Hyperion 1.0 symposium presentation 2011

2011 Aerospace Engineering Design Symposium

32-Student Global Team

Michaela Cui Tyler Drake Arthur Kreuter Gavin Kuti l Brett Mil ler Corey Packard Marcus Rahimpour Gauravdev Soin

Mart in Arenz Holger Kurz David Pfeiffer Matthias Seitz Baris Tunali Jonas Schwengler

Kai Lehmkuehler Matthew Anderson Joshua Barnes Byron Wilson Andrew McCloskey

Mikhai l Kosyan Derek Nasso

Julie Price Eric Serani Tom Wiley

Richard Zhao


Project Motivation and Goals

System Configuration

Hybrid-Electric Engine

Aerodynamics and Structures

Electronics and Control

Integration & Test

Lessons Learned

Index

- Index- 3


NASA’s goal:

• Reduce aircraft fuel consumption

• Reduce emissions

• Reduce noise

…Simultaneously!

4

Motivation: Green Aviation

Motivation

Image credit: NASA

“In 2009, … [the] United States flew 704 million passengers, a number forecast to reach 1.21 billion by 2030.” – NASA Facts [1]


Noise Challenge

5

Motivation: Reduce Noise

Motivation

Image credit: NASA

Aircraft noise regarded most significant hindrance to National Airspace System

Goal Develop Aircraft technology and airspace system operations to shrink the nuisance noise footprint to the airport boundary

[1]

[1]


Fuel Problem

6

Motivation: Reduce Fuel Burn

Motivation

In 2008 U.S. Commercial air burned 19.7 Billion Gallons D.O.D. burned an additional 4.6 Billion Gallons

Goal

[1]

+

250,000,000… Tons of Carbon Dioxide (CO2)

Harmful Nitrogen Oxide Emissions (NOx)

Reduce NOx Emissions:

20% by 2015 50% by 2020

>50% beyond 2025 [1]

Reduce Fuel Burn:

33% by 2015 50% by 2020

>70% beyond 2025 [1]

2011 Aerospace Engineering Design Symposium 7

Motivation: Blended Wing Body

Motivation

[2]


Motivation: Hybrid Technology

Motivation

Features

• Twin Engine Safety

• Variable Optimization

Internal Combustion Engine

Electric Motor

Patent Pending Hybrid Gearbox

• Efficiency Optimization

• Modular Configurations


Need: Improved Efficiency in Global Industry Collaborations

9

Motivation: Follow-The-Sun

Motivation

[3]

Concept 3 Teams…

Distributed 8 hours apart…

Relay work daily …

Following the Sun

Result: 3 work-days in one 24 hour period


HYPERION Goal

Goal

1. Conceive, design, implement, and operate (CDIO) an aerial platform to investigate new technologies for improvements in capabilities and efficiencies

2. Practice international collaboration in academia under the Follow-The-Sun (FTS) concept

has 2 goals:


System Configuration

- System Configuration-

Hybrid-Electric Engine

6⁰ Canted, Raked Wingtips

Fiberglass Composite Skin Carbon Fiber/Foam Core Structure

Tricycle Landing Gear


System Concept of Operations

- System Configuration-


Hybrid Gas-Electric Engine

- Hybrid Electric Engine-

Project Goal and Objectives Design, build and test a hybrid propulsion system to be integrated

into the Hyperion blended wing-body aircraft

Offset drive

No control system

Focus: Efficiency, proof of

concept

Coaxial drive

Multiple flight mode control

Focus: Reliability, operations

Objective


Project Requirements

-Hybrid-Electric Engine-

Project

System

Subsystem

Software Mechanical/Structural

Thermal

Temperature Constraints

Power output

4 hp at propeller

Multiple flight modes

Alternate ICE & EM

2 hp from ICE and 2 hp from

EM

Skin temperature below 60oC

LabView & Matlab


System Architecture


Connections Physical: Data: Power:

Receiver Transmitter

EM Throttle

ICE Throttle

Propeller EM

ICE

Gearbox

Control System

User Controls

LiPo Batteries

Fuel Remote

Start

Electric Motor & Gearbox

Batteries

Internal Combustion Engine

Fuel


System Operations


ICE Only – Cruise mode

EM Only – Quiet and Landing modes

Combination – Takeoff, Climb and Dash modes

Utilizes unique in-flight remote restart

technology


Test Plan


Dynamometer testing

Measures system torque output

Obtain power, RPM data

Satisfy Hyperion ConOps

Thermal testing

Not exceed fiberglass softening point

System fully enclosed for worst case

scenario

Test Like You Fly


Thermal Testing and Verification


Passive air cooling is required for safe engine operation

0 2 4 6 8 10 12 14 16 18 200

5

10

15

20

25

30

35ICE only for 10 min, then EM only for 10 min

Time [min]

Am

bie

nt

Tem

pera

ture

[C

]

ICE

EM

Side Wall

Gearbox

ESC

Upper Wall Surface

ICE Only EM Only

ICE Heat Sink = Greatest Thermal Output

Upper surface remains below required 60oC

Gearbox reaches steady state

Propeller wash about box from EM to rapidly cool cavity

The ConOps requirements are verified


Power Testing and Verification


1500 2000 2500 3000 3500 40000

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1

RPM

EM

/Gearb

ox O

utp

ut

Pow

er

[HP

]

EM/GB Power [HP] versus RPM after Modifications

Data

polyfit

Power/RPM linear function obtained – EM 85% efficient

Power requirement of 2 hp verified at 7000 RPM

Dynamometer test setup inadequate

Force transducer inaccurate due to vibrations


Risk & Mitigation


Co

nse

qu

ence

Comm Failure

Structural Failure from

Vibrations

Failure to Interface Engine Control

Hyperion Thermal

Integration

Failure of Aircraft Delivery

Starting ICE Remotely

Possibility

Co

nse

qu

ence

Failure to Interface Engine Control

Hyperion Thermal

Integration

Structural Failure from

Vibrations

Failure of Aircraft Delivery

Starting ICE Remotely

Comm Failure

Possibility

Major Tall Poles ICE remote starting system

Overheating aircraft skin

Structural vibrations

Mitigation Utilized modified COTS system

Analytical modeling, redundant testing

Precise machining; design modifications


Primary System Validation


Mechanical

Engine/Aircraft

Integration

ICE & EM produce 2 hp

each (4 hp total)

Independent &

Concurrent Engine

Operations

Software/Control

Control Logic

Interface with sbRIO

Operational engine

control logic

System Operational

Operational reliability

through endurance

testing

Stretch Goal:

Flight Testing


Aerodynamics & Structures

- Aerodynamics & Structures-

L/D greater than 20 Statically stable Stall velocity less than 15 m/s Span efficiency (e) greater than 0.8 Wing loading less than 15 kg/m²

Aerodynamic Requirements Structures, propulsion, control are highly dependent on aerodynamic shape Design locked at PDR

Design Alternatives

Geometry 3.0 m wing span 1.25 m max chord

Airfoils Body-S5016 Wing-S5010

Wing Endings Raked Wing Tips

Rudders H-Tail



- Aerodynamics & Structures-

Safety factor greater than 1.5 Structure weight less than 10.0kg (22.0 lbs) Engine and wings to be modular

Structural Requirements

• Two spar design • Main spar designed to withstand entire load

Design at CDR

Initial Design at PDR

• With aero shape locked, able to complete detailed design • Worked closely with Boeing engineers

• Added shear device



- Aerodynamics and Structures-

½ Scale Wind Tunnel Model Internal Structure Center Body/Integration

Aerodynamic Validation

CFD Validation

Wing Integration/Assembly


Electronics & Control

- Electronics & Control-

Ground Station

Radio Controller

Video Receiver Video Monitor

Human Pilot

Control System Data Acquisition System

First Person Vision System

Radio Receiver

Flight Computer

Flight Computer Power Supply

Servos

Control Surface

Data Transmitter GPS

Pitot Tube Propulsion

Sensors

Flight Computer Sensors

Camera

OSD Overlay

Data Receiver Laptop PC

Video Transmitter

Main Electronics Power Supply

Legend

Power

Signal

Data Logger

25

Aircraft


Roll Rate

Pitch Rate

Yaw Rate

Aileron Deflection

Elevator Deflection

Rudder Deflection

Electronics & Control

- Electronics & Control-

Commands Received from

Pilot

Flight Computer

PWM Signals to Servos

AoA

Sideslip Angle Yaw Rate

Pitch Rate

Roll Rate 3-Axis IMU Alpha/ Beta Probe

26

[1]

[3]

[2]

Photo Credit: [1]National Instruments [2]Memsense [3]RCATS


Testing

Purpose for ½ prototype testing:

• Test aircraft capability and characteristics.

• Identify unforeseen problems.

• Pilot familiarization

• Test: Taxi, takeoff, cruise, land

• Test: Mass sensitivity, cg

Dynamically (1/2) Scale Model Prototype

Moving Test-Bed • Test flight power system • Test landing gear stability

- Integration & Testing-


Global Integration Mitigation

IDT (Interface Dimension Template)

• Device used to ensure German center body matches USA wings

Flat Sat (Simulation and Test-bed) - Used while center body is in Germany -

• Full Scale Mockup of Center Body

• Wire Length and placement

• Hardware placement platform

• Full system testing for electronics



29

Integration & Test


Mission Operations Manual


Budget

- Lessons Learned-


Lessons Learned

- Lessons Learned-

Technical

Composite Manufacturing Planning ahead is key Prototype first, then refine processes Software/Electrical Integration “Always behind on software” Components don’t integrate as easily as advertised Testing Early and multiple prototypes Change one thing at a time Always establish a baseline first


Lessons Learned

- Lessons Learned-

Language and Cultural Barriers Although everyone speaks English… Interpretations may vary! Special attention to wording Ask questions if something is unclear Follow-the-Sun True FTS is difficult in academic environment Implemented “Follow-the-Week” Great for CAD International Shipping Unforeseen delay and charges from Customs Easily mitigated with preparation

Operations


Acknowledgements

-Acknowledgements-

A special thanks to… Mike Kisska of Boeing

Diane Dimeff of eSpace Frank Doerner of Boeing Blaine Rawdon of Boeing Tom Hagen of Boeing Prof. Jean Koster of CU Joseph Tanner of CU/NASA Steven Yahata of Boeing Dr. Robert Liebeck of Boeing/USC Norman Princen of Boeing Brian Taylor of NASA Trent Yang of Rasei Dr. Donna Gerren of CU Prof. Eric Frew of CU James Mack of LASP Skip Miller of Skip Miller Models Matt Rhode of CU Trudy Schwartz of CU

Questions?