AIR-BREATHING ENGINES

Unit 4
Prepared by S.Ganeshkumar
Asst Professor Mechanical Engineering
Sri Eshwar College of Engineering
Coimbatore
TRENDS TO HIGHER BYPASS RATIO
1958: Boeing 707, United States' first commercial jet airliner 1995: Boeing 777, FAA Certified
PW4000-112: T=100,000 lbf , o ~ 6
Similar to PWJT4A: T=17,000 lbf, o ~ 1
CROSS-SECTIONAL EXAMPLE: GE 90-115B
Jet Engine
MAJOR COMPONENTS: TURBOJET
(LOW BYPASS RATIO TURBOFAN)
EXAMPLE OF COMMERCIAL ENGINE: HIGH BYPASS RATIO TURBOFAN
MAJOR GAS TURBINE ENGINE COMPONENTS
1. Inlet:
Continuously draw air into engine through inlet
Slows, or diffuses, to compressor
2. Compressor / Fan:
Compresses air
Generally two, or three, compressors in series
Raises stagnation temperature and pressure (enthalpy) of flow
Work is done on the air
3. Combustor:
Combustion or burning processes
Adds fuel to compressed air and burns it
Converts chemical to thermal energy
Process takes place at relatively constant pressure
MAJOR GAS TURBINE ENGINE COMPONENTS
4. Turbine:
Generally two or three turbines in series
Turbine powers, or drives, the compressor
Air is expanded through turbine (P & T )
Work is done by the air on the blades
Use some of that work to drive compressor
Next:
Expand in a nozzle
Convert thermal to kinetic energy (turbojet)
Burning may occur in duct downstream of turbine (afterburner)
Expand through another turbine
Use this extracted work to drive a fan (turbofan)
5. Nozzle:
Flow is ejected back into the atmosphere, but with increased momentum
Raises velocity of exiting mass flow

ENGINE STATION NUMBERING CONVENTION
ENGINE STATION NUMBERING CONVENTION
One of most important parameters is T
T4
: Turbine Inlet Temperature
Performance of gas turbine engine with increasing T
T4

8
7
TYPICAL PRESSURE DISTRIBUTION THROUGH ENGINE
P-V DIAGRAM REPRESENTATION
Thermal efficiency of Brayton Cycle, q
th
=1-T
1
/T
3

Function of temperature or pressure ratio across inlet and compressor
BYPASS RATIO: TURBOFAN ENGINES
Bypass Air
Core Air
Bypass Ratio, B, o, |:
Ratio of bypass air mass flow rate to core mass flow rate
Example: Bypass ratio of 6:1 means that air mass flow through fan and bypassing
core engine is six times air mass flow flowing through core
COMMERCIAL AND MILITARY ENGINES
(APPROX. SAME THRUST, APPROX. CORRECT RELATIVE SIZES)
Demand high T/W
Fly at high speed
Engine has small inlet area
(low drag, low radar cross-
section)
Engine has high specific
thrust
Ue/Uo and q
prop

P&W 119 for F- 22, T~35,000 lbf, o ~ 0.3
Demand higher efficiency
Fly at lower speed (subsonic, M

~ 0.85)
Engine has large inlet area
Engine has lower specific thrust
Ue/Uo 1 and q
prop

GE CFM56 for Boeing 737 T~30,000 lbf, o ~ 5
ENGINE AND OVERALL AIRPLANE PERFORMANCE
Most MAE 4261 lectures focused on characterizing propulsion system

Also look at behavior of entire airplane
Which parameters from engine performance feed directly into overall airplane
performance (Thrust, Isp, TSFC, etc.)
How fast can airplane fly?
How far can airplane fly on a single tank of fuel (range)?
How long can airplane stay in air on a single tank of fuel (endurance)?

Tie in MAE 4261 with aerodynamics and structures
RAMJETS
Thrust performance depends solely on total temperature rise across burner
Relies completely on ram compression of air (slowing down high speed flow)
Ramjet develops no static thrust
( ) 1
0
0 0
=
b
M
a m
T
t

h m
TU
f
overall

0
= q
Energy (1
st
Law) balance across burner
Cycle analysis employing general form
of mass, momentum and energy
RAMJET RESULTS
RAMJET RESULTS
TURBOJET SUMMARY
( )
o
c o
t
t c o
o o
M
a m
T

|
|
.
|

\
|

=
t u
u
t t u

1
1
2

( )
o c
c o
t
o o
M
a m
T

|
|
.
|

\
|

= 1
1
1
1
2
0
t u
t u
u

( )
( )
0
0 0
0
1
u t u

q
c t
overall
a m
T
M

|
|
.
|

\
|

=

Cycle analysis employing general form
of mass, momentum and energy
Turbine power = compressor power
How do we tie in fuel flow, fuel energy?
Energy (1
st
Law) balance across burner
TURBOFAN SUMMARY
( ) ( )
|
|
.
|

\
|

+
|
|
.
|

\
|

=
0 0
1
1
2
1
1
2
M M
a m
T
f o
c o
t
t c o
o
t u

|
t u
u
t t u

( ) ( )
(

+ =
0 0
1
1
2
1 M
a m
T
f
o
t u

( )
( )
(
(
(

(
(

+
+

+ =
|
|
.
|

\
|
0 0
2
max
1
1
1
1
2
1 M
a m
T
t
o
u
|
u

Two streams:
Core and Fan Flow
Turbine power = compressor + fan power
Exhaust streams have same velocity: U
6
=U
8
Maximum power, t
c
selected
to maximize t
f
TURBOFAN RESULTS
Non-Dimensional Thrust vs. Flight Mach Number
ut=6, To=200 K (PW4000 Series, | ~ 5-6)
Higher | of interest in range of Mo < 1 and lower | of interest for supersonic transport
0
2
4
6
8
10
12
14
16
0 0.5 1 1.5 2 2.5 3
Flight Mach Number, Mo
N
o
n
-
D
i
m
e
n
s
i
o
n
a
l

T
h
r
u
s
t
Bypass Ratio = 1
Bypass Ratio = 5
Bypass Ratio = 10
Bypass Ratio = 20
TURBOFAN RESULTS
Propulsive Efficiency vs. Flight Mach Number
ut=6, To=200 K
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
0 0.5 1 1.5 2 2.5 3
Flight Mach Number, Mo
P
r
o
p
u
l
s
i
v
e

E
f
f
i
c
i
e
n
c
y
Bypass Ratio = 1
Bypass Ratio = 5
Bypass Ratio = 10
Bypass Ratio = 20