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2004-03-04 Future civil aircraft engines Anders Lundbladh.

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1 2004-03-04 Future civil aircraft engines Anders Lundbladh

2 Framtidens Civila Jetmotorer 10110 Utg. 1 Volvo Aero Engines, Anders Lundbladh 2004-03-04, Slide 2 Boeing ”superefficient airplane” 7E7 “Raked wingtip” from 777- 300ER and 767-400ER Long pods for engines with mixed flow ? BPR~10 Nozzle from CF34-10 Tail wedge from MD-11 Two lobe body gives more design freedom for passanger and freight space Composite technology form the Sonic Cruiser Long slender wings A A A-A 7/8 seats wide A A

3 Framtidens Civila Jetmotorer 10110 Utg. 1 Volvo Aero Engines, Anders Lundbladh 2004-03-04, Slide 3 Range and passanger 777-200LR not built yet 7E7-domestic close to 757 & A300/310 7E7s long range leaves a regions around present 767 A330 (also with new engines) shorter range than 7E7 7E7 gives ”777-range” for 200-pass. class New engine

4 Framtidens Civila Jetmotorer 10110 Utg. 1 Volvo Aero Engines, Anders Lundbladh 2004-03-04, Slide 4 Engine Technology Basically builds on TRENT900/GP7000/GE90 Small improvements possible on compressor and turbine Higher BPR ca 10, OPR 45-50 Slowly moving fans Much emphasis on low weight, aluminum More Electric Aircraft SFC approx 14.5 mg/Ns at cruise M=0.85 Ca 8% better than CF6-80 on B767/A330 Ca 2% better than TRENT900/GP7000/GE90-115 VAC ICC RR TRENT 900

5 Framtidens Civila Jetmotorer 10110 Utg. 1 Volvo Aero Engines, Anders Lundbladh 2004-03-04, Slide 5 Fuel consumption domestic as 757 & 15-20% better than A300/310 7E7-baseline comsumes approx. 10-15% less than 767-300ER 9% less than A330-200 7E7-stretch comsumes approx. 14% less than A330-200 and 9% less than777-300ER

6 Framtidens Civila Jetmotorer 10110 Utg. 1 Volvo Aero Engines, Anders Lundbladh 2004-03-04, Slide 6 How efficient is an engine ? SFC = v flight /( FHV  tot )  tot =  core  transfer  propulsive  thermal

7 Framtidens Civila Jetmotorer 10110 Utg. 1 Volvo Aero Engines, Anders Lundbladh 2004-03-04, Slide 7 Engine type and exhaust velocity MTU Geared Fan BPR 14 v ut =340 m/s Rolls-Royce Turbofan BPR 7-8 v ut = 400 m/s GE UnDucted Fan BPR  25 v ut =280 m/s

8 Framtidens Civila Jetmotorer 10110 Utg. 1 Volvo Aero Engines, Anders Lundbladh 2004-03-04, Slide 8 Specific fuel consumption SFC mg/Ns Turbofan BPR 7 Geared Fan BPR 14 Unducted Fan BPR 25 Shock losses from fan blades Typical Cruise Speed M=0.78-0.85

9 Framtidens Civila Jetmotorer 10110 Utg. 1 Volvo Aero Engines, Anders Lundbladh 2004-03-04, Slide 9 Aircraft/Engine-parameters Affecting Certification Noise Data Measuring points Approach Takeoff Sideline Sideline: Depends mainly on the emitted sound energy from the jet. The dominant factor is the total installed thrust and to some extent the jet specific thrust (jet velocity - although the variation from engine to engine is quite small) Takeoff: Depends mainly on the speed of climb which sets the distance to the measuring station [1/d^2] and the power of the noise source (see sideline). The rate of climb is set by the excess thrust/weight Approach: Correlates mainly with drag and thrust needed during approach Heathrow noise classification based on mean of sideline and takeoff Night landing restrictions from 2002: 95.9 EPNdBA 2-engine aircraft has more installed thrust than 4-engine aircraft 2500 m from runway start 6500m from brake release 450 m off centre line

10 Framtidens Civila Jetmotorer 10110 Utg. 1 Volvo Aero Engines, Anders Lundbladh 2004-03-04, Slide 10 Driving Forces in Airline Engine Design Stakeholder Needs and ”Wants” Travelers safety, cost of travel, speed, cabin noise and air quality Airlines safety, cost, fuel consumption, maintenance (cost) Aircraft integrators airframe compatibility, thrust, size & weight Airport neighbors safety, exterior noise Authorities, public safety, environmentally impacting emissions

11 Framtidens Civila Jetmotorer 10110 Utg. 1 Volvo Aero Engines, Anders Lundbladh 2004-03-04, Slide 11 Fuel Efficiency Trends & Factors Since the fifties the fuel consumption of jetliners has been decreased by more than 50% … … stemming from more efficient aircraft … Better aerodynamics More efficient packing New lighter materials and improved construction … & more efficient engines … Better materials & cooled turbines allowing higher temperatures. Optimizing for higher temps  higher pressures. Arrival and optimization of the bypass turbofan. … but configuration changes have been few  component technology has been pressed close to the limit.

12 Framtidens Civila Jetmotorer 10110 Utg. 1 Volvo Aero Engines, Anders Lundbladh 2004-03-04, Slide 12 New Engine Configurations Advantages Geared fans Potentially lower weight Unducted fans (propfans) Higher propulsive efficiency Heat exchanged cycles Higher thermal efficiency through: recovery of unused thermal exhaust energy decrease of compression work Constant volume combustion Higher thermal efficiency

13 Framtidens Civila Jetmotorer 10110 Utg. 1 Volvo Aero Engines, Anders Lundbladh 2004-03-04, Slide 13 Engine Cycle Selection Aim for low operating cost Preliminary studies may aim to minimize engine+fuel weight take off weight Engine cycle must be translated into fuel burn, engine weight, installation weight and drag Engine layout may be used to compute engine weight

14 Framtidens Civila Jetmotorer 10110 Utg. 1 Volvo Aero Engines, Anders Lundbladh 2004-03-04, Slide 14 The Positive Carousel Effect Lower drag Lower thrust Smaller engines Less mission fuel Smaller, lighter, aircraft Higher engine efficiency Higher specific power


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