Project Details
Projekt
GRK 1344: Unsteady System Modelling of Aircraft Engines
Subject Area
Fluid Mechanics, Technical Thermodynamics and Thermal Energy Engineering
Term
from 2006 to 2015
Project identifier
Deutsche Forschungsgemeinschaft (DFG) - Project number 19779920
A very strong increase of the world-wide air traffic is forecasted within the next 15 years. In order to ensure more environmentally friendly air transportion, the following objectives for technology readiness by 2020, taking 2001 as the baseline, have been targeted:
(1) reduction of noise foot-print area by 50 per cent and external noise by 10EPNdB for rotorcraft,
(2) reduction of fuel consumption and hence CO2 emission by 50 per cent per passenger-kilometre,
(3) reduction of NOx emissions by 80 per cent in landing and take-off according to ICAO standards and down to 5g/kg of fuel burnt in cruise.
The reduction of fuel consumption must also be seen under economical viewpoints. Simultaneous compliance of environmental requirement, marked-demand, health and safety concerns along with a request of minimal fuel consumption, low production lifecosts for engine components, high structure reliability and durability is challenging for design engineers. It turns out that possible errors, which can eventuate at the beginning of a new design process, are very difficult to retrieve; these may be rectified or adjusted in advanced design steps, but only by involving additional time expenses and costs.
It, therefore, appears that modelling methods are indispensable for reliable engine design process and technology development. In order to further improve the predictability of required process design parameters, to avoid some design and development errors and to shorten up the design time, the modelling methods need to be continuously updated, refined and validated.
To this end a holistic consideration of the aircraft engine system in the modelling and design process is recommendable. It allows for an optimal aerodynamic analysis of turbomachinery components, the sufficiently improved strength properties of the components, and acceptable rotordynamics, to be integrated together at lower costs. To provide an optimal control and operation handling of such multi-component aircraft engine electronic modules along with mechatronic unities, they must be accounted for and included within a suitable integrated system modelling.
(1) reduction of noise foot-print area by 50 per cent and external noise by 10EPNdB for rotorcraft,
(2) reduction of fuel consumption and hence CO2 emission by 50 per cent per passenger-kilometre,
(3) reduction of NOx emissions by 80 per cent in landing and take-off according to ICAO standards and down to 5g/kg of fuel burnt in cruise.
The reduction of fuel consumption must also be seen under economical viewpoints. Simultaneous compliance of environmental requirement, marked-demand, health and safety concerns along with a request of minimal fuel consumption, low production lifecosts for engine components, high structure reliability and durability is challenging for design engineers. It turns out that possible errors, which can eventuate at the beginning of a new design process, are very difficult to retrieve; these may be rectified or adjusted in advanced design steps, but only by involving additional time expenses and costs.
It, therefore, appears that modelling methods are indispensable for reliable engine design process and technology development. In order to further improve the predictability of required process design parameters, to avoid some design and development errors and to shorten up the design time, the modelling methods need to be continuously updated, refined and validated.
To this end a holistic consideration of the aircraft engine system in the modelling and design process is recommendable. It allows for an optimal aerodynamic analysis of turbomachinery components, the sufficiently improved strength properties of the components, and acceptable rotordynamics, to be integrated together at lower costs. To provide an optimal control and operation handling of such multi-component aircraft engine electronic modules along with mechatronic unities, they must be accounted for and included within a suitable integrated system modelling.
DFG Programme
Research Training Groups
Major Instrumentation
Invest.-Bew. für Polarisationsverstärker - 15000,--Euro (Teilprojekt B3). Ablehnung bzw. Verweis i.d. Grundausstattung der übrigen Geräte.
Applicant Institution
Technische Universität Darmstadt
Spokesperson
Professor Dr.-Ing. Johannes Janicka
