According to foreign media reports, recently, the three research teams designed the future concept aircraft according to the requirements of the Environmental Responsible Aircraft Engineering project of the NASA Aeronautical Research Mission Council. The design will be finalized around 2025, highlighting the streamlining and green Characteristics. The research team came from Boeing's design team in Huntington Beach, Calif., Lockheed Martin Corporation in Palmdale, California, and Northrop Grumman in El Segundo, California. The three top global aircraft R&D institutions have studied various options in the past year to meet NASA's design contract requirements.
The basic indicators for the future concept aircraft of 2025 will be 50% less than the 1998 fuel consumption standards, 75% reduction of harmful emissions, and 83% reduction in the number of airports that are limited due to aircraft noise. Fay Collier, Project Director of NASA's Environmental Responsibility Aircraft Engineering (ERA), believes that the real challenge of this aircraft project is that we must complete all the designs at the same time and integrate them together. Some of these indicators are: Very harsh, it is very difficult, this is not previously contacted. Therefore, NASA spent about 11 million US dollars for the three design teams to assess what kind of aircraft to meet these indicators need, such as flying wing design.
Currently, NASA has just reviewed the plans of the three design teams and is preparing the next research plan. The designers of Boeing's Advanced Aircraft Conceptual Design Center started with the existing X-48 technology verification machine, and continued to dig into the design solutions of the familiar wing-body fusion technology. The X-48 technology demonstrator has conducted wind tunnel experiments at NASA's Langley Research Center and test flight at the Delaiddon Flight Research Center, a hybrid wing developed by Boeing's famous "Ghost Engineering". Body technology.
In addition, the technical concept embodied in the X-48 technology demonstrator differs from the current aircraft in the layout of the engine. It uses a turbofan engine manufactured by Pratt & Whitney and is placed on the top of the stern, which effectively reduces the engine. The impact of noise on passengers. At the same time, the X-48 Verifier uses lighter, more loss-resistant composite materials, a variety of body noise reduction and vibration reduction technologies, advanced flight control systems, and hybrid layer airflow control technology that allows air distribution on the body surface. It is more reasonable to reduce the resistance, and it uses a large wingspan to increase lift and reduce fuel consumption.
Lockheed Martin’s design uses a completely different concept. The engineer proposed a "cylinder wing aerodynamic layout" design. As can be seen from the figure, a box structure is formed under the wings of the aircraft and the vertical tail. Lockheed Martin has been studying this new aerodynamic layout for more than thirty years. The biggest challenge is to use lighter composite materials, landing gear technology, mixed layer airflow control technology and other auxiliary technologies. "Pneumatic layout of wings" can be implemented. The verifier uses a super-turbofan engine designed by Rolls-Royce (Rolls-Royce). The unique design of this engine has a bypass ratio five times larger than the current engine, which promotes the technical limitations of the turbofan engine. .
Northrop Grumman chose the company's old strengths: aerodynamic layout. Although this technology can be traced back to the 30s and 40s of the last century, it is a mature and advanced aerodynamic layout. Its designer is Jack Northrop, the founder of the company. The famous B2 stealth bomber. The Northrop Grumman's design also uses a Rolls-Royce-provided engine. Four engines are embedded in the body surface, which not only effectively controls the aerodynamic efficiency but also reduces noise.
The company puts the concept of “no tail†concept into the commercial aviation market. The program also uses advanced composite materials, turbofan engines, and swept wing airflow layer control technology. The design plans of the three top aviation R&D institutes indicate that NASA’s design concept for future concept vehicles is to reduce fuel consumption, harmful gas emissions, and noise reduction. The preliminary design plan shows that the emission of harmful gases, the take-off and landing phases, and the 50% reduction in nitrogen oxide emissions are indicators. Although it is more difficult to reduce fuel consumption and reduce noise, there are still solutions. All designs are very close to reducing the fuel consumption rate by 50%, and there are still different gaps in the noise reduction screening indicators.
Mark Mangelsdorf, chief engineer of Environmental Responsible Aircraft Engineering (ERA), believes that in the concept design phase, all R&D teams basically meet the design requirements. It is a great job. Their design let me see the appearance of the aircraft after 20 years. Another great result is that we know where to invest in the next few years.
NASA officials have highly evaluated the environmental responsibility of aircraft engineering. It is believed that all design indicators can be achieved. If the noise control is optimized and the fuel is redesigned, the intended design goal should be achieved. The future concept of a green aircraft is conducive to guiding NASA's environmental responsibility vehicle engineering investment strategy for the second three-year plan of the six-year project period. (Text / Tencent Technology)
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