vital project overview & main achievements jj.korsia … · -installation study and mission...

This document and the information contained are Snecma property and shall not becopied or disclosed to any third party without Snecma prior written authorization.

VITAL

Project overview

Dave Bone (Rolls-Royce)

On behalf of

Jean-Jacques Korsia

Snecma (SAFRAN Group)

VITAL-Overview-Main achievements-R1.1


VITAL SUMMARY

1.1. The Project ObjectivesThe Project Objectives

2.2. Achievements per SubAchievements per Sub--ProjectProject


3

General figures

Start date: 01/01/2005 Duration: 4 years

Consortium: 53 partners

– Coordinator: SnecmaSnecma

– 8 EU largest Engine Manufacturers:

– Airframer: AirbusAirbus

– Equipment manufacturers, SME’s, Universities and Research centres

Total budget: 91 M€ EC funding: 51 M€

Snecma

Rolls-Royce Plc

MTU

AVIO

Volvo Aero

Techspace Aero

Rolls-Royce Deutschland

ITP

SnecmaSnecma

RollsRolls--Royce PlcRoyce Plc

MTUMTU

AVIOAVIO

Volvo AeroVolvo Aero

TechspaceTechspace AeroAero

RollsRolls--Royce Royce DeutschlandDeutschland

ITPITP


4

ACARE 2020 OBJECTIVES(reference : 2000 aircraft)

• Perceived noise by half

• NOx by 80% and other emissions

• CO2 by 50%

Contribution to ACARE Objectives

ATM

Aircraft

Engine

• noise by 10 dB per operation

• NOx by 60 to 80%

• Specific fuel consumption by 20%

Contributions


5

Contribution to ACARE objectives*:

– 6dB noise reduction per aircraft operation

– 7% reduction in CO2 emission (fuel burn)

- fuel burn

VITAL delivers Low-Pressure technologies for:

- noise

- affordability

These objectives will be achieved through:� Increased BPR� Reduced fan tip speed� By selecting engine architecture breakthrough

(*) Engine In Service 2000

VITAL Objectives


6

Specification Scope

Direct Drive Turbo Fan

Contra-Rotating Turbo Fan

Geared Turbo Fan

3 Architecture configurations

DDTF, GTF and CRTF

2 aircrafts produced by AIRBUS-F

Long Range

Short Range

Finally

6 Engines specifications covering:

� BPR range 10 to 14

� Diam. range 74 to 123 inch


7

SP7

Engine

Install.

SP6

Turbine

SP5

Shaft

SP4

Struc-ture

SP3

Booster

SP1

Specif.&

Assess.

SP2

Fan

VITALSub-Project Breakdown Structure

Cycle effect +25% Weight

SP7

Engine

Install.

SP6

Turbine

SP4

Struc-ture

SP3

Booster

SP1

Specif.&

Assess.

SP2

Fan

WEIGHT - 7% - 1% - 4% Enabler - 6% - 5%

SP7

Engine

Install.

SP6

Turbine

SP1

Specif.&

Assess.

SP2

Fan

Cycle effect 9 to 12 EPNdB

NOISE 6EPNdB Enabler Enabler Enabler 2 EPNdB 1 EPNdB

Cycle effect +25% Weight

SP7

Engine

Install.

SP6

Turbine

SP5

Shaft

SP4

Struc-ture

SP3

Booster

SP1

Specif.&

Assess.

SP2

Fan

Cycle effect 9 to 12 EPNdB

WEIGHT - 7% - 1% - 4% Enabler - 6% - 5%

NOISE 6EPNdB Enabler Enabler Enabler 2 EPNdB 1 EPNdB


8

To provide requirements and objectives for technologies

To assess technologies on propulsion systems

To establish ability to meet ACARE goals

To provide the ability to quickly compare the impact of new technologies in a given engine concept. (TERA2020)

SP1 – Whole engine assessmentObjectives


9

7% improvement inPropulsion efficiency

7% improvement inPropulsion efficiency7% improvement inPropulsion efficiency

7% improvement inPropulsion efficiency

BPR increase at almostConstant PPS weight

BPR increase at almostConstant PPS weightBPR increase at almostConstant PPS weight

BPR increase at almostConstant PPS weight

15-18 EPNdB cumulativeNoise reduction




NoiseCumulativeMargin

EngineEfficiency

Power PlantSystem weight

VITALSubprojectsExploitableOutcomes

Whole engineSignificance

SP2

FANFAN

+ 6 EPNdB

+ 1 %

- 7%

+ 6 EPNdB

+ 1 %

- 7%

SP2

FANFAN

+ 6 EPNdB

+ 1 %

- 7%

+ 6 EPNdB

+ 1 %

- 7%

BoosterBooster

Enabler

+ 0 %

- 1%

Enabler

+ 0 %

- 1%

SP3

BoosterBooster

Enabler

+ 0 %

- 1%

Enabler

+ 0 %

- 1%

SP3

StructuresStructures

Enabler

+ 0 %

- 4%

Enabler

+ 0 %

- 4%

SP4

StructuresStructures

Enabler

+ 0 %

- 4%

Enabler

+ 0 %

- 4%

SP4

ShaftShaft

Enabler

Enabler

Enabler

Enabler

Enabler

Enabler

SP5

ShaftShaft

Enabler

Enabler

Enabler

Enabler

Enabler

Enabler

SP5

Low

PressureTurbine

Low

PressureTurbine

+ 2 EPNdB

+ 0 %

- 6%

+ 2 EPNdB

+ 0 %

- 6%

SP6

Low

PressureTurbine

Low

PressureTurbine

+ 2 EPNdB

+ 0 %

- 6%

+ 2 EPNdB

+ 0 %

- 6%

SP6

InstallationInstallation

+1 EPNdB

+ 0 %

- 5%

+1 EPNdB

+ 0 %

- 5%

SP7

InstallationInstallation

+1 EPNdB

+ 0 %

- 5%

+1 EPNdB

+ 0 %

- 5%

SP7

Architecture

(CycleEffect)

Architecture

(CycleEffect)

+ 9 to +12

EPNdB

+ 6 %

+ 25%

+ 9 to +12

EPNdB

+ 6 %

+ 25%

Architecture

(CycleEffect)

Architecture

(CycleEffect)

+ 9 to +12

EPNdB

+ 6 %

+ 25%

+ 9 to +12

EPNdB

+ 6 %

+ 25%

2. Intermediate Assessment- Aircraft / engine optimisation loop- Installation study and mission analysis- Impact on CO2 and noise versus reference

1. Initial Assessment- Installation study and mission analysis- Impact on CO2 and noise is being assessed versus the ACARE goals and monitored throughout VITAL

Specifications completed

- DDTF, GTF and CRTF engines.

- Short and Long range aircraft applications.

Assessment loops

3. Final assessment- Final benefits will be established following results from test campaigns

- Supported by trade studies

SP1 – Whole engine assessmentMain achievements


10

Technical and economic optimiser (TERA2020)– Software modules created within an optimiser shell

– Outputs of fuel burn, noise, emissions global warming and costs

– Allows a quick assessment of the impact of new technologies

TERA2020 has modelled– Year 2000 reference engine

– Concept VITAL engines

TERA2020 results comprise– Parametric studies

– Sensitivity analysis

OEM’s and Airframer providing information– Accept TERA2020 for use in VITAL

– Are integrating TERA2020 into NEWAC and DREAM

Performance Results

-10.00

-8.00

-6.00

-4.00

-2.00

0.00

2.00

4.00

6.00

8.00

10.00

BPR

OPR

SFC

FN

E23

Prlpc

W2

T24

P24

E25

Pripc

W24

T46

P46

W46

Prlpt

E5

T18

T8

P18

P8

W18

W8

WF

Take-off

Top of Climb

Mid cruise

Sideline

Cutback

Approach

Example of performance results

(agreed spider chart format)

SP1 – Whole engine assessmentMain achievements


11

AerodynamicsSP2 address Noise of Very High Bypass Ratio (VHBR) Fans

Weight

Targeting (ref: 2000 engines in service)– 6 EPNdB Noise reduction

– 2% Fan System efficiency

– 30% Weight reduction

Fan is critical to achievement of whole engine targets

SP2 – Fan ModuleObjectives


12

– 6 EPNdB Noise reduction

– 2% Fan System efficiency

This document and the information contained are Rolls-Royce plc property and shall not becopied or disclosed to any third party without Rolls-Royce plc prior written authorization.

Objectives

DDTF fan design DDTF fan test

SP2 – Fan ModuleAero acoustic DDTF rig


13

Test expected summer 2009Completed hardware


SP2 – Fan ModuleAero acoustic DDTF rig


14

Light Weight Fan design

- Full scale

- 30% weight reduction

manufacture


Objectives

SP2 – Fan ModuleLight Weight Fan Module


15

Completed tests

- Bird strike

- Fan blade-off

- Fatigue


TRL=5 for 30% weight reduction demonstrated

SP2 – Fan ModuleLight Weight Fan Module


16

Test campaign programme aims to evaluate 4 test configurations

SRF REFERENCE fan for aero-acoustic calibration

CRTF1 First configuration for aero & acoustic evaluation

CRTF2a/2b Optimised configurations for aero & acoustic evaluation

SP2 – Contra Rotative TurboFanTest campaigns


17

CRTF1 AERODYNAMICTEST RESULTS

Aerodynamic Results– Efficiency vs. Specific Flow Evolution

CRTF1 TESTS @ engine scale

EIS 2000 engine REF

on SLS Operating Line on CRUISE operating line

�� Increased efficiency on both operating lines: 2pt at Cruise conditions

Approach Cut-back Sideline

1 pt efficiency1 pt efficiency

Cruise Top of Climb

1 pt efficiency1 pt efficiency


18

Flight prediction vs VITAL engine aircraft platform SR trajectory & cycle definitions

- Static to flight conversion- Jet, compressor, turbine noise from 2000 state of the art database

Comparison with conventional engine

- SoA 2000 fan scaled up to VITAL fan diameter & thrust

- Same method for flight prediction

� 4 EPNdB increased engine margin vs. 2000 reference engine at same diameter

CRTF1 ACOUSTIC TEST RESULTS Baseline Concept Evaluation

Narrow band treated model data scaled up to VITAL engine aircraft platform definition

Delta Aircraft EPNL vs. 2000 reference fan

-4.5

-4.0

-3.5

-3.0

-2.5

-2.0

-1.5

-1.0

-0.5

0.0

Approche Flyover Sideline Cumulated


19

• End of CRTF1 test Feb 2009

• Initial test matrix completed

• Aero calibration of operating lines for acoustic tests done

CIAM test bench

CRTF1 Fan Tests C3-A Installation


20This document and the information contained are Techspace Aero property and shall not becopied or disclosed to any third party without Techspace Aero prior written authorization.

SP3 – BoosterObjectives for full duration

SP3 investigates and tests highly loaded Booster technology adapted for the 3 different VITAL engine configurations

– The Direct Drive TurboFan � DDTF

– The Contra Rotative TurboFan � CRTF

– The Geared TurboFan � GTF

The booster is an Enabler � no contribution to the noise reduction


21

SP3 – BoosterMain achievements

Advanced Aerodynamic Technologies are evaluated on a scaled down highly loaded booster mock up specified by Techspace Aero, tested at VKI and modelled by Cenaero

– Highly loaded CRTF booster stage validated

Volvo Aero Corporation has tested a scaled down highly loaded high-speed booster for aero evaluation of DDTF 3-shaft engines at STARCS

– Reduction from 8 to 5 stage validated

Techspace Aero has tested a full-scaled highly loaded low speed booster at CIAM, Russia

– Reduction from 4 to 3 stage validatedTechspace Aero booster module at CIAM

MTU evaluated different light weight concepts for Booster, including Ti Nano, a new material for booster rotor, and a hybrid casing will be tested in DLR

– Erosion modelling was validated with DLR

This document and the information contained are Techspace Aero property and shall not becopied or disclosed to any third party without Techspace Aero prior written authorization.


22

Status

Hot and cold Structures

Current weight reduction status vs SoA– Composite 25%– Titanium fabrication 15% – Hot structures 18%

This document and the information contained are Volvo Aero Corporation property and shall not becopied or disclosed to any third party without Volvo Aero Corporation prior written authorization.

Composite full scale fan frame demonstrator

Titanium fabrication core engine structure demonstrator Turbine structure: sub scale super alloy demonstrators

SP4 - Jet Engine StructuresMain Achievements


23

Find a breakthrough shaft technology able to transmit a higher torque

Improve torque density by 50%

x πO.D

Torque3

Two technologies identified

TiMMC Shaft

Multi Metallic Shaft

SP5 – LP ShaftObjectives


24

Mechanical propertiesTiMMC shown an important increase of the ultimate shear compared to Ti6-4:

• 64% at room temperature

• 107% at 350°C

High mechanical properties & low density allow a weight saving:• 25% for the SR range inner shaft in CRTF

Three major milestones for future• Show the industrial feasibility (in progress on a shaft scale 1)• Setup a Ti junction at the rear of the shaft (the preliminary results on titanium/steel joint lead to a strength equal to half high steel strength used in aircraft engine)

• Setup the compressor spline design

SP5 – LP ShaftMMC Shaft - Major achievement


25

TiMMC Shaft

90 % of the TiMMC Propertiesidentified (fatigue, rupture,…)

Titanium – Steel JoinTested on sub scale samples

Preliminary designTest bench or

full scale testing designed

SP5 – LP ShaftMMC Shaft - Major achievement


26

SP5 – LP ShaftMetallic Shaft - Major achievement

Welding of 2 very different Materials developed and weld strengthproven

Weld simulation is supporting weld development

Manufacturing developed for high strength shaft materials

Fail Safe methods for shafts developed

Corrosion protection for high strength steel tested

Shaft design is showing significant increase in Torque density or equivalent weight saving

This document and the information contained are MTU property and shall not becopied or disclosed to any third party without MTU prior written authorization.


27This document and the information contained are MTU property and shall not becopied or disclosed to any third party without MTU prior written authorization.

3D Crack propagation analysis

In shaft features

Welding model

identification

On going

Manufactured & welded Specimen

AerMet100

Inconel718

Good behavior of

Udimet – Aermet Join identified

SP5 – LP ShaftMetallic Shaft - Major achievement


28

Acquisition of critical technologies on

Ultra High Lift airfoil design reduced blade count

Ultra High Stage Loading reduced number of stages

Lightweight materials ceramic NGV

Ultra Low Noise design measures

SP6 is assessing technologies enabling noise & weight reductionsfor application on the three VITAL engine concepts

SP6 – Low Pressure TurbineObjectives


29This document and the information contained are Avio property and shall not becopied or disclosed to any third party without Avio prior written authorization.

AIRFOIL DESIGN: BOUNDARY LAYER STABILITY WITH LOW AND HIGH LIFT

UHL cascade test at Avio

UHL cold flow stage for validation at CIAM

Ultra High Lift aero-design concept

- Low and high solidity Cascade tests achieved

- Cold flow (tests run in Feb 09 at CIAM MOSCOWSITE reproducing major cycle points…cruise, take off)

UHL stage: stator and rotor assembly.

CSIR TESTS ONGOING secondary flows control

CSIR rotor 1 contoured endwall

TURBINE WITH 20% LOWER BLADE COUNT WRT

REFERENCE ENGINES

SP6-2 – Low Pressure TurbineMain achievements


30This document and the information contained are Avio property and shall not becopied or disclosed to any third party without Avio prior written authorization.

Low Noise turbine concept

Annular multistage acoustic cold flow

Multistage rig(Avio Exp facility)

Kulite rake for noise

(Florence University)

- Completion of 1st test campaign

- validation of advanced acoustic tools

- Airfoils count optimised for noise cut-off

- Step beyond: Low noise airfoils design & tests (2nd campaign)

SP6-2 – Low Pressure TurbineMain achievements

BPF1

BPF2

BPF1+BPF22BP

F1

2BPF2

m

nTurbine Acoustic Modes

RIG TEST

Ceramic VANE for low weight- CMC material selected- Thermal fatigue hot cascade test achieved

Thermal test at Avio

Contribution to turbine weight reduction 3-4%


31

UHAR/ULN Low Pressure Turbine (ITP)Low Noise, Low Weight & Same Efficiency

• Efficiency penalty be recovered - Several cascades have been developed- Single row testing has validated cascades results.

Noise reduction- by Wake models- Number Off Selection - Gap Selection Criteria, - Analysis on 3D Swirling flows- Non-axisymmetric simulations

Potential benefit is 3 dB

Ultra High Aspect RatioChallenge to be addressed

• flutter phenomena- Improvement in flutter methodology - Improvement in design criteria - Friction modeling damping

weight ~ 10% benefit

This document and the information contained are ITP property and shall not becopied or disclosed to any third party without ITP prior written authorization.


32

UHAR/ULN Low Pressure Turbine (ITP)Low Noise, Low Weight & Same Efficiency


Terminal speed reduction

• Speed can be reduced by friction and damping (tangling turbines).

weight ~ 10%

Ultra High Aspect Ratio

• Multi-stage rig (ongoing) to confirm that Efficiency penalty can be recovered

• To increase TRL up to 5-6

This document and the information contained are ITP property and shall not becopied or disclosed to any third party without ITP prior written authorization.



Aero-design development and validation

– Cascade & rig tests � Completed

– 10 to 15% weight reduction reached

Ultra High Stage Loading

For weight reduction

Turbine Rig

1½ stage rig test at TUG:

– All measurt campaigns completed

– 2 to 3dB noise reduction expected

For low noise

Uni. of the Federal Armed Forces

property

Cascade

University of Graz (TUG) property

ULN Rig 3D TEC

WP6.4 – UHAR/ULN LP Turbine Main Achievements



UHSL Rig Test & final Assessment

• High Altitude Test Facility: Rig test completed

• UHSL tests lead to a significant efficiency reduction in the

order of 1%

Stuttgart University

Conclusion : -10 to -15% weight -1% efficiency


Stuttgart University


35

γγγγ-TiAl

– Conventional machining evaluated

– Demonstrator parts Manufactured

Light weight design/manufacturing

Spin tests with specimen disks

– Thickness of disk and rotor weight reduced by verification of analytical predictions of turbine rotor disk life.

~10% of weight to be confirmed

First prototype disk

160.000 rpm achieved

Airfoil: ECM, polishing,

glass beads

Dovetail: profile

grindingShank:

grinding, glass

beads

Tip: grinding,

glass beds


glass beads

Dovetail: profile

grindingShank:

grinding, glass

beads

Tip: grinding,

glass beds


glass beads

Dovetail: profile

grindingShank:

grinding, glass

beads

Tip: grinding,

glass beds




36

Improve Nacelle Weight

Optimise Engines installation

Make feasible, the re-use of Low Noise Nozzle concepts from SILENCER

For Very High Bypass Ratio (VHBR)

SP7-InstallationObjectives


37

Airbus simulation

• Aircraft integration studies by use of advanced numerical simulations to address challenges such as re-ingestion

Simplified 2 doors

Aircelle

Cascadeless T/R

Shorts

• Detailed study of 2 advanced thrust reverser concepts

• Nacelle design for the 6 VITAL engines, including equipment integrations

From 2% to 4% PPS weight savings demonstrated, depending on VITAL engine application

SP7-Installation Main achievements


38

Low noise nozzleNacelle in a close

coupling installation PIV system

ONERA Cepra19 Wind tunnel test campaign

• Re-use of SILENCER primary & secondary low noise nozzle devices for installation studies

• Design & manufacture of pylons for underwing close coupling installation

SP7-Installation Main achievements


39

Mean velocity (m/s)

Turbulence (m²/s²)

Normal plane

Parallel plane

Aerodynamic (PIV) measurements

Isolated

Hz

dB

Baseline nozzle

Low noise nozzle

Installed #1

Installation #2

Far field noise measurements

10 dB

2 extensive wind tunnel test campaigns conducted

Acoustics: no additional penalty of chevron installed under-wing

Aerodynamics: development of an advanced technique PIV(Particle Image Velocimetry)

SP7-InstallationMain achievements


40

CONCLUSIONS

• A large parts of the tasks are completed

• The remaining tests are going to be completed by the end of 2009

• The final assessment will be performed after gathering all the results at the end of VITAL

• All the results already available let us confident that the VITAL objectives are reachable


Thank You

for your attention!

http://www.project-vital.org

[email protected]

vital project overview & main achievements jj.korsia … · -installation study and mission...

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