AE 60005
Aircraft Propulsion
Matching of Engine Components
Professor Bhaskar Roy
Visiting Professor
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Compressor Turbine Matching
Matching :
1)Aerodynamic matching of components
2)Thermodynamic matching of components
3)Mechanical matching of components
4)Matching at various off-design operations
5)Matching for Integrated controls of the engine
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Non-dimensional variables and Functional dependencies
m a = f(N, p01 ,T01 ) From Fan + Compr
m
a = f(T03 , p01 ,T01 ) From Turbine
m
a = f(m
f , p01 ,T01 ) From Comb. Chamber
m
a . CpT01
T03
N.D
m
= = f1 = f2
D .p01
2
γRT01 T01
D is a characteristic diameter of the engine
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Reduced order parameters
m
a T01 In the non-dimensional
m
a=
corrected
group for air mass flow
p01
mass flow,
Cp is constant and D2 is
constant for an engine
N T01
Where, =
corrected
Θ T01-ref
rotational speed 1/ 2
T01-ref is the reference temperature, = 288.15 K (150C ISA)
corrected
mass flow
m
a. Θ where, d = P01 / P01ref.
δ P01ref is SL Pressure
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All the above parameters when divided by
the respective design point values of the
same parameters, e.g. (X) / (X)design , would
be referred to as
normalized corrected parameter.
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Compressor-Turbine matching
Nc = NT, and m
c= m
T.
NT Nc T01
= .
T03 T01 T03
m
T . T03 m c . T01 P01 P02 T03 m
= . . . .
T
P03 P01 P02 P03 T01 mc
m
c . T01
= .π oc .π cc . τT .(1+ f / a)
P01
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compressor-turbine similarity parameter
U 2
.m
ΠC-T =
air
c-tip
σT .q 3-T
where , U 2 c-tip = compressor tip speed, and
NDtip, σT = Turbine blade stress level
Turbine exit
Normalized
q 3-T = m
gas / m
gas Design
Mass flow
ΠC-T = f (π0c, T03/T01) Normally 0>ΠC-T >100
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The matching can be done by :
1) Uc-tip and m air are selected on compressor
design philosophy
2) q(C3-T) is selected on the basis of turbine
design philosophy
3) Knowing the available material properties,
fabrication techniques and turbine cooling
methods to be employed , σT can be selected
in consideration of expected blade life.
=> Thus, at high value of ΠC-T high compression
ratios can be achieved without crossing the
stress levels of the turbines.
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Characteristics for
multistage compressor
gas Cp-gasT03
Turbine : multi-stage m
1/ 2
=m
3-gas = constant
A3 p03
T0out p0out
ηp (γ -1) / γ
=
T0in p0in
gas Cp-gasT03
m
1/ 2
=m
3-gas = constant
A3 p03
T0out p0out
ηp (γ -1) / γ
= Pout & Tout are used for
T0in p0in Turbine Stator/Nozzle
outlet Area
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Compressor Turbine Matching
If the turbine and the nozzle are both effectively choked.
m
CpT0
choke =
m =
A.p0 M=1 = 1.389
For air+ fuel gas, = 1.3
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Nozzle-Turbine mass flow matching gives
3 A5 p04 T03
m
1/ 2
= =1
5 A3 p03 T04
m
1/ 2
ηp ( -1)
p04 T04 A3
2 2
p04
=
A3
=
p03 T03 A5 p
03 A5
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For = 1.30 and ηp= 0.9
T04 A3
0.232
p04 A3
1.11
= =
p03 A5 T03 A5
If the turbine temperature ratio T04/T03 is a constant
and is determined by the area ratio,
T03 – T04 = (1- T04/T03)T04 = kH T03
where kH is a constant fixed by area ratios A3 and A5,
the chocked areas, decided at the design point
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power produced by turbine is equal to the power into
the compressor (for matching).
Cp(T02-T01) = Cp-gas kH T03
If the compressor efficiency is taken as constant then
the matched pressure ratio can be found out
p
p02 Cp-gas T03
= 1+ k H
p01 Cp-air T04
If the engine overall pressure ratio and turbine inlet temp
are known at the design point, the matched value of kH can
be determined.
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c p-gasT03
Using,
m
1/ 2
m
3= 1.389 , P02 = P03, & T02-T01 a T03,
A3 P03
air c p-air . T02 -T01
m
1/ 2
Produces, = constant
p02
which defines the compressor working line
Thus matched non-dimensional mass flow for compressor
air CpT01
m A3 Cp-airT02 T01
1/ 2 1/ 2
p02
1/ 2
A2 Cp-gasT03
m
1= =m
A3 P01 p01 T02
gas 1/ 2
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Predicted operating line compared with measured line for a compressor
15
Prediction of Compressor operating line – with Turbine nozzle
guide vane & propelling nozzle as additional control
16
Turbine matching with fixed and variable area nozzles
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Design point Cruise
Compressor
map
18
• The Ram pressure development in the intake
increases the compressor inlet and compressor
outlet pressure.
• It then increases the turbine inlet & outlet pressure
• Thus the pressure ratio across the nozzle
increases (or decreases)
• At high nozzle pressure ratio, the flow is choked &
is independent of the actual value of the nozzle
pressure ratio – and hence, from the flight speed
• This fixes the turbine operating point w.r.t nozzle
choked condition.
• An aero engine is choked most of the time of flight
except during – Taxiing, Approach and Landing run
19
The nozzle pressure ratio may be computed from
P04 P04 P03 P02 P01
. . .
Pa P03 P02 P01 Pa
Simplified Analysis
Where, P01/Pa is obtained from Intake analysis
Un-choked
operation
Choked
operation
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Thrust of the engine is written as:
F m5 (V5 V flight ) A5 ( P5 Pa ),
where flight speed is given by, Vflight M a .[Link]
• The gas exhaust speed V5 depends on the
flow condition at nozzle exit, and with chocking
reaches the maximum for that condition.
• For example, some time during the climb
operation if the nozzle is choked, it will remain
so during the climb , with continuous fall in
ambient pressure Pa .
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For choked nozzle:
F m5 (V5 V flight ) A5 ( P5 Pa ), for P5 ≥ Pa
where exhaust velocity is given by,
2 gas .R.T04
V5 gas .R.T5
gas 1
For un-choked nozzle :
1
Pa
V5 gas .C p-gas .(T04 T5 ) 2C p gas .T04 1
P04
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For choked nozzle (Convergent):
gas
1 1 gas 1
P5 Pc P04 1 .
gas
1
nozzle gas
For un-choked nozzle (Convergent): P5 ≥ Pa
For chocked C-D nozzle : P5 ≥ Pa
If P5 = Pa full expansion is completed – Max thrust condition
– @ Design point when all components are matched
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• The engine performance seems to be decided by
engine normalized speed N/√T01 , but the maximum
performance is capped by the engine speed, Nmax.
• This max speed is decided by stress limits of
rotating components.
• At Nmax/√T01 as the ambient temp. increases
thrust will decrease, but the engine speed cannot
be increased any more.
• The engines are often designed for 150C, 288K.
They are bound to give lower performance in
tropical atmospheres & higher performance in
colder climates.
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Thank You
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