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

N+1 = 2015 N+2 = 2020 N+3 = 2025

CORNERS OF Technology Benefits Relative Technology Benefits Relative Technology Benefits
THE To a Single Aisle Reference To a Large Twin Aisle
TRADE SPACE Configuration Reference Configuration

Noise
(cum below Stage -32 dB -42 dB -71 dB
4)
LTO NOx Emissions
-60% -75% better than -75%
(below CAEP 6)
Performance: -33% -50%** better than -70%
Aircraft Fuel Burn
Performance: -50%
-33% exploit metro-plex* concepts
Field Length

Goals are relative to reaching TRL 6 by the timeframe indicated

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

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 POTENTIAL REDUCTION IN FUEL CONSUMPTION
Advanced N+2 Configurations
Advanced Configuration #1 Advanced Configuration #2A Advanced Configuration #2B
N+2 “tube-and-wing“ N+2 HWB300 N+2 HWB300
2025 EIS (TRL=6 in 2020) 2025 EIS (TRL=6 in 2020) 2025 EIS (TRL=6 in 2020 assuming
accelerated technology development)

Advanced
Engines
Δ Fuel Burn =
-15.3%
Advanced Advanced
-120,300 Engines Engines
lbs -139,400 lbs Δ Fuel Burn = -151,300 lbs Δ Fuel Burn =
(-43.0%) (-49.8%) -18.5% (-54.1%) -16.0%

Embedded
Fuel Burn = 159,500 lbs Engines with
BLI Inlets ∆ Fuel
-43.0% Fuel Burn = 140,400 lbs Burn = -3.2%

-49.8% Fuel Burn = 128,500 lbs

-54.1%

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 Propulsion Technology Enablers

Fuel Burn
• reduced SFC (increased BPR, OPR & turbine inlet
temperature, potential embedding benefit)

Aircraft Velocity Lift Wfuel

= ln 1 +
Range TSFC Drag WPL + WO

• Engine Fuel •Aerodynamics • Empty Weight

Consumption

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

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

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 Click toTechnology
Propulsion edit Master title style
Opportunity
Propulsion system improvements require advances in propulsor
and core/combustor technologies
• Click to edit Master text styles
– Second level
• Third level
Core
Improvements
– Fourth level
(direct impact on LTO NOx)
» Fifth level

Propulsor
improvements

FY10 SIX MONTH REVIEW – INTEGRATED SYSTEM RESEAERCH 5

Cycle Performance Improves with Temperature

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 Engine Thermal Trends
1800
HYPR B
1700 M-88
AERO-ENGINE XG40 HYPR A
1600 INDUSTRIAL GT F100-PW-299
TURBINE IN LET TEM PERATURE [℃]

Tem p. at Rotor Inlet GE90 701G

1500 F110
PW4000
V2500 TRENT
501G

F404 9001G,H
F101 AGTJ100B 7001G,H
1400 F100 PW2037
E3
CFM56-5
CF6-50 AGTJ100A 701F
CF6-6 CFM56 501F
1300 TF39
RB199
CF6-80
9001F TEPCO
CGT

TF30 JT9D-7R4 H-25 7001F

FJR710/600
1200 RB211-22
JT9D-3
FJR710/20
701D
MF111

T56-14 TF40 501D

1100 JT8D FJR710 -10
JT15D
7001E
9001B
9001E

Conway Avon J79-17 501B XF3-20 F3 -30

1000 JT3D 7001B TFE731
T64 JR220
J69 Dart10
900 J73
CT610 J3-7 501AA
BMW003 JR100
800 W2/700 J3
JUMO004-1
700 HeS3B W1 NE-20
F.Whittle
600 PAT BBC4000kW
1GO

BBC900kW
KO-7
500
1930 1940 1950 1960 1970 1980 1990 2000
YEAR

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
Aspiration Flow
Low-Shock
Controlled,
Design, High
Highly-Loaded,
Efficiency,
Low Pressure
High Pressure
Turbine
Turbine
Low Pressure
Highly-Loaded, Turbine
Multistage Plasma Flow
Compressor Control
(higher efficiency
and operability)
FLOW
UW

FLOW

Compressor z

Synthetic
Jet Flow Novel Turbine Cooling
Control Concepts
(reduced
flow losses)

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 Multi-Stage Axial Compressor (W7)
Objective: To produce benchmark
ERB Test Cell W7
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.

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.
76B 3-Stage Axial Compressor
PR=4.7,TR=1.63, ha=88.5, Utip =1400 ft/s

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UTRC NRA – High Efficiency Centrifugal Compressor (HECC)

m = 10.1 lbm/s
90.0%

89.5% Engine
TT polytropic efficiency

Opportunity for scale

TT polytropic efficiency

89.0%
Opportunity for
improved rotary wing 88.5% improved rotary wing
vehicle engine
polytropic
vehicle engine 88.0% performance as well efficiency
as rear stages for
performance as well 87.5% high OPR fixed wing is
application
as rear stages for 87.0% estimated
high OPR fixed wing 86.5% as 87.9 -
application 86.0% 88.9%
CFD prediction apply delta, CFD increase inlet scale from rig to
CFD prediction apply delta,toCFD
data increase
radiusinlet
ratio scale engine
from rig to
to data radius ratio engine

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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

Large Scale Film Hole:

Film cooling jet
downstream of hole

Trailing
Edge Film Vane Heat Transfer:
Ejection: Good agreement between
IR images GlennHT and experiment

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 NASA/General Electric Highly-Loaded Turbine Tests

4 TON
H OIST

COFFING

FLOW

FLOW
Conventional HPT Reduced Shock Design
Pressure Ratio (PTR/PS) = 3.25
Stage Pressure Ratio = 5.5
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
Front View

Flow Direction

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

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 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

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Variable-Speed Power Turbine for Large Civil Tilt-Rotor
NASA FAP/SRW Large Civil Tilt-Rotor Large Civil Tilt-Rotor
Notional Vehicle TOGW 108k lbf
Need for variable-speed power-turbine with Payload 90 PAX
range of operation 54% < NPT < 100% Engines 4 x 7500 SHP

Research addresses key technical challenges: Range > 1,000 nm

• High efficiency at high stage work factor Cruise speed > 300 kn
• Wide (50⁰) incidence range requirement Cruise altitude 28 – 30 kft
• Low Reynolds number operation
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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