摘要 :
In the context of increasing need for step change in civil aeroplane energy efficiency, many innovative concepts are based on the idea of increasing integration of the traditionally segregated subsystems, the most prominent ones p...
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In the context of increasing need for step change in civil aeroplane energy efficiency, many innovative concepts are based on the idea of increasing integration of the traditionally segregated subsystems, the most prominent ones particularly relying on synergies between the propulsive system and the airframe. This paper presents a first step in building a multi-disciplinary platform for directly coupled airframe-engine (propulsive system) mission preliminary sizing and off-design performance estimation, constructed around commercial software Pacelab APD™ and PROOSIS™. The developed framework enables the user to mission-size an airframe (Pacelab APD) by directly querying a pre-sized engine model (PROOSIS). The infrastructure that enables direct communication between the two programs is based on open source methods, and is enabled by UDP sockets. Operational verification of the developed framework is performed on a short-medium range case study - Airbus A320-200 aeroplane and CFM56 engine cycle models. Several mission design loops and off-design simulations were carried out in order to assess the flexibility and robustness of the coupled environment. The preliminary results are coherent with respect to experience and theoretical expectations: for fixed aerodynamic and weight characteristics, at constant maximum takeoff weight the aeroplane range increases with increased engine bypass ratio and overall pressure ratio; the range is reduced with increasing engine non-propulsive offtakes in off-design operation. In turn, opposite tendencies were captured for the aeroplane maximum takeoff weight for a fixed objective range. The coupled operation for the studied test cases behaves robustly as long as the engine model is pre-sized and initialised carefully to match the aeroplane operating envelope. The average calculation time of a complete coupled mission sizing is of order of one minute. The presented work is a first step in a long-term effort to create a framework for multi-disciplinary sizing and performance simulations of innovative aeroplane concepts, with full system transparency available to the designer.
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Modern aviation has been focusing on hybrid-electric propulsion in recent years, aiming for concepts with lower atmospheric and acoustic pollution to improve social acceptance of the sector. Development of such new enabling techno...
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Modern aviation has been focusing on hybrid-electric propulsion in recent years, aiming for concepts with lower atmospheric and acoustic pollution to improve social acceptance of the sector. Development of such new enabling technologies results in emergence of whole new aircraft concepts like Electric Vertical Take-Off and Landing (eVTOL) for urban air mobility. The present work focuses on the preliminary design of a hybrid-electric Vertical Take-Off and Landing (VTOL) air vehicle with multiple ducted fans. A theoretical preliminary sizing model is proposed and then implemented in Pacelab APD™, a commercial preliminary design tool developed by PACE Aerospace Engineering and Information Technology GmbH. The performance deck for electric ducted fans is developed in parallel using PROOSIS™, a separate dedicated propulsive system simulation software, using flight conditions as input and providing appropriate performance characteristics as output. The targeted powertrain is completed with a turbogenerator, also modelled in PROOSIS as a generic turboshaft engine with an additional electric generator efficiency accounting. After having sized it at cruise condition, a specific fuel consumption map is retrieved. A typical urban air mobility operational framework is considered when building the design mission - composed of vertical take-off, hover, cruise and vertical landing - as well as a range of off-design use case scenarios. Power requirement in vertical flight segments is also estimated. An example of the developed model application in Pacelab APD is provided; it is inspired by existing concepts on the market. It presents a hybrid-electric powertrain with eight ducted fans and a fully composite airframe. The model is implemented in a customized version of APD, along with coding of the missing engineering objects and the propulsive system performance decks exported from PROOSIS. The design mission is then simulated and analysed, suggesting a feasible aircraft solution, which is later subject to sensitivity studies.
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摘要 :
Modern aviation has been focusing on hybrid-electric propulsion in recent years, aiming for concepts with lower atmospheric and acoustic pollution to improve social acceptance of the sector. Development of such new enabling techno...
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Modern aviation has been focusing on hybrid-electric propulsion in recent years, aiming for concepts with lower atmospheric and acoustic pollution to improve social acceptance of the sector. Development of such new enabling technologies results in emergence of whole new aircraft concepts like Electric Vertical Take-Off and Landing (eVTOL) for urban air mobility. The present work focuses on the preliminary design of a hybrid-electric Vertical Take-Off and Landing (VTOL) air vehicle with multiple ducted fans. A theoretical preliminary sizing model is proposed and then implemented in Pacelab APDIM, a commercial preliminary design tool developed by PACE Aerospace Engineering and Information Technology GmbH. The performance deck for electric ducted fans is developed in parallel using PROOSIS1M, a separate dedicated propulsive system simulation software, using flight conditions as input and providing appropriate performance characteristics as output. The targeted powertrain is completed with a turbogenerator, also modelled in PROOSIS as a generic turboshaft engine with an additional electric generator efficiency accounting. After having sized it at cruise condition, a specific fuel consumption map is retrieved. A typical urban air mobility operational framework is considered when building the design mission - composed of vertical take-off, hover, cruise and vertical landing - as well as a range of off-design use case scenarios. Power requirement in vertical flight segments is also estimated. An example of the developed model application in Pacelab APD is provided; it is inspired by existing concepts on the market. It presents a hybrid-electric powertrain with eight ducted fans and a fully composite airframe. The model is implemented in a customized version of APD, along with coding of the missing engineering objects and the propulsive system performance decks exported from PROOSIS. The design mission is then simulated and analysed, suggesting a feasible aircraft solution, which is later subject to sensitivity studies.
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Aircraft systems and associated technologies have been constantly evolving over the years with an increasing number of components and actors interacting together in a global chain. Given this evergrowing complexity, the use of sim...
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Aircraft systems and associated technologies have been constantly evolving over the years with an increasing number of components and actors interacting together in a global chain. Given this evergrowing complexity, the use of simulation in the design and validation phases of emerging systems is essential and allows to significantly accelerate some prototyping phases, especially in cross-domain concepts. This article describes analysis and experiments done at ISAE-SUPAERO for running large scale and hybrid real-time simulations for aircraft using the HLA standard (High Level Architecture).
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Due to strengthening of environmental constraints and current industrial competitiveness, the airplane manufacturing industry is urged to turn towards an increase use of sustainable energy sources. A prominent concept is airplane ...
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Due to strengthening of environmental constraints and current industrial competitiveness, the airplane manufacturing industry is urged to turn towards an increase use of sustainable energy sources. A prominent concept is airplane electrification, either of the engine or various non-propulsive systems. In this paper, electrification of the Environmental Control System (ECS), which is used for cabin pressurization and electronic devices cooling, is analyzed. The objective is to develop a calculation method which allows to study the impact of ECS electrification on the aircraft mission performance, by taking into account the ambient air extraction impact on the aircraft drag. The method can be used at early design, for a complete aircraft mission, and is based on penalty analysis methods to convert the system performance impacts into fuel weight delta. In this paper a conventional and a fully electrified architecture are compared for a short-medium range aircraft. While the electrical ECS architecture is shown to be more advantageous with respect to the engine performance alone, preliminary studies using the presented method indicate that a conventional ECS architecture is more adapted regarding the overall aircraft mission fuel performance.
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摘要 :
Due to strengthening of environmental constraints and current industrial competitiveness, the airplane manufacturing industry is urged to turn towards an increase use of sustainable energy sources. A prominent concept is airplane ...
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Due to strengthening of environmental constraints and current industrial competitiveness, the airplane manufacturing industry is urged to turn towards an increase use of sustainable energy sources. A prominent concept is airplane electrification, either of the engine or various non-propulsive systems. In this paper, electrification of the Environmental Control System (ECS), which is used for cabin pressurization and electronic devices cooling, is analyzed. The objective is to develop a calculation method which allows to study the impact of ECS electrification on the aircraft mission performance, by taking into account the ambient air extraction impact on the aircraft drag. The method can be used at early design, for a complete aircraft mission, and is based on penalty analysis methods to convert the system performance impacts into fuel weight delta. In this paper a conventional and a fully electrified architecture are compared for a short-medium range aircraft. While the electrical ECS architecture is shown to be more advantageous with respect to the engine performance alone, preliminary studies using the presented method indicate that a conventional ECS architecture is more adapted regarding the overall aircraft mission fuel performance.
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The contemporary debate on the need for the civil aeronautical industry to reconcile its global warming impact and the continuous air traffic growth is gaining in prominence. While solutions exist to tackle different aspects of th...
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The contemporary debate on the need for the civil aeronautical industry to reconcile its global warming impact and the continuous air traffic growth is gaining in prominence. While solutions exist to tackle different aspects of this complex problem individually, the core of the response lies in rethinking the conventional aeroplane architecture in order to reach new energy efficiency optima. This paper presents a function-to-form framework used for describing different aspects of architectural design of an aeroplane as technological system. Firstly, a brief overview of different existing ways to improve aeroplane architectures is given. With that background, a preliminary definition of multi-level system composition of an aeroplane is presented. A physics-based framework is then correlated to the Functional, Behavioural, Structural and Experiential requirement framework, in order to characterise the different physical phenomena experienced by an aeroplane for a single operating point. These provide basis for definition of a qualitative Figure of merit dubbed Integration Potential of an architecture, which serves as proxy for describing function-to-form mapping of aeroplane system architectures. Using both the historical, contemporary and projected tendencies of aeroplane technology advances, existence of an asymptotic limit of this parameter is inferred. This limit arguably indicates the extent to which it could still be possible to go in search for energy efficiency gains by virtue of system architecture design.
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摘要 :
The contemporary debate on the need for the civil aeronautical industry to reconcile its global warming impact and the continuous air traffic growth is gaining in prominence. While solutions exist to tackle different aspects of th...
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The contemporary debate on the need for the civil aeronautical industry to reconcile its global warming impact and the continuous air traffic growth is gaining in prominence. While solutions exist to tackle different aspects of this complex problem individually, the core of the response lies in rethinking the conventional aeroplane architecture in order to reach new energy efficiency optima. This paper presents a function-to-form framework used for describing different aspects of architectural design of an aeroplane as technological system. Firstly, a brief overview of different existing ways to improve aeroplane architectures is given. With that background, a preliminary definition of multi-level system composition of an aeroplane is presented. A physics-based framework is then correlated to the Functional, Behavioural, Structural and Experiential requirement framework, in order to characterise the different physical phenomena experienced by an aeroplane for a single operating point. These provide basis for definition of a qualitative Figure of merit dubbed Integration Potential of an architecture, which serves as proxy for describing function-to-form mapping of aeroplane system architectures. Using both the historical, contemporary and projected tendencies of aeroplane technology advances, existence of an asymptotic limit of this parameter is inferred. This limit arguably indicates the extent to which it could still be possible to go in search for energy efficiency gains by virtue of system architecture design.
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The last decade was marked by significant climate changes, causing hot summers, cold winters, storms, floods and forest fires. Those changes have, naturally, influenced living creatures, including the distribution and spread of ce...
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The last decade was marked by significant climate changes, causing hot summers, cold winters, storms, floods and forest fires. Those changes have, naturally, influenced living creatures, including the distribution and spread of certain populations. Changes in water temperature have been noted in marine ecosystems, with northern Mediterranean (Adriatic Sea) showing an increase in temperature. These changes allowed for warm–water fish species to migrate northwards, to the areas of the Mediterranean they haven't inhabited until now. Already, around 60 fish species have been recorded in the Mediterranean that have migrated either from the Indo–Pacific region through the Suez Channel, or from the Atlantic through the Gibraltar straits. Three new species have been scientifically documented in the Adriatic, two migrants from the eastern Atlantic: Spheroideus pachygaster, blunthead puffer, and Tylosurus acus imperialis, garfish; and one lessepsian migrant, Fistularia commersonii, bluespotted cornetfish. All have been caught in Montenegrin waters in the last three years. Croatian ichthyologists have recorded 8 lessepsian and east–Atlantic species new to the Adriatic. Intensive marine traffic, fishing activities and mariculture all influence these changes in biodiversity. The dilemma remains whether this is really the influence of climate changes or just a sign of the maximum sun–spot activities and subsequent reduction in solar activity in the following period and the arrival of a mini ice age, as certain scientists forecast.
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摘要 :
The last decade was marked by significant climate changes, causing hot summers, cold winters, storms, floods and forest fires.
Those changes have, naturally, influenced living creatures, including the distribution and spread of c...
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The last decade was marked by significant climate changes, causing hot summers, cold winters, storms, floods and forest fires.
Those changes have, naturally, influenced living creatures, including the distribution and spread of certain populations. Changes in
water temperature have been noted in marine ecosystems, with northern Mediterranean (Adriatic Sea) showing an increase in
temperature. These changes allowed for warm–water fish species to migrate northwards, to the areas of the Mediterranean they
haven't inhabited until now. Already, around 60 fish species have been recorded in the Mediterranean that have migrated either
from the Indo–Pacific region through the Suez Channel, or from the Atlantic through the Gibraltar straits. Three new species have
been scientifically documented in the Adriatic, two migrants from the eastern Atlantic: Spheroideus pachygaster, blunthead puffer,
and Tylosurus acus imperialis, garfish; and one lessepsian migrant, Fistularia commersonii, bluespotted cornetfish. All have been
caught in Montenegrin waters in the last three years. Croatian ichthyologists have recorded 8 lessepsian and east–Atlantic species
new to the Adriatic. Intensive marine traffic, fishing activities and mariculture all influence these changes in biodiversity. The
dilemma remains whether this is really the influence of climate changes or just a sign of the maximum sun–spot activities and
subsequent reduction in solar activity in the following period and the arrival of a mini ice age, as certain scientists forecast.
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