Relevant bibliographies by topics / Low-bypass turbofan

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  2. Dissertations / Theses
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  5. Conference papers

Academic literature on the topic 'Low-bypass turbofan'

Author: Grafiati
Published: 4 June 2021
Last updated: 11 February 2022

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Journal articles on the topic "Low-bypass turbofan"

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Lu, Weiyu, Guoping Huang, Xin Xiang, Jinchun Wang, and Yuxuan Yang. "Thermodynamic and Aerodynamic Analysis of an Air-Driven Fan System in Low-Cost High-Bypass-Ratio Turbofan Engine." Energies 12, no. 10 (2019): 1917. http://dx.doi.org/10.3390/en12101917.

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In some cases, the improvement of the bypass ratio (BPR) of turbofans is pursued for military or civilian purposes owing to economic, environmental, and performance reasons, among others. However, high-BPR turbofans suffer from incompatibility of spool speed, complex structure for manufacture, development difficulty, and substantially increasing costs, especially for those with small batch production. To deal with the issues, a novel low-cost concept of high-BPR turbofan with air-driven fan (ADTF) is presented in this research. First, the problems faced by high-BPR turbofans are discussed, and the difficulties of geared turbofan (GTF), which is developed as a solution to the problems, are analyzed. A novel turbofan with potential advantages is proposed, and its basic theory is interpreted. Second, high-BPR ADTF is analyzed at the top level, and the design principle and important primary parameters are discussed. Some important concepts and criteria are proposed, enabling the comparison between ADTF and GTF. Finally, an air-driven fan system, the core part of ADTF, is exploratorily designed, and numerical simulation is performed to demonstrate its feasibility.
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Mazzawy, Robert S. "Next Generation of Transport Engines." Mechanical Engineering 132, no. 12 (2010): 54. http://dx.doi.org/10.1115/1.2010-dec-6.

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This article discusses the features of very high bypass ratio turbofans and open rotor engines. Each of these engine options has its pros and cons to consider. The very large bypass ratio turbofan engine maintains that the proven capability of containment of blade failures is inherently quieter due to ability to incorporate acoustic treatment in the fan duct and is not subject to high fan tip losses associated with direct exposure to higher cruise level flight speeds. The duct does not come for free, however, and installed weight becomes a primary concern as the increased bypass ratio drives up the engine diameter. Additionally, the fan is subject to higher local airfoil incidence when the fan nozzle un-chokes at low flight speed. The open rotor engine can achieve potentially greater improvements in propulsive efficiency than a turbofan but lacks the containment and noise reduction benefits of a duct. The rotor is also exposed to flight speed, driving up tip losses at today's accepted cruise flight speeds.
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Jakubowski, Robert. "Study of Bypass Ratio Increasing Possibility for Turbofan Engine and Turbofan with Inter Turbine Burner." Journal of KONES 26, no. 2 (2019): 61–68. http://dx.doi.org/10.2478/kones-2019-0033.

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Abstract Current trends in the high bypass ratio turbofan engines development are discussed in the beginning of the paper. Based on this, the state of the art in the contemporary turbofan engines is presented and their change in the last decade is briefly summarized. The main scope of the work is the bypass ratio growth analysis. It is discussed for classical turbofan engine scheme. The next step is presentation of reach this goal by application of an additional combustor located between high and low pressure turbines. The numerical model for fast analysis of bypass ratio grows for both engine kinds are presented. Based on it, the numerical simulation of bypass engine increasing is studied. The assumption to carry out this study is a common core engine. For classical turbofan engine bypass ratio grow is compensated by fan pressure ratio reduction. For inter turbine burner turbofan, bypass grown is compensated by additional energy input into the additional combustor. Presented results are plotted and discussed. The main conclusion is drawing that energy input in to the turbofan aero engine should grow when bypass ratio is growing otherwise the energy should be saved by other engine elements (here fan pressure ratio is decreasing). Presented solution of additional energy input in inter turbine burner allow to eliminate this problem. In studied aspect, this solution not allows to improve engine performance. Specific thrust of such engine grows with bypass ratio rise – this is positive, but specific fuel consumption rise too. Classical turbofan reaches lower specific thrust for higher bypass ratio but its specific fuel consumption is lower too. Specific fuel consumption decreasing is one of the goal set for future aero-engines improvements.
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Ingraldi, A. M., T. T. Kariya, R. J. Re, and O. C. Pendergraft. "Interference Effects of Very High Bypass Ratio Nacelle Installations on a Low-Wing Transport." Journal of Engineering for Gas Turbines and Power 114, no. 4 (1992): 809–15. http://dx.doi.org/10.1115/1.2906661.

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A twin-engine, low-wing transport model, with a supercritical wing designed for a cruise Mach number of0.77 and a lift coefficient of 0.55, was tested in the 16-Foot Transonic Tunnel at NASA Langley Research Center. The purpose of this test was to compare the wing/nacelle interference effects of superfans (very high bypass ratio turbofans, BPR ≈ 18) with the interference effects of advanced turbofans (BPR ≈ 6). Flow-through nacelles were used in this study. Forces and moments on the complete model were measured using a strain gage balance and extensive surface static pressure measuements (383 orifice locations) were made on the model’s wing, nacelles, and pylons. Data were taken at Mach numbers from 0.50 to 0.80 and model angle-of-attack was varied from −4 to +8 deg. Results of the investigation indicate that superfan nacelles can be installed with approximately the same drag penalty as conventional turbofan nacelles.
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Turan, Onder, Hakan Aydın, T. Hikmet Karakoc, and Adnan Midilli. "First Law Approach of a Low Bypass Turbofan Engine." Journal of Automation and Control Engineering 2, no. 1 (2014): 62–66. http://dx.doi.org/10.12720/joace.2.1.62-66.

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Cilgin, Mehmet Emin, and Onder Turan. "Entropy Generation Calculation of a Turbofan Engine: A Case of CFM56-7B." International Journal of Turbo & Jet-Engines 35, no. 3 (2018): 217–27. http://dx.doi.org/10.1515/tjj-2017-0053.

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Abstract Entropy generation and energy efficiency of turbofan engines become greater concern in recent years caused by rises fuel costs and as well as environmental impact of aviation emissions. This study describes calculation of entropy generation for a two-spool CFM56-7B high-bypass turbofan widely used on short to medium range, narrow body aircrafts. Entropy generation and power analyses are performed for five main engine components obtaining temperature-entropy, entropy-enthalpy, pressure-volume diagrams at ≈121 kN take-off thrust force. In the study, maximum entropy production is determined to be 0.8504 kJ/kg K at the combustor, while minimum entropy generation is observed at the low pressure compressor component with the value of 0.0025 kJ/kg K. Besides, overall efficiency of the turbofan is determined to be 14 %, while propulsive and thermal efficiencies of the engine are 35 % and 40 %, respectively. As a conclusion, this study aims to show increase of entropy due to irreversibilities and produced power dimension in engine components for commercial turbofans and aero-derivative cogeneration power plants.
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Verma, Vishwas, Gursharanjit Singh, and AM Pradeep. "The effect of inlet distortion on low bypass ratio turbofan engines." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 234, no. 8 (2020): 1395–413. http://dx.doi.org/10.1177/0954410020909190.

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Inlet flow non-uniformity, commonly known as inflow distortion, has been a long-standing problem in the history of gas turbine engines. Distortion can be present in the form of total pressure, total temperature or inflow incidence or any combinations of these. The search for better and robust performance requires engines that can sustain a large amount of inlet distortion without considerable loss in the thrust. In the present paper, the effect of total pressure distortion on a single-stage compressor and low bypass ratio fans are studied. Distortion near hub and tip in the form of step radial total pressure profiles is imposed at far upstream of the rotor leading edge. A systematic approach to qualitatively predict the performance maps in the presence of these distortions is discussed. Further, two extents of total pressure distortion are explored for constant inlet distortion intensity. Hub distortion is found to increase the stability margin, whereas tip distortion reduces it. On extending the distortion extent, hub distortion drastically reduces the stability margin, whereas a comparatively lower reduction in stability margin with tip distortion is observed. The critical distortion limit is observed by varying the inlet distortion extent. Also, it is found that downstream ducts in the bypass axial fan do not interact with the upstream fan. This can be exploited to perform independent simulations of the core engine from low bypass ratio fans. Hub distortion is found to drastically affect the duct performance owing to the presence of thicker upstream inlet boundary layer.
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Asundi, Sharanabasaweshwara A., and Syed Firasat Ali. "Parametric Study of a Turbofan Engine with an Auxiliary High-Pressure Bypass." International Journal of Turbomachinery, Propulsion and Power 4, no. 1 (2019): 2. http://dx.doi.org/10.3390/ijtpp4010002.

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A parametric study of a novel turbofan engine with an auxiliary high-pressure bypass (AHPB) is presented. The underlying motivation for the study was to introduce and explore a configuration of a turbofan engine which could facilitate clean secondary burning of fuel at a higher temperature than conventionally realized. The study was also motivated by the developments in engineering materials for high-temperature applications and the potential utility of these developments. The parametric study is presented in two phases. Phase I presents a schematic of the turbofan engine with AHPB and the mathematics of the performance parameters at various stations. The proposed engine is hypothesized to consist of three streams—core stream, low-pressure bypass (LPB) stream, and the AHPB or, simply, the high-pressure bypass (HPB) stream. Phase II delves into the performance simulation and the analysis of the results in an ideal set-up. The simulation and results are presented for performance analysis when (i) maximizing engine thrust while varying the LPB and AHPB ratios, and (ii) varying the AHPB ratio while maintaining the LPB ratio constant. The results demonstrate the variations in performance of the engine and a basis for examining its potential utility for practical applications.
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Mishra, R. K., and S. K. Jha. "Thermal Fatigue Failure of Low-Pressure Turbine Blade in a Low-Bypass Turbofan Engine." Journal of Failure Analysis and Prevention 19, no. 2 (2019): 301–7. http://dx.doi.org/10.1007/s11668-019-00622-0.

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Huang, Guoping, Xin Xiang, Chen Xia, Weiyu Lu, and Lei Li. "Feasible Concept of an Air-Driven Fan with a Tip Turbine for a High-Bypass Propulsion System." Energies 11, no. 12 (2018): 3350. http://dx.doi.org/10.3390/en11123350.

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The reduction in specific fuel consumption (SFC) is crucial for small/mid-size cost-controllable aircraft, which is very conducive to reducing cost and carbon dioxide emissions. To decrease the SFC, increasing the bypass ratio (BPR) is an important way. Conventional high-BPR engines have several limitations, especially the conflicting spool-speed requirements of a fan and a low-pressure turbine. This research proposes an air-driven fan with a tip turbine (ADFTT) as a potential device for a high-bypass propulsion system. Moreover, a possible application of this ADFTT is introduced. Thermodynamic analysis results show that an ADFTT can improve thrust from a prototype turbofan. As a demonstration, we selected a typical small-thrust turbofan as the prototype and applied the ADFTT concept to improve this model. Three-dimensional flow fields were numerically simulated through a Reynolds averaged Navier-Stokes (RANS)-based computational fluid dynamics (CFD) method. The performance of this ADFTT has the possibility of amplifying the BPR more than four times and increasing the thrust by approximately 84% in comparison with the prototype turbofan.
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Dissertations / Theses on the topic "Low-bypass turbofan"

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Li, Man San. "2D low bypass-ratio turbofan modelling." Thesis, Cranfield University, 2004. http://dspace.lib.cranfield.ac.uk/handle/1826/8570.

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Turbofan engines are normally bench-tested with a standard flared bellmouth intake. This is different from the aircraft situation. As a result, an engine installation may experience a degree of inlet flow distortion not normally present during tests. It is, therefore, very desirable to understand the effect of any radial inlet total pressure loss on turbofan engine performance. Steady-state radial inlet distortion may occur, for example, as a result of boundary layers. An early awareness on distortion tolerance is very important to enable the prediction of surge margin. However, synthesis of turbofan performance with distortion is currently not available. This work therefore, investigates in detail the modelling of the fan component of low bypass-ratio turbofan engines within an engine performance simulation program. For example, the air flow in turbofan engines is split after the fan between the core gas generator and the bypass flow. A fan model must be able to simulate the required flow and thermodynamic parameters to the core and bypass flows at fan exit. Conventional fan models, however, are restricted to a fixed bypass ratio versus non-dimensional speed schedule at which the fan has been rig-tested. The fan component also experiences a varying degree of inlet total pressure distortion. Existing engine simulation fan models are unable to quantify this effect on fan performance and on engine performance. The turbofan modelling work conducted here is preceded by an analysis of rig data of Low Bypass Ratio (LBPR) turbo-fan engines to give a firm background basis. The engine modelling uses the component-based iterative solution method for gas turbine performance calculations. Two key outcomes of the work are the following. Firstly, LBPR fans have large circumferential fan exit flow variations as well as radial variations. This includes total temperature profiles which are an order of magnitude higher than those for High Bypass Ratio Fans (HBPR) fans. Secondly, it is inconclusive, at a given non-dimensional speed and flow function, as to whether fan exit profiles are independent of BPR. The fan radial profile modelling starts from an existing modification of a conventional compressor characteristic but also models in 2-D with dependency on the fan exit radial position. The inlet distortion fan model uses a throughflow streamline curvature for radial performance prediction coupled to the 2-D-LBPR fan model. Against this background, a new fan characteristic model has been devised for LBPR fans. In addition, a new inlet distortion performance model has been developed which is able to predict engine performance changes with radial inlet total pressure distortion.
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Aull, Mark J. "Comparison of Fault Detection Strategies on a Low Bypass Turbofan Engine Model." University of Cincinnati / OhioLINK, 2011. http://rave.ohiolink.edu/etdc/view?acc_num=ucin1321368833.

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Stenebrant, Alexander, and Nor Al-Mosawi. "OPTIMIZATION OF NOZZLE SETTINGS FOR A FIGHTER AIRCRAFT." Thesis, Mälardalens högskola, Industriell ekonomi och organisation, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:mdh:diva-45487.

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Most fighters use the convergent-divergent nozzle configuration to accelerate into the supersonic realm. This nozzle configuration greatly increases the thrust potential of the aircraft compared to the simpler convergent nozzle. The nozzle design is not only crucial for thrust, but also for the drag since the afterbody drag can be as high as 15% of the total. Engine manufacturers optimize the engine and the nozzle configurations for the uninstalled conditions, but these may not be optimal when the engine is installed in the aircraft. The purpose of this study is to develop a methodology to optimize axisymmetric nozzle settings in order to maximize the net thrust. This was accomplished by combining both simulations of thrust and drag. The thrust model was created in an engine performance tool, called EVA, with the installed engine performance of a low bypass turbofan jet engine at maximum afterburner power setting. The drag model was created with CFD, where the mesh was built in ICEM Mesh and the simulations were run with the CFD solver M-Edge. Five Mach numbers in the range from 0.6 to 1.6 were simulated at an altitude of 12 km. The results showed that the afterbody drag generally decreased when increasing jet pressure ratio at both subsonic and supersonic velocities. At subsonic conditions, increasing nozzle area ratio for underexpanded nozzles would decrease the drag. Increasing nozzle area ratio for fully expanded or overexpanded nozzles would instead increase the drag to an intermediate point from where it would decrease. At supersonic condition, increasing nozzle area ratio would generally cause reduction in drag for all cases. The optimization showed that a net thrust increase of 0.02% to 0.09% could be gained for subsonic conditions while the supersonic optimization had negligible gain in thrust.
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Books on the topic "Low-bypass turbofan"

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H, Zysman Steven, Barber Thomas J, and NASA Glenn Research Center, eds. Large Engine Technology (LET) task XXXVII low-bypass ratio mixed turbofan engine subsonic jet noise reduction program test report. National Aeronautics and Space Administration, Glenn Research Center, 2001.

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Large Engine Technology (LET) task XXXVII low-bypass ratio mixed turbofan engine subsonic jet noise reduction program test report. National Aeronautics and Space Administration, Glenn Research Center, 2001.

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Book chapters on the topic "Low-bypass turbofan"

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Aydın, Hakan, Onder Turan, Adnan Midilli, and T. Hikmet Karakoc. "Exergetic Performance of a Low Bypass Turbofan Engine at Takeoff Condition." In Progress in Exergy, Energy, and the Environment. Springer International Publishing, 2014. http://dx.doi.org/10.1007/978-3-319-04681-5_25.

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Shantiswaroop, P. M., S. A. Savanur, Benudhar Sahoo, and Chinmay Beura. "Fatigue Failure of a Spiral Bevel Gear in a Typical Low-Bypass Turbofan Engine." In Lecture Notes in Mechanical Engineering. Springer Singapore, 2019. http://dx.doi.org/10.1007/978-981-13-8767-8_54.

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"Failure Analysis of HP Turbine Blades in a Low Bypass Turbofan Engine." In Handbook of Case Histories in Failure Analysis. ASM International, 2019. http://dx.doi.org/10.31399/asm.fach.v03.c9001756.

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Conference papers on the topic "Low-bypass turbofan"

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Verma, Vishwas, Gursharanjit Singh, and A. M. Pradeep. "Flow Interactions in Low Bypass Ratio Multi-Spool Turbofan Engines." In ASME 2019 Gas Turbine India Conference. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/gtindia2019-2572.

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Abstract Multi-spool compression systems are characterized by two or more compressor stages running at different rotational speeds. The response of an individual component can be different from an integrated system. Limiting operating conditions such as choke and stall points could have substantially different effects. The present paper explores the interactions and coupling significance between different stages of a multi-spool compression system. Further, an attempt is made by modifying the shape of the inter-compressor duct (ICD) to improve the system performance. The multi-spool system in this study comprises of the NASA stage 67 as the fan followed by in-house core and bypass ducts and a single stage booster. It is observed that the flow pattern in an ICD is entirely different in stand-alone modeling than in the integrated system modeling, owing to fan wakes and booster upstream influences. The booster performance is dependent on the duct exit flow pattern. The shape of the baseline ICD is tailored to reduce extra losses which is generated due to reduction in the length of the ICD and hence making the system more compact. It is shown that the shape tailoring optimization of ICD done independently result in a significant improvement in the duct exit flow pattern and hence an improvement in the booster performance. However, this gain in the performance is reduced to marginal values for an integrated system. This happens due to a strong coupling of the ICD flow pattern with the fan wakes and highly three dimensional nature of the ICD flow pattern. Therefore, it is found that component level optimization may not give rise to an equivalent system-level improvement.
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Kauser, Fazal, and Frank Burcham. "Performance prediction of a generic triple spool low bypass turbofan." In 39th Aerospace Sciences Meeting and Exhibit. American Institute of Aeronautics and Astronautics, 2001. http://dx.doi.org/10.2514/6.2001-1115.

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Safdar, Muneeb, Bilal Mufti, Hafiz Usman Naseer, Aizaz Farooq, and Jehanzeb Masud. "Analysis of Afterburner Characteristics of a Low Bypass Ratio Turbofan Engine." In AIAA Propulsion and Energy 2019 Forum. American Institute of Aeronautics and Astronautics, 2019. http://dx.doi.org/10.2514/6.2019-4104.

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Safdar, Muneeb, Bilal Mufti, Hafiz Usman Naseer, Aizaz Farooq, and Jehanzeb Masud. "Withdrawal: Analysis of Afterburner Characteristics of a Low Bypass Ratio Turbofan Engine." In AIAA Propulsion and Energy 2019 Forum. American Institute of Aeronautics and Astronautics, 2019. http://dx.doi.org/10.2514/6.2019-4104.c1.

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Ingraldi, Anthony M., Timmy T. Kariya, Richard J. Re, and Odis C. Pendergraft. "Interference Effects of Very High Bypass Ratio Nacelle Installations on a Low-Wing Transport." In ASME 1991 International Gas Turbine and Aeroengine Congress and Exposition. American Society of Mechanical Engineers, 1991. http://dx.doi.org/10.1115/91-gt-241.

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A twin-engine, low-wing transport model, with a supercritical wing designed for a cruise Mach number of 0.77 and a lift coefficient of 0.55 was tested in the 16-Foot Transonic Tunnel at NASA Langley Research Center. The purpose of this test was to compare the wing/nacelle interference effects of superfans (very high bypass ratio turbofans, BPR = 18) with the interference effects of advanced turbofans (BPR = 6). Flow-through nacelles were used in this study. Forces and moments on the complete model were measured using a strain gage balance and extensive surface static pressure measurements (383 orifice locations) were made on the model’s wing, nacelles, and pylons. Data were taken at Mach numbers from 0.50 to 0.80 and model angle-of-attack was varied from −4° to +8°. Results of the investigation indicate that superfan nacelles can be installed with approximately the same drag penalty as conventional turbofan nacelles.
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Kurzke, Joachim. "Fundamental Differences Between Conventional and Geared Turbofans." In ASME Turbo Expo 2009: Power for Land, Sea, and Air. ASMEDC, 2009. http://dx.doi.org/10.1115/gt2009-59745.

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The potential for improving the thermodynamic efficiency of aircraft engines is limited because the aerodynamic quality of the turbomachines has already achieved a very high level. While in the past increasing burner exit temperature did contribute to better cycle efficiency, this is no longer the case with today’s temperatures in the range of 1900...2000K. Increasing the cycle pressure ratio above 40 will yield only a small fuel consumption benefit. Therefore the only way to improve the fuel efficiency of aircraft engines significantly is to increase bypass ratio — which yields higher propulsive efficiency. A purely thermodynamic cycle study shows that specific fuel consumption decreases continuously with increasing bypass ratio. However, thermodynamics alone is a too simplistic view of the problem. A conventional direct drive turbofan of bypass ratio 6 looks very different to an engine with bypass ratio 10. Increasing bypass ratio above 10 makes it attractive to design an engine with a gearbox to separate the fan speed from the other low pressure components. Different rules apply for optimizing turbofans of conventional designs and those with a gearbox. This paper describes various criteria to be considered for optimizing the respective engines and their components. For illustrating the main differences between conventional and geared turbofans it is assumed that an existing core of medium pressure ratio with a two stage high pressure turbine is to be used. The design of the engines is done for takeoff rating because this is the mechanically most challenging condition. For each engine the flow annulus is examined and stress calculations for the disks are performed. The result of the integrated aero-thermodynamic and mechanical study allows a comparison of the fundamental differences between conventional and geared turbofans. At the same bypass ratio there will be no significant difference in specific fuel consumption between the alternative designs. The main difference is in the parts count which is much lower for the geared turbofan than for the conventional engine. However, these parts will be mechanically much more challenging than those of a conventional turbofan. If the bypass ratio is increased significantly above 10, then the geared turbofan becomes more and more attractive and the conventional turbofan design is no longer a real option. The maximum practical bypass ratio for ducted fans depends on the nacelle drag and how the installation problems can be solved.
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Soeb Rangwala, Hatim, and Donald Wilson. "Simulation of a Low-Bypass Turbofan Engine with an Ejector Nozzle using NPSS." In 53rd AIAA/SAE/ASEE Joint Propulsion Conference. American Institute of Aeronautics and Astronautics, 2017. http://dx.doi.org/10.2514/6.2017-5056.

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Ahmed, Sabih Sajjad, Muhammad Kamran Zeb, and Shuaib Salamat. "Methodology for Development of Complete Engine Deck for a Low Bypass Turbofan Engine." In 2021 International Bhurban Conference on Applied Sciences and Technologies (IBCAST). IEEE, 2021. http://dx.doi.org/10.1109/ibcast51254.2021.9393164.

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Safdar, Muhammad Muneeb, Jehanzeb Masud, Bilal Mufti, Hafiz Usman Naseer, Aizaz Farooq, and Amin Ullah. "Numerical Modeling and Analysis of Afterburner Combustion of a Low Bypass Ratio Turbofan Engine." In AIAA Scitech 2020 Forum. American Institute of Aeronautics and Astronautics, 2020. http://dx.doi.org/10.2514/6.2020-0628.

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Swaminathan, Kaviya, and Chetan S. Mistry. "Parametric Study for Adoption of Variable Cycle Engine Concept for Low Bypass Ratio Turbofan Engine." In ASME 2019 Gas Turbine India Conference. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/gtindia2019-2683.

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Abstract Turbojet and turbofan engine propulsion system are extensively used in aircraft. Turbojets have simple engine design and extensively used for supersonic flights. Turbofan engine has high mass flow rate and efficient for subsonic application. Variable Cycle Engines, unlike the traditional engines, can vary between high thrust mode for supersonic operations and high efficiency mode for subsonic operations hence are potentially attractive for supersonic transport and advanced tactical fighter aircraft. Variable Cycle Engine can be described as the one that operates with two or more cycles, could serve as a possible solution to reconciling the necessary performance at different operating conditions. The aim of the engine is to combine the best traits of turbojet (high specific thrust) and turbofan (low specific fuel consumption, low noise). Traditional engines have fixed mass flow but VCE can alter the mass flow and function as high bypass engine for the subsonic case and low bypass engine at the supersonic case. Different variable cycle engine design philosophies were studied and the engine architecture used in F120 was incorporated into the base design of a low bypass ratio Turbofan Engine. Cycle analysis of VCE was primarily done based on theoretical calculation and parametric study performed with the use of Gasturb software. Two Variable Area Bypass Injectors (VABI) were used to vary the mass flow through the core and the bypass stream. We aspire to achieve enhanced performance at subsonic and supersonic mission segments. Subsonic, supersonic and take off conditions were decided and the base engine was modified to have multiple operating points. The VCE combines two cycles (subsonic, supersonic) in same engine body and it is crucial for the engine components to deliver the required performance at both the design points. The engine design procedure consists of the matching of components like turbine, compressor, exhaust nozzle and the exhaust mixing area. Systematic study of turbine matching for such engine configuration with multiple operating points was carried out to understand the utility of variable geometry in a VCE. For turbine matching, the mass flow through turbine was held constant by adjusting the VABIs and this was repeated for different takeoff conditions to analyses the output in detail. The non dimensional mass flow through the turbine was fixed for both the design points and hence the turbine could be designed to provide high efficiency. The fuel consumption was found to have decreased compared to the baseline condition which in turn leads to low SFC and higher endurance.
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