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374 The polytropic efficiencies may be regarded as measures of the internal quality of turbomachines, that is, superior internal blade passage design. For example, for two turbines having the same internal aerothermodynamic quality, Figure 9.28 indicates that a machine with a high pressure ratio will have a higher overall isentropic efficiency than one with a low pressure ratio. As another example, the compressor curves imply that, in a comparison of two compressors having the same isentropic efficiency, the one with the higher pressure ratio has a superior aerothermodynamic quality. This suggests that parametric studies involving varying compressor pressure ratio should use a constant value of polytropic efficiency rather than constant isentropic efficiency to represent comparable compressor quality. 9.11 Turbofan Engines The turbofan engine, ducted fan, or fanjet, discussed briefly in Chapter 5, is the dominant gas turbine engine in commercial aircraft and is extensively employed in military aircraft is well. Its primary feature is a large fan that accelerates a large mass of unheated air in an annular duct surrounding the central core engine, as in Figures 9.29 and 9.30, which show, respectively, a cutaway diagram and a photo- graph of the General Electric CF6-80C2 high-bypass-ratio engine. The large fan diameter produces a large jet exhaust consisting of a cylindrical wake of hot combustion gas surrounded by an annular flow of slower-moving warm air. The bypass ratio, B, is the ratio of the mass flow rate through the outer cooler duct, mc, to the flow rate of the hot core engine, mh: B = mc/mh [dl] (9.14) Bypass ratios range from 0 for the pure turbojet engine studied in Chapter 5 to values in the neighborhood of 10. The bypass ratio is a design parameter that is primarily determined by the mission of the aircraft. High-bypass-ratio engines are desirable for long-range commercial aircraft because of their excellent fuel economy. The CF6-80C2 engine has a bypass ratio of 5.05 and a total airflow of 1769 lbm/s (802 kg/s). The bypass air may have its own nozzle, separate from the core engine as in the CF6 engine, or the core and bypass flows may be mixed in a specially designed nozzle. The mixing nozzle helps to reduce jet noise by transferring momentum from the fast-moving core gas to the slower-moving bypass air, thereby reducing the wake shear noise source. The mixing process, however, involves a thrust-loss penalty.PDF Image | Advanced Systems Steam Power Plant
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