture ◽  
Theoretical Simulation

A combined thermal power and cooling cycle proposed by Goswami is under intensive investigation, both theoretically and experimentally. The proposed cycle combines the Rankine and absorption refrigeration cycles, producing refrigeration while power is the primary goal. A binary ammonia-water mixture is used as the working fluid. This cycle can be used as a bottoming cycle using waste heat from a conventional power cycle or as an independent cycle using low temperature sources such as geothermal and solar energy. An experimental system was constructed to demonstrate the feasibility of the cycle and to compare the experimental results with the theoretical simulation. Results showed that the vapor generation and absorption condensation processes work experimentally, exhibiting expected trends, but with deviations from ideal and equilibrium modeling. The potential for combined turbine work and refrigeration output was evidenced in operating the system. Analysis of losses showed where improvements could be made, in preparation for further testing over a broader range of operating conditions.

Fuzzy ignition timing control for a spark ignition engine

2000 ◽  
Vol 214 (3) ◽  
pp. 297-306 ◽  
Author(s):  
W Wang ◽  
E. C. Chirwa ◽  
E Zhou ◽  
K Holmes ◽  
C Nwagboso
Keyword(s):  
Fuzzy Logic ◽  
Detection System ◽  
Open Loop ◽  
Operating Conditions ◽  
Spark Ignition Engine ◽  
Coolant Temperature ◽  
Optimum Level ◽  
Ignition Timing ◽  
Timing Control ◽  
Engine Design

It is well known that the optimum ignition timing, which gives the maximum brake torque (MBT) for a given engine design, varies with the rate of flame development and propagation in the cylinder. This depends, among other factors, on engine design and operating conditions, and on the properties of the air-fuel mixture. In modern engines the ignition timing is generally controlled by fixed open-loop schedules as functions of engine speed, load and coolant temperature. It is desairable that this ignition timing can be adjusted to the optimum level producing the best torque to obtain minimum fuel consumption and maximum available power. This paper presents an ignition timing control system based on fuzzy logic theory. A pressure sensor system ws developed for the determination of combustion parameters and ignition control on a Ford 1600cm3 four-cylinder engine fuelled with natural gas. Several tests were carried out in optimizing the pressure detection system. The results obtained provide important information compatible with intelligent control of the engine using fuzzy logic technology. Moreover, tests carried out to date using this technology show good results that fit quite well with the original engine output torque characteristics.

Exergy Analysis of a Combined Power and Refrigeration Thermodynamic Cycle Driven by a Solar Heat Source

2003 ◽  
Vol 125 (1) ◽  
pp. 55-60 ◽  
Author(s):  
Afif Akel Hasan ◽  
D. Y. Goswami
Keyword(s):  
Heat Source ◽  
Exergy Analysis ◽  
Thermodynamic Cycle ◽  
Exergy Efficiency ◽  
Operating Conditions ◽  
Optimum Operating ◽  
Water Mixture ◽  
Exergy Destruction ◽  
Ammonia Water ◽  
Solar Heat

Exergy thermodynamics is employed to analyze a binary ammonia water mixture thermodynamic cycle that produces both power and refrigeration. The analysis includes exergy destruction for each component in the cycle as well as the first law and exergy efficiencies of the cycle. The optimum operating conditions are established by maximizing the cycle exergy efficiency for the case of a solar heat source. Performance of the cycle over a range of heat source temperatures of 320–460°K was investigated. It is found that increasing the heat source temperature does not necessarily produce higher exergy efficiency, as is the case for first law efficiency. The largest exergy destruction occurs in the absorber, while little exergy destruction takes place in the boiler.

Does the Burning of Moxa (Artemisia vulgaris) in traditional Chinese medicine constitute a health hazard?

2009 ◽  
Vol 27 (1) ◽  
pp. 16-20 ◽  
Author(s):  
John Wheeler ◽  
Belinda Coppock ◽  
Cecil Chen
Keyword(s):  
Carbon Monoxide ◽  
Chinese Medicine ◽  
Traditional Chinese Medicine ◽  
Health Hazard ◽  
Urban Environments ◽  
Operating Conditions ◽  
Therapeutic Modality ◽  
Worst Case ◽  
Safety Standards ◽  
Exposure Levels

Background Concerns have been expressed about potential toxicity of the smoke produced by the burning of moxa in traditional Chinese medicine. With the advent of strict anti-smoking legislation in the UK, it was decided to test the volatiles produced by moxibustion and compare them with current agreed safe exposure levels. Method Moxa, in the form of cigar shaped moxa “sticks” or “rolls”, was tested under International Organization for Standardization conditions in a tobacco testing laboratory, and the quantities of a number of pre-determined volatiles measured. The smoke tested was “sidestream smoke”, the smoke which arises from the burning tip of the moxa. The test results were then scaled up to reflect normal use and to provide direct comparisons with agreed national safety standards for both short- and long-term exposure levels. Results Levels of only two volatiles produced were equivalent or greater than the safe exposure levels, as was the carbon monoxide level reported, both as a consequence of using worst case assumptions for comparison. Under normal operating conditions neither volatile nor carbon monoxide would present a safety hazard. One group of chemicals tested, the aromatic amines, with known carcinogenic properties have no agreed safety levels. Results for these in the study compared favourably with background levels reported in urban environments. Conclusion There are no immediate concerns arising from the continued use of moxa as a therapeutic modality in traditional Chinese medicine. Further testing may be required to establish whether current recommendations for ventilation and cleansing of treatment room surfaces may need to be revised. Stronger recommendations may also be necessary on the inadvisability of using moxa on broken skin.

Engine Design Strategy for Boundary Layer Ingesting Propulsion Systems With Multiple Non-Symmetric Engine Inlet Conditions

2013 ◽  
Author(s):  
Jonathan C. Gladin ◽  
Brian K. Kestner ◽  
Jeff S. Schutte ◽  
Dimitri N. Mavris
Keyword(s):  
Boundary Layer ◽  
Design Strategy ◽  
Total Power ◽  
Design Strategies ◽  
Fuel Burn ◽  
Practical Strategy ◽  
Engine Design ◽  
Vehicle Aerodynamics ◽  
Inlet Conditions ◽  
The Impact

Boundary layer ingesting inlets for hybrid wing body aircraft have been investigated at some depth in recent years due to the theoretical potential for fuel burn savings. Such savings derive from the ingestion of a portion of the low momentum wake into the propulsor to reenergize the flow, thus yielding total power savings and reducing required block fuel burn. A potential concern for BLI is that traditional concepts such as “thrust” and “drag” become less clearly defined due to the interaction between the vehicle aerodynamics and the propulsive thrust achieved. One such interaction for the HWB concept is the lateral location of the inlet on the upper surface which determines the effective Reynolds number at the point of ingestion. This is an important factor in determining the amount of power savings achieved by the system, since the boundary layer, displacement, and momentum thicknesses are functions of the local chord length and airfoil shape which are all functions of the lateral location of the engine. This poses a design challenge for engine layouts with more than two engines as at least one or more of the total engines will be operating at a different set of changing inlet conditions throughout the flight envelope. As a result, the engine operating point and propulsive performance will be different between outboard and inboard engines at flight conditions with appreciable boundary layer influence including key flight conditions for engine design: takeoff, top of climb, and cruise. The optimal engine design strategy in terms of performance to address this issue is to design separate engines with similar thrust performance. This strategy has significant challenges such as requiring the manufacturing and certification of two different engines for one vehicle. A more practical strategy is to design a single engine that performs adequately at the different inlet conditions but may not achieve the full benefits of BLI. This paper presents a technique for cycle analysis which can account for the disparity between inlet conditions. This technique was used for two principal purposes: first to determine the effect of the inlet disparity on the performance of the system; second, to analyze the various design strategies that might mitigate the impact of this effect. It is shown that a single engine can be sized when considering both inboard and outboard engines simultaneously. Additionally, it is shown that there is a benefit to ingesting larger mass flows in the inboard engine for the case with large disparity between the engine inlets.

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