Prroceedings of

o Shanghai 2017
2
Global P
Power and Propulsion
P Foorum
30th O
October – 1st November, 2017
2
http://w
www.gpps.global

G PPS-20
017-00
021

A Stu
udy on Co
omponent Match
hing Method of Turbofan Engine with
w a
Flow
F Chaaracteris
stic Mode
el

Hualei Li Zhiyong T Tan

C Commercial Aircraft Engine
AECC E Co.,L
LTD AECC
A Comm
mercial Aircrraft Engine Co.,LTD
C
lihualleizy@126.coom TanZhy-acae@ @163.com
anghai, China
Sha Shanghai, C China

Yudong Wa ang Hongyu Tan ng B

Bingjing Xuee
C Commercial Aircraft
AECC AECC Commercia al Aircraft Commercial Aircraft
AECC C
Engine Co.,,LTD E
Engine Co.,LLTD Enngine Co.,LT
TD
wa
angyd05@16 63.com icyyfirethy@126
6.com xuebbj003@163.ccom
Shanghai, China
C S
Shanghai, Chhina Shhanghai, China

ABS STRACT be determined to achieve thhe adequate conceptual design

The matchingg problem off turbofan eng gine is becomming schheme. Thereefore, the ccomponent matching m proocess
moree and more complicated with its feature of multiiple beccomes more difficult
d due tto the optimiization probleem of
targeets and multipple variables. Therefore,
T a suitable
s matchhing muultiple targets and multiple vvariables.
meth hod is necesssary for the overall perfo ormance scheeme The fuel ecconomy is thee key factor which
w is conceerned
desig gn. In this paaper, a flow characteristic
c model
m is buillt to by the commerccial aircraft eengine. The cruise c specificc fuel
repreesent the pittch line withh the analysis of axial fl flow connsumption (S SFC) should be improved d on the bassis of
commpressor charaacteristic. Bassed on the flo ow characteriistic prooviding the enough take-ooff thrust and d sufficient enngine
mod del, a performaance index fuunction with weight
w coefficiient reliability [3,4]. Traditional
T met
ethod is to seleect the cruise flight
f
is prroposed to seleect the matchiing scheme off fan, booster and conndition as thee cycle designn point. For characteristic map
commpressor. The component characteristics
c s are determiined scaaling process, the cycle dessign point is placed
p somew where
accoording to the results of cyccle parameter selection, annd a in the map according to tthe experiencce. Moreoverr, the
commponent matcching methood is achieeved with the suffficient over-sspeed marginn should be ensured
e at thee off-
conssideration of turbofan engine typ pical operatting dessign points. The T position selection off the cycle design
cond ditions. The ccalculated ressults show th hat the weighhted poiint in the map p would affectct the efficienccy level of thee off-
speccific fuel connsumption caan be reduceed, and the ffuel dessign points [5,,6]. Therefore,, the performaance improveement
econnomy of turbbofan engine is improved with the usee of on the cruise SF FC may be achhieved at the expense
e of thee off-
matcching method. The operating pointss under typpical dessign point performance. A component characteristic map
operrating conditioons locate in the relatively y high efficieency maatched by the traditional meethod cannot achieve the global g
zonee of the fan, bbooster and coompressor whiich is determiined opttimization on n the efficieency of the fan, booster and
by component maatching method respectively y. commpressor.
Due to app plication limitt of traditional method, a new
INTRODUCTION N commponent mattching methood is studied in this paper to
A commercial turbofan engine
e can im
mprove the ffuel ballance the parrticular requir irements of different
d operrating
econ nomy and emiission perform mance with its feature of hhigh poiints. A flow characteristic
c model is proposed to reprresent
bypaass ratio, highh total pressurre ratio and high
h turbine innlet thee pitch line wh hich can provvide the peak efficiency at every
e
temp perature. How
wever the com mmercial turb bofan engine iis a rottational speed of axial flow w compressor. Based on the flow
com mplicated system which is structureed by differrent chaaracteristic model, a perforrmance index x function witth the
com mponents. The intake path iss composed off the fan, boooster weeight coefficiient is usedd to calculatte the optim mized
and compressor, and the exhaaust path is composedc of the equuivalent flow area which reefers to the matched
m compoonent
high h pressure turbbine (HPT) annd low pressu ure turbine (LP PT) chaaracteristic map.
m Then tthe corresponding compoonent
[1,2]
. The characterristic maps off different com
mponents shoould chaaracteristic maps
m are seelected, and the perform mance

This work
w is licensed un
nder a Creative C
Commons Attribu
ution 4.0 International License CC--BY 4.0
1
calculation of the typical conditions is carried out to evaluate
the effectiveness of the component matching method.
METHODOLOGY
A flow characteristic model is proposed to convert the
efficiency contour problem to the problem of considering the
highest efficiency at different speeds because the efficiency
contour is hard to be expressed with a suitable model. The
component matching method is achieved based on the flow
characteristic model.
Flow Characteristic Model
The compressor characteristic map consists of the steady
operation zone and the unsteady operation zone. The highest
efficiency zone which is close to the surge line locates in the
middle position of the steady operation zone. The dashed line
represents a pitch line of a compressor, as shown in Figure 1.
The pitch line is a performance curve which is measured by
changing the compressor speed when the throttle area
downstream of the compressor is constant. The performance
curve can be approximately taken as the corresponding
relationship between the mass flow of an orifice and the
orifice pressure difference, and its shape is similar to the
variation trend of the quadratic polynomial equation.
unsteady operation zone
Pressure ratio
a sufficient surge margin to avoid the surge phenomenon and
guarantee the normal operation of a turbofan engine.
According to the experimental method and the test
condition parameters of the compressor characteristic, a
relationship between the pressure ratio  C and the mass flow
m C can be obtained based on the theoretical formula of
orifice mass flow. The relationship equation is shown as
follow:
m C  AC 2 in  C  1 (1)
where AC is equivalent flow area of the compressor,  in is
the density of intake air.
To ensure the compressor characteristic independent of
intake conditions, the characteristic map is usually expressed
as a function of the pressure ratio and the corrected mass
flow. Therefore, to meet the requirements on determining the
compressor characteristic, the equation (1) is changed as
follow:
RTref
C  2
m cor
2
1
2 pref A C
(2)
 cor is the corrected mass flow of the compressor, R
where m
is the gas constant, pref and Tref are the reference
pressure and reference temperature respectively which are
used to calculated the corrected mass flow.

According to equation (2), the relationship between the

pitch line
pressure ratio and the corrected mass flow is a quadratic
steady operation zone polynomial equation. The equivalent flow area AC can
surge line represent the compressor flow capacity. However the
equivalent flow area AC is usually not actual size of the
compressor.
Three characteristic maps of a single-stage fan, a
booster and a compressor are selected to validate the model
Corrected mass flow
applicability, as shown in Figure 2.
Figure 1 Schematic Diagram of Compressor 2.75
Characteristic
2.50
It can be seen from Figure 1, the pitch line of the
pitch line
compressor passes through the highest efficiency point 2.25 flow characteristic model
corresponding to every rotary speed. The overall efficiency
Pressure ratio

for the operating conditions of a turbofan engine would be 2.00 Ac=310.86m2

relatively high if the operating points are located or close to
the pitch line. The high overall efficiency is beneficial to the 1.75
reduction of the required compression power and the build-
1.50
up of the total pressure ratio to improve the fuel economy.
Therefore, the operating points of the main typical conditions 1.25
are kept mostly close to the pitch line, and then the much
higher overall efficiency of turbocharging system is achieved 1.00
with a suitable component matching method. Furthermore,
the surge line of the matched compressor characteristic 0.75
0 100 200 300 400 500 600
should keep a desirable space with the operating points of Corrected mass flow (kg/s)
low-power operating conditions on the purpose of providing a) fan

2
 2.6 matching method based on the flow characteristic model is
still effective for improving the fuel economy of turbofan
2.4 engines.
Ac=23.16m2
2.2 pitch line
flow characteristic model
Performance Index Function Based on Flow
2.0 Characteristic Model
Pressure ratio

According to the flow characteristic model, different

1.8
equivalent flow area AC can represent different pitch lines of
1.6 the compressor characteristics. In the component matching
process of turbofan engines, the pressure ratio and corrected
1.4 mass flow corresponding to a certain typical condition can be
1.2
obtained by the parameter selection of the cycle design point
and the performance calculation of the off-design points for
1.0 typical conditions. Then an appropriate equivalent flow area
can be calculated with the equation (2). Based on the
0.8
10 20 30 40 50 appropriate equivalent flow area, the adequate component
Corrected mass flow (kg/s) characteristic map is selected to provide the operating points
b) booster with the relatively high efficiency. It can be seen that there
28 are different pressure ratio and corrected mass flow required
by different typical conditions, and it also means that
24 Ac=3.32m2 different component characteristic maps are required by
pitch line
different typical conditions. However, there will be only a
flow characteristic model
20 fan, a booster or a compressor to meet the requirements of
different typical conditions of turbofan engines. The high
Pressure ratio

16 component efficiency at the cycle design point may result in

relatively low component efficiency at the off-design points.
12 Therefore, a performance index function here is proposed to
achieve an optimized equivalent flow area on the purpose of
8 considering the requirements of different typical conditions,
and its function form is as follow:
4
U  AC    Wi  AC ,i  AC ,opt 
n
2

0 i 1
4 8 12 16 20
Corrected mass flow (kg/s)
c) compressor
Figure 2 Verification Results of the Flow
Characteristic model
Figure 2 shows the comparison between the pitch line
and the curve of the pressure ratio and the corrected mass
flow which is calculated by the flow characteristic model.
The curves of the flow characteristic model pass through the
high efficiency zone of the fan, booster and compressor. The
curve of the flow characteristic model can fit the pitch line
perfectly for the compressor, as shown in Figure 2-c.
However the difference between the curve of the flow
characteristic model and the pitch line becomes large at high
rotational speeds for the fan and booster, as shown in Figure
2-a and Figure 2-b. Therefore, the flow characteristic model
is more applicable for the compressor than that for the fan
and booster.
The core engine design is the key factor that affects the
fuel economy of the turbofan engine. The compressor power
dominates the required total compression power in the intake
path. Therefore, the calculation accuracy of the flow
characteristic model for the compressor can ensure the
optimization design of the core engine, and the component
(3)
24 28
where U is the performance index function, AC ,i is the
equivalent flow area corresponding to a certain typical
condition, AC ,opt is an optimized equivalent flow area which
can provide the relatively high efficiency for different typical
conditions, Wi is the weight coefficient of a certain typical
condition, and n is the number of typical conditions of
turbofan engines.
According to the equation (3), there is the only
equivalent flow area AC ,opt to achieve the minimum value
of the performance index function. The corresponding curve
of the flow characteristic model can be represented by the
AC ,opt value, and then the adequate component characteristic
map is selected when its pitch line coincide with the curve of
the flow characteristic model practically. Therefore, the
matching scheme of the fan, booster and compressor can be
finally determined.
RESULTS AND DISCUSSION
To demonstrate this component matching method, a
configuration of two-spool turbofan engine is selected. Its
thrust requirements and corresponding weight coefficient of
typical operating conditions are shown in Table 1. The

3
typical operating conditions consists of one take-off component characteristic maps are selected to achieve the
operation point, three climb operation points and three cruise matching scheme of this turbofan engine.
operation points. The take-off thrust is largest thrust among
Table 3 Fan Characteristic Requirements
them, and the weight coefficient is smallest due to its small
proportion of the whole flight mission cycle. The Cruise 2 Conditions Pressure ratio Corrected mass flow(kg/s) AC ,i (m2)
and Cruise 3 conditions require the relatively small thrust 1:Take off 1.668 388.527 303.59
with the largest weight coefficient because they spend the 2:Climb 1 1.555 370.594 317.87
3:Climb 2 1.635 388.742 311.74
main operating time within the whole flight mission cycle. 4:Climb 3 1.770 415.94 302.71
Table 1 Thrust Requirements of Typical Conditions 5:Cruise 1 1.357 329.104 351.94
6:Cruise 2 1.687 399.284 307.78
Conditions Altitude(m) ISA(K) Ma Wi Thrust(daN) 7:Cruise 3 1.692 400.353 307.42
1:Take off 0 15 0 0.04 12763
2:Climb 1 3048 10 0.45 0.1 5160 Table 4 Booster Characteristic Requirements
3:Climb 2 6096 10 0.61 0.1 3899
4:Climb 3 10668 10 0.785 0.14 2613 Conditions Pressure ratio Corrected mass flow(kg/s) AC ,i (m2)
5:Cruise 1 6096 0 0.61 0.06 1965
6:Cruise 2 10668 0 0.785 0.28 2256 1:Take off 1.843 37.775 26.28
7:Cruise 3 11278 0 0.785 0.28 2068 2:Climb 1 1.833 33.128 23.19
3:Climb 2 1.941 35.924 23.65
The cycle design point is selected at the cruise flight 4:Climb 3 2.119 40.464 24.43
5:Cruise 1 1.615 23.830 19.41
condition on an ISA day because it is the condition at which 6:Cruise 2 2.050 36.916 23.01
the turbofan engine will spend most time. It is common 7:Cruise 3 2.065 36.919 22.85
practice to design the engine for uninstalled conditions.
Table 5 Compressor Characteristic Requirements
According to the parametric study process, the main
parameters such as total pressure ratio, design bypass ratio Conditions Pressure ratio Corrected mass flow(kg/s) AC ,i (m2)
and turbine inlet temperature are determined with the 1:Take off 19.239 23.051 3.45
consideration of the normal operation temperature limit, the 2:Climb 1 16.283 20.260 3.31
mechanical limit and aerodynamic parameter limit. The 3:Climb 2 16.954 20.939 3.35
4:Climb 3 18.057 21.953 3.40
results of cycle parameter selection are shown in Table 2. 5:Cruise 1 12.426 16.242 3.07
The total pressure ratio is 35.36. The design bypass ratio is 6:Cruise 2 16.652 20.568 3.32
10.5. The turbine inlet temperature is 1680K. This cycle 7:Cruise 3 16.539 20.449 3.31
parameter scheme achieve the SFC of 0.547 kg/(kgf·h) at Table 6 Compressor
cycle design point. Component Fan Booster Compressor
Table 2 Main Parameters at Cycle Design Point Optimized equivalent flow area (m2) 310.86 23.16 3.32
Parameters Value
The selected component characteristic maps are
Fan outer pressure ratio 1.677
Booster pressure ratio 1.98 expressed as discrete form, and the performance calculation
HPC pressure ratio 18.5 is carried out to evaluate the improvement effect with the use
Total pressure ratio 35.36 of adequate component characteristic determined by the
Design bypass ratio 10.5
Turbine inlet temperature (K) 1680
component matching method.
Specific fuel consumption (kg/(kgf·h)) 0.547 The comparison of component efficiency at typical
conditions is shown in Figure 3. The reference cycle refers to
Based on the cycle parameter scheme, the characteristic the cycle parameter scheme determined by traditional
requirements of the fan, booster and compressor are achieved method, and the optimization cycle refers to the cycle
through the off-design calculation with GasTurb. The parameter scheme determined by the component matching
pressure ratio and the corrected mass flow of typical method based on the flow characteristic model. The
conditions are calculated for installed conditions, and the correspondence of booster efficiency between the reference
corresponding equivalent flow areas are obtained with the cycle and the optimization cycle give a same variation trend
equation (2). The calculated results are shown in Table 3 to as that of compressor efficiency at different typical
Table5. It can be seen that the required equivalent flow area conditions. For the optimization cycle, the booster and
differs from the typical operation conditions. The equivalent compressor efficiencies are increased at typical conditions
flow area which meets the take-off thrust cannot adapt to that except for the take-off condition, as shown in Figure 3-b and
required by the Cruise 2 thrust. Therefore, an optimized Figure 3-c. It can be seen from Figure 3-a, the fan
equivalent flow area is demanded to cope with the different efficiencies for the optimization cycle are much higher than
requirements of typical operating conditions. that for the reference cycle at the take-off condition and the
Based on the performance index function, the optimized Climb1 condition. The fan efficiencies for the optimization
equivalent flow area is calculated with the differentiation of cycle are much lower than that for the reference cycle at the
the function U . The weight coefficient used for different Climb3 condition.
operating points are shown in Table 1. The results of
optimized equivalent flow area for the fan, booster and
compressor are shown in Table 6, and then the adequate

4
 in the increase of turbine inlet temperature to meet the
0.906 requirement of the increased compression power, as shown
in Figure 4. The turbine inlet temperature can be kept
0.904 approximately constant at the Climb3 condition with the
decrease of fan efficiency and the increase of booster and
Isentropic efficiency

0.902 compressor efficiency due to the same reason.

During the typical conditions except for the take-off and
0.900 reference cycle Climb3 condition, the corresponding turbine inlet
optimization cycle
temperature can achieve a reduction of 6K with the
0.898 improvement of component efficiency, and the thermal load
problem of the HPT can be alleviated with the optimization
0.896 cycle.
Takeoff Climb1 Climb2 Climb3 Cruise1 Cruise2 Cruise3

Turbine inlet temperature (K)

2200
a) fan reference cycle
2100
optimization cycle
2000
0.92
1900
0.90
1800
0.88
Isentropic efficiency

1700
0.86
Temperature difference (K)
2
Topt-Tref
0.84 0

0.82 reference cycle -2

optimization cycle
0.80 -4

0.78 -6

Takeoff Climb1 Climb2 Climb3 Cruise1 Cruise2 Cruise3

Takeoff Climb1 Climb2 Climb3 Cruise1 Cruise2 Cruise3
b) booster
0.860
Figure 4 The Comparison of Turbine Inlet
Temperature at Typical Conditions
0.855 The comparison of the SFC at typical conditions is
shown in Figure 5. With the optimization cycle, the SFC is
Isentropic efficiency

0.850 decreased at typical conditions. The largest decrease

amplitude of the SFC can be achieved at the Cruise2 and
0.845 Cruise3 condition. The smallest decrease amplitude is
reference cycle achieved at the take-off condition due to the reduction of the
optimization cycle
0.840 booster and compressor efficiencies and the increase of the
turbine inlet temperature.
0.835 The weighted specific fuel consumption can be
calculated with the consideration of the weight coefficient in
Takeoff Climb1 Climb2 Climb3 Cruise1 Cruise2 Cruise3 Table 1. The weighted specific fuel consumption is 0.607
c) compressor kg/(kgf•h) for the reference cycle, and the weighted specific
Figure 3 The Comparison of Component Efficiency fuel consumption is 0.602kg/(kgf•h) for the optimization
at Typical Conditions cycle correspondingly, and which gives a reduction of
0.82%.
The compression power required by the engine can be The comparison of component surge margin at typical
affected by the change of component efficiency. Therefore, conditions is shown in Figure 6. The optimization cycle can
the corresponding turbine expansion power should be achieve relatively large surge margin for the fan, booster and
provided to maintain the thrust output. According to Figure compressor. For the same cycle scheme, the variation trend
3, the fan efficiency is increased, and the booster and of surge margin for different components is independent
compressor efficiency is reduced with the optimization cycle from each other at different typical conditions. The minimum
at the take-off condition. However, the increase of fan fan surge margin is achieved when the engine operates at the
efficiency has a relatively small effect on the reduction of Climb3 condition, and the maximum fan surge margin is
compression power due to the small fan outer pressure ratio. achieved when the engine operates at the Cruise1 condition
The decrease of booster and compressor efficiency can result (Figure6-a).

5
 0.7 34

33
sfc (kg/(kgf·h))

0.6
32
0.5

SM_HPC (%)
31
reference cycle
optimization cycle 30
0.4
29
0.3 28
0.000
sfc difference (kg/(kgf·h))

27 reference cycle
-0.001 sfcopt-sfcref optimization cycle
26
-0.002 25
-0.003 Takeoff Climb1 Climb2 Climb3 Cruise1 Cruise2 Cruise3

-0.004 c) compressor
-0.005
Figure 6 The Comparison of Component Surge
Takeoff Climb1 Climb2 Climb3 Cruise1 Cruise2 Cruise3
Margin at Typical Conditions
Figure 5 The Comparison of Specific Fuel The booster surge margin is a limited target for the
Consumption at Typical Conditions engine scheme design and the management strategy of
variable actuation element. It can be seen from Figure 6-b
that the booster would not have sufficient surge margin at the
180
Cruise1 condition. The VBV valve will open to meet the
surge margin requirement. The booster surge margin
reference cycle
160
optimization cycle
achieves its maximum value at take-off condition. As for
other typical conditions, the booster surge margin is within
SM_Fan (%)

the range from 10% to 20%.

140
The compressor surge margin can be improved with the
optimization cycle, as shown in Figure 6-c. The increase of
120 the compressor surge margin is much larger than that of the
fan and booster surge margin, and its minimum value is
100
achieved at take-off condition. The increase of compressor
surge margin can benefit the insufficient problem of surge
Takeoff Climb1 Climb2 Climb3 Cruise1 Cruise2 Cruise3 margin at low-power conditions, and it can also simplify the
VSV and TBV regulation strategies.
a) fan
2.75
60
2.50
pitch line
50
2.25 flow characteristic model
reference cycle optimization cycle
Pressure ratio

40 Aopt=310.86m2
optimization cycle 2.00
SM_Booster (%)

30
1.75
20
1.50
10
1.25
0
1.00
-10
0.75
0 100 200 300 400 500 600
-20 Corrected mass flow (kg/s)
Takeoff Climb1 Climb2 Climb3 Cruise1 Cruise2 Cruise3
a) fan
b) booster

6
 2.6 of booster and compressor are increased at typical condition
2.4 except for the take-off condition.
pitch line A =23.16m2
2.2 flow characteristic model opt
2. The weighted specific fuel consumption is reduced to
optimization cycle 0.602kg/(kgf•h) with the reduction of 0.82% compared to the
2.0
reference cycle.
Pressure ratio

1.8 3. The operating points of different typical conditions

1.6 pass through the relatively high efficiency region to improve
the isentropic efficiency of the fan, booster and compressor.
1.4
4. The pitch lines of component characteristic maps keep
1.2 a suitable distance from the operating points of typical
1.0 condition due to the use of performance index function with
0.8
the consideration of weight coefficient.
10 20 30 40 50
Corrected mass flow (kg/s)
ABBREVIATIONS
b) booster HPT High Pressure Turbine
HPC High Pressure Compressor
28
ISA International Standard Atmosphere
24 Aopt=3.32m2 LPT Low Pressure Turbine
pitch line
flow characteristic model
SFC Specific Fuel Consumption
20 optimization cycle SM Surge Margin
Pressure ratio

TBV Transient Bleed Valve

16
VBV Variable Bleed Valve
12 VSV Variable Stator Vane

8 ACKNOWLEDGMENTS
4
0
4 8 12 16
Corrected mass flow (kg/s)
c) compressor
Figure 7 Operating Points of Typical Condition at
Component Characteristic Maps
Figure 7 shows the operating points in the component
maps for the thrust requirements as defined in Table 1. The
operating points of different typical conditions are in a region
with relatively high efficiency. The pitch lines of component
characteristic map keep a suitable distance from the
operating points of typical condition. This is because the
optimized equivalent flow area is calculated based on the
performance index function which considers the
requirements of different operating points with the weight
coefficient. Therefore, the overall efficiencies of different
components are ensured at a relatively high level, and then
the engine performance can be improved with this
component matching method.
CONCLUSIONS
A flow characteristic model is proposed to represent the
pitch line of the compressor characteristic. Based on the flow
characteristic model, a performance index function is
constructed to achieve the optimized equivalent flow area to
determine the component characteristic map. The following
conclusions can be made.
1. With the same correspondence between the reference
cycle and the optimization cycle, the isentropic efficiencies
The authors gratefully acknowledge the support
provided by the AECC Commercial Aircraft Engine Co.,
Ltd. The work in this paper was supported by the Wide
20 24 28 Bodied Commercial Aircraft Engine Demand and Key
Support Technology Program (Project Number=MT-2014-D-
20).
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