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the two gas streams the thermal efficiency is divided into two terms, the core efficiency and the transmission efficiency. Core efficiency – the energy available after all the power requirements of the core stream are satisfied, which is the energy available at the core exit, divided by the energy of the fuel. This is evaluated assuming an isentropic expansion from the state at the core exit to ambient pressure. Transfer efficiency – the quality of the energy transfer from the core stream to the bypass stream. This is the energy available at the nozzle divided by the energy at the core exit. Overall efficiency – the ratio of useful work done in overcoming the drag of the airplane, and the energy of the fuel. For a turbofan engine, this is the product of the core efficiency, the transfer efficiency and the propulsive efficiency [13]. SFC – The mass flow of burnt fuel per unit of time per unit of output thrust [11] Detailed formulas are provided in appendix A. 3.2.3.2 Selection of cycle parameters The primary parameters for optimizing the cycle of a turbofan engine are the following: FPR, BPR, OPR and TIT. The definitions can be found in appendix A. These are limited by a number of mechanical design constraints such as creep, oxidation, casing rupture and vibrations. Herein the following secondary design parameters have been evaluated: Cooling air, pressure losses, turbomachinery efficiencies, power off-take, mixer efficiency and exhaust efficiency. It should be noted that the engine mass flow was kept constant in this study in order to maintain a constant engine diameter. Fan pressure ratio The fan pressure ratio was selected by letting NPSS solver vary the FPR to always achieve the required specific thrust. The required FPR to satisfy this condition is highly dependent on the remaining parameters in the engine, and will vary as other parameters vary. For the MJ – Haran S14, the core stream FPR and the by-pass stream FPR is assumed to be the same, which in reality may be hard to achieve due to the different blade speeds at the fan tip and the fan hub. Bypass ratio It can be shown that for every FPR there is an optimum BPR and vice versa. At this condition the overall energy conversion is maximized giving minimum SFC, maximum specific thrust and maximum engine overall efficiency. In [14] it is shown that for a mixed flow turbofan this occurs when the velocity ratio between the two streams 𝑉𝐵𝑃 ~0,8 . The BPR has been selected using this 𝑉𝑐𝑜𝑟𝑒 relationship, letting the NPSS solver vary the BPR keeping the velocity ratio fixed at any FPR and overall condition. 𝜂𝑡h, 𝜂𝑡𝑟𝑎𝑛𝑠, 𝜂𝑜𝑣 and SFC over the velocity ratio are illustrated in figure 2. SFN, TIT and OPR are kept constant. It can be seen that overall efficiency is at its maximum and SFC at its minimum when the velocity ratio is approximately 0,8. 18PDF Image | Conceptual Design of a Supersonic Jet Engine
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