Internship Report David Jimenez

Stage Master 2 GSAT SAS du 15 Mars au 30 Aout 2013
LMS, A Siemens Business
Dveloppement de modles dynamiques de Propulseurs Aronautiques
AS&D 1-D Division 84, quai Charles de Gaulle 69006 Lyon (France)
Nom Etudiant M. David Jimnez Mena Master 2 GSAT IMA 2012-2013
Nom tuteur en entreprise Dr/Ing Loig ALLAIN Titre / fonction : Product Line Manager System Simulation AS&D
Nom tuteur IMA Dr. Anissa Meziane
SUMMARY
1. 2.
2.1.
ACKNOWLEDGEMENT ............................................................................................................. 5 INTRODUCTION ......................................................................................................................... 6

Aviation Growth .................................................................................................................................. 6
2.2. First and main energy source: Gas Turbine ......................................................................................... 7 2.2.1. State of the Art Subsonic Engine SFC ................................................................................................ 8 2.3. Gas Turbine System Developer - Internship ......................................................................................... 8
3.
3.1. 3.2. 3.3. 3.4.
CONTEXT...................................................................................................................................... 9
Enterprise LMS Imagine .................................................................................................................... 9 Siemens Acquisition............................................................................................................................. 9 Organization Chart............................................................................................................................. 10 AS&D Team ....................................................................................................................................... 10
3.5. AMESIM............................................................................................................................................. 10 3.5.1. Global Presentation ......................................................................................................................... 11 3.5.2. The Bond Graph Theory .................................................................................................................. 11 3.5.2.1. Causality ...................................................................................................................................... 12 3.5.3. Mass Spring system example ....................................................................................................... 14
4.
JET ENGINE FUNDAMENTALS ............................................................................................ 16
4.1. Gas Turbine Engine ............................................................................................................................ 16 4.1.1. Thermodynamic Cycle Brayton Cycle ........................................................................................... 16 4.1.2. Jet Engine ........................................................................................................................................ 17 4.1.2.1. Jet Propulsion systems .................................................................................................................... 17 4.1.2.2. Air-breathing Engines ................................................................................................................. 18 4.1.2.3. Engine performances. Thermal and propulsive performance .................................................... 22 4.1.2.4. Technical limitations ................................................................................................................... 24
5.
JET ENGINE MODELING ........................................................................................................ 27
5.1. Model already done - Analysis ........................................................................................................... 27 5.1.1. Main Component description ......................................................................................................... 27 5.1.1.1. Boundary Condition: Temperature/Pressure source .................................................................. 27 5.1.1.2. Inlet and nozzle components ...................................................................................................... 29 5.1.1.3. Compressor and turbine components ........................................................................................ 29 5.1.1.4. Combustion chamber component .............................................................................................. 30 5.1.2. Hypothesis ....................................................................................................................................... 31 5.1.2.1. Hypotheses used Gas Mixture Library ..................................................................................... 31
M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques
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5.1.2.2. Hypothesis checks ....................................................................................................................... 31 5.1.3. Performance Analysis ...................................................................................................................... 34 5.1.4. Component Analysis ........................................................................................................................ 36 5.1.4.1. Inlet ............................................................................................................................................. 36 5.1.4.2. Compressor ................................................................................................................................. 39 5.1.4.3. Turbine ........................................................................................................................................ 43 5.1.4.4. Other critic points ....................................................................................................................... 45
6.
A JET ENGINE LIBRARY ........................................................................................................ 45
6.1. Created Components ......................................................................................................................... 45 6.1.1. Inlet ................................................................................................................................................. 45 6.1.1.1. Element Test - Results................................................................................................................. 46 6.1.1.2. Modeler method ......................................................................................................................... 47 6.1.2. Compressor ..................................................................................................................................... 47 6.1.2.1. Mass flow rate problem .............................................................................................................. 47 6.1.2.2. IFP Library compressor ............................................................................................................... 48 6.1.2.3. Performance Compressor Map Data .......................................................................................... 49 6.1.2.4. Inertial Resistive component ...................................................................................................... 51 6.1.2.5. Calculation steps ......................................................................................................................... 53 6.1.2.6. Element Test - Results................................................................................................................. 54 6.1.2.7. Modeler method ......................................................................................................................... 57 6.1.3. Turbine ............................................................................................................................................ 57 6.1.3.1. Performance Turbine Map Data ................................................................................................. 59 6.1.3.2. Resistive component Calculation steps ................................................................................... 59 6.1.3.3. Element Test - Results................................................................................................................. 60 6.1.3.4. Modeler method ......................................................................................................................... 63 6.1.4. Air Split ............................................................................................................................................ 64 6.1.4.1. Element Test - Results................................................................................................................. 65 6.1.4.2. Modeler method ......................................................................................................................... 66 6.1.5. Nozzle Double Corp ...................................................................................................................... 67 6.1.5.1. Element Test Results ................................................................................................................ 67 6.1.5.2. Modeler method ......................................................................................................................... 69 6.1.6. Propeller .......................................................................................................................................... 69 6.1.6.1. First level of modeling................................................................................................................. 69 6.1.6.2. Second level of modeling ............................................................................................................ 71 6.1.6.3. Modeler method ......................................................................................................................... 72
7.
7.1.
SCHEDULE................................................................................................................................. 73
V Cycle ............................................................................................................................................... 74
8. 9.
9.1. 9.2.
RISK ANALYZE ......................................................................................................................... 75 CONCLUSION ............................................................................................................................ 76

Project Synthesis ............................................................................................................................... 76 Personal Synthesis ............................................................................................................................. 76
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10. 11.
BIBLIOGRAPHY ................................................................................................................... 78 ANNEXES ............................................................................................................................... 79
11.1. LMS History ....................................................................................................................................... 79 11.1.1. Before 2007 ..................................................................................................................................... 79 11.2. Causality Rules................................................................................................................................... 80 11.2.1. I Element ......................................................................................................................................... 80 11.2.1.1. Hydraulic ..................................................................................................................................... 80 11.2.1.2. Mechanic .................................................................................................................................... 80 11.2.1.3. Electric ........................................................................................................................................ 80 11.2.2. C Element ........................................................................................................................................ 80 11.2.2.1. Hydraulic ..................................................................................................................................... 80 11.2.2.2. Mechanic .................................................................................................................................... 81 11.2.2.3. Electric ........................................................................................................................................ 81 11.2.3. R Element ........................................................................................................................................ 81 11.2.3.1. Hydraulic ..................................................................................................................................... 81 11.2.3.2. Mechanic .................................................................................................................................... 82 11.2.3.3. Electric ........................................................................................................................................ 82 11.3. Fundamental Equations ..................................................................................................................... 83 11.3.1. Conservation of matter ................................................................................................................... 83 11.3.2. Conservation of energy ................................................................................................................... 83 11.3.3. Jet Engine Thrust ............................................................................................................................. 84 11.4. 11.5. 11.6. Inlet/ Nozzle modeling: ..................................................................................................................... 84 Compressor/ Turbine modeling ......................................................................................................... 85 Axial compressor inertial equations................................................................................................... 86
12. 13. 14.
VARIABLES GLOSSARY ..................................................................................................... 89 SYMBOLS GLOSSARY ......................................................................................................... 90 INDEX DES FIGURES .......................................................................................................... 90
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1. ACKNOWLEDGEMENT
It is very difficult to start an acknowledgement knowing that every person, I was working with, could expend almost all its day long explaining me whatever, aiding me in whatever I had as problem. But anyway, I am going to try it
First of all, I would like to express my biggest gratitude to my mentor Dr. Loig ALLAIN: thanks, at first, for the opportunity and, above all, the trust you gave me at the starting and during this internship. Thanks for all the challenges you proposed me, and for the encouragement you gave me every time I need it, I really appreciate them. Secondly, I would like to thank another person who has been supporting me as well during all this period and who has solved a lot of my several questions about everything I had, Dr. Olivier BROCA. His help has been really important to me. As well, I wish to express my appreciation to Mr. Djiby Toure, he is the person who has such good knowledge of programming and AMESim field, that I could not find any question that he could not answer. He spent, as everyone here, a good part of his time helping me. My grateful thanks could not go anywhere else but toward Mr. Louis de Riberolles, thanks for the big foreign conversations which had made me feel closer to my natal country. Thanks for being the best desk neighbor. Finally, thanks to Grgoire Grenoble and Stphane Mouvand for all such interesting conversations and the good atmosphere that they create with their good humor. In conclusion, I would like to thank all the LMS Imagine staff for making it a pleasant work place.
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2. Introduction
The evolution announced by the aviation transport has been bringing environment concerns about pollutant emission reduction and noises reduction. The aeronautic transports are focusing on reduction of the pollutant emissions and the noises of each flight phase amongst other points. In this line, the two giants of the aircraft manufacturer Airbus and Boeing afford in order to take a part of the market of the new less pollutant line aircraft: Airbus 350 XWB and Boeing 787 Dreamliner.
Figure1 : Boeing 787 Dreamliner / A350 XWB
2.1.Aviation Growth
Aviation is a critical aspect of modern society, moving people and goods throughout the world and fostering economic growth. From 1980 to 2010, the demand for air transportation grew by a factor of four; while forecasts for the next 25 years vary, they present a strong message that this trend will continue.
Figure 2 : Billions of passengers transported by air transportation Growth in the total volume of air transportation has important environmental ramifications associated with climate change and stratospheric ozone reduction on a global scale. On local to regional scales, issues such as noise, decreased air quality and local water quality are recognized as important consequences of air transportation.
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Aviation fuel burn is responsible for approximately two to three percent of global carbon dioxide (CO2) emissions, and aviation it is considered to be a fastest growing, potentially significant source of greenhouse gas emissions. Commercial aviation is increasingly being targeted by legislators for mandatory carbon-trading schemes and limits on aircraft emissions. In this framework, the aeronautic transports are fixing the objective of reduction the pollutant emissions.
2.2.First and main energy source: Gas Turbine

From the aircraft creation, the aeronautic transport has been dependent of its main source: the engine. At this last period aircraft manufacturers are very interested in motorist manufacturer evolution and one of causes is this pollution and high consumption problem. Consequently, in the reduction of the pollutant emissions, aeronautic transports are very dependent on the evolution of gas turbines engines. The last example is the A350XWB aircraft. This aircraft delivers 25 per cent lower fuel burn per seat when compared to the current competing jetliner. Of this performance, about one-third is due to its Rolls Royces power-plant: Trent-XWB.
Figure 3 : Rolls Royce engine: Trent-XWB
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2.2.1. State of the Art Subsonic Engine SFC The parameter which describes and let compare the different engines is the thrust-specific fuel consumption (TSFC). This parameter has got a 50% reduction during the past 50 years. The reduction in fuel burned can be observed by engine type categorized into turbojets followed by low, medium, and high bypass ratio turbofans.
Figure 4 : State of the Art Subsonic Engine SFC - NASA
2.3.Gas Turbine System Developer - Internship

As you could realize, the reduction of the consumption in the aeronautic transport is a high interest for aircraft constructors. Consequently, it is important for aircraft, equipment and system manufacturer to work on the optimization of the energy consumption. Knowing when, why and how the energy is consumed will allow for the 50% CO2 emission reduction objective. The internship subject is based on the development of different tools for motorist developer system engineers in order to help them at the engine system modeler during the gas turbine design phases until the transient integration. Focusing in the different component they are in the gas turbines. The behavior of each one (compressor, turbine, combustion chamber) shall be studied to account the component on its own, and also, studying his behavior in a global gas turbine system. AMESim software and Python, C/C++ language were used. M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 8
3. Context
3.1.Enterprise LMS Imagine
LMS International is an engineering innovation partner for companies in the automotive, aerospace and other advanced manufacturing industries. LMS enables its customers to get better products faster to market, and to turn superior process efficiency to their strategic competitive advantage. LMS offers a unique combination of virtual simulation software, testing systems and engineering services. LMS is focused on the mission critical performance attributes in key manufacturing industries, including structural integrity, system dynamics, handling, safety, reliability, comfort and sound quality. Through its technology, people and over 25 years of experience, LMS has become the partner of choice for most of the leading discrete manufacturing companies worldwide. LMS is certified to ISO9001: 2000 quality standards and operates through a network of subsidiaries and representatives in key locations around the world. The acquisition of Imagine enabled LMS to develop strategically its current wallet of solutions of simulation of functional performances and physical tests, and thus to provide a complete range of applications of modelling, simulation and test of the effective behavior of mechanical and mechatronic intelligent systems. Today, LMS Imagine grows up around two poles of complementary activities: software development (LMS Imagine.Lab suite) and engineering services based on this platform as automobile and aeronautic industries.
3.2.Siemens Acquisition
As of January 3, 2013, LMS was acquired by Siemens. As a business segment within Siemens PLM Software, LMS will provide a portfolio of products and services for manufacturing companies to manage the complexities of tomorrows product development by incorporating model-based mechatronic simulation and advanced test in the product development process.
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3.3.Organization Chart
The organization chart of Siemens LMS Imagine is as follows:
Figure 5 : LMS organization
3.4.AS&D Team
Aircraft Space and Defense Team is composed by 5 engineers or doctors who develop aerospace solutions. Its know-hows touch hydraulic, electronica, pneumatic, thermal, dynamic and aerodynamic fields. My internship has been developed in this department; their expertise lets extend my knowledge in its different fields.
3.5.AMESIM
AMESim is a simulation software for modeling and analyzing multi-domain systems. It is part of systems engineering domain and falls into the mechatronic engineering field. AMESim is the acronym of Advanced Modelling Environnement for performing Simulations of engineering systems. LMS Imagine develops a simulation platform in order to create 1D virtual models (also known as System Model). It proposes a complete multi-domain approach for an integration in the same environment. It allows you to analyze and to optimize the performance of the complexes units, like for example an aircraft or a car.
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3.5.1. Global Presentation A system is modeled in AMESim by a set of connected components. These components represent several validated analytic sub-models, which could be represented in an one-dimensional geometry, that represents either the hydraulic, pneumatic, electric or mechanical physic behavior of the system. The components of the same physic domain are gathered libraries allowing for a package. This approach lets the possibility to simulate the behavior of intelligent systems independently of the detailed CAO geometry. The link between each sub-model is done by the component ports which are conditioned by the causality concept inherited from the Bond Graph. A link is allowed if it respects the causality between components. 3.5.2. The Bond Graph Theory AMESim is based on the Bond Graph theory: It is a graphical representation of a physical dynamic system. It represents exchange of physical energy, allowing the utilization of different physic domains. The fundamental idea of a bond graph is that power is transmitted between connected components by a combination of effort and flow. Systems Effort (e) Force (F) Mechanical Torque () Electrical Hydraulic Voltage (V) Pressure (P) Temperature (T) Thermal Pressure (P) Chemical potential () Chemical Enthalpy (h) Magnetic Magneto-motive force (em) Mass flow rate (dm/dt) Magnetic flux () Volume change rate (dV/dt) Mole flow rate (dN/dt) Angular velocity () Current (i) Volume flow rate (dQ/dt) Entropy change rate (ds/dt) Flow (f) Velocity (v)
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Temperature (T) Pneumatic Pressure (P)
Mass flow rate (dm/dt) Enthalpy flow rate (dm h/dt)
Each port of the AMESim has at least the 2 variables (effort and flow) representing its energy domain. The velocity (flow) and the force (effort) are transmitted by its ports in the follow examples:
Figure 6: A mechanical component
Figure 7: An electrical component
Figure 8: A pneumatic component 3.5.2.1. Causality Bond Graph has a notion of causality, indicating which side of a bond determines the instantaneous effort and which determines the instantaneous flow. As the word means, causality is the relation between an event (the cause) and a second event (the effect), where the second event is understood as a consequence of the first. Bond Graph uses the energy exchanges, and using the conservation of energy, in each component it is calculated the determination either of flow or effort, depending if it has been given as input the effort or flow. Because of this causality, AMESim represent all the domain of physics using 3 main elements: - Inertia element I: it is used to model inductance effects in electrical systems and mass or inertia effects in mechanical or fluid systems. M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 12
- Capacitive element C: is an element which uses a static constitutive relation exists between an effort and a displacement. Such a device stores and gives up energy without loss. In bond graph terminology, an element that relates effort to the generalized displacement (or time integral of flow) is called a one port capacitor. In the physical terms, a capacitor is an idealization of devices like springs, torsion bars, electrical capacitors, gravity tanks, accumulators, etc. - Resistive element R: is an element in which the effort and flow variables at the single port are related by a static function. Usually, resistors dissipate energy. This must be true for simple electrical resistors, mechanical dampers or dashpots, porous plugs in fluid lines, and other analogous passive elements. It is exampled in the next figure C,I,R elements for different domain of physics (Causality rules explained in Annexes):
Domain
Inertia
Hydraulic Inertia Mass Inductance
Capacitive
Volume Stiffness Capacitor
Resistive
Orifice Friction Resistance
Hydraulic Mechanic Electric
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3.5.3. Mass Spring system example In order to model a mass spring system, we need to recover the needed components from the mechanical library that we can see in the next figure.
Figure 9 : Different AMESim Component
Figure 10 : Library Tree
In the figure 9 we can see different components of the mechanical library as well as the possibility of see the component ports. We can realize that the apple that represents the gravity does not have any port, because it defines a system property. In the other way, we can realize that the components which have ports, they have inputs (red arrows) and outputs (green arrows) of different units. In order to respect the causality, it is necessary that every input has the same output corresponding. The conexion between each component is done by the intermediary of its ports. You can realize that the product of the inputs and outputs are equal to the Power. Indeed, the power let the cohesion of all this physic domains and the Bond Graph guarantees the energy conservation.
Figure 11 : Example of a mass-spring sketch and the mass 4 temporal displacement
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The figure shows an example of mass-spring system and the visualization of the displacement of the mass number 4. Inside this sketch, AMESim has: - Component 0 which imposes null displacement, speed and acceleration. - Component 1 which generates a force. - Component 2 which generates a displacement, a speed and an acceleration. - Component 3 which generates a force. - Component 4 which generates a displacement, a speed and an acceleration. - Component 5 which generates a null force. - Component 6 which describes the gravity. We can realize that the causality is respected in each link. Looking at the last figure graph we can realize as well that the system is conservative. Indeed, they are four big component categories: - Inertial components: like masses. - Capacitive: like springs. - Dissipative: like dampers. - Other: like the gravity. The system does not interact with dissipative components, so it is a conservative system. If the model is not corresponding to our needs, we can model a spring using a spring-dump for example.
Figure 12 : Example of a mass- dumper string sketch and the mass 4 temporal displacement
This time, we can see the dump effect: it absorbs the system energy, having by consequence a decreasing amplitude of displacement. M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 15
4. Jet Engine Fundamentals

In order to understand how the aircraft gas turbine engine operates, one should be familiar with some of the essential physics laws that govern the field of turbopropulsion.
4.1.Gas Turbine Engine

Gas Turbine is an industrial application of a specified thermodynamic cycle, the Brayton Cycle. This chapter contains the description of this thermodynamic cycle, its aeronautic application (the jet engine) and the explanation of the several kind of jet engine which are already developed. 4.1.1. Thermodynamic Cycle Brayton Cycle Gas Turbine engine is a rotary thermodynamic machine which role is to deliver mechanical energy (either increasing flow kinetic energy, or increasing mechanical shaft rotation) from calorific energy generated at the hydrocarbon combustion. This internal thermic combustion engine uses the Brayton cycle during its work life. This thermodynamic cycle describes the evolution of the air flow state condition during this constant pressure heat engine. This open system cycle makes different phases:

Flow is pressurized in an isentropic process (1-3). The pressurized flow follows an isobaric process; heat is added on (3-4). The flow is expanded in an isentropic process (4-6). Heat rejection is done following an isobaric process (6-1).
Figure 13 : Brayton Thermodynamic cycle In a practical gas turbine, the main required elements are: -Compressor elements -Combustion chamber -Turbine elements These three elements compose all the gas generator systems. M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 16
4.1.2. Jet Engine In order to get this cycle in an aeronautic application, we will need to add specific components to get a better performance of this cycle: Inlet: This element allows using the aircraft kinetic energy to compress the flow before entering to compressor. Nozzle: Being the main goal the increasing of moment quantity in order to get the maximum of thrust to propel the aircraft, this machine should increase the jet engine exit speed. For this reason, the nozzle element is used in the jet engine cycle. We can see the differences between a car engine solution and an aircraft engine solution.
Figure 14 : Comparation between Jet Engine system and car engine system 4.1.2.1. Jet Propulsion systems Jet Propulsion principle is based in the momentum change of a fluid by the propulsion system as already described. The main goal of these systems is to produce a thrust force in order to propel aeronautic vehicles. The fluid may be either the gas used by the engine itself (e.g., turbojet), a fluid available in the surrounding environment (e.g., air used by a propeller) or it may be stored in the vehicle and carried it during the flight (e.g., rocket). Jet propulsion systems can be subdivided into two broad categories: air-breathing and non-airbreathing engines. Air-breathing propulsion systems include the reciprocating, turbojet, ramjet, turboprop and turboshaft engines. Non-air-breathing engines include rocket motors, nuclear propulsion systems, and electric propulsion systems. Focus of this work is turbine propulsion systems (turbojet, turbofan, turboprop and turboshaft engines). M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 17
Figure 15 : Jet Engine family 4.1.2.2. Air-breathing Engines
4.1.2.2.1. Gas Generator Gas generator is defined as the heart of gas turbines. A schematic diagram of a gas generator is shown in the next figure.
Figure 16 : Gas Generator schema Compressor, combustion chamber, and turbine are the main components of gas generators, being this subsystem a common structure for turbojet, turbofan, turboprop and turboshaft engines. The purpose of gas generators is supply high-temperature and high-pressure gas.
Figure 17 : Different gas turbines types using the same gas generator schema M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 18
Turbojet Turbojets provide thrust using the jet propulsion principle: the air is compressed through inlet and compressor components, after that air is mixed with fuel and it is burned in the combustor chamber and finally, they are expanded through the turbine and nozzle components. The gas expansion through the turbines supplies the power to turn the compressor. The net thrust delivered by the engine is the result of converting internal energy to kinetic energy.
Figure 18 : Turbojet schema Pressure, temperature and velocity variations through a jet engine system are shown in the next figure. In the compressor section, the pressure and temperature increase, the gas absorbs the energy provided by the compressor. The temperature of the gas is further increased by the combustion done through the combustion chamber. In the turbine section, the energy contained in the hot gas is absorbed and converted to shaft power which is provided by a mechanical system to the compressor. This absorption is done by an expansion process which results in decreasing the temperature and pressure of the flow. In the nozzle, the gas stream is further expanded to produce a high exit kinetic energy.
Figure 19: Typical single-spool axial flow turbo-jet engine Turbojets work is very performance at high speed; however, as aircraft speed gets lower values, its performance decreases (Causes explained in the chapter: Engine Performance). In order to work at this low aircraft speed, gas turbine types have been developed: turbofan, turboprop and turboshaft engines. M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 19
4.1.2.2.2. Turbofan Turbofan system uses this configuration: inlet, fan, gas generator, and nozzle. In turbofan engines, a portion of the turbine work is used to supply the fan power. This element propels the incoming air which is dividing in two flows: the core flow and the secondary one. The main flow passes through the gas generator and the secondary flow goes through the long fan duct to the fan exhaust so as to increase the mass flow and this way the engine trust is higher.
Figure 20 : Flow schema for turbofan systems Inside a limited realm of flight, the turbofan engine is more economical and efficiently than the turbojet engine. The thrust specific fuel consumption (TSFC or fuel mass flow rate per unit thrust) is lower for turbofans and indicates a more economical operation.
Figure 21 : Turbofan system
The principal advantage of these systems is that in a low flight speed, this system accelerates a larger mass of air than a turbojet, having a higher propulsive efficiency (this concept is explained in the next chapter).
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4.1.2.2.3. Turboprop and Turboshaft The gas generators that drive a propeller are called turboprop engines. The expansion of gas through the turbine supplies the flow energy required to power the propeller. The turboshaft engine is similar to the turboprop except that power is supplied to a shaft rather than a propeller. The turboshaft engine is used quite extensively for supplying power for helicopters. The limitations and advantages of turboprops are those of the propeller. For low-speed flight and short-field takeoff, the propeller has a performance advantage. When speed approaches the sound speed, compressibility effects produce loses in the aerodynamic propeller efficiency. Due to the rotation of the propeller, the pales tip will approach the sound speed before the vehicle approaches to that speed.
Figure 22: Turboshaft engine
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4.1.2.3. Engine performances. Thermal and propulsive performance Each kind of engine operates only inside a certain range of altitudes and Mach numbers. In order to understand the operational and the best performance range of engines, the overall engine system has been analyzed. Jet Propulsion system should be studied in two parts or subsystems: -Thermal or engine System: It is the subsystem which transforms fuel energy to kinetic and calorific energy. The parameter which describes its performance is the thermal efficiency . It is defined as the net rate of organized energy (shaft power or kinetic energy) out of the engine divided by the rate of thermal energy available from the fuel in the engine, . Thermal efficiency can be written in an equation form as For engines with shaft power output as turboshafts, is equal to out shaft power. For engines with no shaft power output as turbojet engines, is equal to the rate of change of the kinetic energy of the fluid through the engine. The output power of a jet engine with a single inlet and a single exhaust is given by the difference of the kinetic energy between the exit and entrance flows. (Fundamental theories jet engine: see annexes Fundamental Equations) [( ) ] is the exit flow speed.
, is the air mass flow; is the fuel mass flow; -Propulsion System:
is the flight speed;
It is the subsystem which transforms the shaft power or kinetic energy to propulsive power.
Figure 23: Propulsion subsystem
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For a jet engine the movement quantity varies expanding the combustion products. For a turbofan the variation of movement quantity will be produced by the propeller propulsion. The parameter which describes its performance is the propulsive efficiency . It measures how effectively the engine power is used to power the aircraft. Propulsive efficiency is the ratio of the aircraft power (thrust multiplied by velocity) to the power out of the engine, , in equation form, this is written as
This equation shows that the propulsion performance increases with respect to the flight speed. This allows the analysis of the various architecture of gas turbine: -Turbojet engines have a high speed ratio at low speed, giving a low propulsive performance at
these flight conditions. Increasing the flight speed, propulsive performance increases proportionally. -Turbofans propulsive performance in a low flight speed range is better than turbojets. Its performance increases with respect the flight speed. The disadvantage of the propeller propulsive engines at the higher aircraft speeds is its rapid fall off in efficiency, due to shock waves created around the propeller as the blade tip speed approaches Mach 1.0.
Figure 24 : Propulsive efficiency M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques
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4.1.2.4. Technical limitations The development of a jet engine model should not forget the technical limitation inherent to their components. The high temperature and pressure conditions of work entail that in some occasions theoretical solutions cannot succeed. Because of that, the evolution of gas turbines has different important key technologies to be developed at the same time than jet engines. 4.1.2.4.1. Materials The evolution of the gas turbine appropriately began with the achievements of the materials and manufacturing process engineers. A chronological progress of turbine airfoil material capability over the past 50 years shows an improvement exceeding 260 C (500 F).
Figure 25 : Metal Temperature Capability 4.1.2.4.2. Turbine Airfoil Cooling In order to protect of the high temperature of the combustion chamber exit gas, turbine blades have a system which creates a cool film air on the airfoil leading edge.
Figure 26 : Turbine solutions The jet engine turbine blade is the most sophisticated heat exchanger. Therefore, turbines work at an inlet gas temperature higher than its material melt temperature. M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 24
Figure 27 : Rotor inlet gas temperature Vs. Cooling effectiveness 4.1.2.4.3. Compressor Design and Engine Configuration The compressor has often been referred to as the heart of the engines. The normal compressor operating line and stall line (a compression limit) is shown as a function of pressure ratio and mass flow rate.
Figure 28 : Performance Compressor Map As shown in the figure, there are several factors that have the potential for causing a flow breakdown. The compressor stall margin remaining (SMR) is a key for having a safe engine operation.
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The engine cycle efficiency has achieved higher values increasing compressor pressure ratios. Pressure ratios for subsonic aircraft applications have increased by a factor of 20 during the past 50 years. The more recent engines have reached pressure ratios of 40 at sea level.
Figure 29 : Compressor Pressure ratio evolution
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5. Jet Engine Modeling

5.1.Model already done - Analysis
It was a first level of turboshaft engine model, a gas turbine created to drive helicopter propellers was already developed.
Figure 30: functional model of turboshaft engine
Thanks to the multi-physic capability of AMESim, mechanical and pneumatic models are connected together in order to simulate this system. A description of the components from those systems is done in this chapter. 5.1.1. Main Component description 5.1.1.1. Boundary Condition: Temperature/Pressure source This component is created in order to simulate any operational environment conditions, in this case, for the gas turbine. Determining pressure and temperature air condition, the take-off, cruise or landing phase can be simulated.
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Figure 31: source component To provide the accurate work conditions, this model uses the atmosphere component. Giving as input the flight altitude and flight Mach to the atmosphere component, it provides the pressure and temperature corresponding to that flight condition. These two parameters, pressure at temperature, are calculated using a standard definition of atmosphere (ISA 1976).
Figure 32: atmosphere component
As this engine model is working at different altitudes, the temperature and pressure will vary in function of this variable. The next figures show the evolution of the altitude during the simulation, and how the temperature and pressure modify its state conditions:
Figure 33: altitude versus time
Figure 34: air temperature and pressure versus time
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5.1.1.2. Inlet and nozzle components These elements are modeled as a resistive element, and there is a dissipative effect which models the resistance to flow. There are modeled as pneumatique pipe submodels which have a progressive expansion / contraction of its section. This resistive element is going to calculate de mass flow rate and the enthalpy flow rate using the pressure and temperature as input.
Figure 35: diffuser component The explanation of how these variables are determined is described in Annexes.
5.1.1.3. Compressor and turbine components This component simulates a gas compressor. This element is a multi-physic component which is linking mechanical system with pneumatic system.
Figure 36 : GM compressor This element uses tabulated data imposed by the user to describe the component behavior. These tabulated data relates pressure ratio (ratio between output pressure and input pressure), air mass flow and rotatory shaft speed,
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As this element is modeled as a resistive component, it needs pressures of its two pneumatic ports as input. Using this pressure ratio, the rotatory shaft speed and the tabulated data, the compressor defines the mass flow rate. The enthalpy and the mechanical torque are then calculated from the isentropic efficiency of compressors and turbines which is defined by the user.
Figure 37: Compressor isentropic and non-isentropic transformation The procedure to calculate its outputs: mass flow rate, the enthalpy rate and the mechanical torque are described further in the annexes. 5.1.1.4. Combustion chamber component This functional model is going to add heat energy flow to the gas flow.
Figure 38 : Combustion chamber component Using the conservation of energy, the temperature is going to rise because of this heat flow added. [ ] M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 30
5.1.2. Hypothesis 5.1.2.1. Hypotheses used Gas Mixture Library In order to develop jet engine models, several pneumatic components were used from the library called Gas Mixture Library. The advantage of this library is the capability to use different types of gases, having the possibility to model systems which use gas mixtures as jet engine combustions. The different components available from this library are classified as follows:
Figure 39 : Gas Mixture Library schema The resistive submodels can be described as steady-state submodels. It means that they are assumed to react instantaneously to the temperatures, pressures and fractions applied to them so that they are always in an equilibrium state. The different models developed in this work were based using the follow assumptions: -The gas is following the perfect gas equation:
- Gas behaving as a semi-perfect gas: its specific heat capacities Cp and Cv are only function of gas temperature. -The gas density works as an incompressible flow.
5.1.2.2. Hypothesis checks The first activity done was checking the different hypothesis already defined. For this mission, AMESim platform allows the user to put several sensors in different system parts. The different checks done were: -Checking matter conservation: M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 31
Mass flow rate is constant in all the pneumatic circuit accomplishing matter conservation. -Checking energy conservation: Energy absorbed by turbines is powered to compressors, having mechanical losses because of the inertial masses. Energy added by the combustion chamber is manifested in the air flow enthalpy. After the addition of the different sensors, the system became as follows:
Figure 40 : AMESim model
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An energy flow chart schema was developed in order to check visually this energy exchange:
Figure 41 : Jet Engine Dashboard The system has been classified in different sub-systems: External System: it is the boundary air condition. The initial energy that the air has before entering to the engine. Thermal System: it takes part the combustion chamber which introduces a heat flow of energy to the pneumatic system. Fluid System: it is the pneumatic system; it is related to external system, mechanical system and thermal system. Mechanic System: this system is composed of the mechanical support system, which is in charge of giving the initial mechanical power to start the engine up, the propulsion system, which provides power to the external unit (the propeller in a helicopter case) and the system which is in charge of transmit the turbine energy to the compressor.
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5.1.3. Performance Analysis After hypotheses were checked, the performance system was analyzed. As seen in previous chapters, the performance of the thermal system is defined as follows: In order to know how much energy is recovered by the free turbine, they are two ways to calculate it: -Using the pneumatic system: to deduce how much energy the air flow is losing through the turbine, the differences of total enthalpy from both of its pneumatic ports should be calculated. -Using the mechanical system: the energy the turbine recovers is transformed in mechanical energy. To deduce the shaft energy, the torque and the rotatory speed are used. The heat energy flow added is:
Figure 42 : Heat flow added When we start the adding of heat flow, the quantity of power added is:
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Using the mechanical energy, the quantity of power recovered by the turbine is:
Figure 43 : Turbine Shaft Power So the performance during the simulation is:
Figure 44 : Thermal Engine Performance
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5.1.4. Component Analysis An analysis of the behavior of each component has been done in order to understand and find points to improve the system and getting better global results. 5.1.4.1. Inlet As it has been explained in the Main Component Description part and in the annexes, this element is modeled as a resistive component. It uses the aircraft flight condition (pressure and temperature) and using the defined geometry of the inlet, it calculates the friction factor using empirical values.
Figure 45 : Inlet parameters Accounting for the geometry configuration of this element, the inlet calculates output pressure and temperature. The first thing done was the verification of the different conditions which this component could work and, then, a comparison was done between numerical behavior and literature sources. The parameter that describes the behavior of inlets is the pressure recovery. This parameter links its output pressure with the stagnation pressure at the intake.
Figure 46 : Inlet stations
In order to check the evolution of this parameter, subsonic and sonic boundary conditions have been used to compare them.
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Using this inlet geometry: Diameter at Port 1 (Contraction Side): 500 mm Diameter at Port 2 (Expansion Side): 600 mm. Length of element: 500 mm. Using these boundary conditions, Boundary Condition Altitude (m) Mach Case 1 1000 1 Case 1000 2 Case 3 1000 3
The follow result comes out of this,
Figure 47 : Inlet Pressure Recovery This figure shows that the pressure recovery results of the these three cases are .
Regarding the literature about jet engine inlets, it can be concluded that this component works different than the jet engines. A graphic comparison between the behavior of a real jet engine intake and the behavior defined by the military standard are showed in the next figure,
Figure 48 : The Intake Pressure Recovery using different hypothesys
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The pressure recovery falls down its value when the boundary condition gets sonic and supersonic condition because of compressibility problems. This element has other points to account for: - The exterior geometry of the nozzle is a feature that is important for the jet engine global performance: the inlet external lips could affect the conditions which the flow could has at the intake of the compressor. Inlet needs to have an aerodynamical geometric characteristic adapted to the flight speed of the engine.
Figure 49: Comparison of the properties of the NACA 1- Series and Kchemann class A, B and C lip fairing - The drag created by the element is a feature that could be taken into account for the thrust global gas turbine results.
Figure 50: Different intake configurations (Kchemann y Weber)
Figure 51: Intake flow field at high speed (cruise) M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 38
5.1.4.2. Compressor Compressors are elements defined by performance maps already described in previous chapters. For that, the real compressors are tested in test rigs, in order to know its performance outside the design point. This test is based in an actuator who is going to modify the exhaust area in order to modify the mass flow rate of the jet engine. There are two pressure sensors at each side of this compressor test rig. This mass flow rate modification allows to check out the performance of the element at different conditions, at the off-design points.
Figure 52: Compressor speed curve
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A model has been created that represent this test rig,
Figure 53 : Compressor virtual test rig A linear variation of pressure is applied at the exit of the compressor, as shown in the next figure, varying the pressure ratio in consequently.
Figure 54 : Condition used for compressor test Four different cases were executed, changing the revolution number of the compressor shaft. Case 1 Number of revolutions (rpm) 12000 Case 2 14000 Case 3 16000 Case 4 18000
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The result of this test is showed as follows:
Figure 55: Pressure ratio vs. Mass flow rate Several things have been realized during this test: -The tabulated data which is feeding this element does not account compressibility problems like surge and stall conditions, while this is really important in the jet engine behavior.
Figure 56: Comparison between a typical compressor performance map and the compressor performance map had as output from my virtual bank test. -Results show the mass flow rate variable are really low. This element makes the air flow rate raises its pressure several times so the mass flow should be high. The results show values which are not larger than 1 kg/s, which are lower to the real values. For example, the average mass flow rate of a commercial jet engine is about 40 kg/s and for military jet engines these values could get the order of 100 kg/s (or even more). The next figures show a comparison turbojet mass flow rates,
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Engine
Primary Mass Flow rate (Kg/s)
Secondary Mass flow rate (Kg/s)
JT8D
68,0
74,7
JT3D
88,3
120,0
CFM56-7
55,5
251
Figure 57 : Mass flow rate comparison
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5.1.4.3. Turbine In order to analyze the behavior of AMESim turbines, a test rig was developed as for compressors.
Figure 58 : Turbine virtual test Turbine was imposed to four virtual cases. The revolution number of the turbine shaft were defined as follows, Case 1 Number of revolutions (rpm) 12000 Case 2 14000 Case 3 16000 Case 4 18000
The pressure ratio was imposed and it was linearly varied during each case,
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Mass flow rate and recovery power were analyzed in these 4 cases. The next figure shows the mass flow rate results from theses test cases. The variation of the pressure ratio and the shaft revolution number do not change the mass flow rate results as is shown in the figure,
Figure 59: Pressure Ratio Vs. Mass flow rate for the 4 cases
The next figure shows an example of how the mass flow rate is in function of the shaft revolution number.
Figure 60: Pressure Ratio Vs. Mass flow rate for a typical Jet Engine turbine
In the rig cases, mass flow rate increases with pressure ratio. However, in the jet engine turbine example, the mass flow rate behaves in a different way from the virtual one. One of the causes is that, as for compressor cases, the tabulated data which feeding the turbine does not account aerodynamical causes.
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5.1.4.4. Other critic points One of the goals of this internship is to develop other gas turbine models, like turbo-propellers or turbofans. Several component developments are needed: -Air-Split: it splits the gas flow in two flows. This component is used in two corps engine like turboprops. -Two corps engine nozzle: it works as a nozzle for engines whose has two air flows. -Fan: low pressure compressor which works for two corps engines. It is situated before the air split. -Propeller: it works in turboprop models. It is the element which propels the aircraft using the gas turbine engine shaft power.
6. A Jet Engine Library

The development of the needed component has entailed the creation of a new library dedicated to gas turbine application: the Jet Engine Library.
6.1.Created Components
6.1.1. Inlet The intake element of gas turbine was one of the elements to improve in order to get better results. As it has been described in the previous chapters, this component model has different points to be improved: -Pressure Recovery for different Mach speed -the exterior geometry of the nozzle -the drag created by the element For a first level of modeling, the jet engine inlet solves the problem about its pressure recovery behavior.
Figure 61 : Inlet components In order to characterize the behavior of the inlet pressure recovery, American Military Standard named MIL-E-5007D ([2], [5], [7]) are used as reference. These military specifications describe the evolution of this variable, at different limit conditions, algorithmically.
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The military specifications provide equations which describe the pressure recovery at different Mach conditions:
Jet engine inlet element has as inputs the aircraft flight conditions: -Flight altitude -Mach speed -Composition gas The intake element uses the flight conditions (Flight altitude and Mach speed) to calculate the boundary condition of the inlet. Therefore, it calculates the exit total pressures using the pressure recovery equations. 6.1.1.1. Element Test - Results A model has been developed for test component results.
Figure 62: Inlet Test In the rig test, they are two components, the created inlet and the atmosphere component. The same conditions are imposed for both components. The atmosphere component calculates the stagnation condition that calculates its pressure recovery and is used by the inlet.
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The pressure recovery results, showed in the next figure, describe the expressions based in the military standard already referenced.
Figure 63: Inlet Pressure Recovery Vs. Mach Number 6.1.1.2. Modeler method The method used to model this element was C code, using AMESet to create the .make.
Figure 64: Method used in order to create the inlet AMESim component.
6.1.2. Compressor
6.1.2.1. Mass flow rate problem One of the problems of the gas turbine model has is the low mass flow rate of the system. As the system is composed by several components and they contribute to the model results, it is complicated to find which component affects the most to the mass flow rate of the system. The first hypothesis was that modifying the performance map of compressors, this variable should raise. To check it, the first work done was the modification of its performance map and the testing the system results.
Figure 65: Compressor performance map M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 47
The results were satisfactory and then, the work was focalized on having the most real characterization of this component by the performance maps customization. In the other way, as the final goal is the user utilization, the development of a tool to import the performance map from other sources or the possibility to modify it in a more visual way are points that should be considered for this component. 6.1.2.2. IFP Library compressor To resolve the points related to the compressor performance map, a component which was already been developed from other library has been used: IFP engine. This component describes a compressor of an automobile turbo-compressor.
Figure 66: compressor from IFP library This element was utilized because of its advantage points: -It uses the standard SAE format to read the performance maps for compressor. SAE (Society of Automotive Engineers) formats are used in the compressor design industry and it is important to use the same format as manufacturers do. -It had already developed a turbo preprocessing tool which, using the performance map input data, extend the range of the map to the critical regions (low and high speeds, surge, choke).
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Figure 67 : Compressor preprocessing interface - The element is modeled as an Inertial Resistive element (see Bond Graph theory), so it takes into account the inertial effect of the exit air flow. 6.1.2.3. Performance Compressor Map Data The main advantage of this component is the preprocessing and reading performance map capability. However, in order to verify the adaptation of this component in an aeronautic system it is needed examples of real performance maps. These performance maps were found in a gas turbine design program called GasTurb. This software allows the static simulations of different aero gas turbine models. It is software very used in this field, so the possibility to work along the same line of this program makes the jet engine library more interesting for users.
Figure 68 : Gas Turb software M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 49
This software and its derived software (Smooth C and Smooth T) give some performance map examples from some real compressors and let the user the possibility to create compressor or turbine performance map (using Smooth C and Smooth T) by oneself.
Figure 69 : GasTurb compressor performance map example However, GasTurb uses a different format of AMESim to describe numerically performance compressor maps. In order to be able to use its maps, a preprocessing script has been created. This script allows adapting its format to AMESim format (SAE format for this case). Used Python language for developing this script.
Figure 70: Script created in order to convert performance compressor maps using Python language
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6.1.2.4. Inertial Resistive component This component is defined as an inertial resistive component. It takes into account the inertial effect of the air flow: The volume of gas between the diffuser outlet and the downstream volume induces a difference between the actual pressure ration and the pressure ratio read in the table during transients. 6.1.2.4.1. Centrifugal compressor As its compressor is defined as a centrifugal compressor, in order to take this inertial effect into account, it uses specific geometric characteristic in the derivative equation.
Using this compressor geometry characteristic:
Figure 71 : Centrifuge compressor schema

Rimpeller: impeller outer radius [mm], Ddiffuser: diffuser mean diameter [mm], Ldiff: equivalent length of the diffuser as a function of the shape of the compressor: o vaneless: Ldiff = 2 Rimpeller 4.3 o vaned: Ldiff = 2 Rimpeller 5.3
This element was defined as a centrifugal compressor. In order to model an axial compressor, the adaptation of the compressor geometric characteristic and the derivative equations are necessary.
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6.1.2.4.2.
Axial compressor
The axial compressor has different geometric characteristic, as is shown as follows,
Rint
Rext
L R S R S Figure 72: axial compressor for Jet Engine The development of the equations which describe the axial compressor inertial behavior should be modified. This development was done for the jet engine library (development explained in the annexes Compressor/ Turbine modeling), being the specified equation for axial compressor as follows,
: Absolute total pressure at diffuser outlet, : Actual downstream absolute total pressure.
L : axial length of last stage stator S: Axial section of the stator station
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6.1.2.5. Calculation steps In order to calculate its output (enthalpy flow and mass flow rate), and example for axial compressors is developed: -Taking the axial compressor example: -The pressure at diffuser outlet is defined as follow,
-Pressure ratio is calculated using the tabulated data and the mass flow rate so, Using these 3 equations we have: This expression is an explicit equation, so, in order to calculate it in AMESim, the mass flow rate is declared as an explicit variable.
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6.1.2.6. Element Test - Results The first test done was the converter script check. For this test, it was used a Gas Turb compressor example, Turbine NASA TM 101433, a HP compressor,
Figure 73: 99 NASA TM 101433 performance map data The converter script analyses the compressor maps and converts it in the AMESim format. It shows graphically the conversion it does so as to make it clear to the user.
Figure 74: Script check
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After that, the preprocessing interface inhered to the compressor component is launched in order to check if its data are the same of the data imported from GasTurb model,
Figure 75: Performance Map check When the preprocessing tools are validated, the component global test should be created. For that, a test has been created varying the revolution number of the compressor between 7000 and 12000 rpm imposed as follows,
Figure 76: Revolution number imposed
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During each test case the pressure at both ports are imposed to simulate the high pressure compressor limit condition. The different pressures imposed are described as follows, Case 1 Case 2 Case 3 Case 4 Enter Pressure (barA) 5 5 5 5 Output Pressure (barA) 8 10 12 14
Figure 77: Compressor test rig The mass flow rate evolutions in function of the revolution number imposed. This last variable decreases linearly, and for each case, there is a condition where the compressor does not work correctly and the mass flow inverses its direction. There are the same consequences as when compressor works in a surge or stall condition.
Figure 78: Compressor mass flow from test rig M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 56
The conclusion of this isolate test rig is that the compressor behaves better than the last ones. The mass flow is increased and its values are coherent to real jet engine mass flows. 6.1.2.7. Modeler method The method used to model this element was C code, using AMESet to create the .make.
Picture 79: phases of compressor creation 6.1.3. Turbine As the compressor, there was a turbine component already developed for automobile turbocompressor solutions.
Picture 80: Jet Engine Turbine As the compressor, this component has its two advantage points: -It uses the standard SAE format to read the performance maps for turbine. This standard SAE performance map follows the SAE J922 specifications as compressors. -It had already developed a turbo preprocessing tool which, using the performance map input data, extend the range of the map to the critical regions (low and high speeds, surge, choke).
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Figure 81: Turbine Preprocessing Interface
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6.1.3.1. Performance Turbine Map Data This component was developed using the same procedures as for compressors. Another Python script was developed in order to adapt the performance turbine map data from GasTurb to AMESim format.
Figure 82: GasTurb example turbine map 6.1.3.2. Resistive component Calculation steps This element is considerate as a resistive component (see Bond Graph section). The steps used to calculate this output variables (mass flow rate and enthalpy flow) are: - Using the pressure at both ports, it calculates the Pressure Ratio. - Using the PR and the tabulated data, it calculates mass flow rate and the efficacy. - The enthalpy is calculated using turbine performance and mass flow rate (as described in GM Turbine component).
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6.1.3.3. Element Test - Results The first test done was the converter script check. For this test, it was used a Gas Turb compressor example, Turbine NASA TM83655, a HP turbine:
Figure 83: NASA TM83655 performance map data The converter script analyses the compressor maps and converts it in an AMESim format. It shows graphically the conversion done by the Python script to the user.
Figure 84: Script check M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 60
After that, the preprocessing interface inhered to the compressor component is launched in order to check if its performance maps correspond to the data imported from GasTurb model.
Figure 85: Performance Map check When the preprocessing tools are validated, the component global test should be created. For that, a test has been created varying the revolution number of the turbine between 7000 and 12000 rpm imposed as follows,
Figure 86: Revolution number imposed
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During each test case the pressure at both ports are imposed to simulate the high pressure compressor limit condition. The different pressures imposed are described as follows, Case 1 8 5 Case 2 10 5 Case 3 12 5 Case 4 14 5
Enter Pressure (barA) Output Pressure (barA)
Figure 87: Compressor test rig The mass flow rate evolutions in function of the revolution number imposed. This last variable decreases linearly. The mass flow rate increases while the revolution number increases as its performance map describes.
Figure 88: Compressor mass flow from test rig
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6.1.3.4. Modeler method The method used to model this element was C code, using AMESet to create the .make.
Figure 89: phases of turbine creation
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6.1.4. Air Split The air split is the component which splits the flow in two parts: the main and the secondary flow. This component is used in the two corps gas turbine engines as turboprops (see Jet Propulsion systems chapter) In order to model this functionality some gas mixture components have been used to create a supercomponent.
Figure 90: Air Split component The component developed to model this function needs the geometry section of its different exits. Using these geometry characteristics, the mass flow rate of each flow will vary.
Figure 91: Air Split parts The variation of these sections will influence a parameter significant for the engine performance, the By-Pass Ratio (BPR): it relates the secondary and the primary mass flows.
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6.1.4.1. Element Test - Results An isolate test to check the split behavior was developed. A source is used in this test rig. They provide a range of mass flow (from 0 to 10 kg/s) and at the component exits they are two sources which impose a see level boundary condition.
Figure 92 : Air Split test The Air Split geometry characteristics are defined as follows: Secondary Area= 0.7 Primary Area= 1 The boundary conditions are defined as follows: Enter Temperature (K) Pressure (barA) 290 1.013 Primary exit 290 1.013 Secondary exit 290 1.013
Looking at the follow graphics, one can realizes that the mass flow is divided in two parts. One of both parts is higher than the other because the section is bigger.
Figure 93: results from air split test
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6.1.4.2. Modeler method The method used to model this element was the creation of a super-component. AMESim allows to link some components in order to simulate the element functionality interested to model. In this case, one can see how these three components will create the air-split function.
Figure 94: component to create air-split function When the components, which one wants to link, are correctly linked, one can call the AMESim function Create supercomponent.
Figure 95: AMESim options Automatically, AMESim will create a supercomponent using the configuration selected:
Figure 96: Air-split supercomponent
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6.1.5. Nozzle Double Corp The double flow nozzle is an element which models the nozzle for double flow engines. This component is used in the two corps gas turbine engines as turboprops (see Jet Propulsion systems chapter).
Figure 97: jet engine nozzle component Like air split component, a supercomponent is used to model its functionality.
Figure 98: nozzle component The user has to set the geometry characteristic of both nozzles: enter and exit sections. 6.1.5.1. Element Test Results An isolate test is developed to check the nozzle behavior. For it, two sources are created which provide two constant mass flows and at the component exits, a source imposes the exterior conditions.
Figure 99: Nozzle test M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 67
The nozzle geometry characteristics are defined as follows: Core nozzle Enter diameter (mm) Exit diameter (mm) Length (mm) 500 300 2000 Fan nozzle 500 300 2000
The boundary conditions are defined as follows: Primary flow Mass Flow rate (Kg/s) Temperature (K) Pressure (barA) 0 to 80 700 Secondary flow 0 to 50 350 External condition 293 1.013
As one can see, looking at the follow graphics, the mass flow is divided in two parts. In order to simulate the startup of the engine, both mass flow rates, the primary flow and the secondary one, has been linearly increased during the simulation.
Figure 100: mass flow rates imposed during the test The result, in the next figure, shows the mass flow rate at the exit of the double nozzle component.
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Figure 101: results from double flow nozzle test 6.1.5.2. Modeler method The method used to create the nozzle model is the same as the air-split model.
Figure 102: nozzle supercomponent 6.1.6. Propeller In order to model the turbine gas which neeed a propulsion component to propel the aircraft as turboprops, it is mandatory to create a propeller component. Propeller is a propulsive element which is used to create aerodynamic traction using mechanical energy. During this internship two different levels of propeller modeling have been developed. 6.1.6.1. First level of modeling This first level of modeling uses the blade element theory to calculate the thrust and the resistive force it is going to develop at a given shaft revolution number.
Figure 103: propeller model M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 69
6.1.6.1.1. Blade element theory The blade element theory let you to calculate the lift and the drag that an aerodynamic profile will provide at a defined boundary condition. This theory uses the geometrical properties of the blade to determine the forces exerted by a propeller on the flow-field. The equations used for this component are described as follow:
Figure 104: Blade element theory schema 6.1.6.1.1.1. Aerodynamic information needed In order to calculate the lift and drag provided by the blade, this method needs its aerodynamic behavior information. It needs the evolution of Cl and Cd which are function of the attack angle of the pale. In order to supply this information, we used a software called XFoil which provides the information of a large kind of profile which have already been developed.
Figure 105: Airfoil software
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The problem found at that moment was that the software format to export its results was not the same of AMESim format. In order to adapt this one to the AMESim format, in the propeller code has been added a part which modifies the data file. 6.1.6.1.2. Model Limitations Tangential speed is varying linearly in function of the blade radium. The middle point of the pale it has been used to calculate the profile global values and to get approach values of the pale. The results should be improved developing a higher level of component modeling using an iteration method getting better results. 6.1.6.2. Second level of modeling The next level tries to get better results from the first level of modeling using an iteration blade method.
Figure 106: Iterative propeller This model uses the same calculate method; however, it calculates it for each iteration part of the pale. The number of iterations is defined as follows:
The total variables are calculated as follow:
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6.1.6.3. Modeler method The method used to model this element was C code, using AMESet to create the .make.
Picture 107: phases of propeller creation
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7. Schedule
The schedule during my internship period is divided in different phases: - Software Understanding It was the first part of my internship. AMESim is a simulation software never used before the starting of the internship. There are several learning plans already developed by LMS in order to help the new employees to get along with this software. Some of the internship time has been spent to learn AMESet, the submodel editing tool, using learning plans. - Gas Turbine systems understanding The study of the Gas-Turbine model already developed and the different components already developed in AMESim made spend some weeks in order to understand the system and research the points to improve during the internship. - Component bibliography research and development It is the main part of this six months period. In order to improve and to develop the different components done during the internship I had to spend some time doing research on these subjects. When the research was finished, the development period was launched. The same procedure has been followed for each component in order to be more efficiency at my work. - Component Tests After every component development, a test period is mandatory in order to check if its behavior is corrected or not. - Global system development Finished the component developments the last part of the internship was to create a model using the different components. - C language and Python language learning The utilization knowledge of these two kinds of languages was necessary in order to finish my internship goals. During the internship, learning has been developed to manage and to understand these languages using an autodidact way and with the colleagues help.
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Figure 108 : Gant Planification
7.1.V Cycle
The internship plan has followed the V cycle. - Customer needs: An analysis of user need has been developed: LMS Imagine has already developed a gas turbine model which had to be improved. - System Spec: The analyzing and the understanding of the model and the improvement points of the model let analyze the specification of my internship goals. - Functional Spec: The analyzing of component specification. - Technical Spec: As it was used a specific software, they existed technical specification in order to develop a component which works for this particular platform. - Coding: C code was used to create the several components. - Component Testing: The different isolate tests developed in order to validate partially the created components. - System Testing: The system tests done to validate the create components.
Figure 109: V cycle schema M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 74
8. Risk analyze
The goal of this internship is developing a gas turbine model with better results. In order to do that, there are several tasks to do during this period. They are more or less importance and more or less hazardous for getting the final goal. The risk analyze is a task which lets know the priority you should have taking into account your mission. The most important and hazardous components looking at the global system are the compressor and turbine. It is because of that the tasks which are related to these components have a different priority from the rest.
Catastrophic 1st priority Major Problem in compressor code. Problem in turbine code. False data inputs (performance maps, geometry characteristic) Component behavior not corresponding to the reality in not tested conditions.
2nd priority
Minor
Problem in the rest of the components code
3rd priority
Insignificant
Rare
Moderate
Likely
Almost certain
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9. Conclusion
9.1.Project Synthesis
The work done during this internship left a first in-depth study about this system: the jet engine. This global system has been developing during a long time and the aim of the simulation of this system requires a precise study of this field. Several of the components which belong to this system are very particulates; it is because of that, the first progress in the development of these particular components is really interesting for the possible continuation of this project. From this internship, it is born a new library, called Jet Engine Library. The continuation of the development of this library will bring to LMS engineers to study and analyze really interesting parts of this system; for example, the study of the behavior of the flow through each compressor stage, taking into account the geometry information of the stator and rotors pales. This type of studies will allow users (jet engine engineer designer for example) to be able to design system more performance and which its results will be closer to the reality. In consequently, they will be able to do transitory simulations and not static simulations (as the most engine software proposes). In the other side, during my mission, I have had to present my currently job and my developments toward external enterprises. It makes me realize the interest of these enterprises and the importance of this axe inside the aeronautical sector.
9.2.Personal Synthesis
This internship has been really interesting for me because of several points: I realized that working with AMESim is the perfect way to continue in the field I was looking for: the simulation domain and, in particular, the multi-physic system simulation software, as this one, which links variety domains: informatics, scientific calculus, general mathematics and really different side of the physic domains. It make you develop a really widen expertise. I could work in autonomy during the internship. The schedule internship my mentor had planned for this internship period was clear and flexible in relation of my developments and my interests. From the beginning of the internship he explained me his logic way to plan the job, but at the same time I had freedom to choose the way where I wanted to follow working. Because the requirements for this post were high, it makes me impose several challenges that I should work hard to accomplish them: - As this simulation software uses two programming languages (C and Python), since I got this post I started auto-learning stage, using online courses and at the start of my internship I could improve quicker thanks to the colleagues knowledges. - I had to make an in-depth study about the jet engine world. Studying each sub-system in particular, analyzing the current research which research center had been developed makes me to enter in subjects not easy to understand, which requires improve my scientific and mathematic knowledge. M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 76
Finally, I could realize that it is important when we are working in modeling systems, to do not lose the real and physic points of view. These two perspectives are really closed and it is really easy to make mistakes using mathematic technics forgetting the physic point of view.
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10.Bibliography
[1] Elements of Gas Turbine Propulsion Jack D. Mattingly [2] Theory of Aerospace Propulsion Pasquale M. Sforza [3] Jet Engines. Fundamentals of Theory, Design and Operation Klaus Hnecke [4] The Jet Engine Rolls Royce [5] Estudio de los Motores de Reaccin E. Cabrera Revuelta [6] http://www.ncbi.nlm.nih.gov/pmc/articles/PMC3194117/ [7] Military Specification MIL-E-5007D [8] Subsonic Wind-Tunnel Tests of Various Forms of Air Intake Installed in a Fighter-Type Aircraft By B. J. PRIOR and C. N. HALL [9] Sustainable Aviation: Future Air Transportation and the Environment - Ilan Kroo [10] Aircraft Performance Enhancement with Active Compressor Stabilization John CRAIG SEYMOUR [11] SISTEMAS DE PROPULSIN - Juan Manuel Tizn Pulido [12] Mach number, relative thickness, sweep and lift coefficient of the wing - An empirical investigation of parameters and equations - Simona Ciornei [13] Gas Turbine Handbook, Principles and Practices Anthony Giampaolo [14] Aerodynamics for Engineers Fifth Edition John J. Bertin, Russell M. Cummings [15] Fluid Mechanics, Thermodynamics of Turbomachinery S.L. Dixon, B. Eng., PH.D.
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11.Annexes
11.1. LMS History
11.1.1. Before 2007 In 1987, Michel Lebrun - a university professor deeply involved in industrial projects - had to cope with a real challenge: to lift the Ekofisk North Sea petroleum platform which was going deep into the sea under its own weight. For this, he started a design office: Imagine was born. His company carried out 46.2 K of sales turnover the first year with an engineer and a secretary and reached 953.4 K in 1993 with 13 people. In 1994, the company started collaborating with Claude-William Richards - researcher at the University of Bath (United Kingdom) and numerician recognized by the International Scientific Community - to develop software conceived within the university framework. This work gave birth to the modeling and simulation platform AMESim, become since the headlight product of the company. The company became, step by step, a major actor of the digital simulation in Virtual Analysis of Systems and its application to Engineering System, both in France and internationally. It has been rewarded by the ClassExport trophy for 70% of exported sales, thanks to the overseas subsidiaries of the company. It also won the 2003 challenge Force PME in the Rhone-Alpes region. The references of the company count among the most famous manufacturers and automotive equipment suppliers as well as the major actors of the aircraft industry and space: Bosch, Siemens, General Motors, Delphi, Nissan, Daf Trucks, Toyota, Renault, Ford, Volvo, PSA. Imagine carried out a (consolidated) sales turnover of about 11 M in 2006. Nearly 80% of the software sales were made abroad thanks to subsidiary companies in Germany, the United States and Japan, and to a distribution network over countries such as: China, Korea, Hungary, Brazil, India and the United Kingdom. A strong sales growth over the period 2001-2006 (turnover multiplied by 3) enabled the group to generate financial means which ensured the self-financing of its development.
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11.2. Causality Rules

11.2.1. I Element
11.2.1.1. Hydraulic One causality for ODE equation ( )
11.2.1.2. Mechanic One causality for ODE equation ( )
11.2.1.3. Electric One causality for ODE equation ( )
11.2.2. C Element 11.2.2.1. Hydraulic One causality for ODE equation M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 80
11.2.2.2. Mechanic One causality for ODE equation ( )
11.2.2.3. Electric One causality for ODE equation ( )
11.2.3. R Element 11.2.3.1. Hydraulic One causality for algebraic equation
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11.2.3.2. Mechanic Two causalities for algebraic equation
11.2.3.3. Electric Two causalities for algebraic equation
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11.3. Fundamental Equations

11.3.1. Conservation of matter One of the fundamental concepts of physics is that matter cannot vanish. The continuity of matter simply states that the same amount of fluid must flow through every cross section of a stream-tube.
Figure 110 : Conservation of matter schema The net change in the mass flow passing through the flow machine is zero, which may be written as:
11.3.2. Conservation of energy The net change in the total enthalpy of the flowing fluid is equal to the sum of the rate, at which heat and work are added to the fluid, [ ]
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11.3.3. Jet Engine Thrust Propulsion of a jet aircraft is accomplished by the principle of reaction: a gas jet exhausting at high velocity from a nozzle generates a force in the opposite direction that is termed thrust. The amount of thrust depends on the mass of the airflow passing through the engine, and the exhaust velocity. Whenever there is a variation in momentum a force will be generated. This is the underlying principle which forms the basis of jet propulsion. It has become known as the theorem of momentum.
Figure 111: Thrust produced by a jet exiting at high velocity from a nozzle The net change in momentum of the fluid passing through the stream tube is equal to the force on the fluid
Because the mass flow is constant, this equation can be abbreviated as follow: [ ]
11.4. Inlet/ Nozzle modeling:

This element evaluates the direction the type of the flow (subsonic, sonic or laminar flow).
Figure 112: diffuser component The mass flow rate is calculated as follows:
Where A is the orifice area, is the flow coefficient and is the flow parameter. Page 84
The flow coefficient is introduced to adjust the theoretical relation to experiments. This coefficient is less than one and is used to include extra losses due to local friction and loss of kinetic energy. Depending of the pressure ratio (ratio between the pressures at both ports) the flow is considered subsonic or sonic. The critical pressure ratio is the variable defining the separation using the following expression: ( Where, is the isentropic factor. )
The mass flow parameter is defined as follows: (
if
(subsonic)
if
(subsonic)
From the mass flow rate comes the heat flow dh as follows:
11.5. Compressor/ Turbine modeling

In an isentropic compression temperature ratio follows this equation: ( ) The isentropic efficiency compares the work done by an isentropic compressor machine and by a real compressor machine (with heat transfer). The compressor isentropic efficiency is defined as follows:
And the turbine isentropic efficiency:
Finally, the compressor enthalpy is taken out of this equation: * Being the turbine enthalpy equation: M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 85 ( )+
((
)+
Looking at the mechanical side, as we are using the conservation of energy, all the energy, which comes from the mechanical system, is going to be transfer to the gas. Because of that, compressor calculates torque as output, having the rotatory shaft speed as input.
11.6. Axial compressor inertial equations
Rint
Rext
L R S R S Figure 113: axial compressor for Jet Engine
The developments of the equations, which describe the axial compressor inertial behavior, done for the jet engine library are described, -Using the mass flow rate equation at last stator station: Being: S: Axial section of the stator station
-the equation is derived with respect to time: M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 86
-Neither the gas density nor the section are not changing respecting to time, so the equation becomes -Using Second Newton Law equation,
-So, using these two equations (3) and (5), -The density is given by,
-Using these two last equation (6) and (7), -The volume is,
(L = axial length of last stage stator) -The equation (9) becomes, -The force is defined by the axial section of the stator station multiply by the difference of pressure at the exit of the stator station, so,
: Absolute total pressure at diffuser outlet, : Actual downstream absolute total pressure.
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-So, finally the equation (10) becomes,
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12.Variables Glossary
B BPR c Cd Cl Cm Cp Cq Cv D Ddiffuser dm F h L Ldiff M mf mo P Pcr PR Q r Rimpeller T T U Up Ut vo Ve W Wout Wu Number of pales By-Pass Ratio Pale chord Drag coefficient Lift coefficient Mass flow parameter Constant pressure specific heat Mass flow coefficient Constant volume specific heat Pale drag Diffuser mean diameter Mass flow rate Force Enthalpy Pale lift equivalent length of the diffuser Mach Fuel mass flow Air mass flow Pressure Critic pressure Pressure Ratio Couple pale Pale radium Impeller outer radius Traction Pale Temperature The result vector speed from Up and Ut Aircraft velocity Tangential speed Flight speed Exit flow speed Revolution number Available power Propulsive power
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13.Symbols glossary
t p Air density Attack angle Thermal performance Propulsive performance
14.Index des figures

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 90
Figure1 : Boeing 787 Dreamliner / A350 XWB ....................................................................................... 6 Figure 2 : Billions of passengers transported by air transportation ..................................................... 6 Figure 3 : Rolls Royce engine: Trent-XWB ............................................................................................... 7 Figure 4 : State of the Art Subsonic Engine SFC - NASA......................................................................... 8 Figure 5 : LMS organization .................................................................................................................. 10 Figure 6: A mechanical component ...................................................................................................... 12 Figure 7: An electrical component ....................................................................................................... 12 Figure 8: A pneumatic component ....................................................................................................... 12 Figure 9 : Different AMESim Component........................................................................................... 14 Figure 10 : Library Tree ......................................................................................................................... 14 Figure 11 : Example of a mass-spring sketch and the mass 4 temporal displacement ......................... 14 Figure 12 : Example of a mass- dumper string sketch and the mass 4 temporal displacement ........... 15 Figure 13 : Brayton Thermodynamic cycle........................................................................................... 16 Figure 14 : Comparation between Jet Engine system and car engine system.................................... 17 Figure 15 : Jet Engine family ................................................................................................................. 18 Figure 16 : Gas Generator schema ....................................................................................................... 18 Figure 17 : Different gas turbines types using the same gas generator schema ................................ 18 Figure 18 : Turbojet schema ................................................................................................................. 19 Figure 19: Typical single-spool axial flow turbo-jet engine................................................................. 19 Figure 20 : Flow schema for turbofan systems .................................................................................... 20 Figure 21 : Turbofan system ................................................................................................................. 20 Figure 22: Turboshaft engine ............................................................................................................... 21 Figure 23: Propulsion subsystem ......................................................................................................... 22 Figure 24 : Propulsive efficiency........................................................................................................... 23 Figure 25 : Metal Temperature Capability ........................................................................................... 24 Figure 26 : Turbine solutions ................................................................................................................ 24 Figure 27 : Rotor inlet gas temperature Vs. Cooling effectiveness ..................................................... 25 Figure 28 : Performance Compressor Map .......................................................................................... 25 Figure 29 : Compressor Pressure ratio evolution ................................................................................ 26 Figure 30: functional model of turboshaft engine.................................................................... 27 Figure 31: source component ....................................................................................................... 28 Figure 32: atmosphere component .............................................................................................. 28 Figure 33: altitude versus time............................................................................................................. 28 Figure 34: air temperature and pressure versus time ......................................................................... 28 Figure 35: diffuser component ............................................................................................................. 29 Figure 36 : GM compressor .................................................................................................................. 29 Figure 37: Compressor isentropic and non-isentropic transformation .............................................. 30 Figure 38 : Combustion chamber component ..................................................................................... 30 Figure 39 : Gas Mixture Library schema............................................................................................... 31 Figure 40 : AMESim model ................................................................................................................... 32 Figure 41 : Jet Engine Dashboard ......................................................................................................... 33 Figure 42 : Heat flow added ................................................................................................................. 34 Figure 43 : Turbine Shaft Power ........................................................................................................... 35 Figure 44 : Thermal Engine Performance ............................................................................................. 35 Figure 45 : Inlet parameters ................................................................................................................. 36 Figure 46 : Inlet stations ....................................................................................................................... 36 M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 91
Figure 47 : Inlet Pressure Recovery ...................................................................................................... 37 Figure 48 : The Intake Pressure Recovery using different hypothesys ............................................... 37 Figure 49: Comparison of the properties of the NACA 1- Series and Kchemann class A, B and C lip fairing .................................................................................................................................................... 38 Figure 50: Different intake configurations (Kchemann y Weber) ..................................................... 38 Figure 51: Intake flow field at high speed (cruise) .............................................................................. 38 Figure 52: Compressor speed curve ..................................................................................................... 39 Figure 53 : Compressor virtual test rig ................................................................................................. 40 Figure 54 : Condition used for compressor test................................................................................... 40 Figure 55: Pressure ratio vs. Mass flow rate ........................................................................................ 41 Figure 56: Comparison between a typical compressor performance map and the compressor performance map had as output from my virtual bank test. ............................................................. 41 Figure 57 : Mass flow rate comparison ................................................................................................ 42 Figure 58 : Turbine virtual test ............................................................................................................. 43 Figure 59: Pressure Ratio Vs. Mass flow rate for the 4 cases.............................................................. 44 Figure 60: Pressure Ratio Vs. Mass flow rate for a typical Jet Engine turbine ................................... 44 Figure 61 : Inlet components ................................................................................................................ 45 Figure 62: Inlet Test .............................................................................................................................. 46 Figure 63: Inlet Pressure Recovery Vs. Mach Number ........................................................................ 47 Figure 64: Method used in order to create the inlet AMESim component. ....................................... 47 Figure 65: Compressor performance map ........................................................................................... 47 Figure 66: compressor from IFP library ................................................................................................ 48 Figure 67 : Compressor preprocessing interface ................................................................................. 49 Figure 68 : Gas Turb software .............................................................................................................. 49 Figure 69 : GasTurb compressor performance map example ............................................................. 50 Figure 70: Script created in order to convert performance compressor maps using Python language ............................................................................................................................................................... 50 Figure 71 : Centrifuge compressor schema.......................................................................................... 51 Figure 72: axial compressor for Jet Engine .......................................................................................... 52 Figure 73: 99 NASA TM 101433 performance map data ..................................................................... 54 Figure 74: Script check .......................................................................................................................... 54 Figure 75: Performance Map check ..................................................................................................... 55 Figure 76: Revolution number imposed .............................................................................................. 55 Figure 77: Compressor test rig ............................................................................................................. 56 Figure 78: Compressor mass flow from test rig ................................................................................... 56 Picture 79: phases of compressor creation.......................................................................................... 57 Picture 80: Jet Engine Turbine .............................................................................................................. 57 Figure 81: Turbine Preprocessing Interface ......................................................................................... 58 Figure 82: GasTurb example turbine map ........................................................................................... 59 Figure 83: NASA TM83655 performance map data ............................................................................. 60 Figure 84: Script check .......................................................................................................................... 60 Figure 85: Performance Map check ..................................................................................................... 61 Figure 86: Revolution number imposed .............................................................................................. 61 Figure 87: Compressor test rig ............................................................................................................. 62 Figure 88: Compressor mass flow from test rig ................................................................................... 62 Figure 89: phases of turbine creation .................................................................................................. 63 M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 92
Figure 90: Air Split component ............................................................................................................. 64 Figure 91: Air Split parts ....................................................................................................................... 64 Figure 92 : Air Split test ........................................................................................................................ 65 Figure 93: results from air split test ..................................................................................................... 65 Figure 94: component to create air-split function............................................................................... 66 Figure 95: AMESim options .................................................................................................................. 66 Figure 96: Air-split supercomponent ................................................................................................... 66 Figure 97: jet engine nozzle component .............................................................................................. 67 Figure 98: nozzle component ............................................................................................................... 67 Figure 99: Nozzle test ........................................................................................................................... 67 Figure 100: mass flow rates imposed during the test ......................................................................... 68 Figure 101: results from double flow nozzle test ................................................................................ 69 Figure 102: nozzle supercomponent .................................................................................................... 69 Figure 103: propeller model ................................................................................................................. 69 Figure 104: Blade element theory schema .......................................................................................... 70 Figure 105: Airfoil software .................................................................................................................. 70 Figure 106: Iterative propeller ............................................................................................................. 71 Picture 107: phases of propeller creation ............................................................................................ 72 Figure 108 : Gant Planification ............................................................................................................. 74 Figure 109: V cycle schema................................................................................................................... 74 Figure 110 : Conservation of matter schema ....................................................................................... 83 Figure 111: Thrust produced by a jet exiting at high velocity from a nozzle ...................................... 84 Figure 112: diffuser component ........................................................................................................... 84 Figure 113: axial compressor for Jet Engine ........................................................................................ 86
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Rsum
Mon stage sest droul au sein du service Aircraft Space and Defense (AS&D) de Siemens LMS Imagine. Cette entreprise est spcialise dans la modlisation et simulation des systmes mcatroniques. Le travail de ce stage sinscrit dans un projet dont lobjectif est de dvelopper des system de propulsion ddie laronautique en utilisant la modlisation dynamique 1D. Pour a, jai d tudier chaque composent (compresseur, turbine) et ses comportement, en prenant en compte le composent isolement et analyser aussi son comportement dans le system jet engine. Cette mission sera le dveloppement pour crer un outil pour les dsignateurs de system propulsive. (Utilisation du logiciel AMESim et le langage Python, C/C++)
Abstract
My internship took place in Siemens LMS Imagine Aircraft Space and Defense department. This enterprise is specializing in the modeling and simulation of mechatronic systems. The mission of this internship is of working developing Aircraft Propulsion System using 1D dynamic modeling. For this, I should study each component (compressor, turbine) and his behavior; take into account just the component and, analyzing, as well, his behavior in a jet engine system. This mission will be developing looking for create a tool for engine designer engineers. (Utilization of AMESim software and Python, C/C++ language).
Mots Cl
Simulation, system, 1D, AMESim, dynamic, jet engine. M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques Page 94

Internship Report David Jimenez

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Internship Report David Jimenez

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Stage Master 2 GSAT SAS du 15 Mars au 30 Aout 2013

LMS, A Siemens Business

Dveloppement de modles dynamiques de Propulseurs Aronautiques

Nom Etudiant M. David Jimnez Mena Master 2 GSAT IMA 2012-2013

Nom tuteur IMA Dr. Anissa Meziane

ACKNOWLEDGEMENT ............................................................................................................. 5 INTRODUCTION ......................................................................................................................... 6

JET ENGINE FUNDAMENTALS ............................................................................................ 16

JET ENGINE MODELING ........................................................................................................ 27

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques

A JET ENGINE LIBRARY ........................................................................................................ 45

RISK ANALYZE ......................................................................................................................... 75 CONCLUSION ............................................................................................................................ 76

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques

BIBLIOGRAPHY ................................................................................................................... 78 ANNEXES ............................................................................................................................... 79

12. 13. 14.

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques

Figure1 : Boeing 787 Dreamliner / A350 XWB

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques

2.2.First and main energy source: Gas Turbine

Figure 3 : Rolls Royce engine: Trent-XWB

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques

Figure 4 : State of the Art Subsonic Engine SFC - NASA

2.3.Gas Turbine System Developer - Internship

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques

Figure 5 : LMS organization

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques

Temperature (T) Pneumatic Pressure (P)

Mass flow rate (dm/dt) Enthalpy flow rate (dm h/dt)

Figure 6: A mechanical component

Figure 7: An electrical component

Hydraulic Mechanic Electric

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques

Figure 9 : Different AMESim Component

Figure 10 : Library Tree

Figure 11 : Example of a mass-spring sketch and the mass 4 temporal displacement

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques

4. Jet Engine Fundamentals

4.1.Gas Turbine Engine

Figure 15 : Jet Engine family 4.1.2.2. Air-breathing Engines

Figure 21 : Turbofan system

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques

Figure 22: Turboshaft engine

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques

is the flight speed;

Figure 23: Propulsion subsystem

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques

Figure 29 : Compressor Pressure ratio evolution

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques

5. Jet Engine Modeling

Figure 30: functional model of turboshaft engine

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques

Figure 32: atmosphere component

Figure 33: altitude versus time

Figure 34: air temperature and pressure versus time

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques

Figure 40 : AMESim model

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques

Figure 44 : Thermal Engine Performance

M2 David JIMENEZ MENA Dveloppement de modles de Propulseurs Aronautiques