UCI-Jets 2017

MAE 112 Design Project

Preliminary Design of a Turbofan Engine

Vivian Tseng, 81215349

March 19, 2017
Abstract
This report outlines the optimal specifications chosen for a turbofan engine at an altitude of
35,000 feet and a cruising Mach number of 1.60. The engine provides a take-off thrust of
205.856 kN, a cruising thrust of 56.5855 kN, and a thrust specific fuel consumption (TSFC)
rate of 0.02387 kg/s/kN. The inlet diameter will be 1.4 m with a turbine inlet temperature
of 1700 K. The compressor pressure ratio is 40, the bypass ratio is 3, and the fan pressure
ratio is 1.6. The engine uses JP4 jet fuel with a heating value of 45,000 kJ/kg. These conditions
ensure the lowest possible TSFC while still satisfying all boundary conditions.

1
Introduction

Figure 1: Turbofan Engine Diagram1

The turbofan engine consists of six main components: the fan, inlet, compressor, combustor,
turbine, and nozzle. The air enters the engine from the fan and travels into the inlet area.

The inlet area has two different sections: the core inlet and the bypass inlet. The air that
travels into the core inlet will transition onto the rest of the engine. The air that travels into
the bypass inlet travels around the main engine, as shown in Figure 1. The function of this
bypass air is used to increase the overall mass flow rate of the engine and to decrease the
amount of engine noise.

The air that leaves the core inlet area travels into the diffuser. The diffuser slows the velocity
of the air and prepares the air for compressor intake.

In the compressor, the air is compressed to a pressure that is determined by the pressure
ratio of the compressor, c. The compressor is comprised of alternating rotor and stator
blades. The rotor blades increase the total energy within the system by rotating and, in turn,
increase the angular momentum of the air. The stator blades are stationary and convert the
kinetic energy of the system, generated by the rotor blades, into internal energy, which
increases the static pressure of the flow.

After being compressed, the air travels into the combustion chamber. There, the air is heated
by mixing and burning fuel in the air. The air now has high pressure and high temperature.

The air then expands through the turbine. From the expansion of this air, power is obtained
to drive the compressor, fan, and systems within the aircraft. Following the process, the air

1 Diagram from http://www.boldmethod.com/learn-to-fly/systems/4-types-of-turbine-engines/

2
has decreased in temperature and in pressure; however, both properties are still above their
ambient counterparts.

The air is then accelerated and exhausted through the nozzle. It exits at a relatively high
velocity along with the bypass air.

T04
h

T03
T03,s T05
T05,s

Ta

Figure 2: h-s Diagram

The above figure shows the entropy-enthalpy diagram for the turbojet cycle. The dashed line
indicates the ideal cycle, and the solid like indicates the actual cycle. In the following
calculations, only the actual values are taken into consideration in order to provide a more
realistic solution.

3
Table 1 shows the given efficiencies and specific heat ratios for each process in the engine.
Table 2 shows other constants taken into consideration when performing calculations for
this engine. Table 3 shows design constraints.

Table 1: Typical Component Efficiencies and Specific Heat Ratios

Component Efficiency Average Specific Heat Ratio
Inlet/Diffuser = 0.95 1.4
Compressor Polytropic Efficiency = 0.90 1.37
Fan Adiabatic Efficiency = 0.92 1.4
Burner Efficiency = 0.97 1.35
Burner Pressure Recovery = 0.95 1.35
Turbine Adiabatic Efficiency = 0.91 1.33
Primary Nozzle = 0.98 1.36
Fan Nozzle = 0.99 1.4

Table 2: Constants Used in Analysis

Parameter Variable Value
Mach Number M 1.60
Ambient Temperature at 35,000 ft Ta 218.92 K
Ambient Pressure at 35,000 ft Pa 23,991 Pa
Ambient Temperature at Sea Level Ta,st 293.15 K
Ambient Pressure at Sea Level Pa,st 101,325 Pa
JP4 Heating Value Q 45,000 kJ/kg
Pressure Coefficient Cp 1,004
Gas Constant R 287 J/K kg
Velocity u 474.5344 m/s

Table 3: Boundary Conditions

Parameter Boundary Condition
Turbine Inlet Temperature T04 1700K
Compressor Pressure Ratio 16 c 40, with an interval of 2
Bypass Ratio 0 10, with an interval of 0.5
Bypass Pressure Ratio 1.0 f 1.6, with an interval of 0.05
Inlet Diameter D 1.4m
Thrust T 55kN
Take-Off Thrust TT 80kN
Thrust Specific Fuel Consumption TSFC 0.025 kg/s/kN

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Design Method

The equations used in the analysis are as follows, where many of the equations are taken
from Chapter 5 of the Mechanics and Thermodynamics of Propulsion textbook by Hill and
Peterson. Each equation corresponds to a different process within the engine and is denoted
as such.

The velocity of the air is calculated using = .

Diffuser
Using the known values, T02 can be calculated.

1 2
02 = (1 + )
2

After calculating for T02, P02 can also be determined.

T02
02 = (1 + ( 1))1
T

Mass Flow Rate

The mass flow rate can now be calculated using

0
= 231.8 [ 2 ]
0

where = 4 2 , 0 = 02 , and 0 = 02 .
, ,

Compressor
The compressor pressure is calculated using the assumed compressor pressure ratio and the
diffuser pressure.
P03 = P02

The compressor exit temperature is calculated using the following equation.

1 1
03 = 02(1 + ( 1))

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Combustor
The fuel-air ratio can be determined using the assumed value of T 04 and factors that were
given or solved for previously.
04
03 1
=
04
03 03

Bypass
In order to determine the fan exit velocity, the exit pressure and temperature of the bypass
must be determined using the assumed bypass pressure ratio.

P08 = P02

1
1
08 = 02(1 + ( 1))

The fan exit velocity is as follows:

1
P
= 2 08 (1 )
1 P08

Turbine
Using the values calculated in the previous step and the assumed bypass ratio, the
temperature and pressure at the turbine exit can be calculated for. In this case, P 04 = P03
because the pressure ratio across the burner is 1.

03
05 = 04 (08 02)
02

1 T05 1
05 = 04 (1 (1 ))
T04

Afterburner
This engine does not have an after burner, so analysis of an after burner is not necessary. But
because there is no afterburner involved in this process, T 06 = T05 and P06 = P05.

Nozzle
Deriving from the nozzle exit kinetic energy, the steady adiabatic flow in the nozzle can be
calculated using the following equation.

P 1
= 2 06 (1 )
1 P06

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Specific Thrust
The specific thrust for this engine is determined by

(1 + ) + ( ) (1 + )
=
1000(1 + )

Thrust Specific Fuel Consumption

The thrust specific fuel consumption is determined by

=
(1 + )

and should be less than 0.025 kg/s/kN.

Thrust
The thrust is directly correlated with the specific thrust and can be calculated using

Take-Off Thrust
The take-off thrust is calculated by

(1 + ) + ( )
=
1000(1 + )

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Calculation of Results and Analysis
A MATLAB code using the equations listed in the previous section was written to analyze the
engine to find the most optimal engine size. The code cycles through the boundary
parameters c, , and f. The size of the engine, D, and the turbine inlet temperature, T 04, are
both determined by user input. The code outputs values for TSFC and ST, for which the thrust
and take-off thrust can be calculated. Ultimately, we would like to minimize the thrust
specific fuel consumption while maximizing the specific thrust.

The following graphs were generated using this MATLAB code, with the variable parameters
shown in the title. These graphs are present to show the effect of changing either the size of
the inlet or the turbine inlet temperature.

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Changing Only the Size of the Inlet
The graphs in this section show the inlet diameter increasing from 1.0 m to 1.4 m in
increments of 0.1 m. The turbine inlet temperature is kept constant at 1700 K.

D = 1 m, T 0 4 = 1700 K D = 1.1 m, T 0 4 = 1700 K

0.04 0.04

0.038 0.038

0.036 0.036

0.034 0.034
TSFC [kg/kN s]

TSFC [kg/kN s]
0.032 0.032

0.03 0.03

0.028 0.028

0.026 0.026

0.024 0.024

0.022 0.022

0.02 0.02
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
ST [kN s/kg] ST [kN s/kg]

D = 1.2 m, T 0 4 = 1700 K D = 1.3 m, T 0 4 = 1700 K

0.04 0.04

0.038 0.038

0.036 0.036

0.034 0.034
TSFC [kg/kN s]

TSFC [kg/kN s]

0.032 0.032

0.03 0.03

0.028 0.028

0.026 0.026

0.024 0.024

0.022 0.022

0.02 0.02
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
ST [kN s/kg] ST [kN s/kg]

D = 1.4 m, T 0 4 = 1700 K
0.04

0.038

0.036

0.034
TSFC [kg/kN s]

0.032

0.03

0.028

0.026

0.024

0.022

0.02
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
ST [kN s/kg]

Figure 3: ST vs TSFC Graphs when only Inlet Diameter is Increased

As shown in the figure above, as the diameter increases, the specific thrust values increase.
So ideally in this case, a larger diameter is ideal.

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Changing Only the Turbine Inlet Temperature
The graphs in this section show the turbine inlet temperature increasing from 1500K to
1700K in increments of 50K. The size of the inlet is kept constant at 1.4m.
D = 1.4 m, T 0 4 = 1500 K D = 1.4 m, T 0 4 = 1550 K
0.055 0.055

0.05 0.05

0.045 0.045
TSFC [kg/kN s]

TSFC [kg/kN s]
0.04 0.04

0.035 0.035

0.03 0.03

0.025 0.025

0.02 0.02
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
ST [kN s/kg] ST [kN s/kg]

D = 1.4 m, T 0 4 = 1600 K D = 1.4 m, T 0 4 = 1650 K

0.06 0.045

0.055

0.04
0.05

0.045
TSFC [kg/kN s]

TSFC [kg/kN s]

0.035

0.04

0.03
0.035

0.03
0.025

0.025

0.02 0.02
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
ST [kN s/kg] ST [kN s/kg]

D = 1.4 m, T 0 4 = 1700 K
0.04

0.038

0.036

0.034
TSFC [kg/kN s]

0.032

0.03

0.028

0.026

0.024

0.022

0.02
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
ST [kN s/kg]

Figure 4: ST vs TSFC Graphs when only Turbine Inlet Temperature is Increased

As shown in the figure above, as the temperature increases, the thrust specific fuel
consumption values decrease. So ideally in this case, a larger turbine inlet temperature is
ideal.

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To optimize this system, the diameter and the turbine inlet temperature must be the largest
possible. This case is shown in the figure below.

D = 1.4 m, T 0 4 = 1700 K
0.04
Min ST
0.038

0.036

0.034
TSFC [kg/kN s]

0.032

0.03

0.028

0.026
X: 0.1799 Max TSFC
Y: 0.02387
0.024

0.022

0.02
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
ST [kN s/kg]

Figure 5: Optimal Engine Conditions

The figure above shows the ST and TSFC values for the minimum TSFC values possible, while
still satisfying all boundary conditions. Resulting values affected by the ST and TSFC values
are shown in the tables below.

Table 4: Engine Values with Optimal ST and TSFC Values

Parameter Variable Value
Specific Thrust ST 0.1799 kN s/kg
Thrust Specific Fuel Consumption TSFC 0.02387 kg/kN s
Mass Flow 314.5619 kg/s
Fuel-Air Ratio f 0.0172
Fan Exit Velocity uef 559.8549 m/s
Exit Velocity ue 922.2766 m/s
Bypass Ratio 3
Thrust T 56.5855 kN
Take-Off Thrust TT 205.8560 kN

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Summary
All final values chosen for the optimal engine design are shown in the table below. These
values satisfy all boundary conditions.

Table 5: Final Engine Design Values

Parameter Variable Value
Specific Thrust ST 0.1799 kN s/kg
Thrust Specific Fuel Consumption TSFC 0.02387 kg/kN s
Mass Flow 314.5619 kg/s
Fuel-Air Ratio f 0.0172
Fan Exit Velocity uef 559.8549 m/s
Exit Velocity ue 922.2766 m/s
Bypass Ratio 3
Thrust T 56.5855 kN
Take-Off Thrust TT 205.8560 kN
Turbine Inlet Temperature T04 1700 K
Compressor Pressure Ratio c 40
Bypass Pressure Ratio f 1.6
Inlet Diameter D 1.4 m

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Appendix

Matlab Code
cl ear all ;
cl os e all ;
cl c;

M = 1. 6; Ta = 218. 92; Pa = 23. 911 E3; g = 1. 4;

Nd = 0. 95; Nc = 0. 90; Nt = 0. 91; Nn = 0. 98; Nf = 0. 92; Nf n = 0. 99;
gd = 1. 4; gc = 1. 37; gt = 1. 33; gn = 1. 4; gf = 1. 4; gf n = 1. 4;
Q = 45000* 1000; cp = 1. 004* 1000; R = 287;
pi f = 1. 0: 0. 05: 1. 6; B_r = 0: 0. 5: 10; Past = 101. 325 E3; Tast = 288. 15;
D = i nput (' Di a met er of i nl et ( max: 1. 4 m): ' );
T04 = i nput (' Tur bi ne I nl et Te mper at ur e ( max: 1700 K): ' );
pi c = 16: 2: 40;

u = M* s qrt ( g* R* Ta);

% St ep 1
T02 = Ta * ( 1 + (( gf n- 1) * M^ 2)/ 2);
P02 = Pa * ( 1 + Nd*(( T02/ Ta) - 1)) ^( gd/ ( gd- 1));

f or i = 1: nu mel ( pi c),
pi _r c = pi c(i );
f or j = 1: nu mel ( B_r ),
B = B_r (j );
f or k = 1: nu mel ( pi f ),
pi _rf = pi f ( k);

d0 = P02/ Past ;
t 0 = T02/ Tast ;
A = pi ()* D^ 2/ 4;
m = A* 231. 8* d0/ sqrt (t 0);

% St ep 2
P03(i ,j, k) = P02 * pi _r c;
T03(i ,j, k) = T02 * ( 1 + ( 1/ Nc) *( pi _r c^(( gc- 1)/ gc)- 1));

% St ep 3
f(i,j, k) = (( T04/ T03(i ,j, k))- 1)/ (( Q/ ( cp* T03(i ,j, k)))-( T04/ T03(i ,j, k)));

% St ep 4
P04(i ,j, k) = P03(i ,j, k);

% St ep 5
T0a = T02;
P0a = P02;

% St ep 6
P08(i ,j, k) = P02* pi _rf;
T08(i ,j, k) = T02*( 1+( 1/ Nf ) *( pi _rf ^(( gf - 1)/ gf )- 1));

% St ep 7
uef (i ,j, k) = sqrt ( 2* Nf n*( gf / ( gf - 1))* R* T08(i ,j, k)*( 1 - ( Pa/ P08(i ,j, k)) ^(( gf - 1)/ gf )));

% St ep 8
T05(i ,j, k) = T04 - ( T03(i ,j, k) - T02) - B*( T08(i ,j, k) - T0a);
P05(i ,j, k) = P04(i ,j, k) * ( 1 - ( 1/ Nt )*( 1-( T05(i ,j, k)/ T04) )) ^( gt / ( gt - 1));

% St ep 9
T06(i ,j, k) = T05(i ,j, k);
P06(i ,j, k) = P05(i ,j, k);

% St ep 10
P7 = Pa;
ue(i ,j, k) = sqrt ( 2* Nn*( gn/ ( gn- 1))* R* T06(i ,j, k)*( 1 - ( P7/ P06(i ,j, k)) ^(( gn- 1)/ gn)));

ue(l ogi cal (i mag( ue) )) = Na N;

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 ST(i ,j, k) = (( 1 + f (i ,j, k)) * ue(i ,j, k) + B* uef (i ,j, k) - ( 1+B) * u)/ ( 1000*( 1+B) );
TSF C(i ,j, k) = f (i,j, k) / ((( 1+B) * ST(i ,j, k)));

end
end
end

ST(l ogi cal (i mag( ST) )) = Na N;

T SF C(l ogi cal (i mag( TSF C) )) = Na N;

f or i = 1: 1:i
pl ot ( ST(i ,:, k), TSF C(i ,:, k))
hol d on
end
f or j = 1: 1:j
pl ot ( ST(: ,j, k), TSF C( : ,j, k))
hol d on
end

xl abel (' ST [ k N\ ast s/ kg]' ); yl abel (' TSF C [ kg/ k N\ ast s]' );
titl e([' D = ' , nu m2st r( D),' m, T_0_4 = ' , nu m2st r( T04),' K' ] );
pl ot ([ 0 0. 8] ,[ 0. 025 0. 025] ,' b:' ); hol d on
pl ot ([ 55/ m 55/ m] ,[ 0. 02 0. 04] ,' b:' );
t ext ( 0. 7, 0. 0255,' Max TSF C' );t ext ( 56/ m, 0. 039,' Mi n ST' );

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