Proceedings of ASME Turbo Expo 2018

Turbomachinery Technical Conference and Exposition

GT2018
June 11-15, 2018, Oslo, Norway

GT2018-76880

DESIGN AND APPLICATION OF A MULTI-DISCIPLINARY PRE-DESIGN PROCESS

FOR NOVEL ENGINE CONCEPTS

S. Reitenbach, A. Krumme, T. Behrendt, T. Schmidt, S.Hönig

M. Schnös Institute of Structures and Design
Institute of Propulsion Technology German Aerospace Center (DLR)
German Aerospace Center (DLR) Stuttgart, Germany
Cologne, Germany

R. Mischke E. Moerland
Simulation and Software Technology Institute of Systems Architectures in Aeronautics
German Aerospace Center (DLR) German Aerospace Center (DLR)
Cologne, Germany Hamburg, Germany

ABSTRACT At first the identified interfaces and constraints of the

Central targets for jet engine research activities comprise
the evaluation of improved engine components and the
assessment of novel engine concepts for enhanced overall
engine performance in order to reduce the fuel consumption
and emissions of future aircraft. Since CO2 emissions are
directly related to engine fuel burn, a reduction in fuel
consumption leads to lower CO2 emissions. Therefore
improvements in engine technologies are still significant and a
multi-disciplinary pre-design approach is essential in order to
address all requirements and constraints associated with
different engine concepts. Furthermore, an increase in
effectiveness of the preliminary design process helps reduce the
immense costs of the overall engine development.
Within the DLR project PEGASUS (Preliminary Gas
Turbine Assessment and Sizing) a multi-disciplinary pre-design
and assessment competence of the DLR regarding aero engines
and gas turbines was established. The application of modern
preliminary design methods allows for the construction and
evaluation of innovative next generation engine concepts.
The purpose of this paper is to present the developed multi-
disciplinary pre-design process and its application to three
aero engine models. First, a state of the art twin spool mixed
flow turbofan engine model is created for validation purposes.
The second and third engine models investigated comprise
future engine concepts: a Counter Rotating Open Rotor and an
Ultra High Bypass Turbofan. The turbofan used for validation
is based on publicly available reference data from
manufacturing and emission certification.
entire pre-design process are presented. An important factor of
complexity in this highly iterative procedure is the intricate
data flow, as well as the extensive amount of data transferred
between all involved disciplines and among the different fidelity
levels applied within the smoothly connected design phases. To
cope with the inherent complexity data modeling techniques
have been applied to explicitly determine the required data
structures of those complex systems. The resulting data model
characterizing the components of a gas turbine and their
relationships in the design process is presented in detail.
Based on the established data model the entire engine pre-
design process is presented. Starting with the definition of a
flight mission scenario and the resulting top level engine
requirements thermodynamic engine performance models are
developed. By means of these thermodynamic models, a
detailed engine component pre-design is conducted. The
aerodynamic and structural design of the engine components
are executed using a stepwise increase in level of detail and are
continuously evaluated in the context of the overall engine
system.
NOMENCLATURE
ALT Altitude
ATRA Advanced Technology Research Aircraft
BPR Bypass Ratio
CAD Computer Aided Design
CFD Computational Fluid Dynamics
CMC Ceramic Matrix Composite
CR Cruise Condition

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 CROR Counter Rotating Open Rotor the integration of thermodynamics, gas dynamics, structural
CRTF Counter Rotating Turbo Fan mechanics, acoustics, weight and costs into a multidisciplinary
EOF End of Field Condition pre-design process. Based on the approach of Schaber, MTU
FEA Finite Element Analysis Aero Engines has pushed the development of the
FN Net Thrust multidisciplinary design system MOPEDS [5]. An important
HPC High Pressure Compressor aspect of the system is its modular structure. The methods of the
HPT High Pressure Turbine integrated disciplines are called up via adapted interfaces and
IPT Intermediate Pressure Turbine contribute to the extensibility and maintainability of the overall
ISA International Standard Atmosphere system. Another approach was carried out by Pratt & Whitney
LPC Low Pressure Compressor Canada [6]. The "Preliminary Multi-Disciplinary Optimisation
LPT Low Pressure Turbine (PMDO)" study is intended to contribute to strategic decision
MTOW Maximum Take Off Weight support. The PMDO methods enable fast conceptual design and
MVDR Meridional Velocity Density Ratio evaluation using various alternative engine concepts. In contrast
OPR Overall Pressure Ratio to the above-mentioned methods, there is no integration of
PR Pressure Ratio higher-fidelity methods such as 1D or 2D flow calculations. An
RFP Request for Proposal almost complete summary of currently existing pre-design
T Temperature procedures in industry and research is given by Kupijai [7].
TBC Thermal Barrier Coating The current paper presents a multi-disciplinary pre-design
TOC Top of Climb Condition process for novel engine concepts developed in the DLR
TOFL Take Off Field Length internal engine preliminary design project PEGASUS and is
TSFC Thrust Specific Fuel Consumption used for the pre-design and assessment of innovative next
UHBR Ultra-High Bypass Turbofan generation engine concepts. The process combines disciplines
UML Unified Modeling Language for engine performance, component aerodynamics and
structural design. In the following sections the details, interfaces
INTRODUCTION and constraints of the entire process are presented as well as the
The demands on aero-engines in terms of economy and application to three aero engines models. A state of the art twin
environmental compatibility, along with the need of high spool mixed flow turbofan engine model similar to the IAE-
operational reliability, are constantly increasing. This leads to V2500-A5 engine family was used to validate the presented
ambitious objectives such as those agreed in ACARE vision pre-design process, followed by two future engine concepts, a
2020 or its successor Flightpath 2050. However, it turned out Counter Rotating Open Rotor (CROR) and an Ultra-High
that these objectives can only be achieved by developing highly Bypass Turbofan (UHBR). The design of the propulsor is not
efficient and innovative engine concepts. Nevertheless, part of the presented design process and was taken from other
improved overall engine performance and reduced emissions DLR projects when designing the three engine concepts.
are not the only important factor in the development of new
engine technologies. An increase in effectiveness regarding the
design process can help to avoid major mistakes and reduce the
immense costs of the entire engine development.
There are various approaches addressing an efficient
preliminary design of engine development in research and
industry. As early as 1970, there were various approaches to
computer-assisted design processes. Due to the limited
computing power at that time, these programs were limited only
to the conceptual design and are mainly based on simplified
correlation methods. As a result of the rapid development of
computer hardware, it is now possible to enable complex
linkages between different processes of computer-intensive
design procedures.
An example of this development in the aviation sector is
the automated aircraft design using CPACS and RCE in the
DLR internal projects TIVA, VAMP and FREACS [1][2][3]. In
the field of engines, there are various other approaches. To give
an overview, some selected procedures and tools are
summarized below.
A detailed analysis of the pre-design topic was conducted Figure 1: SCHEMATIC REPRESENTATION OF THE PEGASUS
by Schaber [4]. The GTSDP gas turbine pre-design tool enables DESIGN PROCESS AND THE PARTICIPATING DISCIPLINES

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 DATA MODELLING AND PROCESS MANAGEMENT
The presented engine design process in this paper is mainly
based on the generalized representation by Mattingly et al.
(figure 1) [8]. The starting point is the formulation of the
requirements for a new engine, which commonly results from a
market analysis performed by the aircraft manufacturer. Once
the requirements are known, the next step will be to begin
preliminary studies of the engine design. The preliminary
studies include a rough analysis of which concept is suitable for
the given requirements. As soon as the basic concept has been
defined several highly iterative processes follow, including off-
design performance studies, aerodynamic component design
and structural analyses.
A major challenge of the multidisciplinary engine design
process is the management and exchange of data between
different organizational units and fidelity levels. Since the
know-how for the design and evaluation of the components is
concentrated within the respective department, independent
processing of the design tasks cannot necessarily be called into
question. However, optimizing the exchange of input and output
quantities can save time and reduce errors throughout the entire
engine design process. The methods of data acquisition are
relatively complex. A central data model can be the solution in
this case.
Figure 2: BASIC ASPECTS OF DESIGNING COMPLEX
SYSTEMS [9]
In general, the basic aspects of designing complex systems
according to Claus et al. [9] can be projected onto the entire
engine system as shown in figure 2. The components of an
engine build up the integration axis. The disciplines such as
thermodynamics and aerodynamics form the coupling axis and
extend the system into the second dimension. The third
dimension is defined by the fidelity axis which is composed of
different levels of detail. Within the multidisciplinary process, it
is desirable to be able to move freely within this data cube in
order to access or transfer required information. The idea is that
the entire information flow is based on a central data model
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which is able to represent all aspects of the related components,
disciplines and fidelity levels.
A common practice to structure and visualize information
of this kind is the use of modeling languages. The language
used in the presented predesign process to develop a central
data model is the Unified Modeling Language (UML) [10].
UML is an established, object-oriented, standardized modeling
language which is ideally suited for visualization, description,
specification and documentation of complex systems like aero
engines and gas turbines.
The general relations between the components of an engine
and input and output parameters of the tools used in the
presented design process were gathered to create a detailed
overview over the entire engine system. Each element of the
UML-diagram represents an engine component or
subcomponent. Elements can have their own attributes or inherit
attributes of other elements to avoid duplicate definitions. In
addition, elements can be associated with other elements to
build an assembly. The multiplicity indicates the number of
subcomponents that can be available in an assembly. All
parameters and attributes of an element are standardized and
their functionality clearly defined. Calculation results can be
stored independently of the fidelity level and are thus accessible
in any stage of the design process. Benefits of multi-fidelity
simulation in the preliminary engine design using a central data
model are demonstrated in [11] and [12].
In general, the common structure of the data model allows
different types of blade parameterization to be stored.
Throughout the entire process presented in this paper, the
BladeGenerator parameterization was used. This
parametrization, which was developed at DLR, features a high
degree of freedom in the design of curvature distributions to
influence shock-boundary layer interactions as well as global
and precise local blade geometry modifications [13]. Since the
parametrization is used to support automated 3D-CFD blade
optimization processes for fan, compressor and turbine, the
geometry provided in the preliminary design can be
subsequently used in higher fidelity tools without subsequent
post-processing.
The final UML diagram can be used as a map of the data
generated in the design process and can be implemented by
arbitrary software systems. A simplified representation of a
UML diagram for a compressor system is shown in figure 3.
For the automated execution of different design processes a
process control environment was developed during the
PEGASUS project. It is implemented as part of the DLR in-
house multidisciplinary engine design framework GTlab (Gas
Turbine Laboratory). Each element of the process control
environment has access to the central data model described
above in order to read and write required data. This ensures
data integrity throughout the entire design process, so that each
member of the design team always works on the most recent
representation of the engine model and knows exactly where to
find and to store required data.

Figure 3: SIMPLIFIED UML REPRESENTATION OF A
COMPRESSOR SYSTEM
In multi-disciplinary design, it is often beneficial to execute
tools on different machines within a network, for example on
servers, or other desktop machines for prototyping. For this
purpose, the above mentioned process control environment has
been extended by the functionality to find, select, and
transparently execute remote tools in a platform-independent
way. The interface is provided by the distributed, workflow-
driven integration environment RCE developed in DLR.
In a typical setup for distributed computing, individual
RCE instances are run on different machines and then
connected into a peer-to-peer network. Within this network,
each RCE instance can provide remote access to local tools, and
execute tools provided by other instances within the same
network. A more detailed description of RCE’s tool integration
and distribution approach is given in [14].
RCE was extended to allow software like GTlab to execute
remote tools without requiring an RCE installation on the client
side. Technically, this was realized as a new network interface
provided by RCE, and a small C/C++ library that can be
embedded into client software like GTlab. Using this library,
the client software can now directly connect to RCE instances
and execute tools that are accessible through them.
A further important advantage of distributed execution is
the ability to optimize resource usage and processing speed
through load balancing. If a certain tool is present on more than
one machine, RCE automatically provides the necessary load
information for these machines to the embedded library. The
client software can then use this information to transparently
select the most appropriate instance for execution.
In the following, the most important parts of the
preliminary engine design process are explained in detail.
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TOP LEVEL ENGINE REQUIREMENTS
Due to the inherent complex nature of both overall aircraft
configuration and engine design, classically both systems are
designed and produced by separate partners. By conducting
projects on collaborative aircraft and engine design in parallel
and exchanging relevant configurational and performance
information in a standardized way, DLR intends to achieve
more simultaneous development cycles of both systems. By
using initial estimations of engine performance as input, the
aircraft design group is able to create a concept for the aircraft
for which the engine is to be designed. Using the obtained
aircraft masses, its aerodynamic properties and the pre-provided
estimation of engine mass and performance, the mission
performance of the integrated airframe is simulated. For a set of
engine design points, the corresponding thrust requirements and
aircraft orientation form the basic information on the request for
proposal (RFP) provided to the engine design team. Based on
the RFP and the knowledge about the aircraft concept, a basic
propulsion concept is defined.
Both the engine and the aircraft design group of the
connected aircraft and engine preliminary design projects
within DLR largely profit from the established semi-automated
exchange of requirements and performance data. This holds
both for the verification and validation of existing aircraft-
engine configurations as calculated using the established
systems for aircraft and engine design.
ENGINE PERFORMANCE
After the definition of a basic propulsion concept, an initial
engine performance model is developed to match the top level
engine requirements. For the entire performance calculation
procedure the DLR tool GTlab-Performance was used. It
provides modern calculation methods for the stationary and
transient performance calculation of gas turbines and aircraft
engines. In addition, the modular structure simplifies the usage
and development of innovative methods in performance
calculation in order to be able to design and analyze future
engine concepts [15].
The engine synthesis calculation is applied throughout the
entire design process. Consequently, component performance
data of the detailed design is always transferred back to the
initial engine performance model and may lead to a
reconfiguration of the entire system. The finished design is
achieved when all components of the engine are matched to
each other and harmonize in the overall system.
CONCEPTUAL DESIGN
The conceptual design toolset GTlab-Sketchpad is used to
evaluate the feasibility of the initial performance model. GTlab-
Sketchpad enables the determination of turbomachine annuli,
engine dimensions and system weights using fast calculation
methods [16]. To ensure interactivity during the design process,
the computing time of sketchpad tools on current PC hardware
is limited to a few seconds. The graphical user interface
provides the ability to interactively modify design parameters
 and immediately evaluate their impact on the overall design.
GTlab-Sketchpad includes calculation procedures for fans,
compressors, turbines, combustion chambers, blade
attachments, disks, shafts, bearings and nacelles.
The integrated open source computer aided design (CAD)
kernel Open Cascade allows a complete three dimensional
mathematical description of the engine parts and enables
benefits like dimensional visualization and accurate estimation
of physical properties like mass, center of gravity and moments
of inertia in the early preliminary design phase.
The results of the GTlab-Sketchpad tools are automatically
fed back into the central data model. Together with the engine
performance data, the annulus sketches are then handed over to
the disciplines of aerodynamic design, which carry out the
subsequent detailed component design.
COMPONENT PERFORMANCE
Compressor Predesign
After the conceptual design of the compressors with
GTlab-Sketchpad, a more detailed design is performed with
through-flow calculations conducted with the streamline
curvature program ACDC [17][18]. The code implements
artificial neural networks to estimate profile loss and deviation.
The neural networks predict cascade performance based on a
set of ten geometric airfoil parameters and blade row flow
conditions, namely inlet Mach number, inlet flow angle,
Reynolds number and the stream tube contraction (MVDR).
Over one million blade-to-blade flow solutions created with the
flow solver MISES [19] have been used to train the neural
networks.
In addition to profile loss and deviation, correlations for 3D
flow phenomena are included in the blade row model. These
include correlations to estimate secondary flow and clearance
losses. The losses are distributed over blade span by prescribed
functions. Span-wise mixing is accounted for by a turbulent
diffusion process.
Figure 4: DLR COMPRESSOR PREDESIGN PROCESS AND
TOOLS
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The design procedure of compressor systems is described
in the following (figure 4). The overall process goes through
three phases: During the first and second phase, the operating
point of interest is the master design point. For the problems at
hand, cruise condition is chosen.
The first phase aims at the specification of the design point
work distribution along axial and radial direction. Rotors are
described by means of a total pressure ratio distribution along
the radial height. Outflow angles are assigned to stator blade
rows. The stage matching is manually adjusted until typical
stage and blade row coefficients are inside limits determined by
experience. These coefficients include stage loading, flow
coefficient, reaction and diffusion.
In the second phase, an automated process, called
BladeSelector, searches for blade shapes that fulfill inlet and
outlet flow angles of each blade row. This process is based on
the neural network introduced above. Meanwhile the average
total pressure loss in each blade row is minimized. The blade
geometry is parameterized with three profiles each described by
ten shape parameters. A simple structural constraint based on
the maximum profile thickness is considered as well. The
BladeSelector gives a reasonable pre-blading, where only a few
manual adjustments are necessary for the level of model detail
desired in the preliminary design phase.
In the final phase of the design process, the entire
performance map of the compressor is computed in order to
verify additional operating points.
Combustor Predesign
The combustor predesign sub-process is conducted by two
different tools ComDAT (Combustor predesign and thermal
analysis tool) and CoSMA (Combustor Strength and Modal
Analysis). ComDAT is dealing with:
• Sizing and optimization of the geometry of the combustor
based on the thermodynamic and geometric boundary
conditions provided by the engine predesign.
• Design and optimization of the cooling concept.
• Design and optimization of air flow distribution including
staging concept for lean combustors.
• Simplified calculation of the spatially resolved wall
temperature distribution as input data for the stress analysis
in CoSMA.
ComDAT requires only a limited set of input data in the
compressor exit plane as well as the combustor exit plane like
total pressure and temperature, mass flow and Mach number
together with a characteristic radius. The first three of the above
steps are formulated as optimization problems where e. g. the
liner geometry or the definition of the cooling concept are
parametrized. The respective parameters are varied by
automatic optimizers running on evolutionary algorithms within
defined boundaries in order to minimize an objective function,
e. g. combustor liner surface that has to be cooled or the cooling
 air consumption. Different additional constraints are taken into
account, e. g. the maximum allowable temperatures for given
wall materials. After the third step the geometry of the
combustor, the air flow distribution and the details of the
cooling concept are defined. A more detailed description of the
three steps of the combustor predesign process is given in [20].
In the fourth of the above steps within ComDAT a spatially
resolved wall temperature distribution is generated by a
simplified heat flux solver. A longitudinal slice is extracted out
of the combustor liner and divided into cuboid cells. This mesh
is generated automatically in ComDAT. The temperature of
each cell is referenced to its center node. A trust region solver is
used to determine the temperatures off all cells by balancing the
heat transfer of each cell with its neighbors across the respective
surfaces of the cell. Conduction, convection and radiation are
taken into account. Convective heat transfer coefficients are
calculated from correlations. For conduction temperature
dependent material properties are taken into account. Different
cooling concepts like film cooling with optional pin-fins and
effusion cooling with optional impingement cooling are
implemented together with a thermal barrier coating (TBC).
The heat transfer inside effusion cooling holes is covered by an
approach similar to the one described in [21]. The resulting wall
temperatures underneath the TBC together with the coordinates
of the nodes defining the mesh are exported to analyze the
thermomechanical stress behavior with CoSMA.
The following input parameters are provided by ComDAT:
the material ID, the nodal coordinates, the meshing, the wall
static pressure due to cooling as well as the nodal temperatures.
Material models as well as failure criteria specific to high
temperature isotropic alloys and orthotropic CMC (Ceramic
Matrix Composites) are implemented directly into the CoSMA
material database. The temperature dependency of material
properties is taken into account in CoSMA so far as it is known.
Simple boundary conditions like constrained radial
translations (rotational symmetry) and fixed translations of
some nodes in the axial direction are applied. In the case of an
effusive cooled combustion the cooling holes are not modeled
via their geometry, but are taken into account via thermal
gradients.
CoSMA formats all these input data for a finite
element analysis (FEA) and calls the free FEA software
CalculiX for the stress analysis. Subsequently a post-processing
routine calculates the resulting safety factors on each node of
the combustor structure. Output data are then exported for
further processing in the engine process chain. Parallel to this a
plotting of the FEA results via the free software CalculiX, the
open-source visualization application Paraview or the industrial
software ANSYS can be achieved.
A specialization of CoSMA is the implementation of
current research advances about CMC modelling. Due to higher
allowable material temperatures in comparison to combustor
state-of the art nickel-base alloys, CMCs offer the chance of
reduced cooling air consumption and lower NOx emissions.
CMCs can be split in two categories: non-oxide CMCs
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consisting of non-oxide fiber (e.g. carbon fiber, silicon carbide
SiC-fiber) embedded in non-oxide ceramic matrix (e.g. carbon,
silicon carbide, silicon carbonitride) and oxide CMCs
consisting of oxide fibers (e.g. alumina or mullite fiber) and
oxide matrix (alumina or mullite). With their intrinsic resistance
against corrosion and oxidation as well as cheaper
manufacturing process non oxide CMCs present advantages for
the use in combustors. However their lower strength and lower
maximum use temperature compared to oxide SiC-based CMCs
are an inconvenient for the high stress loaded environment of
combustion chambers.
Some well characterized CMCs are implemented into the
combustor design tool CoSMA. The industrial SiC/SiC material
HyperComp [22] as well as current material model of the oxide
CMC WHIPOX [23][24][25] are implemented. Several high
temperature nickel-based alloys suitable for combustors are also
implemented.
ComDAT and CoSMA can be combined either as part of
the complete engine process chain as well as in separate
applications. The combustor detailed design requires complex
and expansive CFD analyses followed by thermo-structural
FEA. These standard numerical analyses are limited due to high
time and financial costs. Whereas CFD and FEA require several
days up to several weeks, depending on the resolution and
computing facility, ComDAT and CoSMA tools solves a
simplified combustor analysis in a couple of minutes and so
allow a faster preliminary choice between several combustor
concepts as well as a simplified numerical analysis for test
result interpretation of hot gas tested combustor. For example
ComDAT and CoSMA supported the experimental
interpretation after the hot gas tests of a WHIPOX combustor
flame tube for the BMBF HiPOC program [26][27][28].
Numerical temperatures as well as calculated Tsai-Wu safety
factors are shown in figure 5.
Figure 5: COSMA PROCESSED DATA: TEMPERATURE AND
TSAI-WU SAFETY FACTOR DISTRIBUTION ON THE OUTER
FACE OF THE TUBULAR WHIPOX COMBUSTOR
 Turbine Predesign
In the context of early overall aero engine design with a
given initial thermodynamic cycle, the turbine component
design is required to deliver sufficient shaft power to propel the
compressor / fan and specify the coolant flow amount while
geometrically matching the envisioned global core dimensions.
In order to enable even blank sheet designs with minimum input
data for the turbine, DLR set up a staged and variable pre-
design process depicted in figure 6.
The typical start uses the dedicated ‘Performance
Prediction and Early Design Code for axial Turbines’ PrEDiCT
[29]. This tool was developed and matured within PEGASUS as
the central turbine pre-design tool to provide input for all other
tools involved and to minimize the procedural and data quality
gap to 3D methods application. Beside the required geometrical
parameterization, which is provided by DLR BladeGenerator
commonly used with the Fan and Compressor Department, the
more analytical turbine annulus and blade flow calculation in
2D is captured by the process. These 2D blade-to-blade and
through-flow tools, named MISES [30] and SLC4T
respectively, may be used to detail the complete turbine design
configuration result from PrEDiCT and could be coupled to the
DLR in-house optimization software AutoOpti [31][32].
Figure 6: DLR TURBINE PREDESIGN PROCESS AND TOOLS
As indicated by the arrows in figure 6, the 2D tool usage is
optional and complementary to the PrEDiCT process that is
capable of yielding 3D positioned blades in a 2D annulus all
alone. For whole aero engine design and concept studies, this is
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of great use to deliver turbine results and critical interface data
early in the process while still having the option to further
detail, evolve and verify the turbine design in the following.
Finally, while the connection to the established detailed
design and optimization processes (represented in figure 6 by
DLR CFD code TRACE) is seamless, these 3D methods are not
part of the pre-design process itself. The development,
definition and validation of the DLR turbine pre-design process
were recently documented in a PhD thesis [33].
Structural Design
The structural-mechanical preliminary design supports the
detailed component design by analyzing designed geometries
for critical stresses. The components pass through the
evaluation in case of any relevant changes in the design process
and have to be adapted to the structural-mechanical
requirements if necessary. Furthermore, important mechanical
components such as disks, shafts and containment are pre-
designed. The tools use simplified models to quickly design and
evaluate relevant mechanical criteria.
For the evaluation of the blade stresses, geometries of rotor
and stator blades, rotational speeds and temperatures are
transferred from the component design. Two tools are used for
this purpose. BladeSimple delivers very fast results for stress
distribution and total mass of the blade, neglecting pressure and
temperature loads. The BladeFEM tool is used for detailed
evaluation and is able to consider pressure and temperature
loads in addition to the rotational loads. Based on the blade
geometry BladeFEM generates a grid and automatically
provides a complete FEA-model for the solvers PERMAS and
CalculiX including all boundary conditions. With this relatively
rough generated grid the FEA and evaluations can be carried
out quickly.
The dimensioning of engine rotor blade containment is
based on the work of FAA [34]. It is assumed that in the case of
a failure, two rotor blades separate from the disc and must be
kept by the containment. The calculation of the containment
thickness is carried out by considering the kinetic energy of the
separated fragments, the dynamic shear strength of the case
material and other factors.
The design of rotor disks is carried out in two steps. The
tool DiskSimple can quickly provide information about radial
load distributions caused by the rotor blades. In addition loads
due to temperature differences between inside and outside can
also considered if necessary [35]. DiskSimple is suitable for the
geometric design of symmetrical discs. In combination with the
optimizer AutoOpti, a disk can be designed in a short time.
Within the freely definable design space, the optimizer can vary
the width and determine a disk geometry with minimum weight,
taking into account a maximum permissible load limit and
radial displacement. In contrast to DiskSimple, the DiskFEM
tool is more flexible and adaptable when creating the disc
contour and is not necessarily limited to symmetrical
geometries. The generation of the 3D grid and the creation of a
complete FEA-disc model are done automatically. However, it
 is less suitable for a fast pre-construction, since a contouring The dimensioning aircraft operating points are listed in table 2.
optimization with this model is much more time-consuming. The aerodynamic design point is the cruise condition (CR). In
Like DiskFEM the tool ComHouseFEM uses the same addition, two off-design points were evaluated to fulfill the most
module for the generation of 2D-contours. For the pre-design of important design requirements. The highest thermal and
the combustion chamber housing the inside contour as well as mechanical loads, which practically size the cooling flow
the corresponding pressure and temperature loads are required. requirements of the engine, occur in the end of field condition
The wall thickness can be calculated by specifying a limited set (EOF). The maximum corrected speeds and corrected mass
of additional parameters and is used to generate a complete flows are defined by the top of climb condition (TOC).
FEA-model automatically. Since the contour description of the The engine performance model was aligned with publicly
combustion chamber housing is based on comparatively few available reference data from manufacture and emission
free parameters, it is ideally suited for use within an certification [36] and validated against control unit data
optimization process. The weight is minimized while taking into recorded at pass-off tests from DLRs flying test bed ATRA.
account predefined load limits. Furthermore, measured data and fan simulations from the DLR
For the pre-design of aero engine shafts the rotor blades SAMURAI project were used to support the design of the
and discs should be already designed. In addition a path of the performance model. A detailed description of the validation
shaft must be given. This will be defined by different points. As process and the resulting performance model can be found in
shown in figure 7 the points can be connections to discs, a shaft [37].
branching or a shaft mounting. A free thickness parameter is
assigned to each point. Based on the 2D-contour, the grid and Table 2: MISSION DESIGN POINT REQUIREMENTS
the FEA-model are generated automatically. Parameter Unit CR TOC EOF
Altitude [m] 10668 10668 0
Mach No. [-] 0.78 0.78 0.2
ΔTISA [K] 10 10 15
FN [kN] 21.1 23.7 92.5

Based on the thermodynamic parameters, initial annulus

geometries and structural mechanical components of the engine
were generated to support the creation of the performance
model. Data taken from cross-section drawings of the IAE-
V2500-A5 engine was used to match dimensioning parameters.
Figure 7: SHAFT DESIGN PATH WITH SHAFTFEM The initial annulus data from the conceptual design and
performance values resulting from the cycle process were
Taking into account that the maximum permissible loads continuously stored in the central data model and transmitted to
and the maximum permissible radial displacement are not the component departments for further refinement. The cross
exceeded, the total weight of the shaft is optimized. section resulting from conceptual design calculations is shown
in figure 8.
VALIDATION
A generic two-shaft mixed flow turbofan engine similar to
the IAE-V2500-A5 was chosen to apply and validate the
presented engine preliminary design process. The top level
engine requirements stem from an assumed airframe and flight
mission scenario. For the validation case a generic 150 pax
aircraft configuration similar to the A320 was chosen. Table 1
summarizes the assumed top level aircraft specifications.

Table 1: TOP LEVEL AIRCRAFT SPECIFICATIONS Figure 8: TURBOFAN ENGINE CROSS SECTION DISPLAYED
(GENERIC TURBOFAN AND CROR) IN GTLAB
Parameter Unit Value
Number PAX [-] 150 Since the geometrical component configurations as well as
Design range [km] 4465 thermodynamic data were known, the validation of the turbo
CR Altitude [ft] 35000 component pre-design process is considered successful if the
CR Mach No. [-] 0.78 correct stage configurations as well as reasonable design
TOFL [m] 2000 parameter ranges were predicted while accurately matching the
MTOW [kg] 77000 IAE-V2500-A5 geometry.

8 Copyright © 2018 ASME

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 The combustor was designed with rich lean air staging and
film cooling with additional pin fins on the rear side. The
assumed wall material is InconelHX in 1.5mm thickness
together with 0.5mm plasma sprayed TBC. A good match
between the combustion chamber as pre-designed with
ComDAT and the available schematic drawings of the IAE-
V2500-A5 combustion chamber was achieved. Results of the
thermo-mechanical analysis provided non-critical temperature
dependent safety-factor on all nodes and indicated that the
combustor chamber should withstand the stresses.
The design of the compression system for the IAE-V2500-
A5 scenario is closely aligned with the compressors of the
actual engine. The duct geometry as well as blade counts and
locations have been adopted from engine drawings. Based on
the resulting design, studies for the schedule of variable guide
vanes have been conducted in [11].
The initial turbine design resulted in a 2-stage HPT and 5-
stage LPT configuration, as expected. An obviously slightly
discontinuous annulus contour is typical for the first automatic
design run based on empirical row-wise choice of flow
coefficient and has to be optimized concerning inter-stage gaps
and overall length. This was achieved by use of the
functionality of PrEDiCT to evolve the design, where in this
validation case the objective was a match of thermodynamic
and geometrical input from global engine design. All
thermodynamic parameters and results as well as the typical
turbine design parameters such as loading, flow coefficient and
reaction lie comfortably within valid and also expected ranges
for a mid-size turbofan turbine.
Common aerospace materials were used for the evaluation
and design of the other structural components. No critical
values were reached in the stress analysis of the designed
components. Table 3 shows some selected overall parameters of
the resulting turbofan engine.
Table 3: OVERALL PARAMETER OF TURBOFAN ENGINE
(CRUISE CONDITION)
Parameter Unit Value
OPR [-] 32
BPR [-] 4.6
TSFC [g/kNs] 16.7
Engine POD weight [kg] 2360
The methodology of weight estimation in the application of
the presented design process is based on both the results of the
conceptual flow path design and the detailed component design.
Weight estimations are performed by use of the statistical
method presented by Sagerser et al [38]. Correlation factors
proposed by Sagerser have been maintained to compensate the
known under ratings of the method [39].
The final 3D CAD model of the generic turbofan model is
shown in figure 9. In addition to the core engine components,
which have been designed in detail, the fan, bypass and nacelle
components, which are only the result of the conceptual design,
are also illustrated for the sake of completeness.
9 Copyright © 2018 ASME
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Figure 9: FINAL 3D CAD MODEL OF THE TURBOFAN
ENGINE
APPLICATION
Counter Rotating Open Rotor
The first application of the presented design process to
future engine technologies was the counter rotating open rotor
engine concept. To be able to make a comparison between the
turbofan engine and the CROR, the same top level aircraft and
mission design requirements were defined (table 1 and 2).
In addition to the requirements of the aircraft design,
technological constraints have been defined as listed in table 4.
The maximum temperature at the outlet of the high-pressure
compressor (T3) and the maximum inlet temperature of the
high-pressure turbine (T4), which was estimated on the basis of
assumptions about the materials used and empirical values from
previous designs, are major critical quantities. A well-known
effect of engines with very low specific thrust is the
comparatively small size of the core engine. In order to avoid
too small component sizes, the minimum blade height at the
high-pressure compressor outlet was also limited. In addition,
maximum average metal temperatures of the turbine blades
were set to 1220K.
Table 4: ASSUMED TECHNOLOGICAL CONSTRAINTS
Parameter Unit Value
Max T3@EOF [K] 930
Max T4@EOF [K] 1820
Max Tmetal [K] 1220
Min HPC blade height [mm] 13.4
The propeller blades used in the preliminary design process
of the CROR engine were designed by means of an automated
optimization process using 3D CFD.
Estimates for the component efficiencies used in the initial
engine performance model were determined by means of the
correlations listed in [40]. An optimization of the model
resulted in an estimation of initial cycle parameters. Based on
the initial performance data, a conceptual design of the core
engine components was conducted. The simplified geometries
were used to validate the cycle process and as a starting point
for the subsequent detailed design of the components.
 Despite moderate pressure and temperature levels a lean
combustor was chosen. The combustor was designed with
effusion cooling with additional impingement cooling and
thermal barrier coating. The assumed wall material is Inconel
718 in 1.5mm thickness together with 0.3mm plasma sprayed
TBC. The thermo-mechanical analysis indicated that the
combustor chamber should withstand the stresses.
Table 5: COMPONENT PERFORMANCE PARAMETERS AT
CRUISE CONDITION (CROR)
Component Parameter Unit
PR [-]
LPC
Stages [-]
PR [-]
HPC
Stages [-]
HPT Stages [-]
IPT Stages [-]
LPT Stages [-]
Propeller Diameter [m]
In the design of the compression system it was not possible
to achieve a flow coefficient above 0.5 for the final stage with
the requirements given by the engine performance calculation
and the assumed technological constraints. Only the resizing of
the core made it possible to meet both the requirement for blade
height as well as a sufficiently high flow coefficient.
The final high pressure compressor design has 7 stages and
provides a total pressure ratio of 7.6 in cruise condition. A
configuration with 6 stages has been studied as well but was
discarded. The overall quality of the through-flow prediction
was improved significantly with the calibrations of the
secondary and tip clearance flow models on multiple setups
against 3D CFD and measurements as presented in [18].
The turbine section was supposed to feature a very high
power density in order to keep stage numbers and thus weight,
an obvious problem for the global CROR engine design, low.
For the same reason, the dimensions of the core engine were
kept small. This is a profound contrast to the open rotor itself,
which is of significant size in order to deliver the desired thrust.
Being coupled to the propelling power turbine via a reduction
gear box, the propeller imposes a massive shaft power
requirement of 5.67 MW.
During the turbine pre-design phase, it became obvious that
the small but still rather hot and high-pressure core had too
small dimensions to keep stage numbers of the IPT and power
turbine (LPT) low. Since the rotational speed was fixed,
especially due to the power gear box and unalterable open rotor
design, the only other potential for turbine work was the
available mean radius level in the relatively large radial space
between the inner HP core and outer casing / open rotor hub. In
the final turbine design it was possible to achieve significantly
high stage efficiencies, even in the very small (blade height ~30
mm) and cooled HPT. The final stage numbers of IPT and LPT
are as low as desired. However, the power turbine is barely a
typical LPT design with stage pressure ratios of about 2 even at
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low loadings and high degrees of reaction, resulting from the
geared configuration.
Table 5 shows stage counts and some selected component
performance parameters at cruise condition of the final CROR
design.
The high-pressure turbine was a critical factor in the
structural-mechanical evaluation. Due to the high rotational
speed the initial blading exceeded the specified stress-limits. In
the final design, the stresses could be reduced to a tolerable
level by modifying the blade geometry while taking into
Value account aerodynamic parameters of the entire turbine section.
5.57 Overall parameters of the final CROR engine in cruise
5 condition design are shown in table 6.
7.6
7 Table 6: OVERALL PARAMETER OF CROR ENGINE (CRUISE
1 CONDITION)
1 Parameter Unit Value
3 OPR [-] 41.8
4.27 BPR [-] ~90
TSFC [g/kNs] 12.1
Engine POD weight [kg] 4500
Compared to the turbofan engine model, the final CROR
model has a 28% lower specific fuel consumption in cruising
flight. However, this only refers to the uninstalled engines and
therefore does not take into account any effects resulting from
their integration into the overall aircraft system.
The resulting geometry allows initial statements to be made
on engine weight using correlation-based methods. Accordingly,
the CROR engine with approximately 4.5 tons of engine mass
would exceed the dry weight of the V2500 (2360kg) by more
than 2000kg. The weight penalty and the enormous diameter of
4.27m, which leads to a rear installation, compromise the
advantage of the uninstalled fuel consumption, taking into
account snowball effects on the aircraft structure. However, a
quantitative assessment of these effects can only be made in an
overall system calculation. Figure 10 shows the final 3D CAD
model of the CROR engine.
Figure 10: FINAL 3D CAD MODEL OF THE CROR ENGINE
10 Copyright © 2018 ASME
 Ultra-High Bypass Turbofan too small. This resulted in an inner diameter of the toroidal
A long-range aircraft configuration was selected for the combustor pressure casing that was too small to accommodate
second application. The top level aircraft specifications of the the engine shafts in combination with a deep lean combustor
UHBR design were based on a generic Boeing 787 type model liner. The cooling concept of the liner was a dual-skin
and are listed in table 7. In addition, table 8 summarizes impingement-effusion concept made of Inconel 718.
important mission design point requirements. The
corresponding engine was designed as a Counter-Rotating Table 9: COMPONENT PERFORMANCE PARAMETERS AT
Turbo Fan (CRTF) configuration. The selected propulsor design CRUISE CONDITION (UHBR)
and the initial engine performance model are based on design Component Parameter Unit Value
studies in the DLR CRISPII-Multi project [41][42]. PR [-] 2.5
LPC
Stages [-] 3
Table 7: TOP LEVEL AIRCRAFT SPECIFICATIONS (UHBR) PR [-] 16.4
HPC
Parameter Unit Value Stages [-] 10
Number PAX [-] 224 HPT Stages [-] 2
Design range [km] 15557 LPT Stages [-] 4
CR Altitude [ft] 35000 Diameter [m] 3.201
Fan
CR Mach No. [-] 0.85 PR [-] 1.315
MTOW [kg] 206853
Within the thermo-mechanical analysis several combustor
The thermodynamic cycle was adapted to specified off- concepts were analyzed with variations in thermal barrier
design requirements during the PEGASUS project. Based on coating (0.2mm and 0.4mm) and thermal soot radiation (lower
the results of the engine performance calculation, a conceptual and higher thermal radiation). The analysis indicated a non-
design of the engine was created that was used to generate critical minimum safety factor for the combustor with a TBC of
geometric start values for detailed component design. 0.4mm and the higher thermal radiation. Consequently it can be
assumed that the combustion chamber should withstand the
Table 8: MISSION DESIGN POINT REQUIREMENTS (UHBR) stresses.
Parameter Unit CR TOC EOF
Altitude [m] 10668 10668 0 Table 10: OVERALL PARAMETER OF UHBR ENGINE
Mach No. [-] 0.85 0.85 0.265 (CRUISE CONDITION)
ΔTISA [K] 0 10 15 Parameter Unit Value
FN [kN] 48.146 61.002 206.292 OPR [-] 52.72
BPR [-] 17.7
The final configuration consists of a counter-rotating fan TSFC [g/kNs] 13.7
driven by a planetary differential gear, which in turn is driven
by a 4-stage low-pressure turbine. The LPT design has a Overall parameters of the final UHBR engine in cruise
reduced blade count compared to conventional low-speed LPTs. condition design are shown in table 10. Since the top level
This feature combined with generally lower stage number and engine and mission requirements differ from the turbofan and
the application of advanced materials (TiAl) contributes to CROR engine concept, a comparison of the resulting TSFC
significant weight reductions in the turbine section that can be could not be carried out. It should rather be demonstrated that
seen as a compensation for the additional gear box weight. completely different engine concepts can also be designed with
The low-pressure compressor, which is also driven by the the use of the presented pre-design process. The final 3D CAD
low pressure shaft system, has three stages and generates a total model of the UHBR engine is shown in figure 11.
pressure ratio of 2.5. On the high pressure shaft there is a 10-
stage high-pressure compressor with a total pressure ratio of
16.4, which in turn is driven by a 2-stage cooled high-pressure
turbine. A summary of component stage counts and some
selected component performance parameters at cruise condition
is shown in table 9.
The combustion chamber is designed as a lean combustion
chamber. This decision is based upon an extrapolation of the
empirical relation between characteristic NOx and overall
pressure ratio for various modern engines with a conventional
rich lean combustor listed in the ICAO engine emissions
database [36]. The initial engine predesign had to be re-iterated,
as the characteristic radii for combustor inlet and outlet were Figure 11: FINAL 3D CAD MODEL OF THE UHBR ENGINE

11 Copyright © 2018 ASME

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 CONCLUSIONS
A multi-disciplinary pre-design process for the assessment
of novel aircraft engines was established, providing a feasible
approach towards virtual engine design.
The presented pre-design process enables shorter response
times to questions in the context of propulsion technology and
thus helps to evaluate innovative technologies. In addition to
the design of entire engine concepts, the process can also
provide a detailed analysis of specific component behavior. The
design philosophy enables the exchange of calculation methods
and components, so that in principle any kind of engine concept
can be designed.
The presented method of data acquisition using a central
data model allows for an efficient management of the intricate
data flow and the extensive amount of transferred data between
different disciplines and fidelity levels. In addition, there is
significant potential for improvement regarding error prevention
and time optimization in the exchange of input and output
quantities.
The generic turbofan model based on the IAE-V2500-A5
engine has been utilized to create the reference aircraft
configurations for DLR projects on aircraft design. Especially
when considering more disruptive future aircraft-engine
configurations that might provide an answer to the stringent
demand for more efficiency (both in fuel usage and emissions),
the effective exchange of information between the engine and
aircraft design groups is of particular importance. A major
lesson learned is that the active inclusion of engine design
engineers within the aircraft design group and vice versa is
important to ensure that non-explicit knowledge is exchanged as
well. Therefore, it is intended to further intensify the
collaboration between engine and aircraft design groups in the
future. Concerning the technical aspects of this collaboration, in
future work the request for proposal for engine design will be
extended with an indication of the expected overall flight
envelope of the aircraft.
Nevertheless, the application of the pre-design process
especially to future engine concepts shows that the tools and
procedures used in the presented process may reach their limits
of validity. The resulting future engine models should therefore
be regarded as demonstration prototypes.
Hence, for the improvement of the methodologies and the
development of the multi-disciplinary approach, the project
PERFECT was initiated in 2017, which extends the presented
preliminary design process to include propulsor pre-design and
acoustics.
ACKNOWLEDGMENTS
The authors would like to thank the associates from the
Institute of Propulsion Technology, Structures and Design,
Simulation and Software Technology, Air Transportations
Systems and the entire PEGASUS project team for the help and
collaboration enabling the present study.
12
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