2018/4/27 国上活大坐 Overview of Lectures 国上清大学 0.Overview 14/15 Performance(a,b) 16.Aircraft certification 2.Overall configuration 17.Aviation economics weight estimation 18.System integration and eight estimation configuration management Aircraft Design Fuselage design 19.Multidisciplinary design 6/7/8 Aerodynamic design(a,b,c) ootimization (飞行器设计) .hat and ing 20.Military aircraft design-overview 21.Environmental issues 10.Landing gear and Aircraft systems 22.Desian skills 11.Power plant Wenbin Song 12.Stability and control School of Aeronautics and Astronautics 13.Loads,materials and structures oorornenin ong Outline 国上活大峰 Propulsion System Speed Limits 园上活道大整 ·Types of propulsion INCREASING SFC Principles of air breathing engines (TYPICAL APPLICATIONS Engine characteristics Engine parameters >ROCKET Engine efficiency 等SCRAMJET 。 Engine performance ·Engine installation >RA 。Inlet and nozzle ·Fuel System AFTERIURNING LOW-BYPASS-RATIO TURBOFAN MDO design of engine systems DRY LOW-BYPASS-RATIO TURROEAYO work efficiently up to 乞HIGH-BYPASS-RATIO TURBOFAS Mach 16 Msch=0.7 FISTON-FROP 1 DSG MACH NUMBE载 Basic Principles of Powerplants 国上清大学 Basic Principles of Powerplants thrust ideal propulsion efficiency 园上海发大坐 The thrust generated by an engine is the rate of change of Ignoring the fuel rate mg and assume full expansion momentum imposed upon propelling medium P=Po,the thrust can be simplified as T=( T-阳-&r--o) Thrust power-the rate of useful work done where m is mass of propelling medium andis velocity of g=7严%=-6% propelling medium Power expended-time derivative of work For air breathing engines For rocket engines T=m(y-%)+mey+(P-p%)4 m T=Vjat m is mass flow rate of air, A近---因 m is rate of fuel usage, is the rate of burning of propellan V and vo are jet velocity and aireraft speed, The propulsion efficiency V is jet velocity speed 2 static pressure A is the exhaust area e-AE,/。+1 1
2018/4/27 1 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Wenbin Song School of Aeronautics and Astronautics Shanghai Jiao Tong University swb@sjtu.edu.cn Aircraft Design （飞行器设计） © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Overview of Lectures 0. Overview 1. Introduction 2. Overall configuration 3. Preliminary weight estimation 4. Refined weight estimation 5. Fuselage design 6/7/8 Aerodynamic design(a, b, c) 9. Thrust/Weight ratio and wing loading 10.Landing gear and Aircraft systems 11.Power plant 12.Stability and control 13.Loads, materials and structures 14/15 Performance(a, b) 16.Aircraft certification 17.Aviation economics 18.System integration and configuration management 19.Multidisciplinary design optimization 20.Military aircraft design – overview 21.Environmental issues 22.Design skills 2 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Outline • Types of propulsion • Principles of air breathing engines • Engine characteristics – Engine parameters – Engine efficiency • Engine performance • Engine installation • Inlet and Nozzle • Fuel System • MDO design of engine systems 3 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Propulsion System Speed Limits 500-1000km/hr is the transport aircraft 500-1000km/hr is the speed range for most Low BPR turbofan can Mach 1.6 work efficiently up to High speed propeller Mach =0.7 design can work up to 4 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Basic Principles of Powerplants – thrust 5 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Basic Principles of Powerplants – ideal propulsion efficiency • T ma mV mVj V 0 Pt TV 0 mV j V 0 V 0 2 0 2 2 0 2 2 1 2 1 2 1 E mVj mV mVj V 1 2 0 E V V P j t PE 6
2018/4/27 Basic Principles of Powerplants- Thrust/Efficiency -Aircraft examples ideal propulsion efficiency 图上活大学 国上清大学 Propulsion efficiency discussions T=m=dr=-6) 2 ne=A正/，+1 开1D 0 123 V,should be greater than Vo 0 pro 02 123456 00 06 Vi/Vo 19a AIRSPEED m.ph. ong Basic Principles of Powerplants intake pressure recovery 圈上活大坐 Basic Principles of Power plants- exhaust and nozzle 园上活道大整 For aircraft at higher speed,it is necessary to reduce the flow velocity of the air entering the engine to below sonic speed From the thrust equation Velocity reduction by nacelle is accompanied by an increase in T=m(Vi-Vo)+mgV;+(pi-Po)A pressure,therefore an extra drag is produced Intake efficien ressu it seems pressure difference is beneficial in the contribution to thrust ahead of the engine Pressure distortion at the fan face affects the stabillity of the The design of exhaust/nozzle should be such as to engine achieve full expansion,i.e.p=po In this case,the V;contributes to more thrust. Flight conditions Takeoff conditions Variable nozzle should be used to provide optimum Cimb performance for different speed Side slip oernan Wenn ng Development of aircraft propulsion 圆上洋道大坐 Turbojet Thrust Contributions- Supersonic Flight 园上海发大坐 Most fighters Asystem of shocks Inlet duct Core engine Norzie 网 et thrust ☒ 3 + MA-60 LR0-FROP TCA North American Aviation A-5 Most Modern Jet airerafts Reduce to Subsonic High turbine blad C above the expansion creates a positive force 世xhgu时 h double-decker bus haneint on it-Chaimano erslty-Dr.W(enbin Song 2
2018/4/27 2 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Basic Principles of Powerplants – ideal propulsion efficiency • Propulsion efficiency discussions 1 2 0 E V V P j t PE 2 0 2 2 0 2 2 1 2 1 2 1 E mVj mV mVj V T ma mV mVj V 0 7 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Thrust/Efficiency - Aircraft examples Rolls-Royce, 1992 COMAC, 2016 歼10 MA700 8 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Basic Principles of Powerplants – intake pressure recovery • For aircraft at higher speed, it is necessary to reduce the flow velocity of the air entering the engine to below sonic speed • Velocity reduction by nacelle is accompanied by an increase in pressure, therefore an extra drag is produced • Intake efficiency is measured by total pressure recovery factor, defined as the ratio of total pressure at fan face and free stream ahead of the engine • Pressure distortion at the fan face affects the stability of the engine Source: https://www.tu-braunschweig.de/ism/forschung/agflzg/projekte/einlauf Flight conditions Takeoff conditions Climb Side slip 9 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Basic Principles of Power plants – exhaust and nozzle 10 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Development of aircraft propulsion MA-60 Most fighters Most Modern Jet aircrafts Early aircraft Light aircraft Agriculture aircraft High pressure turbine blades operate at temperatures roughly 300C above the melting point of the metal from which they are constructed… additionally each blade experiences a centrifugal load equivalent to having a double-decker bus hanging on it – Chairman of Rolls-Royce 11 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Turbojet Thrust Contributions – Supersonic Flight North American Aviation A-5 A system of shocks Inlet duct Core engine Nozzle Reduce to subsonic speed Subsonic expansion creates a positive force Core engine produce high temperature exhaust Engine exhaust expansion Contribution to the net thrust 12
2018/4/27 High Bypass Turbofan Engine 园上声克大学 Basic Principles of Powerplants Noise 国上清大学 Typical 1960s Design Typical 1990s Design Compressor Turbine Combustion 15- Turbine Fan Combustion Major Engine Parameters 国上活大坐 Engine Characteristics for Aircraft Designers 园上活道大整 ·For engine designers For Aircraft Designers Bypass Ratio (BPR)-mass flow ratio of the bypassed air to the air -Maximum engine thrust available in the various segments of the flight going through the core engine TOC,top of dimb thrust requirements Engine SFC toFR225 -Engine mass -Engine gecmetry generation engines -Overall Pressure Ratio(OPR),ratio of the stagnation pressure before Low maintenance cost and after the compressor stage Low weight ,0PR-3.14:1 High reliability r eficlency but with more weight -High fuel efficiency Low wetted area for podded engine These three parameters define the engine cycle orandenn ong Factors Affecting Engine Fuel Efficiency 图上洋大峰 Thermal Efficiency of Gas Generator 圆上洋文大华 Overall engine efficiency can be broken down into three Thermal efficiency can be expressed as components -The power producing component(gas generator)- thermal efficiency th ai-月 The transmission system (turbine,compressor,fan,etc.) transmission efficiency nt where noverall pressure ratio of the engine thermodynamic cycle,nfunction of the gas constant y -The propulsion jet system-propulsion efficiency 7p the fuel efficiency,but it The overall engine efficiency is calculated from the following ing te chniques equation no=h×:×p erslty-Dr.V(enbin Song 3
2018/4/27 3 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics High Bypass Turbofan Engine 13 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Basic Principles of Powerplants – Noise 14 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Major Engine Parameters • For engine designers – Bypass Ratio (BPR) – mass flow ratio of the bypassed air to the air going through the core engine • Eurojet EJ200, BPR=0.4:1 • RR Trent 1000, BRP=10:1 • Openrotor, BPR>25 – Turbine Entry Temperature (TET) – (1000~1500℃), depending on the material and cooling technology, could reach 1700℃ for next generation engines – Overall Pressure Ratio (OPR), ratio of the stagnation pressure before and after the compressor stage • WWII, Junkers Jumo 004, OPR=3.14:1 • RR Trent XWB, OPR=52:1 • The higher OPR, the higher efficiency but with more weight • These three parameters define the engine cycle 15 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Engine Characteristics for Aircraft Designers • For Aircraft Designers – Maximum engine thrust available in the various segments of the flight • TOC, top of climb thrust requirements – Engine SFC – Engine mass – Engine geometry • For engine designers, a good engine should have – Low initial price – Low maintenance cost – Low weight – High reliability – High fuel efficiency – Low wetted area for podded engine 16 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Factors Affecting Engine Fuel Efficiency • Overall engine efficiency can be broken down into three components – The power producing component (gas generator) - thermal efficiency 𝜂௧ – The transmission system (turbine, compressor, fan, etc.) – transmission efficiency 𝜂௧ – The propulsion jet system – propulsion efficiency 𝜂 • The overall engine efficiency is calculated from the following equation 𝜂 = 𝜂௧ × 𝜂௧ × 𝜂 17 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Thermal Efficiency of Gas Generator • Thermal efficiency can be expressed as 𝜂௧ = 1 − 1 𝑟 • where r=overall pressure ratio of the engine thermodynamic cycle, n=function of the gas constant γ • The higher the pressure ratio, the higher the fuel efficiency, but it is limited by turbine cooling techniques 18
2018/4/27 Transmission Efficiency 国上唐美大坐 Propulsion Efficiency 国上清大学 Transmission efficiency can be defined as Propulsion efficiency can be determined from r=1+ Ip=T BP 1+4 +2% where Vo is the aircraft speed,T is the engine thrust,and m is the engine mass flow ‘8 h nand T/m is referred to the engine specific thrust are determined by the material and manufacturing technologies 8ge-weno网 oorn enin Song Historical Trend of Engine Fuel 圈上清大坐 Historical Trend of Engine Noise Efficiency 园上活道大整 Noise Certification Downward Trend 601 Earty Comtal tubopet Chapter 4 Rule Effective 2006 写97 8智m15 ICAO Rule Chapter】 In the 1o vears from 2006.it is expected that an new engine would achieve n-t lege ecific fuel consumption,30%less length,and 30%less weight compared with an existing engine Some (not very)recent developments 圆上活天道大学 园上海发大坐 >Increased BPR-RR,CFM LEAP-X Geared Turbo Fan-P&W1000G >CR-Propfan/Open Rotor- ENGINE PERFORMANCE PARAMETERS erslty-Dr.V(enbin Song 4
2018/4/27 4 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Transmission Efficiency • Transmission efficiency can be defined as 𝜂் = 1 + BPR 1 + BPR η𝜇௧ • where BPR is bypass ratio; 𝜂 and 𝜇௧ are the fan efficiency and turbine efficiency, respectively. • Fan and turbine efficiencies are determined by the material and manufacturing technologies 19 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Propulsion Efficiency • Propulsion efficiency can be determined from 𝜂 = 2𝑉 𝑇𝑚 + 2𝑉 • where 𝑉 is the aircraft speed, 𝑇 is the engine thrust, and 𝑚 is the engine mass flow • 𝑇/𝑚 is referred to the engine specific thrust 20 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Historical Trend of Engine Fuel Efficiency In the 10 years from 2006, it is expected that an new engine would achieve 25% less specific fuel consumption, 30% less length, and 30% less weight compared with an existing engine 21 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Historical Trend of Engine Noise Ref: noise 538 22 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Some (not very) recent developments Increased BPR – RR, CFM LEAP-X Geared Turbo Fan – P&W1000G CR-Propfan/Open Rotor - 23 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics ENGINE PERFORMANCE PARAMETERS 24
2018/4/27 Engine Performance Parameters 图上活大学 Comparative Bypass Turbofan Data 国上清大学 50 63 13 Engine types 9 ·Thrust Fan diameter (m 114 Fuel consumption,SFC Flight speed(Mach number) 。Flight altitude .Engine operating conditions 以 Empirical equations,curves,data set oorornenin ong Turbofan Engine Thrust 国上活大坐 Turbofan Engine SFC Data 园上活道大整 ·BPR=8.0 ·BPR=8.0 8n3 Maximum climb thrust 一0.95 一05 065 045 Takeoff thrust 025 Maximum cruise thrust Descent thrust 02 02 102 8oame2-二Wenbin Sang Engine Price 国上洋大坐 园上海发大坐 2 ENGINE INSTALLATION 4 6 0 1 16 sty -Dr.Wenbin Song 5
2018/4/27 5 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Engine Performance Parameters • Thrust • Fuel consumption, SFC • Flight speed (Mach number) • Flight altitude • Engine operating conditions Engine types Empirical equations, curves, data set 25 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Comparative Bypass Turbofan Data 26 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Turbofan Engine Thrust • BPR=8.0 Takeoff thrust Maximum climb thrust Maximum cruise thrust Descent thrust 27 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Turbofan Engine SFC Data • BPR=8.0 28 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Engine Price 29 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics ENGINE INSTALLATION 30
2018/4/27 Engine Installation 圈上清文大学 Engine Installations 国上清大学 ·Thrust Corrections Structural considerations ·Nacelle Geometry ·Aerodynamic effects oand ong Engine Installation-Thrust Installed Engine Thrust Corrections Correction Considerations 圈上活大坐 园上活道大整 Thrust used in performance calculations,"installed net propulsion Inlet pressure recovery force"is the uninstalled thrust corrected for installation effects, minus the drag contribution ranges from Bleed correction factor PRISSURE RECOMERY percentage thrust loss =Cweed bleed massflow engine massflow ·onN Hot-day operation,thrust can be reduced by about 0.75%per K. o ·ACTION ·ow 年N0 ZILE DRAG ·we2 oernan Wen ong Engine Installation-Pod Geometry 国上清大学 Under-wing Engine Installation 国上洋大学 TabeTypaof wing chond Syrabol ure Mu =L210, a Ma解n DFO DF0=m0e36￥代+54 e DMG-045 B时=-琴xk*he k--(票 LAB-(DMG-DIM23 D 6
2018/4/27 6 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Engine Installation • Thrust Corrections • Structural considerations • Nacelle Geometry • Aerodynamic effects 31 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Engine Installations 32 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Engine Installation – Thrust Correction Considerations • Thrust used in performance calculations, “installed net propulsion force” is the uninstalled thrust corrected for installation effects, minus the drag contribution 33 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Installed Engine Thrust Corrections • Inlet pressure recovery Percentage thrust loss = 𝐶 భబ − భబ ௧௨ • 𝐶 is generally provided by manufacture, it typically ranges from 1.2-1.5 for subsonic flow • Bleed correction factor percentage thrust loss = 𝐶ௗ 𝑏𝑙𝑒𝑒𝑑 𝑚𝑎𝑠𝑠𝑓𝑙𝑜𝑤 𝑒𝑛𝑔𝑖𝑛𝑒 𝑚𝑎𝑠𝑠𝑓𝑙𝑜𝑤 • Hot-day operation, thrust can be reduced by about 0.75% per K. 34 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Engine Installation-Pod Geometry 35 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Under-wing Engine Installation 36
2018/4/27 Conditions for Engine Selection 国上活大坐 Scaling of Turbofan Engine Dimensions 国上清大学 ·From engine supplier Rubber sizing from an existing,similar engine T/Wand wing loading plota erally used in the engine Statistical estimates from empirical equations(for subsonic transport aircraft) With no best match can be found in existing engines,a scaling method based on historical data can be used W=0.084Te-o45arR)L=2.22T4M2 D=0.393T05eQ.4BPR) SFCT=0.67e-012P) Torue=0.60T0(2PR) SFCm=0.88e(-00sPR) W:engine weight;T:engine thrust;L:engine length, D:engine drag;SFC:fuel efficiency renin on Engine Constraint Analysis 国上游支大坐 国上清道大坐 28 Solution Space 26 Required speed Landing T/W 1.2 Required turn Number of g's O8/ Takeoff INLET AND NOZZLE 0.6 WING LOADING (Ib 100 oeran Wen ong Engine Inlet Geometry 国上洋大坐 Subsonic and Supersonic Inlets 园上海发大坐 Four types of engine inlet Works well for subsonic and low supersonic Also known as“normal shock” External shock inlet Bae146 i:'Wenbin Song 7
2018/4/27 7 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Conditions for Engine Selection • Typically, engines are selected using landing and takeoff conditions • T/W and wing loading plot are generally used in the engine selection process – to satisfy all the requirements from various calculations • With no best match can be found in existing engines, a scaling method based on historical data can be used 37 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Scaling of Turbofan Engine Dimensions • From engine supplier • Rubber sizing from an existing, similar engine • Statistical estimates from empirical equations (for subsonic transport aircraft) 1.1 ( 0.045 ) 0.084 BPR W T e 0.4 0.2 L 2.22T M 0.5 (0.04 ) 0.393 BPR D T e ( 0.12 ) max 0.67 BPR T SFC e 0.9 (0.02 ) 0.60 BPR cruise T T e ( 0.05 ) 0.88 BPR cruise SFC e Ｗ: engine weight；T:engine thrust；L: engine length， D: engine drag；SFC: fuel efficiency 38 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Engine Constraint Analysis 20 40 60 80 100 120 WING LOADING (lbf/ft2) 1.8 1.60.6 0.8 1.2 1.4 T/W Landing Takeoff Required speed Required turn Number of g’s Solution Space 39 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics INLET AND NOZZLE 40 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Engine Inlet Geometry • Four types of engine inlet J-10 Bae146 41 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Subsonic and Supersonic Inlets Works well for subsonic and low supersonic Also known as “normal shock” External shock inlet 42
2018/4/27 Inlet Locations 图上唐大学 Nozzle Integration 国上清大学 Inlet for buried engines Fixed area nozzle is used for almost all subsonic commercial 9 aircrafts,and the area is selected for cruise efficiency 9 T-FUELAGE Inlet for podded engines 81 oorn enin Song 圆上清文大些 Fuel System-Outline 圆上洋廷大整 Fuel system is composed of -Fuel tank Fuel lines Fuel pumps -Fuel management system FUEL SYSTEM nwentin ong oernan Wenn ng Types of Fuel Tank 图上洋大峰 Volume of Fuel Tank 国上清大学 Discrete fuel tank-separately manufactured and mounted in the aircraft,usually used on small general-aviation 一on的t阔 om miss sion sizing Bladder tanks-made by stuffing a shaped rubber bag into a Volume of fuel tank is often used as one of the constraints in cavity in the structure wing/fuselage structural design Integral fuel tanks-sealed cavities in the airframe structure 一股wne及red to the enbe or -92%is usable for integral fuselage tank 8
2018/4/27 8 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Inlet Locations Inlet for buried engines Inlet for podded engines 43 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Nozzle Integration • Fixed area nozzle is used for almost all subsonic commercial aircrafts, and the area is selected for cruise efficiency 44 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics FUEL SYSTEM 45 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Fuel System - Outline • Fuel system is composed of – Fuel tank – Fuel lines – Fuel pumps – Vents – Fuel management system 46 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Types of Fuel Tank • Discrete fuel tank – separately manufactured and mounted in the aircraft, usually used on small general-aviation aircraft • Bladder tanks – made by stuffing a shaped rubber bag into a cavity in the structure • Integral fuel tanks – sealed cavities in the airframe structure 47 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Volume of Fuel Tank • The volume of fuel tank is based on the total required fuel, determined from mission sizing • Volume of fuel tank is often used as one of the constraints in wing/fuselage structural design – 85% of volume measured to the external skin surface is usable for integral wing tank – 92% is usable for integral fuselage tank 48
2018/4/27 Multidisciplinary Design of Engine Systems 圈上声文大学 Analytical methods for non- aerodynamic design 国上清大学 ·Aerodynamic Interference analysis within CATIA ·Structure Minimal size shape engine pyion Maximal size shape ENGINE ACCESS-OPEN COWLS engine cows 0 Summary 圈上活大坐 圆上洋廷大整 Principles behind air breathing engines and historical development Engine characteristics Engine installation Engine selection 。Inlets and nozzle Fuel systems Back up slides r entin ong oeran Wen ong Overall Pressure Ratio (OPR) 圈上洋文通大坐 Turbine Inlet Temperature(TIT) 园上海发大坐 100 800 Von Ohain (1939) 20 。 400 wWhe(193力 555 10 200 JTSD 52 Epstein,1998 Koff,1991 g60 1g70 1990 2000 200 1600 20002400 2a0 3200 300 4000400 Turbine Rotor inlet Temperature(F) 9
2018/4/27 9 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Multidisciplinary Design of Engine Systems • Aerodynamic • Structure 239_MDO of powerplang, EU VIVACE project 49 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Analytical methods for nonaerodynamic design • Interference analysis within CATIA 50 Reference: Propulsion integration challenges – lecture to DGLR,, 2007. © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Summary • Principles behind air breathing engines and historical development • Engine characteristics • Engine installation • Engine selection • Inlets and nozzle • Fuel systems 51 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Back up slides 52 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Overall Pressure Ratio (OPR) Epstein, 1998 53 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Turbine Inlet Temperature (TIT) Koff, 1991 54
2018/4/27 Bypass Ratio(TIT) 圆上活大学 102C TURBOJETS 0工 09 JT3C LOW BPR 0.8 TaD n ADP 0.7 T8020:T80 BPR-15 0.6 ·JT907R4 TURBOPROPS PW4084 .ADP .PT6 Prop Fan· ·PVW100 0.4- 0 0.2 0.51.02.06010 20 50100 Bypass Ratio Epstein,1998 10
2018/4/27 10 © Shanghai Jiao Tong University – Dr. Wenbin Song School of Aeronautics and Astronautics Bypass Ratio (TIT) Epstein, 1998 55