317SE Resit Coursework Propulsion System Design

Lecturers name Coursework Title or Number Module Number Required submission date Learning outcomes covered Marking scheme and marking criteria Percentage of module mark Estimated effort (hours/words) Submission Details Dr SM Hargrave Propulsion System Design 317SE 16 August 2013 1&2 Included 30% 40 hours Submit 1. Resit Coursework Report to Turnitin via report link on 317SE Moodle Site. 2. Resit Coursework MATLAB Coding to Moodle via coding link on 317SE Moodle Site. Intended Learning Outcomes of 317SE Propulsion Systems & Aerodynamics
1. Assess the merits of the wide variety of propulsion systems available and be able to match systems to particular aircraft demands. e.g. Range, speed, altitude etc. 2. Analyze and predict engine thermodynamics, determining component performance parameters and overall cycle, thermal and propulsive efficiencies. 3. Evaluate the operation of engine ancillary systems. e.g. Fuel systems, heat exchangers, lubrication systems, secondary air systems, ram air turbines etc. 4. Determine appropriate wing geometry's for a given aircraft's requirements using appropriate 2D and 3D methods. 5. Undertake preliminary propeller design and analysis.

Assignment - Introduction
This is an individual coursework assignment to complete the thermodynamic design of a gas turbine engine for a new aircraft application. The deliverable for the coursework will be technical report detailing the design of a turbofan gas turbine engine for the aircraft application. The design will need to cover the selection of the thermodynamic cycle, the engine sizing and the material from which each of the turbo-machinery components along the length of the engine will be constructed. The report must clearly justify the selection of the thermodynamic cycle, sizing of the engine and component materials to demonstrate their appropriateness to the intended application (ie the final engine design is optimal). The engine design is to be fitted to a new generation of transonic passenger aircraft that are intended to enter service in 2016. The final aircraft design is not fully finalized (it is usual for engine makers to be involved in finalizing the aircraft design and development time for an engine is longer than it is for an aircraft). It is therefore likely that there will be insufficient information provided to calculate a single optimal gas turbine engine design and it will therefore be necessary to make some assumptions in the engine design. The critical point being that justification for any assumptions made must be provided within the final report. The coursework is a design exercise and is aimed at uncovering the inherent conflicts involved in the thermodynamic design of the engine. The assessment of the exercise therefore reflects this desire and greater emphasis in the marking scheme is placed on the analysis of the design ra ther than just on stating a good thermodynamic cycle, engine sizing and material selection.

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The analysis of thermodynamic cycle design will require the calculation of the thermodynamic performance of the engine at a wide range of operating conditions (variation of component efficiencies, bypass ratio, compressor ratio, turbine inlet temperature, variation in flight conditions) to identify an optimal preliminary engine design. Calculation of each of the engine components along the length of the gas path by hand to determine the engine performance at a single operating condition is laborious and hence to undertaken these calculations at many operating conditions will require some automation of the calculations. The automation of these calculations should be undertaken in MATLAB and 35% of the final mark will be based upon the quality of this MATLAB code. If you decide to use a different computer package (or perform the calculations by hand), you will lose the 35% associated with the MATLAB coding but the remaining 65% will be available on which to assess the quality of your design and analysis.

Assignment
The coursework entails the design of a turbofan gas turbine engine to power a new generation of transonic passenger aircraft, which is to enter service in 2016 and compete with the new Boeing Dreamliner series of aircraft. It will be necessary to automate calculation of the thermodynamic relationships and this will need to be undertaken in MATLAB. I would anticipate that to highlight the appropriate trade-offs in the engine design, the calculation would need to be undertaken at least 1000 times. Therefore the coursework elements are: 1 Automation of thermodynamic calculations (in MATLAB) 2 Identification of key engine requirements for new aircraft application 3 Design and analysis of the gas turbine engine thermodynamic cycle 4 Design and analysis of engine sizing 5 Selection and analysis of turbo-machinery component material Although the final three elements of the coursework are outlined separately, they are all interlinked. The selection of the turbine material will impact upon the maximum turbine temperature and hence impact upon the thermodynamic engine cycle and the engine sizing. A preliminary engine feasibility study has already been completed and has outlined some of the key aspects of the new engine design. The engine design will be a two-shaft turbofan gas turbine engine with a degree of electrical technology. The engine accessories (fuel and oil pumps) will no longer be driven mechanically from the accessory drive shaft off the HP shaft but will be driven electrically. The electrical power to drive these accessories (and the other aircraft electrical demands) will be generated from an embedded generator on the HP shaft. The analysis will assume that the engine is operating under steady-state conditions, as per the turbojet and turbofan tutorial questions. The calculation of the Fuel to Air Ratio (FAR) will follow that of the turbofan tutorial question with its derivation from the data contained within the Fielding & Topps thermodynamic data graph (combustion temperature vs FAR). The calculation of the FAR for the turbofan tutorial question was undertaken by hand, but this interpolation will need to be automated in the MATLAB. It may prove useful to extend the range of thermodynamic data, and the analysis will highlight any assumptions made in this extrapolation. It is recommended that you write one MATLAB function file which performs all the thermodynamic calculations given a set of inputs which define the thermodynamic cycle (ie OPR, FPR, TET and BPR). The input and output arguments of the function file (which it is recommended is name gte) is given below. [outputs]=gte(inputs), where the input and output arguments are defined in the table below Inputs Outputs Overall pressure ratio Specific thrust (Ns/kg) Fan pressure ratio Specific fuel consumption (kg/Ns) Bypass ratio Thrust (N) Turbine inlet temperature (K) FAR Fuel flow rate (kg/s) It is critical that this function file is written correctly, since if it is not programmed correctly, the subsequent analysis will not follow that expected from the propulsion system notes taught on the course. To help iron out potential problems with the coding of the file, some test data has been provided against which your program can be tested to ensure its correct operation. The first two columns of data are provided for you to test your program against and include all intermediate calculations along the length of the engine. The final two columns provide only the inlet conditions and you should run these conditions with your finished program and the results of which should be included in the final report and contribute to 5% of your assignment grade. 317SE Propulsion Systems & Aerodynamics Resit Propulsion System Design SMH June 2013 Page 2

Once this function file has been successfully written and debugged you should then write a MATLAB script file to optimize the thermodynamic cycle as outlined in the propulsion system notes. It is recommended that you approach this optimization script file utilizes four nested loops (the inner loop varying FPR, the next loop TET, the next loop BPR and the outer loop OPR) to run the gte function with each combination of the thermodynamic cycle parameters. You are tasked to undertaken the thermodynamic design analysis of the gas turbine engine for the aircraft to meet the following design criteria at take-off, top-of-climb, and cruise. Take-Off Top-of-Climb Cruise Altitude Sea Level 30000ft 33000ft Flight Speed 0 0.7Mn 0.85Mn Thrust 200kN 65kN 55kN Aircraft Electrical Power Demand 0.9MW 0.9MW 0.9MW Engine Accessory Electrical Demand 120kJ/kg of fuel burnt 120kJ/kg 120kJ/kg The concept department has estimated that the energy necessary to pressurize the fuel and oil system (engine accessory electrical demand) will be 120kJ/kg of fuel burnt within the combustion chamber. This power necessary to pressurize the fuel system will need to be taken from the embedded HP generator. The embedded HP generator will also be expected to provide the aircraft electrical power demand (0.9MW). The aircraft maker has dictated that the engine is to be pylon-mounted below the wing and in order to achieve the necessary low pod drag for the engine, the diameter of the engine should not exceed 2m. 2 Consequently, the cross-sectional area(s) of the inlet and exit nozzle(s) should not exceed 3.14m . The concept department has dictated the following constraints to be used in the design. Intake isentropic efficiency (94%) Fan isentropic efficiency (90%) Compressor isentropic efficiency (89%) HP Turbine isentropic efficiency (95%) LP Turbine isentropic efficiency (93%) Hot & cold propelling nozzle isentropic efficiencies (96%) Bleed flow from exit of compressor (1.5% of mass flow through compressor) Combustion pressure loss (1% of inlet combustor pressure) Electrical generator efficiency 95% Inlet dry air properties [R=287J/kg/K, CP =1005J/kg/K), =1.4] Exit combusted air properties [R=287J/kg/K, CP =1148J/kg/K, =1.333] It is an open-ended design task. The key parts of the assessment are the design methodology and the analysis of the final design to highlight that design is optimal. Aspects of cost, efficiency and performance should be addressed in the analysis of the design.

Submission Details
As per the Marking scheme outlined below. It will be apparent that the coursework will require the completion of 1. MATLAB coding 2. Written report The written report should be uploaded to Turnitin via the "Report Submission Link", which can be found in the 317SE Moodle site. The written must be submitted in .docx or .pdf format and the maximum file size is 20MB. The MATLAB coding should be uploaded to Moodle via the "Coding Submission Link", which can be found in the 317SE Moodle site. The coding must be in .m file format and should be runnable in MATLAB 2012a or MATLAB 2012b and the maximum file size is 10MB. Multiple coding files may be uploaded. Please remember that the table of test case data should be completed for all four scenarios and that this table should be included as the first appendix of your written report, which will have been submitted to Turnitin.

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Marking Scheme
M ATLAB MATLAB code (gte function and calling routine. assessment based upon correctness, elegance, commenting of final code) Comparison of results from MATLAB code with test data Identification of key design requirements for new engine design Description and use of appropriate design methodology, justification of assumptions employed in design process Final thermodynamic cycle design & engine sizing Final engine design performance (T/O, top-of-climb & cruise) Cycle performance plots (and highlight in each plot the final chosen design) Analysis of thermodynamic cycle design and trade-off analysis (highlight conflicts in the design and justification for the compromises made in the design to ensure performance requirements are meet, whilst simultaneously considering all other design factors, ie cost, weight, size, material choice, efficiency, sfc, etc). Selection and analysis of component materials /35 /5 /5 /5 /5 /5 /5

Report

Total

/25 /10 %

(Note details of all calculations, formulae used and assumptions made must be included. Simply stating answers with no workings will incur zero marks).

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Assessment Criteria Report

Mark Range Criteria 90-100% The level of performance attained is exceptional. The MATLAB coding, all calculations, design justifications, design analysis are undertaken comprehensively and without error. All tradeoffs in the design of the engine have been clearly identified and lucidly explained. The final thermodynamic cycle design, sizing and material selection are optimal for the aircraft application. There is evidence of critical/analytic skills and original research in the final technical report. 80-90% The MATLAB coding, calculations and design analysis are undertaken without error. The majority of the design tradeoffs have been clearly identified. The report demonstrates an excellent level of understanding of the propulsions systems theory, the engine design process and a high degree of self-motivated background reading. 70-80% There are no significant short-comings in the design analysis (critical tradeoffs identified). Final thermodynamic cycle design, sizing and material selection are entirely appropriate to the aircraft application, but have not been demonstrated to be optimal. The report demonstrates a clear understanding of the propulsion systems theory, engine design process and demonstrates a degree of background reading. 60-70% There are no key short-comings in the design analysis (most critical tradeoffs identified). Final thermodynamic cycle design, sizing and material selection are appropriate. The report highlights a good understanding of the design process and covers all key aspects. 50-60% The majority of the design analysis has been competently completed. Some tradeoffs in the design have been identified and explained, but others have been overlooked. A few errors exist in the work. Elements of the final thermodynamic cycle design, sizing or material selection are inappropriate to the aircraft application. The report demonstrates reasonable understanding of the design process with only a few errors. 40-50% Only a minority of the design analysis has been competently completed. There are significant errors and or omissions. Significant portions of the final thermodynamic cycle design, sizing and/or material selection are inappropriate for the aircraft application. The report highlights a limited understanding of engine design process with significant errors. 30-40% Major problems exist in the calculations and analysis completed. There are major errors and or omissions in MATLAB coding, thermodynamic cycle design, engine sizing and material selection. Final design is not appropriate to aircraft application. The report highlights a poor understanding of the engine design process. 20-30% There are critical errors and or omissions in the final work that makes its interpretation difficult. 10-20% The work is virtually indecipherable. 0-10% Virtually nothing has been achieved.

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Test Case Data : TurboFan Cycle Design

Input Variables Altitude (ft) Speed (MN) Inlet Mass Flow (kg/s) Fan Pressure Ratio Compressure Pressure Ratio Bypass Ratio Turbine Inlet Temperature (K) Isentropic Efficiencies Intake Fan Compressor HP Turbine LP Turbine Hot Nozzle Cold Nozzle Bleed Flow Combustor Pressure Loss Dry Air Properties Gamma Cp (J/kg/K) R (J/kg/K) Combustion Gases Properties Gamma Cp (J/kg/K) R (J/kg/K) LCV Fuel (MJ/kg) Electrical Power Demand (MW) Fuel Pump Energy (kJ/kg of Fuel) Electrical Generator Efficiency Output Variables C1 (m/s) TAmb (K) PAmb (bar) T02 (K) P02 (bar) P021 (bar) T021 (K) P03 (bar) T03 (K) Test Data 20000 0.7 400 1.2 8 4 1000

30000 0.8 500 1.5 10 4 1200

0 0.5 200 1.4 6 2 900

10000 0.6 300 1.8 7 3 1100

0.94 0.9 0.89 0.95 0.93 0.96 0.96 0.015 0.01

0.94 0.9 0.89 0.95 0.93 0.96 0.96 0.015 0.01

0.94 0.9 0.89 0.95 0.93 0.96 0.96 0.015 0.01

0.94 0.9 0.89 0.95 0.93 0.96 0.96 0.015 0.01

1.4 1005 287 1.333 1148 287 43 0.9 120 0.95

1.4 1005 287 1.333 1148 287 43 0.9 120 0.95

1.4 1005 287 1.333 1148 287 43 0.9 120 0.95

1.4 1005 287 1.333 1148 287 43 0.9 120 0.95

242.5165201 228.714 0.3016064 257.989392 0.448887865 0.673331797 293.1975661 6.733317969 599.8024075

170.1313243 288.15 1.01325 302.5575 1.189953521 1.665934929 336.4801103 9.995609574 589.222208 Page 6

317SE Propulsion Systems & Aerodynamics Resit Propulsion System Design SMH June 2013

FAR P04 (bar) T041 (K) P041 (bar) T05 (K) P05 (bar) HotNPR CritHotPR Hot Nozzle Choked/Unchoked T6 (K) P6 (bar) C6 (m/s) ANozHot (m^2) GrossHotThrust (N) ColdNPR CritColdPR Cold Nozzle Choked/Unchoked T61 (K) P61 (bar) C61 (m/s) ANozCold (m^2) GrossColdThrust (N) GrossThrust (N) Nett Thrust (N) SpecificThrust (Ns/kg) MDotFuel (Kg/s) (Fuel Flow Rate) SFC (kg/(sN)) EtaOverall (Overall Efficiency)

0.016584205 6.665984789 921.9986041 2.1772415 768.0917033 0.986234208 3.269937934 1.904770154 Choked Nozzle 658.4583826 0.517770717 501.9034587 0.728168926 65997.78602 2.232485109 1.949190821 Choked Nozzle 244.3313051 0.345441703 313.3246214 2.591502982 136689.7805 202687.5665 81429.30642 162.8586128 1.633544151 2.0061E-05 28.11400586

0.008277639 9.895653478 663.8932878 2.714073707 574.1879418 1.447741735 1.428810002 1.904770154 Unchoked Nozzle 527.1766941 1.01325 328.538924 0 21752.63825 1.644149942 1.949190821 Unchoked Nozzle 293.7011128 1.01325 293.2333286 0 39097.77715 60850.41541 26824.15055 134.1207528 0.543564948 2.0264E-05 19.52496937

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