Study of Bypass Ratio Increasing Possibility for Turbofan Engine and Turbofan with Inter Turbine Burner
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Aerospace Engine Data
AEROSPACE ENGINE DATA Data for some concrete aerospace engines and their craft ................................................................................. 1 Data on rocket-engine types and comparison with large turbofans ................................................................... 1 Data on some large airliner engines ................................................................................................................... 2 Data on other aircraft engines and manufacturers .......................................................................................... 3 In this Appendix common to Aircraft propulsion and Space propulsion, data for thrust, weight, and specific fuel consumption, are presented for some different types of engines (Table 1), with some values of specific impulse and exit speed (Table 2), a plot of Mach number and specific impulse characteristic of different engine types (Fig. 1), and detailed characteristics of some modern turbofan engines, used in large airplanes (Table 3). DATA FOR SOME CONCRETE AEROSPACE ENGINES AND THEIR CRAFT Table 1. Thrust to weight ratio (F/W), for engines and their crafts, at take-off*, specific fuel consumption (TSFC), and initial and final mass of craft (intermediate values appear in [kN] when forces, and in tonnes [t] when masses). Engine Engine TSFC Whole craft Whole craft Whole craft mass, type thrust/weight (g/s)/kN type thrust/weight mini/mfin Trent 900 350/63=5.5 15.5 A380 4×350/5600=0.25 560/330=1.8 cruise 90/63=1.4 cruise 4×90/5000=0.1 CFM56-5A 110/23=4.8 16 -
Noise Reduction Technologies for Turbofan Engines
NASA/TM—2007-214495 Noise Reduction Technologies for Turbofan Engines Dennis L. Huff Glenn Research Center, Cleveland, Ohio September 2007 NASA STI Program . in Profile Since its founding, NASA has been dedicated to the • CONFERENCE PUBLICATION. Collected advancement of aeronautics and space science. The papers from scientific and technical NASA Scientific and Technical Information (STI) conferences, symposia, seminars, or other program plays a key part in helping NASA maintain meetings sponsored or cosponsored by NASA. this important role. • SPECIAL PUBLICATION. Scientific, The NASA STI Program operates under the auspices technical, or historical information from of the Agency Chief Information Officer. It collects, NASA programs, projects, and missions, often organizes, provides for archiving, and disseminates concerned with subjects having substantial NASA’s STI. The NASA STI program provides access public interest. to the NASA Aeronautics and Space Database and its public interface, the NASA Technical Reports Server, • TECHNICAL TRANSLATION. English- thus providing one of the largest collections of language translations of foreign scientific and aeronautical and space science STI in the world. technical material pertinent to NASA’s mission. Results are published in both non-NASA channels and by NASA in the NASA STI Report Series, which Specialized services also include creating custom includes the following report types: thesauri, building customized databases, organizing and publishing research results. • TECHNICAL PUBLICATION. Reports of completed research or a major significant phase For more information about the NASA STI of research that present the results of NASA program, see the following: programs and include extensive data or theoretical analysis. Includes compilations of significant • Access the NASA STI program home page at scientific and technical data and information http://www.sti.nasa.gov deemed to be of continuing reference value. -
A Comparison of Combustor-Noise Models – AIAA 2012-2087
A Comparison of Combustor-Noise Models – AIAA 2012-2087 Lennart S. Hultgren, NASA Glenn Research Center, Cleveland, OH 44135 Summary The present status of combustor-noise prediction in the NASA Aircraft Noise Prediction Program (ANOPP)1 for current- generation (N) turbofan engines is summarized. Several semi-empirical models for turbofan combustor noise are discussed, including best methods for near-term updates to ANOPP. An alternate turbine-transmission factor2 will appear as a user selectable option in the combustor-noise module GECOR in the next release. The three-spectrum model proposed by Stone et al.3 for GE turbofan-engine combustor noise is discussed and compared with ANOPP predictions for several relevant cases. Based on the results presented herein and in their report,3 it is recommended that the application of this fully empirical combustor-noise prediction method be limited to situations involving only General-Electric turbofan engines. Long-term needs and challenges for the N+1 through N+3 time frame are discussed. Because the impact of other propulsion-noise sources continues to be reduced due to turbofan design trends, advances in noise-mitigation techniques, and expected aircraft configuration changes, the relative importance of core noise is expected to greatly increase in the future. The noise-source structure in the combustor, including the indirect one, and the effects of the propagation path through the engine and exhaust nozzle need to be better understood. In particular, the acoustic consequences of the expected trends toward smaller, highly efficient gas- generator cores and low-emission fuel-flexible combustors need to be fully investigated since future designs are quite likely to fall outside of the parameter space of existing (semi-empirical) prediction tools. -
Comparison of Helicopter Turboshaft Engines
Comparison of Helicopter Turboshaft Engines John Schenderlein1, and Tyler Clayton2 University of Colorado, Boulder, CO, 80304 Although they garnish less attention than their flashy jet cousins, turboshaft engines hold a specialized niche in the aviation industry. Built to be compact, efficient, and powerful, turboshafts have made modern helicopters and the feats they accomplish possible. First implemented in the 1950s, turboshaft geometry has gone largely unchanged, but advances in materials and axial flow technology have continued to drive higher power and efficiency from today's turboshafts. Similarly to the turbojet and fan industry, there are only a handful of big players in the market. The usual suspects - Pratt & Whitney, General Electric, and Rolls-Royce - have taken over most of the industry, but lesser known companies like Lycoming and Turbomeca still hold a footing in the Turboshaft world. Nomenclature shp = Shaft Horsepower SFC = Specific Fuel Consumption FPT = Free Power Turbine HPT = High Power Turbine Introduction & Background Turboshaft engines are very similar to a turboprop engine; in fact many turboshaft engines were created by modifying existing turboprop engines to fit the needs of the rotorcraft they propel. The most common use of turboshaft engines is in scenarios where high power and reliability are required within a small envelope of requirements for size and weight. Most helicopter, marine, and auxiliary power units applications take advantage of turboshaft configurations. In fact, the turboshaft plays a workhorse role in the aviation industry as much as it is does for industrial power generation. While conventional turbine jet propulsion is achieved through thrust generated by a hot and fast exhaust stream, turboshaft engines creates shaft power that drives one or more rotors on the vehicle. -
High Pressure Ratio Intercooled Turboprop Study
E AMEICA SOCIEY O MECAICA EGIEES 92-GT-405 4 E. 4 S., ew Yok, .Y. 00 h St hll nt b rpnbl fr ttnt r pnn dvnd In ppr r n d n t tn f th St r f t vn r Stn, r prntd In t pbltn. n rnt nl f th ppr pblhd n n ASME rnl. pr r vlbl fr ASME fr fftn nth ftr th tn. rntd n USA Copyright © 1992 by ASME ig essue aio Iecooe uoo Suy C. OGES Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1992/78941/V002T02A028/2401669/v002t02a028-92-gt-405.pdf by guest on 23 September 2021 Sundstrand Power Systems San Diego, CA ASAC NOMENCLATURE High altitude long endurance unmanned aircraft impose KFT Altitude Thousands Feet unique contraints on candidate engine propulsion systems and HP Horsepower types. Piston, rotary and gas turbine engines have been proposed for such special applications. Of prime importance is the HIPIT High Pressure Intercooled Turbine requirement for maximum thermal efficiency (minimum specific Mn Flight Mach Number fuel consumption) with minimum waste heat rejection. Engine weight, although secondary to fuel economy, must be evaluated Mls Inducer Mach Number when comparing various engine candidates. Weight can be Specific Speed (Dimensionless) minimized by either high degrees of turbocharging with the Ns piston and rotary engines, or by the high power density Exponent capabilities of the gas turbine. pps Airflow The design characteristics and features of a conceptual high SFC Specific Fuel Consumption pressure ratio intercooled turboprop are discussed. The intended application would be for long endurance aircraft flying TIT Turbine Inlet Temperature °F at an altitude of 60,000 ft.(18,300 m). -
2. Afterburners
2. AFTERBURNERS 2.1 Introduction The simple gas turbine cycle can be designed to have good performance characteristics at a particular operating or design point. However, a particu lar engine does not have the capability of producing a good performance for large ranges of thrust, an inflexibility that can lead to problems when the flight program for a particular vehicle is considered. For example, many airplanes require a larger thrust during takeoff and acceleration than they do at a cruise condition. Thus, if the engine is sized for takeoff and has its design point at this condition, the engine will be too large at cruise. The vehicle performance will be penalized at cruise for the poor off-design point operation of the engine components and for the larger weight of the engine. Similar problems arise when supersonic cruise vehicles are considered. The afterburning gas turbine cycle was an early attempt to avoid some of these problems. Afterburners or augmentation devices were first added to aircraft gas turbine engines to increase their thrust during takeoff or brief periods of acceleration and supersonic flight. The devices make use of the fact that, in a gas turbine engine, the maximum gas temperature at the turbine inlet is limited by structural considerations to values less than half the adiabatic flame temperature at the stoichiometric fuel-air ratio. As a result, the gas leaving the turbine contains most of its original concentration of oxygen. This oxygen can be burned with additional fuel in a secondary combustion chamber located downstream of the turbine where temperature constraints are relaxed. -
Helicopter Turboshafts
Helicopter Turboshafts Luke Stuyvenberg University of Colorado at Boulder Department of Aerospace Engineering The application of gas turbine engines in helicopters is discussed. The work- ings of turboshafts and the history of their use in helicopters is briefly described. Ideal cycle analyses of the Boeing 502-14 and of the General Electric T64 turboshaft engine are performed. I. Introduction to Turboshafts Turboshafts are an adaptation of gas turbine technology in which the principle output is shaft power from the expansion of hot gas through the turbine, rather than thrust from the exhaust of these gases. They have found a wide variety of applications ranging from air compression to auxiliary power generation to racing boat propulsion and more. This paper, however, will focus primarily on the application of turboshaft technology to providing main power for helicopters, to achieve extended vertical flight. II. Relationship to Turbojets As a variation of the gas turbine, turboshafts are very similar to turbojets. The operating principle is identical: atmospheric gases are ingested at the inlet, compressed, mixed with fuel and combusted, then expanded through a turbine which powers the compressor. There are two key diferences which separate turboshafts from turbojets, however. Figure 1. Basic Turboshaft Operation Note the absence of a mechanical connection between the HPT and LPT. An ideal turboshaft extracts with the HPT only the power necessary to turn the compressor, and with the LPT all remaining power from the expansion process. 1 of 10 American Institute of Aeronautics and Astronautics A. Emphasis on Shaft Power Unlike turbojets, the primary purpose of which is to produce thrust from the expanded gases, turboshafts are intended to extract shaft horsepower (shp). -
Improving Engine Efficiency Through Core Developments
IMPROVING ENGINE EFFICIENCY THROUGH CORE DEVELOPMENTS Brief summary: The NASA Environmentally Responsible Aviation (ERA) Project and Fundamental Aeronautics Projects are supporting compressor and turbine research with the goal of reducing aircraft engine fuel burn and greenhouse gas emissions. The primary goals of this work are to increase aircraft propulsion system fuel efficiency for a given mission by increasing the overall pressure ratio (OPR) of the engine while maintaining or improving aerodynamic efficiency of these components. An additional area of work involves reducing the amount of cooling air required to cool the turbine blades while increasing the turbine inlet temperature. This is complicated by the fact that the cooling air is becoming hotter due to the increases in OPR. Various methods are being investigated to achieve these goals, ranging from improved compressor three-dimensional blade designs to improved turbine cooling hole shapes and methods. Finally, a complementary effort in improving the accuracy, range, and speed of computational fluid mechanics (CFD) methods is proceeding to better capture the physical mechanisms underlying all these problems, for the purpose of improving understanding and future designs. National Aeronautics and Space Administration Improving Engine Efficiency Through Core Developments Dr. James Heidmann Project Engineer for Propulsion Technology (acting) Environmentally Responsible Aviation Integrated Systems Research Program AIAA Aero Sciences Meeting January 6, 2011 www.nasa.gov NASA’s Subsonic -
A Supersonic Fan Equipped Variable Cycle Engine for a Mach 2.7 Supersonic Transport
University of New Hampshire University of New Hampshire Scholars' Repository Applied Engineering and Sciences Scholarship Applied Engineering and Sciences 8-22-1985 A Supersonic Fan Equipped Variable Cycle Engine for a Mach 2.7 Supersonic Transport Theodore S. Tavares University of New Hampshire, Manchester, [email protected] Follow this and additional works at: https://scholars.unh.edu/unhmcis_facpub Recommended Citation Tavares, T.S., “A Supersonic Fan Equipped Variable Cycle Engine for a Mach 2.7 Supersonic Transport,” NASA-CR-177141, 1986. This Report is brought to you for free and open access by the Applied Engineering and Sciences at University of New Hampshire Scholars' Repository. It has been accepted for inclusion in Applied Engineering and Sciences Scholarship by an authorized administrator of University of New Hampshire Scholars' Repository. For more information, please contact [email protected]. https://ntrs.nasa.gov/search.jsp?R=19860019474 2018-07-25T19:53:49+00:00Z ^4/>*>?/ GAS TURBINE LABORATORY DEPARTMENT OF AERONAUTICS AND ASTRONAUTICS MASSACHUSETTS INSTITUTE OF TECHNOLOGY CAMBRIDGE, MA 02139 A FINAL REPORT ON NASA GRANT NAG-3-697 entitled A SUPERSONIC FAN EQUIPPED VARIABLE CYCLE ENGINE FOR A MACH 2.7 SUPERSONIC TRANSPORT by T. S. Tavares prepared for NASA Lewis Research Center Cleveland, OH 44135 (NASA-CB-177141) A SDPEBSCNIC FAN EQUIPPED N86-28946 VARIABLE CYCLE ENGINE.JOB A MACH 2.? SDPEESONIC TBANSPOBT Final Report (Massachusetts Inst. of Tech.) 107 p Unclas CSCL 21E G3/07 43461 August 22, 1985 A SUPERSONIC FAN EQUIPPED VARIABLE CYCLE ENGINE FOR A HACK 2.7 SUPERSONIC TRANSPORT by Theodore Sean Tavares A SUPERSONIC FAN EQUIPPED VARIABLE CYCLE ENGINE FOR A MACH 2.7 SUPERSONIC TRANSPORT by THEODORE SEAN TAVARES ABSTRACT A design stud/ was carried out to evaluate the concept of a variable cycle turbofan engine with an axially supersonic fan stage as powerplant for a Mach 2.7 supersonic transport. -
F404 Turbofan Engines 17,700-19,000 Lb Thrust Range
www.ge.com/aviation F404 turbofan engines 17,700-19,000 lb thrust range The F404 family of engines powers a broad spectrum afterburner sections result in increased performance of aircraft with missions ranging from low-level subsonic while maintaining the F404’s characteristic durability. attack to high-altitude interception. The first version of Its simple, modular design is reliable and easy to the F404 was developed to power the Boeing F/A-18, maintain. and non-afterburning derivatives powered the F-117A The F404/RM12 is a derivative developed in conjunction Stealth Fighter and the Singapore A4-SU Super Skyhawk. with Volvo Aero Corporation to power the Saab Gripen, Developed for the Korean KAI/LMTAS T-50 advanced a multi-role fighter, attack and reconnaissance aircraft. trainer/light fighter, the F404-GE-102 is the latest The F404/RM12 model also includes single-engine safety derivative of the F404 family. It includes single-engine features and a FADEC. safety features and a Full Authority Digital Electronic The F404-GE-IN20 engine is an enhanced production Control (FADEC) derived from GE’s F414 engine. The version of the F404, which is successfully powering F404-GE-102 is supplied to ROKAF by Samsung Techwin India’s Light Combat Aircraft MKI. The highest thrust under a licensed production program with GE. variant of the F404 family, the F404-GE-IN20 The F404-GE-402 provides higher power, improved incorporates GE’s latest hot section materials and fuel efficiency and increased mission capability for the technologies, as well as a FADEC for reliable power and combat-proven Boeing F/A-18C/D Hornet. -
Clean Sky 2 JU Work Plan 2014/2015
Clean Sky 2 Joint Undertaking Amendment nr. 2 to Work Plan 2014-2015 Version 7 – March 2015 – Important Notice on the Clean Sky 2 Joint Undertaking (JU) Work Plan 2014-2015 This Work Plan covers the years 2014 and 2015. Due to the starting phase of the Clean Sky 2 Joint Undertaking under Regulation (EU) No 558/204 of 6 May 2014 the information contained in this Work Plan (topics list, description, budget, planning of calls) may be subject to updates. Any amended Work Plan will be announced and published on the JU’s website. © CSJU 2015 Please note that the copyright of this document and its content is the strict property of the JU. Any information related to this document disclosed by any other party shall not be construed as having been endorsed by to the JU. The JU expressly disclaims liability for any future changes of the content of this document. ~ Page intentionally left blank ~ Page 2 of 256 Clean Sky 2 Joint Undertaking Amendment nr. 2 to Work Plan 2014-2015 Document Version: V7 Date: 25/03/2015 Revision History Table Version n° Issue Date Reason for change V1 0First9/07/2014 Release V2 30/07/2014 The ANNEX I: 1st Call for Core-Partners: List and Full Description of Topics has been updated and regards the AIR-01-01 topic description: Part 2.1.2 - Open Rotor (CROR) and Ultra High by-pass ratio turbofan engine configurations (link to WP A-1.2), having a specific scope, was removed for consistency reasons. The intent is to publish this subject in the first Call for Partners. -
An Investigation Into the Feasibility of Using a Dual-Combustion Mode Ramjet in a High Mach Number Tactical Missile
Calhoun: The NPS Institutional Archive Theses and Dissertations Thesis Collection 1987 An investigation into the feasibility of using a dual-combustion mode ramjet in a high Mach number tactical missile. Vaught, Clifford B. http://hdl.handle.net/10945/22315 RT OHOOL .13-5002 NAVAL POSTGRADUATE SCHOOL Monterey, California THESIS AN INVESTIGATION INTO THE FEASIBILITY OF USING A DUAL-COMBUSTION MODE RAMJET IN A HIGH MACH NUMBER TACTICAL MISSILE by Clifford B. Vaught September 1987 Thesis Advisor: David W. Netzer Approved for public release; distribution unlimited T 234420 T LJNCIASSIFIED iCut'Tv c\ ASS F<CaTiOn OF Tm.S PaCf REPORT DOCUMENTATION PAGE »(PO«T SKuSiTr Classification lb HfcSTR'O'Vfc MARKINGS UNCLASSIFIED SECURITY ClASSi^CaTiON AuTmORiTy ) distribution/ availability or report Approved for public release; OEClASSiFiCATiON 'OOvVNGRAOiNG SCHEDULE distribution unlimited. PERFORMING ORGANISATION REPORT NUMBER(S) S MON1TOR1NG ORGANISATION REPORT NuMBER(S) NAME Of PERFORMING ORGANISATION 60 OFFICE SYMBOL ?4 NAME OF MON1TOR1NG ORGANISATION (it tppimb'e) aval Postgraduate School 67 Naval Postgraduate School ADORE SS iC/ry Sure tndfiPCode) 'b AOORESSfC.ey Sure »nd ///» Code) Dnterey, California 93943-5000 Monterey, California 93943-5000 I I NAME OF FuNOlNG' SPONSORING Bb OFUCE SYMBOL 9 PROCUREMENT INSTRUMENT lOEN .FiCA t l(JN NUMBER I ORGANISATION (It tpplxjbJ*) aval Weapons Center AODRESS(C-fy Stite *od Zip Cod*) 10 SOURCE OF FuNOiNG NUMBERS PROGRAM PRO;£CT TAS«C WORK UNIT ELEMENT NO NO NO ACCESSION NO lina Lake, California 93555-6001 T; l £ (include le<unty CI*U't<(*tiQn} M INVESTIGATION INTO TILE FEASIBILITY OF USING A DUAL-COMBUSTION I^DDE RAMJET IN A HIGH \G\ NUMBER TACTTCAL MISSILE PERSONA.