Turbojet Design

Carlos J Gutirrez Romn

54543

Ramn Natal Ramos

70286

ME4935 Aircraft Propulsion

October 31, 2013

Problem Definition
Design a turbojet engine under the following conditions:
Altitude of 37000 ft.
The pressure ratio across the compressor c.
The Mach number M0=2.0.
Maximum enthalpy ratio =7.0
Fuel type is hydrocarbon with QR = 42800 kJ/kg
For a range of compressor pressure ratios, namely 2<c<40, calculate:
a)
b)
c)
d)
e)
f)

The pressure and temperatures at each principal state in kPa and K.

Air mass flow rate.
The velocity at the nozzle exit.
Power of the turbo-components.
Fuel flow rate necessary to power the engine.
Performance parameters (SFC, TSFC, thermal efficiency, propulsive efficiency).
Defined problem gives us a start point for assumptions & correct analysis.

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Technology Assessment

http://en.wikipedia.org/wiki/Turbojet
Simple explanations on how a turbojet works.
http://
web.mit.edu/16.unified/www/FALL/thermodynamics/notes/node85.html
Very specific explanations of the thermodynamic cycle of a
turbojet.
http://www.stanford.edu/~
cantwell/AA283_Course_Material/AA283_Course_Notes/Ch_04_Turbojet_
Cycle.pdf
Complete description and formulas for turbojet design, from
thermodynamics to
compressor geometry.
Its always a good idea to understand the current trends to better guide the design.
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Applicable Engineering Principles

Thermodynamics Analysis.
The gas generator is composed of a compressor, a turbine, a pair of nozzles and a burner.
All are analyzed thermodynamically to find the total pressures and temperatures. With
these data pressure and temperatures ratios, air fuel ratio and power of the turbine and
compressor are calculated.

Fluid dynamics
The compressor geometry depends on the angles the fluid must take when approaching
the blades. A fluid dynamics analysis was made to obtain the mean radius of the
compressor blades. With this data nozzles areas and mass flow are calculated.

Previously learned topics are the key elements to analyze the given problem.
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Engineering Requirements

The engine must be able to operate at an altitude of 37000 ft.

The pressure ratio across the compressor c must produce the
maximum thrust for each pound of fuel.
The engine must be able to operate at a Mach number of M0=2.0.
Maximum enthalpy ratio possible for this engine is = 7.0
Fuel type it will use is hydrocarbon with QR = 42800 kJ/kg.
It can not violate any fluid mechanics or thermodynamics laws.
Turbine inlet temperature must not exceed 2000K.

Constraints creates the boundaries for the design requirements.

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Analysis and Synthesis

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Proposed Concepts
For the given conditions we will design a turbojet engines that delivers
the maximum thrust possible.
Instead of using three different compressor pressure ratios we write a
Matlab script program that varies the compressor ratio for the following
range of values: 2<c<40
Our program utilizes the compressor temperature ratio to calculate the
mean radius of the compressor and the corresponding inlet area.
Since the temperature ratio depends of the pressure ratio, the program
returns the optimal mean radius for a given c.
For all the different values of c our program also optimizes the
corresponding inlet and nozzle areas, inlet mass flow and fuel ratio.
Plotting the most relevant data, we can decide which compressor
pressure ratio returns the best performance from the turbojet engine.
Technology and logical assumptions ease the design process from the start
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Engineering Analysis
clear all
clc
%TurboJet Engine Analysis
Pidmax = 1;
T0 = 273.15-56.5;
M0 = 2;
R = 285;
kc = 1.4;
kh = 1.33;
V0 = sqrt(kc*R*T0)*M0;
TaoA = 7;
QR = 42800000;
Cpc = 1004;
Cph = 1156;
nm = 0.99;
h = (37000*0.3048);
P0 = 101325*(1-0.0000225577*(h))^5.25588;
Pt0 = P0*(1+((kc-1)/2)*M0^2)^((kc/(kc-1)));
Tt0 = T0*(1+((kc-1)/2)*M0^2);

% Inlet Diffuser
Pid = Pidmax*(1-0.075*(M0-1)^1.35);
Specification 5008B
Pt2 = Pt0*Pid;
Tt2 = Tt0;

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%Maximum Inlet Total Pressure Recovery (ideal)

%Temperature at initial conditions
%Mach number at initial conditions
%Cold Section ONLY
%Hot Section ONLY
%Speed at initial conditions
%Tao Lambda

%Mechanical Efficiency
%Altitude 37,000 ft. converted to meters
%Air Pressure and Altitude above Sea Level formula
%Total pressure at initial conditions
%Total temperature at initial conditions

% nr = (1-0.075*(M0-1)^1.35 ... Pid = Pidmax x nr

---> Military

%Temperature doesnt change in ducts

Engineering Analysis

% Compressor
Pic = 2:40;
value )
ec = 0.9;
Pt3 = Pt2.*Pic;
Tt3 = Tt2.*(Pt3./Pt2).^((kc-1)/(kc.*ec));
TaoC = Tt3./Tt2;
nc = (Pic.^((kc-1)./kc)-1)./(TaoC-1);

%Compressor pressure ratio. Pic can vary from 2 to 40 ( 40 max

%Compressor Polytropic efficiency
%Pressure at compressor exit / combustor entrance
%Temperature at compressor exit / combustor entrance
%Compressor temperature ratio
%Compressor efficiency

% Burner (Combustors)
Mb = 0.2;
E = 1;
nb = 0.98;
Pib = 1-(E.*(0.5.*kc).*Mb.^2);
Pt4 = Pt3.*Pib;
Tt4 = (TaoA.*T0.*Cpc)./Cph;
h0 = T0.*Cpc;
TaoR = Tt2./T0;
f = (TaoA-(TaoR.*TaoC))./(((QR.*nb)./h0)-TaoA);

%Burner efficiency
%Burner pressure ratio
%Pressure at combustor exit / turbine entrance
%Temperature at combustor exit / turbine entrance
%Ambient enthalpy h0 = Cpc*T0
%Compressor temperature ratio
%fuel-air ratio

% Turbine
et = 0.9;
%Turbine polytropic efficiency
TaoT = 1-((TaoR.*(TaoC-1))./((1+f).*TaoA)); %Turbine temperature ratio
Tt5 = Tt4.*TaoT;
%Temperature at tubine exit / nozzle entrance
PiT = (TaoT).^((kh)./((kh-1).*et));
%Turbine Pressure ratio
Pt5 = Pt4.*(Tt5./Tt4).^((kh)./((kh-1).*et));%Pt4*PiT; Pressure at turbine exit / nozzle entrance
nt = (1-TaoT)./(1-TaoT.^(1./et));
%Turbine adiabatic efficiency

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Engineering Analysis

% Outlet Nozzle
P9 = P0;
NPR = Pt5./P9;

%Inlet Design & Dimensions

D2 = rm*4;
%Diameter at end of nozzle section = 4 times Compressor mean radius
A2 = (pi./4).*D2.^2;
%Area at End of inlet (2)
M1 = M0;
%For Supersonic flight
Ati = A2./((1./M2).*((1+((kc-1)./2).*M2.^2)./((kc+1)./2)).^((kc+1)./(2.*(kc-1))));
%Inlet throat area
A1 = Ati.*((1./M0).*((1+((kc-1)./2).*M0.^2)./((kc+1)./2)).^((kc+1)./(2.*(kc-1))));
%Inlet area (1)
A0 = A1;
%For supersonic flight intet area = A0
m0 = A0.*((P0./(R.*T0)).*V0);
%Mass flow
D1 = ((4./pi).*A1).^(1/2);
%Inlet Diameter
Dti = ((4./pi).*Ati).^(1/2);
%Inlet throat diameter

%Perfectly Expanded
%Nozzle Pressure Ratio

%Compressor Design & Dimensions

M2 = 0.4;
%Assuming subsonic speed before compressor
w = 30000;
%Angular Velocity
Beta = -25;
%Beta angle
Alfa = 12;
%Alfa angle
T2 = Tt2./(1+((kh-1)./2).*M2.^2);
%Temperature at inlet exit
U = ((TaoC-1)./(1+.6.*(tan(Beta)-tan(Alfa))).*Cpc.*Tt2).^(1/2);
rm = U./(w.*(2.*pi./60));
%Mean Radius

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Engineering Analysis

%Nozzle Design & Dimensions

mg = m0.*(1+f);
M9 = (((NPR).^((kh-1)./kh)-1)./((kh-1)./2)).^(1/2);
%Mach number at nozzle outlet
T9 = Tt5./(1+((kh-1)./2).*M9.^2);
%Temperature at nozzle outlet
V9 = M9.*(kh.*R.*T9).^(1/2);
%Speed at nozzle outlet
A9 = mg./((P9./(R.*T9)).*V9);
%Exhaust mass flow
Atn = A9./((1./M9).*((1+((kh-1)./2).*M9.^2)/((kh+1)/2)).^((kh+1)/(2.*(kh-1))));
%Nozzle throat area
Dtn = ((4./pi).*Atn).^(1/2);
%Nozzle throat Diameter

%Other Parameters
mf = mg-m0;
Pt = m0.*(1+f).*Cph.*(Tt4-Tt5);
Pc = Pt.*nm;

%Fuel Flow Rate

%Turbine Power
%Compressor Power

%Performance Parameters
RD = m0.*V0;
GT = (m0+mf).*V9;
F = GT-RD;
TSFC = mf./F;
nT = ((m0+mf).*V9.^2-m0.*V0.^2)./(2.*mf.*QR);
nP = 2./(1+(V9./V0));
nO = (F.*V0)./(mf.*QR);

%Ram Drag
%Gross Thrust
%Uninstalled Trust
%Thrust Specific Fuel Consumption
%Thermal Efficiency
%Propulsive Efficiency
%Overall Efficiency

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Engineering Analysis

%Plots Thrust vs Compressor Pressure Ratio

subplot(2,4,1)
plot(Pic,F);
title('Thrust vs Compressor Pressure Ratio')
xlabel('Compressor Pressure Ratio');
ylabel('Thrust (lb)');
axis([2 40 0 45000])
grid on
%Plots Tt3 and Tt5 vs Compressor Pressure Ratio
subplot(2,4,2)
plot(Pic,Tt3,Pic,Tt5);
title('Tt3 and Tt5 vs Compressor Pressure Ratio')
xlabel('Compressor Pressure Ratio');
ylabel('Tt3 and Tt5');
grid on
%Plots Mass flow vs Compressor Pressure Ratio
subplot(2,4,3)
plot(Pic,m0);
title('Mass flow vs Compressor Pressure Ratio')
xlabel('Compressor Pressure Ratio');
ylabel('Mass flow');
grid on

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Engineering Analysis

%Plots Fuel to Air ratio vs Compressor Pressure Ratio

subplot(2,4,4)
plot(Pic,f);
title('Fuel to Air ratio vs Compressor Pressure Ratio')
xlabel('Compressor Pressure Ratio');
ylabel('Fuel to Air ratio');
grid on
%Plots TSFC vs Compressor Pressure Ratio
subplot(2,4,5)
plot(Pic,TSFC);
title('TSFC vs Compressor Pressure Ratio')
xlabel('Compressor Pressure Ratio');
ylabel('TSFC');
grid on
%Plots Thermal Efficiency vs Compressor Pressure Ratio
subplot(2,4,6)
plot(Pic,nT);
title('Thermal Efficiency vs Compressor Pressure Ratio')
xlabel('Compressor Pressure Ratio');
ylabel('Thermal Efficiency');
grid on

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Engineering Analysis

%Plots Propulsive Efficiency vs Compressor Pressure Ratio

subplot(2,4,7)
plot(Pic,nP);
title('Propulsive Efficiency vs Compressor Pressure Ratio')
xlabel('Compressor Pressure Ratio');
ylabel('Propulsive Efficiency');
grid on
%Plots Fuel Mass Flow vs Compressor Pressure Ratio
subplot(2,4,8)
plot(Pic,mf);
title('Fuel Mass Flow vs Compressor Pressure Ratio')
xlabel('Compressor Pressure Ratio');
ylabel('Fuel mass flow');
grid on

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Engineering Analysis
4

Thrust vs Compressor Pressure Ratio

x 10

0.9
Compressor Diameter

Thrust (N)

4
3
2
1

10

15
20
25
Compressor Pressure Ratio

30

35

0.7
0.6
0.5

40

Compressor Pressure Ratio vs Mass flow

30

20

10

20

40

60

80
100
Mass flow

120

140

1.5

160

180

Co

Compress

40
Compressor Pressure Ratio

40
Compressor Pressure Ratio

0.8

0.4

Compressor Di

30

20

10

0
0.005

0.01

Graphical Analysis helps to identify the highest performing values in our design.
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Engineering Analysis

essure Ratio

Tt3 and Tt5 vs Compressor Pressure Ratio

1400

Tt3 and Tt5

1200
1000
800
600

25
re Ratio

30

35

400

40

Pressure Ratio

10

15
20
25
Compressor Pressure Ratio

30

35

40

35

40

Fuel to Air ratio vs Compressor Pressure Ratio

0.03

Fuel to Air ratio

0.025
0.02
0.015
0.01

25
re Ratio

30

35

40

0.005

10

15
20
25
Compressor Pressure Ratio

30

Optimum values for pressure ratio

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Engineering Analysis
-5

TSFC vs Compressor Pressure Ratio

x 10

0.55
Thermal Efficiency

TSFC

5.5
5
4.5

0.5
0.45
0.4
0.35

0.3

3.5
0

15
20
25
Compressor Pressure Ratio

30

35

40

0.95

1.6

0.9

1.4

0.85
0.8
0.75

10

15
Compre

Fuel Mass Flow v

1.8

0.7

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0.25

Fuel mass flow

Propulsive Efficiency

10

Propulsive Efficiency vs Compressor Pressure Ratio

0.65

Thermal Efficiency

0.6

1.2
1
0.8
0.6

10

15
20
25
Compressor Pressure Ratio

30

35

40

0.4

10

15
Compre

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Engineering Analysis

essure Ratio

Thermal Efficiency vs Compressor Pressure Ratio

0.6

Thermal Efficiency

0.55
0.5
0.45
0.4
0.35
0.3

25
ure Ratio

30

35

40

0.25

essor Pressure Ratio

10

15
20
25
Compressor Pressure Ratio

30

35

40

35

40

Fuel Mass Flow vs Compressor Pressure Ratio

1.8

Fuel mass flow

1.6
1.4
1.2
1
0.8
0.6

25
ure Ratio

30

35

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40

0.4

10

15
20
25
Compressor Pressure Ratio

30

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Concept Selection

Analyzing 3 different cases of compressor pressure ratio makes us take a better judgment of
which is the best for the steps to come and final design.
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Engineering Analysis
The compressor pressure ratio that develops the most thrust is c = 17.
Its also the best compressor pressure ratio to obtain the best TSFC.
The temperatures Tt5 and Tt3 are the same at c = 14 which means that
our method to approximate the mean radius is very good.
For our design we chose a c = 17 and obtained the following results:
Funin = 42,705 N
TSFC = 3.53 x10-5
T = 51%
P = 75%
0 = 108.87 kg/s

f = 1.51 kg/s
= 0.0139
Pc = 6.15 x107 W
Pt = 6.21 x107 W
V9 = 966.89 m/s
NPR = 15.12

Using the best compressor pressure ratio yields optimum results.

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Engineering Analysis
Temperature and pressures per stage:

With all needed parameters, parts and/or components of the turbine can be designed.
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Final Design
INLET

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Final Design
NOZZLE

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Conclusions

Increasing the compressor pressure ratio not necessary increase the

thrust output. Air fuel ratio started deceasing after the optimum c.
When the output temperatures of the compressor and turbine are similar
the engines returns more thrust per pound of fuel.
Increasing the air mass flow and fuel mass flow not necessary increase
the thrust output (it also depends in other factors like pressure ratio).
We have to convert all the pressure that its not consumed by the turbine
into speed to get the most thrust (perfectly expanded).
The diameter of the compressor wheel and blades depends on the
thermodynamic calculations.

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Recommendations

Being able to acquire the knowledge in class to implement to our project

the following:
Cooling of the turbine section.
Detailed design of the compressor and turbine blades.
Compare more than one type of propulsion (turbojet vs turbofan vs turboprop).

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Back Up Slides

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Backup
INLET

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NOZZLE

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