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Research Papers: Gas Turbines: Aircraft Engine

Multi-objective Optimization of a Regenerative Rotorcraft Powerplant: Trade-off Between Overall Engine Weight and Fuel Economy

[+] Author and Article Information
Fakhre Ali

Propulsion Engineering Centre,
Cranfield University,
Bedfordshire MK430AL, UK
e-mail: f.ali@cranfield.ac.uk

Konstantinos Tzanidakis, Ioannis Goulos

Propulsion Engineering Centre,
Cranfield University,
Bedfordshire MK430AL, UK

Vassilios Pachidis

Head of Gas Turbine Engineering
Propulsion Engineering Centre,
Cranfield University,
Bedfordshire MK430AL, UK
e-mail: v.pachidis@cranfield.ac.uk

Roberto d'Ippolito

NOESIS Solutions,
Gaston Geenslaan, 11, B4,
Leuven 3001, Belgium
e-mail: roberto.dippolito@noesissolutions.com

1Corresponding author.

Contributed by the Aircraft Engine Committee of ASME for publication in the JOURNAL OF ENGINEERING FOR GAS TURBINES AND POWER. Manuscript received March 24, 2015; final manuscript received May 7, 2015; published online June 23, 2015. Editor: David Wisler.

J. Eng. Gas Turbines Power 137(12), 121201 (Jun 23, 2015) (10 pages) Paper No: GTP-15-1107; doi: 10.1115/1.4030634 History: Received March 24, 2015

A computationally efficient and cost effective simulation framework has been implemented to perform design space exploration and multi-objective optimization for a conceptual regenerative rotorcraft powerplant configuration at mission level. The proposed framework is developed by coupling a comprehensive rotorcraft mission analysis code with a design space exploration and optimization package. The overall approach is deployed to design and optimize the powerplant of a reference twin-engine light rotorcraft, modeled after the Bo105 helicopter, manufactured by Airbus Helicopters. Initially, a sensitivity analysis of the regenerative engine is carried out to quantify the relationship between the engine thermodynamic cycle design parameters, engine weight, and overall mission fuel economy. Second, through the execution of a multi-objective optimization strategy, a Pareto front surface is constructed, quantifying the optimum trade-off between the fuel economy offered by a regenerative engine and its associated weight penalty. The optimum sets of cycle design parameters obtained from the structured Pareto front suggest that the employed heat effectiveness is the key design parameter affecting the engine weight and fuel efficiency. Furthermore, through quantification of the benefits suggested by the acquired Pareto front, it is shown that the fuel economy offered by the simple cycle rotorcraft engine can be substantially improved with the implementation of regeneration technology, without degrading the payload-range capability and airworthiness (one-engine-inoperative) of the rotorcraft.

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References

Figures

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Fig. 1

HECTOR, architecture of integrated rotorcraft design and optimization framework, deployed for the design analysis and optimization of conceptual rotorcraft powerplant configurations

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Fig. 3

Sensitivity analysis of regenerated engine design parameters against MFB

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Fig. 4

(a) RSM for engine SFCDP versus engine HPC (high pressure compressor) PR and HEE, (b) RSM for MFB versus engine HPC PR and HEE, and (c) RSM for engine weight versus engine HPC PR and HEE, conceptual regenerated Bo105 helicopter, PATM

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Fig. 7

MFB and engine DP SFC scatter of DOE, conceptual regenerative Bo105 helicopter, passenger mission

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Fig. 2

(a) Sensitivity analysis of regenerated engine design parameters against engine weight and (b) sensitivity analysis of regenerated engine design parameters against engine SFCDP

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Fig. 5

(a) RSM for MFB versus engine LPC (low pressure compressor) PR and HEE, (b) RSM for MFB versus engine LPC PR and HEE, and (c) RSM for engine weight versus engine LPC PR and HEE, conceptual regenerated Bo105 helicopter, PATM

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Fig. 6

(a) RSM for MFB versus engine W· and HEE and (b) RSM for engine weight versus engine W· and HEE, conceptual regenerated Bo105 helicopter, PATM

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Fig. 8

Multi-objective results, Pareto front surface for minimum DP SFC and minimum MFB, conceptual regenerated Bo105 helicopter, PATM

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Fig. 9

Multi-objective results, Pareto front surface for minimum DP SFC and minimum delta engine weight, conceptual regenerated Bo105 helicopter, PATM

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Fig. 10

Comparison between the optimized engine design cycle parameters; conceptual regenerated TEL Bo105 helicopter, conceptual regenerated Bo105 helicopter, PATM

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Fig. 11

Regenerated turboshaft configuration, fixed geometry tubular type heat exchanger specific weight correlation adopted from Ref. [9] integrated in HECTOR

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Fig. 12

Comparison between baseline and three selected Pareto front surface, mission level parameters and deltas, Bo105 helicopter

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