33

Lect-33

In this lecture ...

Ideal cycle for jet engines
Turbofan engine
Different configurations of turbofan
engines
Turboprop and Turboshaft engines
Ramjets

Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

Lect-33

Turbofan engine
Propulsion efficiency is a function of the
exhaust velocity to flight speed ratio.
This can be increased by reducing the effective
exhaust velocity.
In a turbofan engine, a fan of a larger
diameter than the compressor is used to
generate a mass flow higher than the core
mass flow.
cold / m hot ) is called the bypass ratio.
This ratio (m
Turbofan engines have a higher propulsion
efficiency as compared with turbojet engines
operating in the same speed range.
Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

Lect-33

Ideal turbofan engine

Diffuser

Combustion chamber/burner
Turbine
Compressor
Primary nozzle

Fan

Secondary
nozzle

Schematic of an unmixed turbofan

engine and station numbering scheme
Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

Lect-33

Ideal turbofan engine

2

Diffuser

Nozzle

Combustion chamber/burner
Turbine
Compressor

Fan

Schematic of a mixed turbofan engine

and station numbering scheme
Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

Lect-33

Ideal turbofan engine

The different processes in an unmixed
turbofan cycle are the following:
a-1: Air from far upstream is brought to the
air intake (diffuser) with some
acceleration/deceleration
1-2: Air is decelerated as is passes through
the diffuser
2-3: Air is compressed in a fan
2-3: Air is compressed in a compressor (axial
or centrifugal)

Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

Lect-33

Ideal turbofan engine

3-4 The air is heated using a combustion
chamber/burner
4-5: The air is expanded in a turbine to obtain
power to drive the compressor
5-6: The air may or may not be further
heated in an afterburner by adding further
fuel
6-7: The air is accelerated and exhausted
through the primary nozzle.
3-7: The air in the bypass duct is accelerated
and expanded through the secondary nozzle.
Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

Lect-33

Ideal turbofan engine

A turbofan engine can have different
configurations: Twin-spool, three-spool, and
geared turbofan. These may be either
unmixed or mixed.
Cycle analysis of a turbofan can hence be
slightly different depending upon the
configuration of the engine.
We shall now carry out an ideal cycle analysis
of an unmixed twin-spool turbofan engine.
Subsequently we shall also discuss the mixed
version of the engine.
Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

Lect-33

Ideal turbofan engine

Intake: Ambient pressure, temperature and
Mach number are known, Pa, Ta and M
Intake exit stagnation temperature and
pressure are determined from the isentropic
1 2
relations:
T02 ' = Ta 1 +
M
2

T02
P02 ' = Pa
Ta

/( 1)

Fan: Fan pressure ratio is known, f = P03' / P02 '

P03' = f P02 '

T03' = T02 ' ( f )

( 1) /

Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

Lect-33

Ideal turbofan engine

Compressor: Let the known compressor
pressure ratio be denoted as c

P03 = c P02

T03 = T02 ( c )

( 1) /

Combustion chamber: From energy balance,

h04 = h03 + fQR

T04 / T03 1
or , f =
QR / c pT03 T04 / T03
Hence, we can determine the fuel-air ratio.
Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

10

Lect-33

Ideal turbofan engines

Turbine: There are several configurations
possible for a turbofan.
Let us assume that the engine has two spools.
The fan driven by the low pressure turbine
(LPT).
The compressor is driven by the high pressure
turbine (HPT).
The work done by the LPT should be equal to
the fan work and the work done by the HPT
should be equal to the compressor work.

Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

11

Lect-33

Ideal turbofan engines

High pressure turbine:

m t c p (T04 T05' ) = m aH c p (T03 T02 )

Here, T05' is the temperature at the HPT exit.
(1 + f )(T04 T05' ) = (T03 T02 )
T05' = T04 (T03 T02 ) /(1 + f )
/( 1)

T05'

Hence, P05' = P04

T04
For an ideal combustion chamber, P04 = P03
Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

12

Lect-33

Ideal turbofan engines

Low pressure turbine:

m t c p (T05' T05 ) = m aC c p (T03' T02 ' )

Here, T05' is the temperature at the HPT exit/LPT inlet.
m aC
(1 + f )(T05' T05 ) = (T03' T02 ' ), where, =
m aH
T05 = T05' (T03' T02 ' ) /(1 + f )
T05

And, P05 = P05'

T05'

/( 1)

Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

13

Lect-33

Ideal turbofan engines

Primary nozzle: With no afterburner, T06=T05,
P06=P05

Therefore, the nozzle exit kinetic energy,

2
e

u
= h07 h7
2
Since, h07 = h06

ue = 2c pT06 1 (Pa / P06 )

( 1) /

This is similar to what we had derived for a

pure turbojet.
Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

14

Lect-33

Ideal turbofan engines

Secondary nozzle:

The secondary nozzle exit kinetic energy,

uef2

= h07 ' h7 '

2
Since, h07 ' = h03'

uef = 2c pT03' 1 (Pa / P03' )

( 1) /

The thrust and other parameters can now be

calculated.
Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

15

Lect-33

Ideal turbofan engines

Thrust,

= m aH [(1 + f )ue u ] + m aH (uef u )

assuming ( Pe Pa ) Ae to be negligible.
SFC, TSFC, efficiencies can be calculated the
same way as done for the turbojet case.
If the turbofan is of a mixed configuration,
then, we will have to calculate the
temperature at the nozzle entry from enthalpy
balance of the two streams.
Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

16

Lect-33

Ideal turbofan engines

The cycle analysis procedure will need to be
slightly modified depending upon the turbofan
engine configuration.
The differences in the various configuration
arise because of the number of spools and
turbine-compressor/fan arrangements as well
as mixed and unmixed exhausts.
Exercise: Carry out the ideal cycle analysis for a
turbofan with three spool configuration with LPT
driving the fan, Intermediate pressure turbine
(IPT) driving the LPC and the HPT driving the
HPC for mixed and unmixed configurations.
Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

17

Lect-33

Ideal turboprop and turboshaft

engines

Turboprop engines generate a substantial shaft

power in addition to nozzle thrust.
Turboshaft engines, generate only shaft power.
These engines are used in helicopters. The
shaft power is used to drive the main rotor
blade.
In a turboprop engine, the advantages and
limitations are those of the propeller.
Both turboprops and turboshafts have
applications at relatively lower speeds.
Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

18

Lect-33

Ideal turboprop and turboshaft

engines

Propeller

Compressor Combustion chamber/burner

Nozzle

Propeller
pitch
control
Gear box

Compressorturbine

Power turbine

Schematic of typical turboprop engine

Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

19

Lect-33

Ideal turboprop and turboshaft

engines

Turboprops and turboshafts usually have a

free-turbine or power turbine to drive the
propeller or the main rotor blade (turboshafts).
Stress limitations require that the large
diameter propeller rotate at a much lower rate
and hence a speed reducer is required.
Turboprops may also have a thrust component
due to the jet exhaust in addition to the
propeller thrust.
In turboshafts, however, there is no thrust
component due to the nozzle.
Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

20

Lect-33

Ideal turboprop and turboshaft

engines

Cycle analysis for a turboshaft is similar to

what was discussed for turbojets. The
power output is only the shaft power and
there is no thrust generated by the nozzle.
In turboprops, thrust consists of two
components, the propeller thrust and the
nozzle thrust.
The total thrust of a propeller is equal to
the sum of the nozzle thrust and the
propeller thrust.
Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

21

Lect-33

Ideal turboprop and turboshaft

engines
5

6
7

P05

05
h

P06

06

Pa

7
s

Enthalpy-entropy diagram for power turbineexhaust nozzle analysis

Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

22

Lect-33

Ideal turboprop and turboshaft

engines

h is the enthalpy drop in an ideal

isentropic power turbine and exhaust
nozzle.
is the fraction of h that would be used
by an isentropic turbine.
The propeller thrust power, pr u, is

pr u = h m

or, pr =

h m
u

Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

23

Lect-33

Ideal turboprop and turboshaft

engines
The exhaust nozzle thrust, n ,
n = m (ue u ), where, ue = 2(1 )h

Thus, the total thrust is given by,

= pr + n =

h m
u

+ m ( 2(1 )h u )

Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

24

Lect-33

Ideal ramjet engines

Ramjet is the simplest of all the airbreathing
engines.
It consists of a diffuser, combustion chamber
and a nozzle.
Ramjets are most efficient when operated at
supersonic speeds.
When air is decelerated from a high Mach
number to a low subsonic Mach number, it
results in substantial increase in pressure and
temperature.
Hence Ramjets do not need compressors and
consequently no turbines as well.
Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

25

Lect-33

Ideal ramjet engines

Diffuser

Combustion chamber

Nozzle

Flame holders
Supersonic
compression

Subsonic
compression

Schematic of typical ramjet engine

Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

26

Lect-32

Ideal ramjet engines

4

a-2: isentropic
compression in the intake
2-4: combustion at
constant pressure
4-7: Isentropic expansion
through the nozzle

Ideal ramjet cycle on a T-s diagram

Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

27

Lect-33

Ideal ramjet engines

The ideal cycle analysis for a ramjet can be
carried out in a manner that was discussed for
turbojet engines.
In a ramjet, there are no compressors and
turbines and hence the analysis is simpler.
Since ramjets depend upon the ram
compression without the use of compressors,
ramjets cannot generate static thrust.
Therefore ramjets have to be taken to a
sufficiently high speed at which ramjets can
start generating thrust of its own.
Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

28

Lect-33

In this lecture ...

Ideal cycle for jet engines
Turbofan engine
Different configurations of turbofan
engines
Turboprop and Turboshaft engines
Ramjets

Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

29

Lect-33

In the next lecture ...

Solve problems
Ideal cycle analysis of air breathing
engines

Prof. Bhaskar Roy, Prof. A M Pradeep, Department of Aerospace, IIT Bombay

30