NEWAC – Aero Engine Technology for Environmentally Friendly Aircraft

AVIO

ONERACEPr

DLR

Snecma

ScitekRR

PCA

PBS

WSK

Airbus

Sonats

Turbomeca

Techspace Aero

RRD

MTU

U. Florence

U. Graz

U. Thessaloniki

U. Athens

U. Chalmers

EPFL

U. Aachen

EnginSoft

VAC

VMSulzer

U. Lyon

U. StuttgartU. Karlsruhe

U. Belfort Steigerwald

ARTTIC

U. Liege

U. SussexU. Oxford

U. CambridgeU. Cranfield

U. Loughborough

CENAERO

Aero Engine Company & Industry

Research Establishment

University

Partner CountryMTU Aero Engines GermanyAirbus FrancePBS Czech RepublicARTTIC GermanyUniversity of Thessaloniki GreeceAVIO ItalyUniversity of Cambridge EnglandCENAERO BelgiumChalmers University of Technology SwedenCranfield University EnglandDLR GermanyEPFL SwitzerlandSCITEK EnglandLoughborough University EnglandTechnical University of Athens GreeceONERA FranceUniversity of Oxford EnglandPCA EnglandRolls-Royce Deutschland GermanyRolls-Royce Plc England

Partner CountryAachen University of Technology GermanySnecma FranceSONATS FranceSteigerwald Strahltechnik GermanySulzer Metco SwitzerlandUniversity of Sussex EnglandTechspace Aero BelgiumGraz University of Technology AustriaTurbomeca FranceUniversity of Florence ItalyUniversity of Karlsruhe GermanyUniversity of Liège BelgiumUniversity of Lyon FranceUniversity of Stuttgart GermanyUniversity of Belfort-Montbéliard FranceVolvo Aero Corporation SwedenVibro-Meter SwitzerlandWSK PolandCEPr FranceEnginSoft Italy

Project coordination

Dr. Günter WilfertProgramme Manager NEWACMTU Aero EnginesDept. Technology-Management (TETM)Dachauer Straße 66580995 Munich • Germany

guenter.wilfert@muc.mtu.deTel. +49 (0)89 1489-4347Fax +49 (0)89 1489-99272www.mtu.de

Partners

verkürzte Seite

verkürzte Seite

FALZ

FALZ

FALZ

FALZ

07027_NEWAC_Broschüre_rz 27.09.2007 17:05 Uhr Seite 2

NEWAC – Emission reduction by 6 % CO2 and 16 % NOX

NEWAC’s main result will be fully validated novel technologies enablinga 6 % reduction in CO2 emissions and a further 16 % reduction in NOX.Most importantly, NEWAC will address the particular challengesinvolved in delivering these benefits simultaneously, contributing tothe attainment of the ACARE targets. All new configurations investi-gated under NEWAC will be compared, assessed and ranked regardingtheir benefits and contributions to the global project targets.

Detailed specifications will be provided for all innovative core configu-rations. As a result, NEWAC will identify the technology routes toenvironmentally friendly and economic propulsion solutions.

If you want to read more about the programme go towww.newac.eu.

Recuperator

• Improved heat exchanger and nozzle arrangement• Low loss heat exchanger integration• Structural and overall IRA integration aspects

Intercooler and related ducting

• Design and test of an advanced cross-corrugated plate heat exchanger• Design and validation of low pressure loss ducts

Improved HPC (higher overall pressure ratio)

• Stability enhancement for intercooled core operability needs• Improved blading and secondary flow path• Improved tip clearance design• Highly loaded outlet guide vane/diffuser

Future innovative core configuration

• Variable core cycle• Innovative combustion• Contra-rotating core• Unconventional heat management

Flow Controlled Core

Flow control technologies offer new opportunities to achieve anincrease in high pressure compressor efficiency, additional surge margin and reduced in-service deterioration and can be applied to a contra rotating turbofan (CRTF). These technologies are:

• Tip flow control technologies including tip injection and aspiration • Advanced 3D aerodynamics and air aspiration applied on stator,

hub or blade• Blade/casing rub management for tight tip clearance • Flow stability control optimised for engine integration

The flow control technologies will be investigated by analysis, elementary tests and validated in a compressor rig test. For this application the Lean Direct Injection (LDI) combustor as well as the PERM combustor are well suited.

Top level objectives The Challenge

Intercooled Recuperative Core

This concept exploits the heat of the engine exhaust gas and maximisesthe heat pick-up capacity of the combustor inlet air by intercooling infront of the high pressure compressor. The results of the EEFAE-CLEANtechnology programme showed improvement potential in the optimi-sation of the recuperator arrangement, by introducing an innovativeduct design and by investigating a radial compressor in a new designregime. Finally, an advanced Lean Premixed Prevaporised (LPP) com-bustor, which is well suited for the intercooled recuperative cycle withits low overall pressure ratio, will support further NOX reduction.

Intercooled Core

The application of intercooling to a core configuration allows for veryhigh overall pressure ratios (OPR). By cooling the air between the twostages of compression it reduces the work input for such cycles andimproves fuel burn. The lower combustor entry temperatures can alsolead to reduced NOX. Key technologies of the intercooled core conceptwill be investigated in detail:

• An advanced compact and lightweight intercooler and its associatedducting

• A next generation highly efficient compressor which also meets theincreased operability needs due to the added volumes in the system

These technologies will be validated by rig test. An advanced LeanDirect Injection (LDI) combustor based on the EEFAE-ANTLE technologyprogramme will be investigated as most appropriate for the high OPRof the intercooled core cycle.

NEWAC – The ProjectPrevious technology programmes have already identified concepts andtechnologies to achieve the ambitious environmental targets set byACARE. Innovative core configurations will be developed and validatedunder the NEWAC programme to strongly reduce CO2 and NOX emis-sions. These concepts will use heat management (intercooler, cooling aircooler, recuperator), improved combustion, active systems andimproved core components. NEWAC will design and manufacture theseinnovative components and perform model, rig and core tests to validatethe critical technologies. 40 partners from the European leading engineindustry, the engine industry supply chain, key European researchinstitutes and SMEs with specific expertise will jointly develop newaero engine core technology under the 71 M € programme of which

Improved Single Annular Lean Burn Combustor

• Improved cooling technology with significant cooling flow reduction • Fuel staging system to optimize emission performance through entire engine cycle• Combustor validation by full annular high pressure rig tests

Injection Systems

• Development of three different concepts of advanced Lean-Burn Injection Systems • Validation of injection systems concepts by combustion tests to assess emissions

& operability all over their operating range

Air traffic and impact on the environment Global air traffic is forecast to grow at an average annual rate of around5 % in the next 20 years. This high level of growth makes the need toaddress the environmental penalties of air traffic all the more urgent.Consequently, Europe’s aviation industry faces a massive challenge tosatisfy this demand whilst making it ever safer, more economic andmore environmentally friendly. Therefore, alternative engine configu-rations need to be researched in order to achieve a significant anddurable reduction of pollution.

Large investments have already been made in Europe through R&Tprogrammes and collaborations to reduce the negative environmentaleffects of aircraft use. Research is therefore providing the technologiesto improve the performance of existing engine components.

However, even if these conventional technologies help to achieveimprovements in noise and pollution emissions, their existing limita-tions will not allow the industry to reach the goals set in the field ofaeronautics research in the Vision 2020 report made by the AdvisoryCouncil of Aeronautical Research in Europe (ACARE). Novel engineconfigurations incorporating heat management, active systems andadvanced combustor technology can contribute to reducing CO2 andNOX emissions. A major collaborative EU Framework 6 IntegratedProgramme researching these new technologies is NEWAC (NEW Aeroengine Core concepts).

Improvement of CO

NEWAC: -6 % CO

EEFAE (IRA)

1995

Reference

3rd Generation BPR=5–8 Trent 700, CFM 56

4th Generation BPR>8GP7000, Trent500/900

5th Generation BPR>10Trent 1000, GENX

-14 –16 %

-10 –12 %

-5 – 8 %

- 20 %ACARE Target

EEFAE(ANTLE/CLEAN)

Fuel

Con

sum

ptio

n/C

O

DDTFConv. Turbofan

Adv. Concepts

IRAIntercooledRecuperativeAero Engine

2000 2005 2010 2015 2020 2025

Year

2

2

2

NO Reduction Target

0

20

40

60

80

100

120

10 20 30 40 50 60

Overall Pressure Ratio (OPR)

ICAO

NO

[g

/kN

]

ACARE Target: - 80 % CAEP2

CAEP/6 2008

CAEP/2 CAEP/4 2004

Reference

NEWAC: -16 % NO

x

xx

EEFAE

Active Core

Active systems open up a new area of technological opportunities.They offer the possibility to adapt the core engine to each operatingcondition of the mission and, therefore, have the potential to optimisecomponent and cycle behaviour. The most promising active systemsfor core engine applications will be investigated and compared withpassive alternatives:

• Active cooling air cooling system for reduced cooling air consumption• Active and semi-active clearance control system for the rear HPC

stages• Active surge control system for the front HPC stages

The candidates with the highest overall potential will be developed and validated in a final core test. A Partially Evaporating Rapid Mixing(PERM) combustor is best applicable to the active core engine and willbe investigated under NEWAC.

Centrifugal HP Compressor

• Centrifugal compressor efficiency improvementand high hub-tip-ratio

• Optimisation of radial compressor/ducting interface• Radial/axial compressor comparison

Active surge control (front stages)

• Development of active surge control with air injection• Comparison to the passive alternative of multi stage

casing treatment

Active cooling air cooling

• Concept study for active cooling air cooling • Proof of concept for an appropriate combustor case• Exploration of new design and manufacturing options

for a cooled HPC rear cone

Active clearance control system (rear stages)

• Improvement of tip clearance with an active clear-ance control system (thermal or mechanical)

• Comparison with alternative technologies for tipclearance improvement

Tip flow control and advanced aero

• Advanced casing concepts (casing treatment,casing aspiration, tip injection)

• 3D optimised aerodynamics• Stall active control integration

Rub management

• Modelling the abradable and its wearing• Development of improved abradable• Validation via rub tests

Aspiration concept on blade profiles

• Evaluation and optimisation of aspiration technologyon stator vanes/hubs and blades

• Identification of potential benefits

40 M € are funded by the EC. The following four core concepts will beinvestigated:

• Active Core with active systems applicable to a geared turbo fanusing a PERM combustor.

• Flow Controlled Core using a PERM or a LDI combustor applied to conventional or new engine architectures.

• Intercooled Core for a high OPR engine concept based on a three shaft direct drive turbo fan (DDTF) with a LDI combustor.

• Intercooled Recuperative Core for the intercooled recuperativeaero engine concept (IRA) operated at low OPR and using a LPPcombustor concept.

NEW Core Engine ConceptsTechnology Roadmap for Innovative Engine Concepts

Year 2000 in service engine

Trent 700/CFM56ACARE Reference

SILENCER EEFAE – ANTLE EEFAE – CLEANValidation at Engine Level

• Direct Drive Turbo Fan• Geared Turbo Fan• Counter Rotating

Turbo Fan

ComponentValidation forLow spool/Core

Open Rotor Other Innovative Engine Concepts

Engine/ComponentLevel Validation

VISION 2020 Targets defined by ACARE (Advisory Council of Aeronautical Research in Europe)

Safety & Security• Reduce accident rate by 80 %• Zero successful hijack

Quality & Affordability• Half time to market• Fall in travel charges

Air Transport System Efficiency• On time arrival/departure 99 % within 15 minutes• Increase movements of aircraft times 3

Environment• Reduce perceived noise by half• Reduce NOX by 80 %• Reduce CO2 by 50 %

Engine Contribution• Reduce specific fuel consumption by 20 %• Reduce NOX by 80 %• Reduce noise by 10 dB per

operation• Reduce accident rate by 80 %• Reduce operational costs• Half time to market

Fuel Injection Technology

10 20 30 40 50 60

Engine Overall Pressure Ratio

LPP

PERM

LDI

Innovative Combustor Technology for Advanced Core ConceptsAll promising approaches towards significant NOX emission reductionare based on lean premixing combustion technology. Three differentlean combustion concepts, operating at different overall pressureratios will be investigated under NEWAC. PERM Partial Evaporation & Rapid Mixing LDI Lean Direct InjectionLPP Lean Premixed Prevaporized

CLEAN SKY

• Active Core• Flow Controlled Core• Intercooled Core• Intercooled

Recuperative Core

verkürzte Seite

verkürzte Seite

FALZ

FALZ

FALZ

FALZ

Euro

pean

Fra

mew

ork

Prog

ram

mes

07027_NEWAC_Broschüre_rz 27.09.2007 17:05 Uhr Seite 5