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A seminar report on
TURBOFAN ENGINE
Seminar Report submitted in partial fulfilment of the requirements
For the award of
ABIN.B
Under the guidance of
MARCH 2016
DEPARTMENT OF MECHANICAL ENGINEERING
Turbofan Engine
Seminar Report 2015 - 2016
CERTIFICATE
This is to certify that the seminar report entitled
TURBOFAN ENGINE being submitted by ABIN.B ( 13020070
)
for
the
award
of
the
Diploma
in
Mechanical
Turbofan Engine
Seminar Report 2015 - 2016
External examiner
.
.
ACKNOWLEDGEMENT
First of all I humbly remember the grace and blessings that The
Almighty God bestowed on me, without which my attempt would not have
been a success
This seminar would not have been possible without the sincere assistance
of a number of eminent people. I take this opportunity to acknowledge my
heartfelt gratitude to my respected principal Mr. Ajith V for providing all the
necessary facilities in this institution.
I express profound and sincere thank to Mr.Vinod Kumar V.M Head of
the Department of Mechanical Engineering for giving me the opportunity to
undertake this seminar
Next I would like to thank my seminar coordinators Mr.D.Monilal,
lecturer in Department of Mechanical Engineering for his valuable advices and
suggestions which helped me in the success of this seminar work.
Turbofan Engine
Seminar Report 2015 - 2016
ABSTRACT
To make an aircraft move forward we need
a pushing force called thrust which is created by making air
accelerated between the front and rear of the engine with the
help of a giant fan, compressors, turbines, etc... Different types
of engine exist but the most efficient among them is the
turbofan engine because of their low fuel consumption and high
thrust.
century
engines
engines
exhaust
Turbofan Engine
Seminar Report 2015 - 2016
CONTENTS
CHAPTERS
PAGE NO
LIST
OF
FIGURES
6
LIST
OF
ABBREVIATIONS
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1.
8
INTRODUCTION
2.
10
HISTORY
3.
13
THEORY
4.
15
JET
5.
17
6.
20
7.
23
8.
28
ENGINE
THRUST
WORKING
PARTS
OF
WORKING
A
OF
CLASSIFICATION
PRINCIPLE
TURBOFAN
TURBOFAN
OF
TURBOFAN
ENGINE
ENGINE
ENGINE
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9.
33
ROLLS-ROYCE
10.
35
TAY
ADVANTAGES
TURBOFAN
AND
ENGINE
DISADVANTAGES
11.
36
CONCLUSION
LIST OF FIGURES
Fig NO
Page No
3.1
13
5.1
18
6.1
20
7.1
23
7.1.2
7.1.3
24
24
25
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7.1.4
7.1.5
7.1.6
25
26
27
8.1
28
8.2
29
8.3
30
8.4
31
8.5
32
9.1
33
LIST OF ABBREVIATIONS
LPC
: LOW PRESSURE
COMPRESSOR
HPC : HIGH PRESSURE
COMPRESSOR
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1.
LPS
HPS
LPT
HPT
INTRODUCTION
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10
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11
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2.
HISTORY
12
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13
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plant for the lunar landing research vehicle. The CI80-53 was
similar but larger in design.
The continuous development of jet
propulsion for air power has resulted in such advances as
piloted aircraft capable of attaining speeds several times
greater than the speed of sound, and intercontinental ballistic
missiles and artificial satellites launched by powerful rockets
3.
THEORY
What is propulsion?
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4.
18
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= 9.941 * 457.2
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5.
WORKING PRINCIPLE
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6.
PARTS OF A TURBOFAN
ENGINE
Fan - The fan is the first component in a turbofan. The fan pulls
air into the engine. The large spinning fan sucks in large
quantities of air. It then, speeds the air up and splits it into two
parts. One part continues through the "core" or centre of the
engine, where it is acted upon by the other engine components.
The second part "bypasses" the core of the engine, instead
travelling through a duct that surrounds the core to the back of
the engine where it produces much of the force that propels the
airplane forward.111
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when exiting the nozzle that acts to propel the engine, and
therefore the airplane, forward. The combination of the hot air
and the cold air are expelled and produce an exhaust which
causes a forward thrust. The nozzle may be preceded by a
mixer, which combines the high temperature air coming from
the engine core with the lower temperature air that was
bypassed in the fan. This result in a quieter engine than if the
mixer was not present.
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7.
WORKING OF TURBOFAN
ENGINE
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8.
CLASSIFICATION OF
TURBOFAN ENGINE
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8.1
34
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retain net thrust. Since the temperature rise across the whole
engine (intake to nozzle) would be lower, the (dry power) fuel
flow would also be reduced, resulting in better specific fuel
consumption (SFC).
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9.
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pushes through the central core of the engine, where the air is
compressed, mixed with fuel, and ignited. Turbofan engines like
the Rolls-Royce Tay are not as powerful as turbojets, but they
are quieter and more efficient. The turbofan engine is an
improvement on the basic turbojet. Part of the incoming air is
only partially compressed and then bypassed in an outer shell
beyond the turbine. This air is then mixed with the hot turbineexhaust gases before they reach the nozzle. A bypass engine
has greater thrust for takeoff and climb, and increased
efficiency; the bypass cools the engine and reduces noise level.
In some turbofan engines the
bypass air is not remixed in the engine but exhausted directly.
In this type of bypass engine, only about one-sixth of the
incoming air goes through the whole engine; the remaining
five-sixths is compressed only in the first compressor or fan
stage and then exhausted. Different rotational speeds are
required for the high- and low-pressure portions of the engine.
This difference is achieved by having two separate turbinecompressor combinations running on two concentric shafts or
twin spools. Two high-pressure turbine stages drive the 11 highpressure compressor stages mounted on the outer shaft, and 4
turbine stages provide power for the fan and 4 low-pressure
compressor stages on the inner shaft. To move an airplane
through the air, thrust is generated by some kind of propulsion
system. Most modern airliners use turbofan engines because of
their high thrust and good fuel efficiency.
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DISADVANTAGES
11. CONCLUSION
The turbofan engine has gained
popularity for a variety of reasons. In this one or more rows of
compressor blades extend beyond the normal compressor
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blades. The result is that for times as much air is pulled into the
turbofan engine as in the simple turbojet. However, most of this
excess air is ducted through bypasses around the power section
and out the rear with the exhaust gases. Also, a fan burner
permits the burning of additional fuel in the fan air stream. With
the burner off, this engine can operate economically and
efficiently at low altitudes and low speeds. With the burner on,
the thrust is doubled by the burning fuel, and it can operate on
high speeds and high altitudes fairly efficiently.
The turbofan has greater thrust
for takeoff, climbing, and cruising on the same amount of fuel
than the conventional turbojet engine. With better all-around
performance at a lower rate of fuel consumption, plus less
noise resulting from its operation, it is easy to understand why
most new jet-powered airplanes are fitted with turbofan
engines. This includes military and civilian types.
Overall, the idea behind a
turbofan engine is relatively simple: adding energy to the air
flowing through the engine then extracts this energy in order to
drive the fan and create thrust. Turbofans are the main power
plant propelling jet liners across our country and around the
world. With some general physics and chemistry concepts, one
can gain an understanding of these machines that have
revolutionized the way we travel and have a greater
appreciation for the technology behind them.
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12. REFERENCE
Rolt, A. & Baker, N. [2009]. Intercooled Turbofan Engine
Design and Technology Research in the EU Framework 6
NEWAC Programme, ISABE 2009 Proceedings, ISABE-20091278, Montreal, Canada.
Borradaile, J. [1988]. Towards the optimum ducted UHBR
engine, Proceedings of AIAA/SAE/ASME/ASEE 24th Joint
Propulsion Conference, AIAA-89-2954, Boston,
Massachusetts, USA.
Sirignano, W. A., and Liu, F., Performance Increases for
Gas Turbine Engines Through Combustion Inside the
Turbine, Journal of Propulsion and Power, Vol. 15, No. 1,
1999, pp. 111118.
Kyprianidis, K. [2011]. Future Aero Engine Designs: An
Evolving Vision, in E. Benini (ed.), Advances in Gas Turbine
Technology, InTech, chapter 1. doi:10.1115/1.4001982.
Canire, H., Willcokx, A., Dick, E. & De Paepe, M. [2006].
Raising cycle efficiency by inter cooling in air-cooled gas
turbines, Applied Thermal Engineering 26(16): 17801787.
Walter de Gruyter Gmbh & Co.KG, International Journel of
Turbo and Jet Engines, ISSN:03340082 , 19962014,Germany
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