presentation given at the AES Symposium in 2011

2. 32-Student Global Team
Mikhail Kosyan
Derek Nasso
Julie Price
Eric Serani
Tom Wiley
Richard Zhao
M i c ha e la C ui M a rt i n A r e nz K a i L e hm k uehl e r
Tyl e r Dr a k e H ol g e r K ur z M a t t he w A nd e rso n
A rt hur K r e ut er D a v i d Pf e i f f e r J os hua Ba r ne s
G a v i n K ut i l M a t t hi a s S e i t z B yron W i l s o n
B re t t M i l l e r B a ri s T una l i A nd rew Mc C l o s key
Corey Pa c k a r d J ona s S c hw e ngl e r
M a rc us R a hi m p o ur
G a ura v d ev S o i n
2011 Aerospace Engineering Design Symposium

3. Index
Project Motivation and Goals
System Configuration
Hybrid-Electric Engine
Aerodynamics and Structures
Electronics and Control
Integration & Test
Lessons Learned
- Index-
2011 Aerospace Engineering Design Symposium 3

4. Motivation: Green Aviation
NASA’s goal:
• Reduce aircraft fuel consumption
• Reduce emissions
• Reduce noise
…Simultaneously!
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]
Motivation
2011 Aerospace Engineering Design Symposium 4

5. Motivation: Reduce Noise
Noise Challenge
Aircraft noise regarded most significant
[1]
hindrance to National Airspace System
Goal Develop Aircraft technology
and airspace system
operations to shrink the
nuisance noise footprint to
[1]
the airport boundary
Image credit: NASA
Motivation
2011 Aerospace Engineering Design Symposium 5

6. Motivation: Reduce Fuel Burn
Fuel Problem
In 2008
U.S. Commercial air burned 19.7 Billion Gallons
+ D.O.D. burned an additional 4.6 Billion Gallons
250,000,000…
Tons of Carbon Dioxide (CO2)
[1]
Harmful Nitrogen Oxide Emissions (NOx)
Reduce NOx Emissions: Goal Reduce Fuel Burn:
20% by 2015 33% by 2015
50% by 2020 50% by 2020
[1] [1]
>50% beyond 2025 >70% beyond 2025
Motivation
2011 Aerospace Engineering Design Symposium 6

7. Motivation: Blended Wing Body
[2]
Motivation
2011 Aerospace Engineering Design Symposium 7

8. Motivation: Hybrid Technology
Internal Combustion Engine
Electric Motor
Patent Pending Hybrid Gearbox
Features
• Twin Engine Safety • Efficiency Optimization
• Variable Optimization • Modular Configurations
Motivation
2011 Aerospace Engineering Design Symposium 8

9. Motivation: Follow-The-Sun
Need: Improved Efficiency in Global Industry Collaborations
Concept
3 Teams…
Distributed 8 hours apart…
Relay work daily …
Following the Sun
Result:
3 work-days in one 24 hour period
[3]
Motivation
2011 Aerospace Engineering Design Symposium 9

10. HYPERION Goal
has 2 goals:
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
Goal
2011 Aerospace Engineering Design Symposium 10

11. System Configuration
6⁰ Canted, Raked
Wingtips
Fiberglass Composite Skin
Carbon Fiber/Foam Core
Structure
Tricycle Landing Gear
Hybrid-Electric
Engine
- System Configuration-
2011 Aerospace Engineering Design Symposium 11

12. System Concept of Operations
- System Configuration-
2011 Aerospace Engineering Design Symposium 12

13. Hybrid Gas-Electric Engine
Project Goal and Objectives
Objective
Design, build and test a hybrid propulsion system to be integrated
into the Hyperion blended wing-body aircraft
Offset drive Coaxial drive
No control system Multiple flight mode control
Focus: Efficiency, proof of Focus: Reliability, operations
concept
- Hybrid Electric Engine-
2011 Aerospace Engineering Design Symposium 13

14. Project Requirements
Mechanical/Structural Software
Power Multiple
Project Thermal
output flight modes
4 hp at Temperature Alternate
System Constraints ICE & EM
propeller
2 hp from ICE
Skin temperature LabView &
Subsystem and 2 hp from
EM below 60oC Matlab
-Hybrid-Electric Engine-
2011 Aerospace Engineering Design Symposium 14

15. System Architecture
Fuel
Internal Combustion
Transmitter Receiver Engine
User Control Batteries
Controls System
Electric Motor
LiPo & Gearbox
Batteries
EM
EM Gearbox Propeller
Throttle
ICE
ICE Connections
Throttle
Physical:
Remote Data:
Start Fuel Power:
-Hybrid-Electric Engine-
2011 Aerospace Engineering Design Symposium 15

16. System Operations
ICE Only Utilizes unique in-flight
– Cruise mode remote restart
EM Only technology
– Quiet and Landing modes
Combination
– Takeoff, Climb and Dash modes
-Hybrid-Electric Engine-
2011 Aerospace Engineering Design Symposium 16

17. 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
-Hybrid-Electric Engine-
2011 Aerospace Engineering Design Symposium 17

18. Thermal Testing and Verification
ICE only for 10 min, then EM only for 10 min
35
ICE
ICE Heat Sink = Greatest Thermal
EM
30 Output
Side Wall
Gearbox
Ambient Temperature [C]
25 ESC
Upper surface remains
Upper Wall Surface
below required 60oC
20
15 Gearbox reaches steady
state
10
Propeller wash about box from
5 EM to rapidly cool cavity
ICE Only EM Only
0
0 2 4 6 8 10 12 14 16 18 20
Time [min]
The ConOps requirements are verified
Passive air cooling is required for safe engine operation
-Hybrid-Electric Engine-
2011 Aerospace Engineering Design Symposium 18

19. Power Testing and Verification
 Power/RPM linear
EM/GB Power [HP] versus RPM after Modifications
1 function obtained – EM
0.9
Data 85% efficient
polyfit
0.8  Power requirement of 2
EM/Gearbox Output Power [HP]
0.7 hp verified at 7000 RPM
0.6
 Dynamometer test setup
0.5 inadequate
0.4
 Force transducer
0.3
inaccurate due to
0.2 vibrations
0.1
0
1500 2000 2500 3000 3500 4000
RPM
-Hybrid-Electric Engine-
2011 Aerospace Engineering Design Symposium 19

20. Risk & Mitigation
Structural
Comm Failure
Failure from
Vibrations
Failure to Failure to Structural
Hyperion Hyperion
Interface Interface Failure
Thermal Thermal
Engine Engine from
Integration Integration
Control Control Vibrations
Consequence
Consequence
Failure of Failure of
Starting ICE Starting ICE Comm
Aircraft Aircraft
Remotely Remotely Failure
Delivery Delivery
Possibility Possibility
Major Tall Poles Mitigation
 ICE remote starting system  Utilized modified COTS system
 Overheating aircraft skin  Analytical modeling, redundant
 Structural vibrations testing
 Precise machining; design
modifications
-Hybrid-Electric Engine-
2011 Aerospace Engineering Design Symposium 20

21. Primary System Validation
Mechanical Software/Control System Operational
Operational reliability
Engine/Aircraft Control Logic
through endurance
Integration Interface with sbRIO testing
ICE & EM produce 2 hp Operational engine
each (4 hp total) control logic
Independent &
Concurrent Engine Stretch Goal:
Operations Flight Testing
-Hybrid-Electric Engine-
2011 Aerospace Engineering Design Symposium 21

22. Aerodynamics & Structures
Aerodynamic Requirements Structures, propulsion, control are highly
L/D greater than 20 dependent on aerodynamic shape
Statically stable Design locked at PDR
Stall velocity less than 15 m/s
Span efficiency (e) greater than 0.8
Wing loading less than 15 kg/m²
Design Alternatives
Geometry Wing Endings
3.0 m wing span Raked Wing Tips
1.25 m max chord Rudders
Airfoils H-Tail
Body-S5016
Wing-S5010
- Aerodynamics & Structures-
2011 Aerospace Engineering Design Symposium 22

23. Aerodynamics & Structures
Structural Requirements
Safety factor greater than 1.5 Design at CDR
Structure weight less than 10.0kg (22.0 lbs)
Engine and wings to be modular
Initial Design at PDR
• With aero shape locked, able to
complete detailed design
• Worked closely with Boeing engineers
• Added shear device
• Two spar design
• Main spar designed to withstand entire load
- Aerodynamics & Structures-
2011 Aerospace Engineering Design Symposium 23

24. Aerodynamics & Structures
½ Scale Wind Tunnel Model Internal Structure Center Body/Integration
Aerodynamic Validation
Wing Integration/Assembly
CFD Validation
- Aerodynamics and Structures-
2011 Aerospace Engineering Design Symposium 24

25. Electronics & Control
Ground Station
Legend
Human Pilot Radio Controller
Power
Signal Data Receiver Laptop PC
Video Receiver Video Monitor
Aircraft
Data Acquisition System Control System
GPS Data Transmitter Flight Computer Radio Receiver
Power Supply
Data Logger Flight Computer
Propulsion
Sensors Pitot Tube
Servos
Flight Computer
First Person Vision System Sensors
Control Surface
OSD Overlay
Video
Transmitter
Main Electronics Power Supply
Camera
- Electronics & Control-
2011 Aerospace Engineering Design Symposium 25

26. Electronics & Control
Flight Computer
Roll Rate Aileron Deflection
Commands
Pitch Rate Elevator Deflection PWM Signals
Received from
to Servos
Pilot
Yaw Rate Rudder Deflection
[1]
3-Axis IMU Alpha/ Beta Probe
Roll Rate
AoA
Pitch Rate
Sideslip Angle
Yaw Rate
[2]
[3]
- Electronics & Control- Photo Credit: [1]National Instruments [2]Memsense [3]RCATS
2011 Aerospace Engineering Design Symposium 26

27. Testing
Dynamically (1/2) Scale Model
Prototype
Purpose for ½ prototype testing:
• Test aircraft capability and
characteristics.
• Identify unforeseen problems.
• Pilot familiarization
• Test: Taxi, takeoff, cruise, land
• Test: Mass sensitivity, cg
Moving Test-Bed
• Test flight power system
• Test landing gear stability
- Integration & Testing-
2011 Aerospace Engineering Design Symposium 27

28. 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
- Integration & Testing-
2011 Aerospace Engineering Design Symposium 28

29. Integration & Test
29
Mission Operations Manual
- Integration & Testing-
2011 Aerospace Engineering Design Symposium

30. Budget
- Lessons Learned-
2011 Aerospace Engineering Design Symposium 30

31. 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-
2011 Aerospace Engineering Design Symposium 31

32. Lessons Learned
Operations
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
- Lessons Learned-
2011 Aerospace Engineering Design Symposium 32

33. 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
-Acknowledgements-
2011 Aerospace Engineering Design Symposium 33

34. Questions?