THERMODYNAMICS

Propulsion Systems Joseph O. Camacho S00954886

THRUST EFFICIENCY
In aircraft and rocket design, overall propulsive efficiency is the efficiency, in percent, with which the energy contained in a vehicle's propellant is

converted into useful energy, to replace losses due to air drag, gravity, and
acceleration.

THRUST EFFICIENCY
It can also be stated as the proportion of the mechanical energy actually used to propel the aircraft. It is always less than 100% because of kinetic

energy loss to the exhaust, and less-than-ideal efficiency of the propulsive

mechanism, whether a propeller, a jet exhaust, or a fan. In addition,

propulsive efficiency is greatly dependent on air density and airspeed.

THRUST EFFICIENCY
The first performance parameter is the thrust of the engine that is available for sustained flight (thrust = drag), accelerated flight (thrust > drag), or

deceleration (thrust < drag).

The uninstalled thrust F of a jet engine (single inlet and single exhaust) is given by:

THRUST EFFICIENCY
Where
rho, rhf = mass flow rates of air and fuel, respectively

Vo, V~ = velocities at inlet and exit, respectively

Po, Pe = pressures at inlet and exit, respectively

THRUST EFFICIENCY
It is most desirable to expand the exhaust gas to the ambient pressure, which gives Pe = Po. In this case, the uninstalled thrust equation becomes:

THRUST EFFICIENCY
The installed thrust T is equal to the uninstalled thrust F minus the inlet drag Dinlet and minus the nozzle drag Dnoz, or:

Dividing the inlet drag Dinle t and nozzle drag Dnoz by the uninstalled thrust F yields the dimensionless inlet loss coefficient inlet and nozzle loss coefficient noz, or:

THRUST EFFICIENCY

Thus the relationship between the installed thrust T and uninstalled thrust F is simply:

THRUST EFFICIENCY
The second performance parameter is the thrust specific fuel consumption (S and TSFC). This is the rate of fuel use by the propulsion system per unit of

thrust produced. The uninstalled fuel consumption S and installed fuel

consumption TSFC are written in equation form as:

THRUST EFFICIENCY
Where
F = uninstalled thrust S = uninstalled thrust specific fuel consumption T = installed engine thrust TSFC = installed thrust specific fuel consumption mf = mass flow rate of fuel

The relation between S and TSFC in equation form is given by

THERMAL EFFICIENCY
The thermal efficiency of an engine is another very useful engine performance parameter. Thermal efficiency 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. The fuel's

available thermal energy is equal to the mass flow rate of the fuel times the
fuel lower-heating value hpR.

THERMAL EFFICIENCY
Thermal efficiency can be written in equation form as:

Where
= thermal efficiency of engine Wout = net power out of engine Qin = rate of thermal energy released

THERMAL EFFICIENCY
Note that for engines with shaft power output, Wout is equal to this shaft power. For engines with no shaft power output (e.g., turbojet engine), Wout is equal to the

net rate of change of the kinetic energy of the fluid through the engine.
The power out of a jet engine with a single inlet and single exhaust (e.g., turbojet

engine) is given by:

THERMAL EFFICIENCY

The propulsive efficiency p of a propulsion system is a measure of how effectively

the engine power Wout is used to power the aircraft. Propulsive efficiency is the ratio of the aircraft power (thrust times velocity) to the power out of the engine Wout. In equation form, this is written as:

THERMAL EFFICIENCY

Where
p = propulsive efficiency of engine T = thrust of propulsion system Vo = velocity of aircraft Wout = net power out of engine

THERMAL EFFICIENCY
For a jet engine with a single inlet and single exhaust and an exit pressure equal to the ambient pressure, the propulsive efficiency is given by:

THERMAL EFFICIENCY
For the case when the mass flow rate of the fuel is much less than that of air and the installation losses are very small, the previous equation simplifies to

the following equation for the propulsive efficiency:

THERMAL EFFICIENCY
The previous equation is plotted vs the velocity ratio V~/Vo in the next slide and shows that high propulsive efficiency requires the exit velocity to be

approximately equal to the inlet velocity.

THERMAL EFFICIENCY
Turbojet engines have high values of the velocity ratio Ve/Vo with corresponding low propulsive efficiency, whereas turbofan engines have low

values of the velocity ratio Ve/Vo with corresponding high propulsive

efficiency.

THERMAL EFFICIENCY

THERMAL EFFICIENCY
The thermal and propulsive efficiencies can be combined to give the overall efficiency o of a propulsion system. Multiplying propulsive efficiency by

thermal efficiency, we get the ratio of the aircraft power to the rate of
thermal energy released in the engine (the overall efficiency of the

propulsion system):

RAMJET
A ramjet engine is conceptually the simplest aircraft engine and consists of an inlet or diffuser, a combustor or burner, and a nozzle.

The inlet or diffuser slows the air velocity relative to the engine from the flight
velocity Vo to a smaller value V2. This decrease in velocity increases both the static pressure P2 and static temperature T2.

RAMJET

RAMJET
In the combustor or burner, fuel is added and its chemical energy is converted to thermal energy in the combustion process.

This addition of thermal energy increases the static temperature T4, and the
combustion process occurs at a nearly constant pressure for M4 << 1.

RAMJET
The nozzle expands the gas to or near the ambient pressure and, the temperature decreases from T4 to T9 with a corresponding increase in the

kinetic energy per unit mass.

RAMJET

RAMJET

RAMJET
However, P9 = P0 and m9 m0 for the ideal engine.

RAMJET
However, 9=0= and R9 = R0 = R for and ideal engine.

RAMJET
However, d = b = = 1 for an ideal engine. Thus Pt9 = P0r and

RAMJET
However

Thus

RAMJET

RAMJET
Step 5: Application of the steady flow energy equation (first law of thermodynamics) to the control volume about the burner or combustor

gives

RAMJET
Where hpR is the thermal energy released by the fuel during combustion. For an ideal engine,

Thus the preceding equation becomes

RAMJET

RAMJET

The fuel/air ratio f is defined as

RAMJET
For the ideal ramjet, Tt0 = Tt2 = ToTr and rt4/Tt2 = Tb.

RAMJET
Step 6: This is not applicable for the ramjet engine Step 7: Since M9 = M0 and Tg/To = rb, then

And the expression for thrust can be rewritten as

RAMJET

RAMJET
Step 9: Development of the following efficiency expressions is left to the reader.

RAMJET

TURBOFAN
The propulsive efficiency of a simple turbojet engine can be improved by extracting a portion of the energy from the engine's gas generator to drive a

ducted propeller, called a fan.

The fan increases the propellant mass flow rate with an accompanying decrease in the required propellant exit velocity for a given thrust.

TURBOFAN
Because the rate of production of "wasted" kinetic energy in the exit propellant gases varies as the first power with mass flow rate and as the

square of the exit velocity, the net effect of increasing the mass flow rate
and decreasing the exit velocity is to reduce the wasted kinetic energy

production and to improve the propulsive efficiency.

TURBOFAN

TURBOFAN
The gas flow through the core engine is mc, and the gas flow through the fan is mf. The ratio of the fan flow to the core flow is defined as the bypass ratio and given the symbol alpha a. Thus

ENGINE PERFORMANCE
When a gas turbine engine is designed and built, the degree of variability of an engine depends on available technology, the needs of the principal application for

the engine, and the desires of the designers.

Most gas turbine engines have constant-area flow passages and limited variability (variable Tt4; and sometimes variable Tt7 and exhaust nozzle throat area).

ENGINE PERFORMANCE
In a simple constant-flow-area turbojet engine, the performance (pressure ratio and mass flow rate) of its compressor depends on the power from the turbine and the

inlet conditions to the compressor.

As we will see in this chapter, a simple analytical expression can be used to express the relationship between the compressor performance and the independent variables: throttle setting (Tt4) and flight condition (M0, To, P0).

ENGINE PERFORMANCE
When a gas turbine engine is installed in an aircraft, its performance varies with flight conditions and throttle setting and is limited by the engine control system. In flight, the pilot controls the operation of the engine directly through the throttle and indirectly by changing flight conditions. The thrust and fuel consumption will thereby change. In this chapter, we will

look at how specific engine cycles perform at conditions other than their
design (or reference) point.

ENGINE PERFORMANCE
There are several ways to obtain this engine performance. One way is to look at the interaction and performance of the compressor-burner-turbine combination, known

as the pumping characteristics of the gas generator.

In this case, the performance of the components is known because the gas generator exists. However, in a preliminary design, the gas generator has not been built, and the pumping characteristics are not available.

ENGINE PERFORMANCE
In such a case, the gas generator performance can be estimated by using first principles and estimates of the variations in component efficiencies. In reality, the principal effects of engine performance occur because of the changes in propulsive efficiency and thermal efficiency (rather than because of changes in component efficiency).

Thus a good approximation of an engine's performance can be obtained by simply

assuming that the component efficiencies remain constant.

BIBLIOGRAPHY
http://web.mit.edu/e_peters/Public/Rockets/Rocket_Propulsion_Elements.pd f Fundamentals of Compression Process, Chapter 2 http://web.mit.edu/e_peters/Public/Rockets/Rocket_Propulsion_Elements.pd f Elements of Propulsion Gas Turbines and Rockets. J D. Mattingly