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Appl. Sci. 2020, 10, 9060 15 of 25 see the first column of Table A3. Figure 4 presents the production costs of each productive component as the sum of the external resources cost, residues cost, and components cost. This figure indicates that the cost of jet fuel, residues, and components contributed to the production cost of the turbofan engine as 61.06%, 36.50%, and 2.47%, respectively (see FN and N bars of Figure 4 and FN and F rows of Table A3). Despite the difficulty in accurately estimating component costs, Figure 4 shows that the fuel cost had the largest contribution to the production cost of the different components (51.22–78.34% for all the productive components except for the diffuser). This figure also illustrates that the residue cost was greater than the component cost except for the D. Among the residues, the waste heat dissipated from the core engine had the largest impact (1.9% for the D, 17.11% for the CC 44.24% for the C, and 31.87–33.36% for the other productive components), followed by the chemical exergy of the exhaust gases (0.00% for the D, 4.20% for the CC, 2.75% for the C, and 3.27–3.37% for the other productive components) and the waste heat dissipated from the FN (0.00% for the CC, 0.16% for the F and FN, and 0.008–0.01% for the other productive components). GE9à N LPT HPT CC C FN F D Figure 4. Production exergoeconomic cost decomposition, ΠP = ΠeP + ΠrP + ΠZP . 7.3. Malfunction Analysis A malfunction analysis was performed on the turbofan engine by decreasing the compressor isentropic efficiency by 1% at a constant thrust requirement of τ = 501 kN. The decrease in compressor efficiency had a fuel impact of ∆F ̇T = 0.49 MW, a kinetic exergy production impact of ∆P ̇T = −0.77 MW, an irreversibility impact of ∆I ̇T = 0.80 MW, and a residue formation impact of ∆R ̇ = 0.45 MW. Table 7 presents the contributions to the fuel impact caused by the compressor degradation according to the decompositions given by Equations (22)–(24). The last column of this table shows the contribution of each component to the fuel impact and reveals that the highest additional fuel engine consumption was assessed for compressor (0.87 MW), which was the component where the inefficiency occurred. The first three columns of Table 7 correspond to the decomposition of the fuel impact in terms of the component variations of irreversibility, residues, and products. This part of the mentioned table shows that the anomaly in the compressor made it the component that contributed the most to the fuel impact of irreversibility and residues (0.50 MW and 0.38 MW, respectively). This means that the compressor malfunction increased its irreversibility by 62.1% and the residues allocated to this component by 83.1%. The compressor inefficiency modified the engine operation such that the FN produced more kinetic exergy (∆P ̇FN = 0.81 MW) and N reduced its kinetic energy production (∆P ̇FN = −1.58 MW). The compressor degradation propagated the anomalies by increasing the irreversibility in all components except for the D and N of the core engine and by increasing the à234 Product exergoeconomic cost USD h àà4 _ eP _ R c s P _ R h s P _ R c h s P _ ZP Productive componentsPDF Image | Residue Cost Formation of a High Bypass Turbofan Engine
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