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Performance Analysis of Mixed Turbofan Engine

Performance Analysis of Mixed Turbofan Engine P M V Subbarao Professor Mechanical Engineering Department Synthesize new

P M V Subbarao

Professor

Mechanical Engineering Department

Synthesize new Layout for better fuel Economy….

Mixed Flow Turbofan Engine

1

4

5
5

6c

p p

06

c

03

8 6h
8
6h

7

Generation of Thrust : The Capacity

F

T , mixed

m

core

1 f V

jetmix

1 V

ac

Propulsive Power or Thrust Power:

P F

p

V

T , mixed ac

Specific Thrust based on total jet flow S

S

mixed

F

T , mixed

m

core

1

f

Thrust Specific Fuel Consumption TSFC

TSFC

m

fuel

F

T , mixed

TSFC

m

fuel

m

core

1

f V

jetmix

1

 

V

ac

f

1

f V

jetmix

1

 

V

ac

Aviation Appreciation

Propulsion Efficiency

propulsion

Thrust Power

Available

Kinetic Power of the Jet

propulsion

F

T mixed

,

V

ac

m

core

2

1

 

f V

2

jetmix

1

 

2

ac

V

Mixed Flow Fan : Effect of Bypass Ratio

r 0p,comp=15 M ac =0.75 t 0,cc=5.78 Non-dimensional Specific Thrust
r 0p,comp=15
M
ac =0.75
t 0,cc=5.78
Non-dimensional Specific Thrust
Subsonic Operation : Mixed Turbo Fan: M ac =0.75 Fan Pressure Ratio Bypass Ratio
Subsonic Operation : Mixed Turbo Fan: M ac =0.75
Fan Pressure Ratio
Bypass Ratio

Supersonic Operation : Mixed Turbo Fan: M ac =2.0

Fan Pressure Ratio 2 3 4 5 Bypass Ratio
Fan Pressure Ratio
2
3
4
5
Bypass Ratio
Subsonic Operation : Mixed Turbo Fan : M ac =0.75 Fan Pressure Ratio 2 3 4
Subsonic Operation : Mixed Turbo Fan : M ac =0.75
Fan Pressure Ratio
2
3
4
5
Specific Thrust kN.s/kg

Compressor Pressure Ratio

Supersonic Operation : Mixed Turbo Fan : M ac =2.0

Fan Pressure Ratio 2 3 4 5 Specific Thrust kN.s/kg
Fan Pressure Ratio
2
3
4
5
Specific Thrust kN.s/kg

Compressor Pressure Ratio

Subsonic Operation : Mixed Turbo Fan : M ac =0.75

Fan Pressure Ratio 5 4 3 2 Compressor Pressure Ratio TSFC
Fan Pressure Ratio
5
4
3
2
Compressor Pressure Ratio
TSFC

Supersonic Operation : Mixed Turbo Fan : M ac =2.0

5 Fan Pressure Ratio 4 3 2 TSFC
5
Fan Pressure Ratio
4
3
2
TSFC

Compressor Pressure Ratio

Designs for Fuel Economy: Subsonic Flight

5 Fan Pressure Ratio 4 3 Fan Pressure Ratio 2 Compressor Pressure Ratio TSFC Bypass Ratio
5
Fan Pressure Ratio
4
3
Fan Pressure Ratio
2
Compressor Pressure Ratio
TSFC
Bypass Ratio

Compressor Pressure Ratio

TF30: Pratt and Whitney Mixed Flow Turbofan Engine

TF30: Pratt and Whitney Mixed Flow Turbofan Engine The TF30−P−414 engine is a mixed−flow, dual spool

The TF30−P−414 engine is a mixed−flow, dual spool afterburning low−bypass

turbofan designed and manufactured by Pratt and Whitney Aircraft of West

Palm Beach, Florida.

The engine incorporates a nine−stage low pressure compressor including a three−stage fan driven by a three−stage low pressure turbine; and a 7−stage axial flow high−pressure compressor driven by a single−stage high−pressure turbine.

SPECIFICATIONS:TF30

Development of TF30−P−414 was initiated in March 1969.

TF30−P−414A was placed in service in October 1982.

929 TF30−P−414’s were converted to P−414A’s withconversion kits;

conversion completed November 1987. 269 P−414A’s were purchased.

Max Design Pressure Ratio, SLS:Fan: 2.14 to 1 Overall: 19.8 to 1

Airflow Capacity: Bypass airflow ratio: 0.878 to

1

Max rated airflow: 242.0 lbs/s

F110-GE-400 Mixed Flow Turbofan Engine

F110-GE-400 Mixed Flow Turbofan Engine

Details of F110-GE 400

The F110−GE−400 engine is a mixed−flow, dual spool afterburning low−bypass turbofan designed and manufactured by General Electric

Aircraft Engines in Lynn, Massachusetts.

The engine is of modular construction, consisting of six engine modules, and an accessories gearbox.

The engine incorporates a 3−stage fan driven by a two−stage low pressure turbine; and a 9−stage axial flow high−pressure compressor driven by a single−stage high−pressure turbine.

To moderate engine performance at various power levels the engine

features a variable geometry system.

The combustor is a through flow annular type.

The hinged flap cam−linked exhaust nozzle is hydraulically actuated.

extracted power needed to drive the accessories.

The engine−mounted accessory gearbox provides the necessary

The engine control system regulates speeds, temperature levels and fuel

flow for afterburning and non−afterburning operation.

The lubrication and ignition system are self−contained on the engine.

Development was initiated April 1984 and engine was placed in service in late 1986

SPECIFICATIONS:F110-GE - 400

Max Design Pressure Ratio, SLS:Fan:3.2 to 1

Overall: 29.9 to 1

Airflow Capacity: Max rated airflow:

270.0 lbs/s

Twin Spool Turbofan Engine

Twin Spool Turbofan Engine

Twin Spool Turbofan Engine

Twin Spool Turbofan Engine

Twin Spool Turbofan Engine

Rolls Royce RB211-535 Engine : Three Spool Turbofan Engine

Rolls Royce RB211-535 Engine : Three Spool Turbofan Engine
Rolls Royce RB211-535 Engine : Three Spool Turbofan Engine

Three Spool Turbofan Engine

Three Spool Turbofan Engine

Economy Flying

Economy Flying

Requirements of Economic Flying

In recent years, interest in highly efficient flight

transportation is renewed.

This has spurred investigation into very high bypass ratio fans.

Some economic optimization of turbofan cycle shows a

bypass ratio of 100.

The weight of cowl and drag due to the cowl will have high penalty on total cost if bypass ratio is greater than 25.

This led to thinking of high bypass ratio open turbofan

engines.

Turboprops.

Turboprop : Just for Fuel Economy

5 6 3 4 7 2 1
5
6
3
4
7
2
1

Enjoy and Experience the flying but pay for road travel ……

Power Generated by A Turboprop

The total power generated for thrust of an ideal turboprop is given by:

P

turboprop

P

prop

P

jet

P

turboprop

P F V

prop

jet ac

Define work coefficient

  • C turboprop

P

turboprop

m

c T

core p ambient

P

prop

F V

jet ac

m

c T

core p ambient

C

prop

F V

jet ac

m c T

core p ambient

Propeller Power

P

prop

F V

prop ac

  • C prop

P

prop

m c T

core p ambient

F

V

prop ac

m c T

core p ambient