Advanced Core Engine Technology

Dr. James D. Heidmann

Chief, Turbomachinery & Heat Transfer Branch

NASA Glenn Research Center

Green Aviation Summit

September 9, 2010

NASA’s Subsonic Transport System Level Metrics…. technology for dramatically improving noise, emissions, & performance

2

CORNERS OF

THE

TRADE SPACE

N+1 = 2015

Technology Benefits Relative

To a Single Aisle Reference

Configuration

N+2 = 2020

Technology Benefits Relative

To a Large Twin Aisle

Reference Configuration

N+3 = 2025

Technology Benefits

Noise

(cum below Stage -32 dB -42 dB -71 dB

4)LTO NO Emissionsx

(below CAEP 6)-60% -75% better than -75%

Performance:

Aircraft Fuel Burn-33% -50%** better than -70%

Performance:

Field Length-33% -50% exploit metro-plex* concepts

Goals are relative to reaching TRL 6 by the timeframe indicated

Better chance to reach all goals simultaneously for N+2 and N+3

2

POTENTIAL REDUCTION IN FUEL CONSUMPTIONAdvanced N+2 Configurations

Advanced Configuration #1N+2 “tube-and-wing“

2025 EIS (TRL=6 in 2020)

Advanced EnginesΔ Fuel Burn = -15.3%

-120,300 lbs

(-43.0%)

Fuel Burn = 159,500 lbs

-43.0%

Advanced Configuration #2AN+2 HWB300

2025 EIS (TRL=6 in 2020)

Advanced EnginesΔ Fuel Burn = -18.5%

-139,400 lbs(-49.8%)

Fuel Burn = 140,400 lbs

-49.8%

Advanced Configuration #2BN+2 HWB300

2025 EIS (TRL=6 in 2020 assumingaccelerated technology development)

Advanced EnginesΔ Fuel Burn = -16.0%

-151,300 lbs(-54.1%)

Embedded Engines withBLI Inlets ∆ Fuel Burn = -3.2%

Fuel Burn = 128,500 lbs

-54.1%

3

Propulsion Technology Enablers

Fuel Burn

• reduced SFC (increased BPR, OPR & turbine inlet

temperature, potential embedding benefit)

Velocity

TSFC

Lift

Dragln

Wfuel

WPL + WO=

•Aerodynamics • Empty Weight •Engine Fuel

Consumption

Aircraft

Range1 +

Velocity

TSFC

Lift

Dragln

Wfuel

WPL + WO=

•Aerodynamics • Empty Weight •Engine Fuel

Consumption

Aircraft

Range1 +

TSFC = Velocity / (ηoverall)(fuel energy per unit mass)

ηoverall = (ηthermal)(ηpropulsive)(ηtransmission)(ηcombustion)

4

FY10 SIX MONTH REVIEW – INTEGRATED SYSTEM RESEAERCH

Click to edit Master title style

• Click to edit Master text styles

– Second level

• Third level

– Fourth level

» Fifth level

Propulsion system improvements require advances in propulsor

and core/combustor technologies

Propulsion Technology Opportunity

Core

Improvements

(direct impact on LTO NOx)

Propulsor

improvements

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Cycle Performance Improves with Temperature

6

Engine Thermal Trends

500

600

700

800

900

1000

1100

1200

1300

1400

1500

1600

1700

1800

1930 1940 1950 1960 1970 1980 1990 2000

AERO-ENGINE

INDUSTRIAL GT

Temp. at Rotor Inlet

CFM56

E3

701F

TRENT

CF6-80

F100

F101

XF3-20 F3-30

F110

MF111

F404

PW2037

H-25 7001F

9001F TEPCO

V2500

AGTJ100BCFM56-5

501F

9001G,H

7001G,H

F100-PW-299

XG40

M-88HYPRA

HYPRB

PW4000GE90 701G

501G

CGTAGTJ100A

JR220

TF39

BBC4000kW1GO

BBC900kWKO-7

HeS3B NE-20

BMW003

W2/700

J69

J73

Dart10

Conway

T56-14

AvonJT3D

CT610 J3-7

T64

J79-17

JT8D

JR100

501AA

7001B

JT15D

TFE731

9001B

TF40

TF30

CF6-6CF6-50

RB199

FJR710/600

FJR710/20

FJR710-10

JT9D-3

RB211-22

7001E 9001E

701D

JT9D-7R4

501D

501B

W1

JUMO004-1J3

YEAR

TU

RB

INE

IN

LE

T

TE

MP

ER

AT

UR

E [℃

]

F.WhittlePAT

From Dr. Toyoaki Yoshida, National Aerospace Laboratory, Japan

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Materials and Cooling Improvements

Increase in operational temperature of

turbine components. After Schulz et al,

Aero. Sci. Techn.7:2003, p73-80.

approximately two-thirds of turbine temperature increase

has historically been enabled by cooling improvements

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Turbomachinery Aero Design-Based Tech Enablers

Highly-Loaded,

Multistage

Compressor

(higher efficiency

and operability)

Low-Shock

Design, High

Efficiency,

High Pressure

Turbine

Aspiration Flow

Controlled,

Highly-Loaded,

Low Pressure

Turbine

Low Pressure

Turbine

Plasma Flow

Control

FLOW

z

FLOW

z

UW

FLOW

UW

FLOW

Novel Turbine Cooling

Concepts

Compressor

Synthetic

Jet Flow

Control

(reduced

flow losses)

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Multi-Stage Axial Compressor (W7)Objective: To produce benchmark

quality validation test data on a state-of-

the-art multi-stage axial compressor

featuring swept axial rotors and stators.

The test will provide improved

understanding of issues relative to optimal

matching of highly loaded compressor

blade rows to achieve high efficiency and

surge margin.

ERB Test Cell W7

76B 3-Stage Axial Compressor

PR=4.7,TR=1.63, ha=88.5, Utip =1400 ft/s

Approach: Acquire and test a modern

axial compressor representative of the

first three stages of a commercial

engine high pressure compressor with

an engine company.

10

UTRC NRA – High Efficiency Centrifugal Compressor (HECC)

m = 10.1 lbm/s

Opportunity for

improved rotary wing

vehicle engine

performance as well

as rear stages for

high OPR fixed wing

application

CFD prediction apply delta, CFD

to data

increase inlet

radius ratio

scale from rig to

engine

TT

po

lytr

op

ic e

ffic

ien

cy

Opportunity for

improved rotary wing

vehicle engine

performance as well

as rear stages for

high OPR fixed wing

application

86.0%

86.5%

87.0%

87.5%

88.0%

88.5%

89.0%

89.5%

90.0%

CFD prediction apply delta, CFD

to data

increase inlet

radius ratio

scale from rig to

engine

TT

po

lytr

op

ic e

ffic

ien

cy Engine

scale

polytropic

efficiency

is

estimated

as 87.9 -

88.9%

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Turbine Film Cooling Experiments

Objective: Fundamental study of heat transfer and

flow field of film cooled turbine components

Rationale: Investigate surface and flow interactions

between film cooling and core flow for various large

scale turbine vane models

Approach: Obtain detailed flow field and heat

transfer data and compare with CFD simulations

Trailing

Edge Film

Ejection:

IR images

Vane Heat Transfer:

Good agreement between

GlennHT and experiment

Large Scale Film Hole:

Film cooling jet

downstream of hole

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NASA/General Electric Highly-Loaded Turbine Tests

Conventional HPT Reduced Shock Design

Pressure Ratio (PTR/PS) = 3.25

Stage Pressure Ratio = 5.5

FLOW

FLO

W

COFFING

4 TON

HOIST

HPT: Reduced Shock Design

LPT: Flow-Controlled Stator

& Contoured Endwall

High and Low Pressure Turbine Testing in NASA

Glenn Single Spool Turbine Facility (W6)

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Anti-Vortex Film Cooling Concept

Top View

Flow Direction

Front View

Side View

Auxiliary holes (yellow) produce counter-vorticity to promote jet attachment

Advantages: Inexpensive due to use of only round holes, hole inlet area unchanged

14

CMC Turbine Vanes

Objective: Reduce emissions in high bypass ratio turbine engines by utilizing

high temperature Ceramic Matrix Composites (CMCs) for high pressure

turbine vanes applications

Approach: Demonstrate fabricability of CMCs in vane shape using two or

more processing methods and evaluate current state of the art materials in

a relevant environment

Proposed Vane Shape

for Evaluations

SiC/SiC – Hi-Nic type S fibers

15

Variable-Speed Power Turbine for Large Civil Tilt-Rotor

NASA FAP/SRW Large Civil Tilt-Rotor

Notional Vehicle

Need for variable-speed power-turbine with

range of operation 54% < NPT < 100%

Research addresses key technical challenges:

High efficiency at high stage work factor

Wide (50⁰) incidence range requirementLow Reynolds number operation

Large Civil Tilt-Rotor

TOGW 108k lbf

Payload 90 PAX

Engines 4 x 7500 SHP

Range > 1,000 nm

Cruise speed > 300 kn

Cruise altitude 28 – 30 kft

–

–

•

•

•

Goal – to enhance airport throughput

capacity by utilizing VTOL capable

rotary wing vehicles.

Principal challenge for LCTR –

required variability in main-rotor

speed:

650 ft/s at take-off

350 ft/s at Mn 0.5 cruise

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.

Core Engine Research Summary

Turbomachinery research directly impacts fuel burn reduction goals of NASA

Aeronautics projects

Compressor research focused on increasing overall pressure ratio while

maintaining or improving aerodynamic efficiency

Centrifugal compressor research can meet multiple project architecture needs

Turbine research focused on increased loading, reduced cooling flows, and

improved aerodynamic efficiency

Fundamental testing of turbine cooling flows to improve effectiveness

Low pressure turbine flow control and rotating testing

Computational fluid dynamic development and assessment across all

components, including advanced turbulence models such as LES and DNS

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