g

GE Aviation

GE Aircraft Engines

The Aircraft Engine Design Project

Fundamentals of Engine Cycles

Spring 2009
1

Ken Gould
Phil Weed

GE Aviation Technical History

GE Aircraft Engines

U.S. jet engine

U.S. turboprop engine
V i bl stator
Variable
t t engine
i
Mach 2 fighter engine
Mach 3 bomber engine
High bypass engine

I-A - First U.S. jet engine

(Developed in Lynn, MA, 1941)

GE90 on test

Variable cycle turbofan engine

Unducted fan engine
30:1 pressure ratio engine
Demonstration of 100k+ engine thrust
Certified double annular combustor engine

First U.S. turboprop powered aircraft, Dec. 1945

I K
F

Flowdown of Requirements

GE Aircraft Engines

The Customer: Overall system requirements

MTOW, Range, Cost per seat per mile
The Airframer: Sub-system requirements
Technical: Wing (lift/drag),Engines(Thrust/SFC)
Program: Cost
C and Schedule
S

FAA/JAA
Safety/reliability

Engines Systems: Module requirements

Technical: Pressure ratio, efficiency,
ff
weight, life
f
Program: NRE, part cost, schedule, validation plan

Design &
Validation

Noise/emissions

Qualified Product

GE Aircraft Engines

The Aircraft Engine Design Project

Fundamentals of Engine Cycles
Combustor

HPT

Compressor

Exhaust

airflow
Inlet
4

T b j t Engine
Turbojet
E i

Turbojet Stations

GE Aircraft Engines

Engine Modules and Components

Compressor
HPT
Combustor
Inlet
Exit
HP Spool

Turbojet
j Engine
g
Cross-Section
Multi-stage compressor module
powered by a single stage turbine
5

Ideal Brayton Cycle: T-S Representation

GE Aircraft Engines

HP Turbine Inlet

Expansion
Turbine Exit Pressure

Combustor
Inlet

pressure available for

expansion across Exhaust Nozzle
Ambient Pressure

Compression
Lines of Constant Pressure

Compressor Inlet

S
6

P
= 21 h0
W

Note: 1) Flight Mach = 0

2) Pt2 = Pamb
3) P = power
4) W = mass flow rate
5) h0 = total enthalpy

Real Brayton Cycle: T-S Representation

GE Aircraft Engines

HP Turbine Inlet

Expansion
Turbine Exit Pressure

5
pressure available for
expansion across Exhaust Nozzle

Combustor
Inlet

Ambient Pressure

Impact of Real Efficiencies:

Decreased Thrust @ if T4 is maintained

Compression
Lines of Constant Pressure

Or
Increase Temp (fuel flow) to maintain
thrust!

Compressor Inlet

S
7

P
= 21 h0
W

Jet Engine Cycle Analysis

GE Aircraft Engines

Engine Inlet
Flow capacity (flow function relationship)
Starting
g with the conservation of mass and substituting
g the total to
static relations for Pressure and Temperature, can derive:
W= Density * Area* Velocity

W*(sqrt(Tt)) = M *sqrt(gc*/R)
Pt* Ae
[1+ ((-1)/2)*M2] (+1)/[2*(-1)]
where M is Mach number
Tt is total temperature (deg R)
Pt is total pressure (psia)
W is airflow
f
(lbm/sec)
(
/
)
Ae is effective area (in2)
gc is gravitational constant
=32.17 lbm ft/(sec2 lbf)
is ratio of specific heats
R is gas constant
(ft-lbf)/(lbm-deg R)
8

Turbojet
Compressor

Exit

Inlet

Combustor HPT

HP Spool

Jet Engine Cycle Analysis

GE Aircraft Engines

Compressor
From adiabatic efficiency relationship
compressor = Ideal Work/ Actual Work =

Cp*(Texit Tinlet)
Cp*(Texit Tinlet)

= (Pexit/Pinlet)(-1)/ - 1
Texit/Tinlet - 1
where
Pexit is compressor exit total pressure (psia)
Pinlet is compressor exit total pressure (psia)
Tinlet is compressor inlet total temperature (deg R)
Texit is compressor exit total temperature (deg R)
Texit is ideal compressor exit temperature (deg R)

Turbojet
Compressor

Exit

Inlet

Combustor HPT

HP Spool

Jet Engine Cycle Analysis

GE Aircraft Engines

Combustor
From Energy balance/ Combustor efficiency relationship:
combustor = Actual Enthalpy Rise/ Ideal Enthalpy Rise
= (WF + W)*CpcombustorTexit W*CpcombustorTinlet
WF * FHV
where W is airflow (lbm/sec)
WF is fuel flow (lbm/sec)
FHV is fuel heating value (BTU/lbm)
Tinlet is combustor inlet total temperature (deg R)
Texit is combustor exit total temperature (deg R)
Cp is combustor specific heat
BTU/(lbm-deg
BTU/(lbm
deg R)
Can express WF/W as
fuel to air ratio (FAR)

Compressor

Combustor HPT

Exit

Inlet

10

Turbojet

HP Spool

Jet Engine Cycle Analysis

GE Aircraft Engines

Turbine
From efficiency relationship
turbine = Actual Work/Ideal Work

= Cp*(Tinlet
Cp (Tinlet Texit)
Cp*(Tinlet Texit)

= 1 - (Texit/Tinlet)
( 1)/
1 - (Pexit/Pinlet)
(P it/Pi l t)(-1)/
Work Balance: From conservation of energy
Turbine Work = Compressor Work + Losses
(W+ WF)* Cp
C turb* (Ti
(Tinlet
l t - Texit)|
T it)|turb = W * Cp
C compressor* (T
(Texit
it - Tinlet)|
Ti l t)|comp
Turbojet

where
Pexit is turbine exit total p
pressure (p
(psia))
Pinlet is turbine exit total pressure (psia)
Tinlet is inlet total temperature (deg R)
Texit is exit total temperature (deg R)
Texit is ideal exit total temperature (deg R)
Cp is specific heat for turbine or compressor
BTU/(lbm-deg R)
11

Compressor

Exit

Inlet

Combustor HPT

HP Spool

Jet Engine Cycle Analysis

GE Aircraft Engines

Nozzle
Isentropic
p relationship,
p can determine exhaust p
properties
p
Tt/Ts= (Pt/Ps)(-1)/
= 1 + (( -1)/2) * M2
From Mach number relationship can determine exhaust velocity
v= M*a
where a, speed of sound= sqrt(*gc*R*Ts)
where
Tt is total temperature (deg R)
Pt is total pressure (psia)
Ps is static pressure (psia)
Ts is static temp (deg R)
gc is gravitational constant
=32.17 lbm ft/(sec2 lbf)
is ratio of specific heats
R is gas constant (ft-lbf)/(lbm-deg R)
v is flow velocity
y ((ft/sec))
a is speed of sound (ft/sec)
M is Mach number
12

Turbojet
Compressor

Exit

Inlet

Combustor HPT

HP Spool

Jet Engine Cycle Analysis

GE Aircraft Engines

E i Performance
Engine
P f
Thrust relationship: from conservation of momentum
Fnet = W9 V9/ gc - W0 V0/ gc + (Ps9-Ps0) A9
If flight Mach number is 0, v0 = 0
p
to ambient,, PS9=Ps0 and
and if nozzle expands

Fnet = W9 V9/ gc
where gc is gravitational constant

Specific Fuel Consumption (SFC)

Turbojet

SFC = Wf/ Fnet (lbm/hr/ lbf)

(l
(lower
SFC is
i better)
b tt )

Compressor

Exit

Inlet

13

Combustor HPT

HP Spool

Modern Afterburning Turbofan Engine

Single-stage HPT module

GE Aircraft Engines

A/B w// V
Variable
i bl Exhaust
E h
t Nozzle
N
l

3-stage
g fan module

Single Stage LPT module

Annular Combustor
multi-stage compressor module

14

Terms:
blade
vane
stage
PLA

rotating airfoil
static airfoil
rotor/stator pair
pilots throttle

Typical Operating Parameters:

OPR
25 1
25:1
BPR
0.34
ITT
2520oF
Airflow
142 lbm/sec
Thrust Class
16K-22K lbf

Thermodynamic Station Representation

Wf AB
Wf_AB
Wf_comb

GE Aircraft Engines

5
4.5

FN

4
3
2.5

Nozzle
Expansion

A/B Temp Rise

LP Turbine
expansion

W2

Fan Pr
(P25/P2)

15

HPC Pr
(P25/P2)

Overall Pressure Ratio (P3/P2)

Comb
Temp
Rise

HP Turbine
expansion

A8 (nozzle
area)

GE Aircraft Engines

Fan

Compressor
Bypass Flow

Inlet

Air Flow

HPT LPT
Combustor

Afterburner
Exit

HP Spool
LP Spool

Augmented Turbofan Engine Cross-Section

16

General Electric Aircraft Engines

GE Aircraft Engines

Design Considerations
Considerations- Process Centering and Variation
Off-Target

Variation

X
XXX X
X XXX X
X X

X
X

X
X
X

X
X
X

On-Target

Center
Process

XX
XXX
X
XX
X
XXX

Reduce
Spread

Six Sigma
g
Methodology
gy Applies
pp
Statistical Analyses
y
to Center
Processes and Minimize Variation
17
General Electric Aircraft Engines

General Electric Aircraft Engines

GE Aircraft Engines

Probabilistic Design
g Techniques
q
Account for Process Variation
Forecast: Margin-: Average Off Target
2,000 Trials

Forecast: Margin: High Variation

MFrequencyO Chart
T

0 Outliers

.054

2,000 Trials

108

LSL

.041
041

Frequency ChartH

49 Outliers

.023

45

LSL

81

.017

.027

54

.011

22.5

.014

27

.006

11.25

.000
000

.000
000

-2.00

0.00
2.00
4.00
Certainty is 92.50% from 0.00 to +Infinity

6.00

33.75

0
-1.00

1.00
3.00
5.00
Certainty is 95.05% from 0.00 to +Infinity

7.00

Forecast: Margin:On Target-Low Variation

2,000 Trials

Center
Process

O T

L V Chart
Frequency

.052

Reduce
Spread

78

.026

52

.013

26

.000

0
-2.00

0.00

2.00

D
18

104

LSL

.039

1 Outlier

4.00

LSL L

6.00

Understanding and Accounting for Process Variation Assures

Compliance with Design Limits