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Modeling and Simulation of A Double Spool Turbofan Engine Using SIMULINK

Thesis · November 2017

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 Zagazig University
Faculty of Engineering
Department of Mechanical Power Engineering

Modeling and Simulation of A Double Spool

Turbofan Engine Using SIMULINK®
A Thesis

Submitted in Partial Fulfillment of the Requirements for the

Degree of Master of Science in Mechanical Power Engineering

by
Eng. Bassam Elsayed Saleh
Supervisors

Prof. Dr. Mohamad Rafaat Ahmad Shalaan

Prof. Dr. Ahmed Farouk Abdel Gawad
Assoc. Prof. Dr. Mohamed Hasan Gobran

Mechanical Power Engineering Department

Faculty of Engineering

Zagazig University

Zagazig

2017
 TABLE OF CONTENTS

ABSTRACT III
ACKNOWLEDGEMENT IV
LIST OF FIGURE CAPTIONS V
LIST OF TABLES VIII
NOMENCLATURES IX
CHAPTER (1) INTRODUCTION 1
1.1 Classification of turbofan engine 1
1.2 Case study 3
1.3 Parametric cycle and performance analysis 4
1.4 SIMULINK® and MATLAB® platform 5
1.5 Objectives 5
CHAPTER (2) LITERATURE REVIEW 6
2.1 Gas turbine engine modeling 6
2.2 Gas turbine engine performance 9
2.3 Gas turbine engine simulation with SIMULINK® 12
2.4 Gas turbine engine dynamics and control. 14
CHAPTER (3) ENGINE MODELING 16
3.1 Design point and data processing 16
3.1.1 Engine station numbering 16
3.1.2 Components maps 16
3.1.3 Components maps scaling 17
3.1.4 Methodology 18
3.2 Double-spool turbofan engine modeling 21
3.2.1 Engine components and governing equations 21
3.2.2 Aerothermodynamics processes 27
3.2.3 Building up engine components block in SIMULINK 30
CHAPTER (4) SIMULATION OF ENGINE OFF-DESIGN PERFORMANCE 37
4.1 Matching constraints 37
4.2 Matrix iteration balancing technique 38

I
4.3 Steady state off-design performance in SIMULINK® 40
4.3.1 Off-design module block 40
4.3.2 Error loop block 43
4.3.3 Errors due to Vs block 43
4.3.4 Solver block 45
4.3.5 Performance and data tables blocks 46
CHAPTER (5) STEADY-STATE RESULTS AND DISCUSSIONS 47
5.1 Flight configuration discussions 47
5.2 Results graph and associated curves 49
CHAPTER (6) ENGINE TRANSIENT OFF-DESIGN PERFORMANCE 53
6.1 Engine non-linear dynamic modeling. 53
6.1.1 Dynamics assumptions. 53
6.1.2 Mathematical modeling. 54
6.2 Transient off-design performance in SIMULINK®. 56
6.2.1 Balancing technique in transient response. 56
6.2.2 SIMULINK® blocks in transient response. 58
6.3 Open-loop transient response. 60
6.4 Results and discussions. 63
CHAPTER (7) CONCLUSIONS AND SUGGESTION FOR FUTURE
WORK 74
REFRENCES 75
Appendix (A.1) Thermodynamic properties equations 80
Appendix (A.2) Interpreted Matlab functions of engine component blocks 81
Appendix (A.3) Engine station thermodynamic reference conditions 99
Appendix (A.4) Engine components numeric map data 100

II
 ABSTRACT
SIMULINK® platform was used to predict the steady-state off-design

performance of a separate flow double-Spool turbofan engines. At the

design point of GE-CF6-50 engine , the performance characteristics were

obtained. Numerical, but not realistic, engine components maps were

presented to fulfill the matching balance between engine components,

thus, scaling these maps to the design point data were carried out. Block

modules for the program were built in SIMULINK® using readymade

program library or built with the aid of user-defined functions. Initial

guessing of seven dependant parameters were chosen. The program

balanced these parameters due to solver iteration until balance was

achieved. Other independent parameters (Mach number and altitude) and

one base-line parameter were chosen separately. With balancing

achieved, all performance characteristics were ready and corrected to the

inlet conditions. Results were obtained under several conditions (cruise,

take off and SLS static ground run up). Each case was studied in multiple

high-pressure compressor corrected speeds.

Further study for the transient behavior of the turbofan engine in case

of open loop scheme was carried out as a proof of model integrity and

model verification. The main benefit of this study is to explore how the

SIMULINK® is an easy tool in turbofan modeling performance prediction

and analysis.

III
ACKNOWLEDGMENTS

In the name of Almighty, Allah, the cherisher and sustainer of the world.
I would like to express my deepest and greatest appreciation to my
supervisors, Professor Dr. Mohamed Rafaat Ahmad Shalaan, Professor Dr.
Ahmed Farouk AbdelGawad and Assoc. Professor Dr. Mohamed Hassan
Gobran for their valuable advice and continuous support throughout this
research. Their guidance, encouragement, advice and constructive criticisms
resulted in the appearance of this thesis.
My deepest thanks to my lovely wife for her love, patience,
encouragement, and support. I am indebted to my mother, and my sisters for
their support that they offered me over my studying years. And here in, I wish
my father, God rests his soul, to be proud of me.
Last but not least, I would like to thank my colleague, Dr. Ahmed Azooz
from Military Technical College for his help in the initial stages of this work.

IV
 LIST OF FIGURE CAPTIONS
Figure (1-1) scheme of Single spool turbofan engine 1
Figure (1-2) scheme of double spool turbofan engine 1
Figure (1-3) scheme of three spool turbofan engine 1
Figure (1-4) scheme of Aft-Fan turbofan engine 2
Figure (1-5) scheme of mixed flow turbofan engine 2
Figure (1-6) scheme of separate flow turbofan engine 2
Figure (1-7) scheme of Low Bypass Ratio vs High Bypass 3
ratio turbofan engine
Figure (1-8) scheme of CF6-50 turbofan engine 3
Figure (3-1) separate flow double spool turbofan engine 16
model station numbering
Figure (3-2) Flow chart of matrix iteration balancing technique 20
Figure (3-3) Brayton cycle of separate flow double spool 27
turbofan engine
Figure (3-4) ISA model 30
Figure (3-5) Ram block 30
Figure (3-6) Fan block and Fan mask 31
Figure (3-7) LPC block and LPC mask 32
Figure (3-8) HPC block and HPC mask 32
Figure (3-9) Fan block and Fan mask 33
Figure (3-10) LPC block and LPC mask 34
Figure (3-11) HPC block and HPC mask 34
Figure (3-12) Hot nozzle block 35
Figure (3-13) Cold nozzle block 35
Figure (3-14) Error blocks 36
Figure (4-1) Off-Design Module block 40
Figure (4-2) Off-Design Module block breakdown 42
Figure (4-3) Error loop block and mask 43
Figure (4-4) Error due to vj mask 43
Figure (4-5) Error due to vj block breakdown 44

V
Figure (4-6) solver block and mask 45
Figure (4-7) Performance and data tables blocks 46
Figure (5-1) Engine corrected net thrust vs HPC corrected speed 49
Figure (5-2) Engine corrected fuel flow rate vs HPC corrected speed 49
Figure (5-3) Gas generator pressure ratio vs HPC corrected speed 50
Figure (5-4) Bypass ratio vs HPC corrected speed 50
Figure (5-5) Specific fuel consumption vs specific thrust 51
Figure (5-6) HPC operating lines 51
Figure (5-7) Specific fuel consumption vs thrust for comparison cases 52
Figure (6-1) Solver block layout in transient operation 59
Figure (6-2) A layout shows CNch, CNf are altered via performance block 59
transient response
Figure (6-3) Performance block in steady-state response 59
Figure (6-4) Details of the performance block in transient operation 60
Figure (6-5)The basic representation of open-loop and closed-loop scheme 61
Figure (6-6) Relative Core spool speed NH1, Cruise flight Mo=0.85, 66
Alt. = 10670 m
Figure (6-7) Relative Core spool speed NH1, SLS take off Mo=0.5, 66
Alt. = 0
Figure (6-8) Relative Core spool speed NH1, SLS run up Mo=0, 67
Alt. = 0
Figure (6-9) Relative low spool speed NL1, Cruise flight Mo=0.85, 67
Alt. = 10670 m
Figure (6-10) Relative low spool speed NL1, SLS take off Mo=0.5, 68
Alt. = 0
Figure (6-11) Relative low spool speed NL1, SLS run up Mo=0, 68
Alt. = 0
Figure (6-12) Relative Max. cycle temperature Tt41, Cruise flight 69
Mo=0.85, Alt. = 10670 m
Figure (6-13) ) Relative Max. cycle temperature Tt41, SLS take off 69
Mo=0.5, Alt. = 0

VI
Figure (6-14) Relative Max. cycle temperature Tt41, SLS run up 70
Mo=0, Alt. = 0
Figure (6-15) Net thrust Ft , cruise flight Mo=0.85, Alt. = 10670 m 70
Figure (6-16) Net thrust Ft , SLS take off Mo=0.5, Alt. = 0 71
Figure (6-17) Net thrust Ft, SLS run up Mo=0, Alt. = 0 71
Figure (6-18) Fan speed at high altitude based on SQP 72
Figure (6-19) High pressure Turbine inlet temperature based on SQP 72
Figure (6-20) HPC Steady-state and transient operating line in Cruise flight 73

VII
 LIST OF TABLES
Table (6-1) Dependent variables and their related generated errors 56
used in transient response.
Table (6-2) Steady state values of dependent variables used in 62
transient response.

VIII
 NOMENCLATURE
A.1 Symbols
a stage speed of sound (m/sec.)
CFt corrected net thrust
CNf corrected fan speed
CNcl corrected low-pressure compressor speed
CNch corrected high-pressure compressor speed
CNtl corrected low-pressure turbine speed
CNth corrected high-pressure turbine speed
Cp specific heat at constant pressure (j/kg.K)
Cv specific heat at constant volume (j/kg.K)
Cwf corrected fuel flow rate
EBi matching constraints base errors
Ei matching constraints errors
Ei,j error of matching constraints “I” due to matching variable “j”
F/A fuel to air ratio
Fs specific thrust (N/kg/sec.)
Ft engine net thrust(N)
Ht total enthalpy (j/kg)
I mass moment of inertia (kg.m2)
Mo flight mach number
M0 inlet mach number
M9 hot nozzle exit mach number
P static pressure (N/m2)
Pcri critical pressure (N/m2)
Pex excess power of turbine (j/sec.)
Pt total pressure (N/m2)
Pw power (j/sec.)
R gas constant (j/kg.k)
S entropy (j/kg.k)
T static temperature (k)

IX
Tt total temperature (k)
TFth high-pressure turbine flow function
TFtl low-pressure turbine flow function
vj dependent matching variables
Vj engine jet velocity (m/sec.)
wa air mass flow rate (kg/sec.)
wf fuel flow rate (kg/sec.)
wg gas mixture mass flow rate (kg/sec.)
Zf fan scaled pressure ratio
Zcl low-pressure compressor scaled pressure ratio
Zch high-pressure compressor scaled pressure ratio
 engine bypass ratio
 dimensionless total pressure
 gas heat capacity ratio or gas ratio of specific heats
b burner efficiency
th high-pressure turbine efficiency
tl low-pressure turbine efficiency
n hot nozzle efficiency
isen compression process isentropic efficiency
 turbine spool angular speed (rad/sec.)
 compressor pressure ratio
G.G gas generator pressure ratio
 dimensionless total temperature
A.2 Abbreviations
CAD computer aided design
CAE computer aided engineering
CFD computational fluid dynamics
EDM engine design model
EMAT error matrix of partial derivatives
EPR engine pressure ratio

X
FTP full throttle performance
GTE gas turbine engine
GUI graphical user interface
HPC high-pressure compressor
HPT high-pressure turbine
HPTB high-pressure turbine burner
IPC intermediate pressure compressor
IPT intermediate pressure turbine
ITB interstage turbine burner
LHV fuel latent heat value
LPC low-pressure compressor
LPT low-pressure turbine
LU lower upper decomposition
MFP mass flow parameter
MI matrix iteration
OOP object oriented programming
pcwb2 percent of mass air bleed from high-pressure compressor
PRF pressure recovery factor
PTP partial throttle performance
RTM real-time modeling
SFC specific fuel consumption
SLS sea level standard
SNL serial nested loop
TFE turbofan engine
TIT turbine inlet temperature
TSFC thrust specific fuel consumption

XI
 CHAPTER (1)
INTRODUCTION
1.1 Classification of Turbofan engines
The turbofan engine could be classified according to either the number
of its rotation shaft, or according to the place of the fan, or finally according to
the type of air and gas flow.
1.1.1 Classification according to the number of rotation shafts.
The turbofan engine could be single-spool, double-spool or three
spools. In the single-spool engine, the fan, compressor and the turbine are all
mounted on one shaft. In the double-spool engine, the fan (and may be the
Low Pressure Compressor LPC), the Low Pressure Turbine LPT are mounted
on one shaft while the High pressure Compressor HPC and High Pressure
Turbine HPT are mounted on the other shaft. In the three-spool engine, the
fan and LPT are mounted on one shaft, the IPC and IPT are mounted on the
second shaft while the HPC and HPT are mounted on the last shaft.

Fig.(1-1)Single spool rotor (courtesy UTHM) Fig.(1-2)Double spool rotor (courtesy wikipedia)

Fig.(1-3) Three spool rotor (courtesy UTHM)

1
1.1.2 Classification according to the location of the fan
The fan could be placed in the rear of the Turbofan Engine TFE and is
called Aft-Fan turbofan otherwise it’s called Fan.

Fig.(1-4) Aft-Fan TFE(courtesy of GE CF700)

1.1.3 Classification according to the type of air and gas flow

Turbofan engine could expel the exhaust separate from the secondary
air and is referred to as “Separate Flow TFE” or mixes them together
before expelling and in this case is referred to as “Mixed Flow TFE”.

Fig.(1-5) Mixed Flow.(courtesy of wikipedia) Fig.(1-6) Seperate Flow.(courtesy of wikipedia)

1.1.4 Classification according to the bypass ratio

Two types of TFE exist according to the Bypass ratio, either low-bypass
ratio or high-bypass ratio. Always low-bypass engines are used in military
applications, while the high bypass ones are used in civilian applications.

2
 Fig.(1-7) Low-Bypass Ratio vs High-Bypass Ratio.(courtesy of NASA GRC)

1.2 Case study

CF6 engine family of GE aviation group first entered commercial revenue
service in 1971. Certified to power more than 13 different aircraft types, the
CF6 has accumulated over 100 million flight cycles in service[41].
CF6-50 which is categorized as double spool, separate flow, high bypass
ratio TFE is selected to power the DC-10 series aircraft, and later selected to
power the Airbus A300 and Boeing 747. The CF6-50 is a 46,000-54,000
pound (206,000–240,000 Newton) thrust .
Many studies were made to model and simulate the CF6-50 off-design
performance. In the present work, SIMULINK® package under MATLAB®
platform is used to do this. In order to simulate the engine model, some data
should be available. However, due to the KNOW-HOW restrictions, any
available data will be used and must be referenced to the design point of the
selected engine.

Fig.(1-8) CF6-50 double-spool turbofan engine.(courtesy of GE Aviation)

3
1.3 Parametric cycle and performance analysis
Cycle analysis is concerned with the thermodynamic changes of the
working fluid (air and products of combustion in most cases) as it passes
through the engine. It is divided into two types of analysis: parametric cycle
analysis (design point) and/or engine performance analysis (off-design)[26].
Design point determines the performance of the engine at different flight
conditions and values of design choice and design limits during design phase.
Off-design determines the performance of a specific engine (fixed structure) at
flight conditions and throttle settings.
The study takes the off-design performance as the main target to start
with as it is a necessary step before production assuming that the design point
of the appropriated engine is known. When the 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 engine
through the throttle and also by changing flight conditions and so the thrust
and fuel consumption will change. So it is important to know how the engine
will act in such condition by simulation to avoid the undesired regime and to
build the flight envelope with respect to engine operation limits.
Off-design performance of separate flow double spool turbofan engine
needs at least seven dependent parameters and one base-line parameter and
three other independent parameters to ascertain the full performance
characteristics. The dependent parameters determine each component’s
operating point on the component map and its matched point with the other
components which is called “Matching Technique”. These dependent
parameters are initially guessed and by iterative methods. The correct values
are determined by convergence. In such case, the performance
characteristics data are obtained, processed, and tabulated, and by using a
graphic software, the required curves are established.

4
1.4 SIMULINK® and MATLAB® platform
MATLAB® is one of the most famous computer aided engineering CAE
software used in the 20th. century and at present. In MATLAB® any written
code (functions and commands) can be executed under that platform.[42]
SIMULINK® is a software package embedded within MATLAB®. It has
the ability to transform any relation to a certain block with inputs and outputs.
These blocks are really a transformation of a MATLAB® code that
permits any one to deal with something like WINDOWS without the need to
learn how to write a code in MATLAB® but just how to deal with it. SIMULINK®
is a powerful tool in control design and has a library filled with many toolboxes
for different engineering displinces such as “communication toolbox, control
toolbox, simscape toolbox, SIMULINK® design optimization, etc.” . SIMULINK®
also has the ability to generate a code for the model in several codes like
“C/C++, HDL, and PLC code”.
The present work used SIMULINK® to establish the engine model blocks
and run them to obtain the performance results. Some of these blocks are
already found in the SIMULINK® library and ready to use in the present model
and some other blocks were built using MATLAB® code ”interpreted MATLAB®
function”. Each block is a subassembly and has a low level block which may
or may not be a subassembly either. The higher assembly block was named
“Double spool TFE CF6-50 modeling”.

1.5 Objectives
The goal of this work is to use SIMULINK® as a design tool for modeling
and simulation of the turbofan engine. In addition, the results of SIMULINK®
software are validated with other language codes like QuickBasic “QB”.
The program which developed in SIMULINK® under MATLAB®
framework gives the simplest way to model the double-spool turbofan engine
with object oriented programming OOP and graphical user interface GUI
which is state of the art, in addition to the affordable run-time minimizing.

5
 CHAPTER (2)
LITERATURE REVIEW

2.1 Gas turbine engine modeling

Macmillan and Palmer (1974) [39] developed a modular type of computer
program for calculation of Gas Turbine Off-Design Performance using
FORTRAN IV. Their simulations on series/parallel engines showed that the
choice of design point component parameters and airflow distribution to be a
critical point of the engine design if a successful transition between cycles is to
occur. The flight conditions at transition, compressor or fan pressure ratio, and
internal air flow distribution are shown to be totally interconnected.
Szuch et al. (1982) [14] made an advanced way to deal with turbofan
simulation using hybrid analog-digital computers combination with program
written in FORTRAN. The program uses a main host program run under the
digital computer and a target analog and digital programs run under the
analog computer with user interaction. They offered that methodology to
combine the advantages of the analog and digital programs and computers.
Drummond et al. (1992) [4] introduced a different way to deal with the
computer programs. They used the object oriented programming OOP instead
of mathematical languages programming like FORTRAN or C. This OOP gave
the simulations code reliability, maintainability, and manageability. Their
framework explained some obstacles that OOP can overcome. They
introduced the principal of gas turbine engine hierarchically and modularity
which was just a subroutine in the ex-languages.
Curnock et al. (2001) [3] introduced a new method to model high-bypass
fan applied to double-spool turbofan with separate flow depending on its radial
profile with comparison to the other ways of modeling either by single fan map
or by two fan maps one for bypass and one for core. They concluded that
both fan models based on high radial profile or two separate fan maps are
more accurate than modeling fan with only one map.

6
 LI et al. (2003) [22] discussed the performance modeling of low-bypass
double-spool turbofan with radial flow profiles to achieve more realistic
averaged properties of the flow at the downstream components. Fan
performance data for engine performance simulation was obtained as fan
performance characteristic maps by rig testing. In certain cases, low-bypass
ratio fans displayed a behavior where the overall fan non-dimensional
performance was dependent on the operating bypass ratio at a fixed non-
dimensional overall flow and corrected speed. They described a fan model
that addressed the deviation from the rig test schedule of bypass ratio versus
corrected speed that occurs when simulating the engine .
Alexiou, and Mathioudakis (2005) [1] discussed a generic simulation tool
for modeling gas turbine performance. They introduced an OOP with a
readymade components library using drag & drop technique for model
creation. They applied their tool to create a turbofan engine model based on
OOP and compared it with RTM. They found it’s identical in the steady state
performance at SLS and also for transient cases. They also discussed
implementation of engine dynamics and frequency response.
Martin et al. (2008) [33] introduced the development and validation of an
aero-engine simulation model for advanced controller design of full aero-
thermodynamic modular model of a two-spool, high-bypass turbofan engine
with an unmixed exhaust together with a switched gain-scheduled aero engine
controller with pump less transfer and anti-windup. Model implementation was
in the Matlab/Simulink environment. Full flight-envelope validation of both the
model and controller was performed with the assistance of Alstom Aerospace,
with the exception of engine start-up as this was outside the boundary of
validity of their model. The model was also compatible with the Real-Time-
Modeling.
Connolly et al. (2009) [16] discussed the modeling of turbofan volume
dynamics for investigations of Aero-Propulsive-Servo-Elastic effects in a
supersonic commercial transport. A one-dimensional lumped volume
approach was used whereby each component (fan, high-pressure

7
compressor, combustor, etc.) was represented as a single volume using
characteristic performance maps and conservation equations for continuity,
momentum and energy. The simulation was developed in the
MATLAB/SIMULINK environment in order to facilitate controls development,
and ease of integration with a future aero-servo-elastic vehicle model being
developed at NASA. The complete simulation demonstrated steady-state
results that closely matched a proposed engine suitable for a supersonic
business jet at the cruise condition. Preliminary investigation of the transient
simulation revealed expected trends for fuel flow disturbances as well as
upstream pressure disturbances. A framework for system identification
enabled development of linear models for controller design. Utilizing their
framework, a transfer function modeling an upstream pressure disturbance’s
impacts on the engine speed was developed as an illustrative case of the
system identification. Their work would eventually enable an overall vehicle
aero-propulsive-servo-elastic model.
Asgari et al. (2013)[9] focused on major research activities which were
carried out in the field of modeling and simulation of gas turbines. It covered
main white-box model which was used when there is enough knowledge
about the physics of the system. Mathematical equations regarding dynamics
of the system were utilized to make a model, and black-box model which was
used when no or little information was available about the physics of the
system. Their aim was to disclose the relations between variables of the
system using the obtained operational input and output data from performance
of the system. They stated artificial neural network (ANN) is one of the most
significant methods in black-box modeling.

8
2.2 Gas turbine engine performance
Fishbach and Koenig (1972)[18] introduced a GENENG II program to
calculate the design and off-design performance iteratively of several types of
turbofans including double-spool turbofan. They gave a numeric unrealistic
maps for the different engine components which were a helpful data to follow
on and to start with.
Zhu and saravnamuttoo (1992)[27] gave a new method for doing the
matching calculations in off-design performance. They started from the turbine
(hot) end rather than from the compressor operating point. as no data were
available from the manufacturer other than sales brochures giving any design
and off-design performance data.
Elzahaby (1992)[2] discussed the determination of double-spool turbofan
engine flight performance using an approximate method and verified on two
real engines, LARZAK, F404 turbofans that power Alfa jet and F/A-18 Hornet.
Walsh and Fletcher (2004)[26] published their 2nd edition of “Gas turbine
performance” book. It deals with all practical and theoretical aspects of GTE
performance. Likewise engine types passing through operational envelope,
design and off- design performance, transient performance, starting,
performance testing until the performance of economics of GTE. Also they
discussed the possible ways of solution of the off-design performance analysis
which is either by serial nested loop or matrix iteration. For serial nested
loops, the matching guesses and matching constraints are paired and solved
in a nested sequence, whereby for each pass through an outer iteration loop
each iteration loop within it is repeated until convergence. In matrix iteration,
the overall interaction is recognized and the equations are solved
simultaneously. This requires a numerical method utilizing partial derivatives,
which are the effect of changing each matching guess individually on the
errors in all the matching constraints. The last one is the method of solution
that is introduced in the present work.

Chiu (2004)[39] investigated the effect of using isothermal combustion

inside the high-pressure turbine (HPTB) instead of the afterburner as a way of

9
augmentation and increasing the performance. He viewed that in off-design
regimes, the new engine technique not only satisfies the thrust and efficiency
requirement at the design cruise point, but also provides enough thrust and
comparable or better efficiency in all other flight regimes .
Liew et al. (2005)[17] presented the performance of steady-state, dual-
spool, separate exhaust turbofan engine with interstage turbine burner. It was
a relatively new concept in increasing the specific thrust and pollutant
emissions reduction. They used a code written in Microsoft EXCEL
macrocode with Visual Basic applications. They discussed the parametric
cycle analysis, then, the performance analysis and made the analysis in two
cases, the first was FTP over Mach number and Altitude, the second was
PTP.
Mattingely et al. (2006)[12] gave aerothermodynamics cycle analysis of a
dual-spool separate exhaust turbofan engine with an interstage turbine burner.
With the encouraging results from parametric cycle analysis, a detailed
performance cycle analysis of the identical engine was also conducted for
steady-state engine performance prediction. The results from off-design cycle
analysis showed that the ITB engine at full throttle setting enhanced the
performance over baseline engine. Furthermore, ITB engine operating at
partial throttle settings exhibits higher thrust at lower specific fuel consumption
and improved thermal efficiency over the baseline engine.
Ryck et al. (2008)[11] calculated the performance characteristics for a
real turbofan engine using the PERF v3.11 computer program.
Andriani and Ghezzi (2009)[28] introduced a technique to recover the
thermal enthalpy in the exhaust by the principle of regeneration which
consisted of two addition cycles. First is using exhaust enthalpy to pre-heat air
line before entering combustion chamber which is a method used wildly in the
industrial gas turbine engine but not used widely in aero-engines due to
weight considerations. Second cycle is intercooling process to cool the exit air
from the LPC before it enters the HPC in order to minimize the compression
work. Their study showed that although the principle of regeneration increases

10
the performance and the efficiencies but it also increases the fuel
consumption likewise the afterburner. Also it recovers heats in the exhaust but
decreases the enthalpy levels inside the core resulting in reduction in the exit
velocity and so the thrust. Although considering the high values of turbine
temperature it shows better results at TSFC.
Zachos (2010)[25] introduced a performance modeling for a gas turbine
engine in the Sub-Idle operating region. Because the data obtained from the
rig tests is usually insufficient in low speeds, there is a need for further
research about components behavior within the Sub-Idle regime before any
whole engine relight performance prediction is attempted. The Sub-Idle
compressor map generation methodologies were pushed a step forward by
the definition of the zero-speed curve, that is the lowest speed line of a
compressor map. In this way, the sub-Idle characteristic could be interpolated
between the zero-speed line and the above-idle given speed lines.
Consequently, the generation of the characteristic within the whole range of
operation was allowed.
Tsoutsanis et al. (2010)[6] introduced a performance adaptation of gas
turbine for power generation applications. As the limitations of components
map were exclusive manufacturer's property, compressor maps imposed at
off-design performance prediction of a gas turbine were overcome by the
development of a novel off-design performance adaptation method. Their
proposed adaptation method initially generated a series of compressor maps,
which in turn provided the performance of the engine model at off-design
conditions. Hence, from a family of possible solutions, the best set of
compressor map coefficients was determined through a genetic algorithm
optimizer. The genetic algorithm optimization was based on a maximum
fitness criterion between the engine model simulated measurements and the
target measurements of the adaptation, which were available from the service
engine.
Schnell et al. (2013)[29], gave a detail study of the performance
analysis of the integrated V2527-engine fan at ground operation, including

11
both guide vanes CAD ,CFD and fan CT and CFD survey. The result data
ware validated with that obtained from the “EEC” during the last shop visit.
Furthermore a parametric study characterizing the fan inlet flow at the nacelle
entry at varying boundary conditions (e.g. cross flows, different fan mass flow
rates etc.) was carried out, allowing to quantify the nacelle induced inlet
distortions potentially influencing the fan performance.
Rodrigues et al.(2015)[5] introduced an off-design performance
prediction of the CFM56-3 aircraft engine using the GASTURB software. The
model was first created for its design point, where its geometry was defined
and the off-design performance of the engine was then modeled using data
from engine test bed. The model was useful to predict the data that the engine
manufacturers did not reveal.

2.3 Gas turbine engine simulation with SIMULINK®

Camporeale et al.(2006)[34] discussed the real-time dynamics for two
cases of gas turbines, single-shaft heavy duty gas turbine engine and double-
shaft aero-derivative engine. They used the SIMULINK®/MATLAB® platform to
run the code based on lumped non-linear representation of the gas turbine
engine components. The engines were modeled by set of algebraic equations
and ordinary differential equations “ aero-thermal model” which was solved by
means of forward substitution procedures characterized by the following key
features:
- The mathematical model and the numerical scheme were specially
developed in order to obtain the same high fidelity and computational
efficiency.
- The code was modular and could be applied to any GTE
Yarlagadda (2010)[37] reported discussion on the performance analysis
of J85 turbojet engine matching thrust with reduced inlet pressure to the
compressor using SIMULINK® platform. The model for the J85 turbojet engine
was verified for performance accuracy with available test data of the engine,
developed a real-time turbojet engine integrating aerothermodynamics of

12
engine components. Software programs SmoothC and SmoothT were used to
derive the data from characteristic rig test performance maps for the
compressor and turbine, respectively. Dynamic Look-up tables in Simulink
were used to interpolate the real-time performance of the engine from rig-test
data. Furthermore a flow control mechanism that produced a pressure drop
across inlet was assumed and the analysis was carried out with reduced
compressor inlet pressure for matching thrust. Performance parameters were
analyzed with the increase in compressor pressure ratio and shaft rpm.
Easrbourn (2012)[35] introduced also a report deal with modeling and
simulation of a dynamic of a turbofan engine using MATLAB/SIMULINK®. The
new engine model was then integrated with the full “Tip-to-Tail” aircraft model,
then, compared to the previous “Tip-to-Tail” aircraft model to confirm accuracy
and quantify computational time improvements. The new “Tip-to-Tail” aircraft
model was then used for a simple design trade study of a critical component
of the cooling system.
Schur (2013)[8] discussed a transient model of a turbofan engine in
SIMULINK®, showing that thermal efficiency of the high-pressure compressor
and high-pressure turbine were mostly factor affecting the performance. A
transient model of the high-pressure system of an IAE V2500 was therefore
developed. It consisted of the high-pressure compressor, combustion
chamber and high-pressure turbine which were modeled by their respective
component maps. Also to further increase the models accuracy, the gas
properties dependency on temperature and chemical composition of the fluid
was taken into account. The combination of advanced map read-out methods
and variable gas properties lead to a model in Simulink which showed the
transient behavior of the high-pressure system and converged to a reliable
steady state.
UYSAL (2014)[30] reported the high-bypass turbofan engines
aerothermodynamics and optimization. It gave a new analytical approach to
high-bypass turbofan engine crossing the SIMULINK®, which was used after

13
in turbomachinery design, based on building an (EDM) with the aid of
optimization tool box in SIMULINK®.
2.4 Gas turbine engine dynamics and control
Reberga et al. (2005)[20] introduced linear parameter varying modeling
of turbofan engine by using either classical Jacobian linearization or velocity-
based linearization. The most promising control technique may be the gain
scheduling achieved by interpolating controllers synthesized at different
linearized operating points throughout the flight envelope.
Menon et al. (2006)[24] described a nonlinear control of high
performance aircraft engine from a real time simulation model. A numerical
design method was used to automatically generate the controller C-code. Also
robustness comparison was given with the previous gain scheduled linear
control law.
Gaudet (2007)[36] introduced a development of a dynamic modeling
and control system design methodology for gas turbines. The resulting
dynamic model was also used as a virtual test bed to assess engine
performance at its operating limits. It started with the controller selection, the
method then detailed how to translate control system requirements into engine
protection limiters and fuel schedules. The resulting control system design
was comprised of two sections “startup sequencing and engine control”. It
allowed gas turbine control throughout the entire operating regime.
Martin (2008)[33] described the development and validation of aero-
engine simulation model for advanced controller design. A comprehensive
nonlinear dynamic model of a turbofan engine was developed and validated
against real industrial data. A switched gain scheduled feedback control
system was designed for the engine model and implemented incorporated
rumples transfer and anti-windup. According to current industrial practice, full
flight envelope validation of the model was performed by analyzing the
resulting closed-loop performance properties for a range of different pilot
thrust demands against the type of responses required from a real turbofan
engine.

14
 Zhao and Ding (2009)[40] introduced A Novel Optimization Control for
aero-engine, based on Sequential Quadratic Programming (SQP) which was a
global optimal method and was outlined by two phases, long course
optimization and short course optimization.
Madarász et al. (2010)[19] reported intelligent technologies in modeling
and control of turbojet engines. They discussed the various types of jet engine
controllers such like electronic limiters, partial authority flight control
augmentation “PAFCA”, high integration digital electronic control “HIDEC”,
digital engine control “DEC” and full authority digital engine control “FADEC”.
They concluded an ideal test bed for research of methods in the areas
of non-linear dynamic systems modeling and design of advanced control
algorithms. Further research was intended to be done in the area of situational
modeling that would be headed towards broadening of input parameters in the
situational model of the engine and further refinement situational classes.
Correa et al. (2012)[7] discussed dynamic modeling of nonlinear and
control system for a truboshaft used for electric power generation. The control
strategy in that model seek the operation in the regions of best performance. It
operated to keep the desired reference speed to protect the engine operation
from surge, flameout, overspeed, and overheat. The engine performance
should attend specifications of the transient conditions. It is subjected to three
main constraints “time to peak (tp), percent overshoot (Mp) and stabilization
time (ts)”. They discussed controlling these constraints by two control loops.
The PID controller gain were obtained by optimization technique.
Schur and Blenk (2013)[8] gave a transient model for turbofan engine in
SIMULINK. A transient model of high-pressure system was developed using
each component respective map. The map was scaled to the design point as
the original maps were not available. To increase the model accuracy, the gas
properties dependency temperature and chemical composition of the fluid was
taken into account. The model was simulated under the SIMULINK platform,
which showed the transient behavior of the high-pressure system and
converged to a reliable steady-state.

15
 CHAPTER (3)
ENGINE MODELING

3.1 Design point and data processing

3.1.1 Engine station numbering
Unmixed double-spool turbofan engine is partitioned into two
subsystems (cold section and hot section) in which a bypass separator is
introduced in front of the low-pressure compressor. Stations are numbered in
Fig.(3-1).
13 19

COLD NOZZLE
Fan

HPC C.Ch. HPT LPT HOT NOZZLE

LPC

0 1 2 25 3 4 45 5 9

Fig.(3-1) Separate flow double-spool turbofan engine model station numbering

0 free stream air (ambient) 45 LPT inlet condition
1 inlet condition 5 hot nozzle inlet condition
2 fan inlet condition 9 hot section exit condition
25 HPC inlet condition 13 fan outlet condition
3 combustor inlet condition 19 cold section exit condition
4 HPT inlet condition
3.1.2 Components maps
Fishbach and Koenig[18] gave a numeric but unrealistic data for the
components map that are used here as dummy maps to start with which are
shown in appendix (B.1). Each map consists of certain numbers of speed line
for compressors and certain numbers of turbine flow functions lines. Each line
has multiple points data. Due to the inequality of number of points in each line,
a linear interpolation is done to reach all lines with the same dimensions.
Finally, all maps were subdivided into a group of scaled values of pressure
ratios “ beta lines” in compressors and a group of indices in turbines. This step

16
is vital in building up the maps lookup tables in the SIMULINK® blocks. These
lookup tables have three inputs and a single output that differ by the type of
map. After doing the data processing for the numeric maps, EXCEL software
was used to draw all the components maps to assure the homogeneity of the
maps.
3.1.3 Components map scaling
As the real maps of the engine were not available and by using the
numeric data maps mentioned at Fishbach and Koenig[18], scaling law is
applied to obtain the required data for the components maps. This is done by
comparing the design point of the given engine component with the
corresponding design point of the available map.
𝛑 , −
𝛑 = [ ] [𝛑 𝐚 − ]+ (3.1)
𝛑 , 𝐚 −

,
= [ ] 𝐚 (3.2)
, 𝐚

 ,
 =[ ] 𝐚
(3.3)
 , 𝐚

Where 𝛑 , , are pressure ratio, mass flow rate and

efficiency respectively.
After map scaling is done, each map data was tabulated in table format
and saved as a “.mat” file in the MATLAB® workspace and all the maps
together were grouped and saved. When starting the program, those maps
should be initiated before running the program, otherwise error messages will
be generated.

17
Methodology
According to Walsh and Fletcher[26], off-design matching calculations
are always done by computer programs. Those programs use component
station numbering to identify the inlet or outlet conditions where the outlet
ones resulted from some aerothermodynamics relations governing the
component based on the upstream characteristics. Those calculations are
done either by Serial Nested Loops (SNL) or by Matrix Iteration (MI).
For serial nested loops the matching guesses and matching constraints
are paired and solved in a nested sequence. Whereby for each pass though
higher loop, each loop within it is repeated until convergence.
In matrix iteration, the overall interaction is recognized and the equations
are set and solved simultaneously. This requires a numerical method utilizing
partial derivatives. By the effect of changing each matching guess individually
and reporting the effect on the errors in all the matching constraints.
In this work , (MI) method was used knowing all matching guesses and
trying to find the matching constraints within specified tolerance. This was
done using the high-pressure compressor corrected speed as base line
parameter, and a group of seven dependent parameters which specify the
operating point. These matching guesses parameters are:-
1- CNf corrected fan speed
𝛑 −𝛑 ,
2- z = Fan scaled pressure ratio (3.4)
𝛑 , 𝐚 −𝛑 ,
𝛑 −𝛑 ,
3- z = LPC scaled pressure ratio (3.5)
𝛑 , 𝐚 −𝛑 ,
𝛑 −𝛑 ,
4- z = HPC scaled pressure ratio (3.6)
𝛑 , 𝐚 −𝛑 ,

5- w fuel flow rate

√𝐓
6- TFth= HPT flow function (3.7)
𝐏

√𝐓
7- TFtl= LPT flow function (3.8)
𝐏

18
 In matrix iteration shown in Fig.(3-2), the equations are solved
simultaneously. This requires a numerical method utilizing partial derivatives,
which are the effect of changing each matching guess individually on the
errors in all the matching constraints. The basic steps in this methodology are
as follows:

1- Choose initial values of dependent matching guesses (vj).

2- Complete one run through the off-design module of the engine.
3- Calculate the base error (EBi) between calculated values of the matching
constraints and values looked up from the maps.
4- Make a small change in matching guess (vj) and repeat the last two steps.
5- From the error values obtained, evaluate the partial derivatives of the errors
in each matching constraint with respect to each matching guess. This step
produces the error matrix of partial derivatives (EMAT).
6- Invert the matrix of partial derivatives using lower upper decomposition(LU).
7- Multiply the inverted matrix of partial derivatives by the base error vector.
8- The results are new values of (vj) which are multiplied by a 0.1 relaxation
factor
9- Simultaneously change all matching guesses by the amounts given in the
previous step
10- Repeat the above processes until the errors between calculated values
of the matching constraints and values looked up from the component maps
are within an allowable tolerance band, 0.3%, these tolerance was
examined for different values (0.1%, 0.2%, 0.3% and 0.5%) and 0.3% was
the optimum choice.

19
Fig.(3-2) Flow chart of matrix iteration balancing technique.

20
3.2 Double-spool turbofan engine modeling
3.2.1 Engine components and governing equations
3.2.1.1 Engine Inlet
For any given altitude (Alt.), the ambient condition could be evaluated
(Pamb, Tamb) or also named (Po, To). These ambient conditions are given by
readymade block in SIMULINK® “ ISA model ” or by the following formulas.
for Alt. ≤ 11000 (m)
Tamb = 288 – 0.0065 * Alt. (3.9)
5.259
Pamb = 101325(1-2.2569e-5Alt.) (3.10)
for Alt.> 11000 (m)
Tamb = 216.5 (3.11)
Pamb = 22339.4e(11000-Alt.)/6339.6 (3.12)
For the turbofan engine understudy, it has a subsonic intake. To
demonstrate the efficiency of the inlet, care should be taken for what so called
Total Pressure Recovery Factor PRF which is the indication of the inlet
efficiency. It has an empirical formula defined as follows:
PRF = 1 ≤M ≤ (3.13.a)
.
PRF = 1 – 0.075 M − < 𝑀O ≤ 5 (3.13.b)

PRF = 5<𝑀 (3.13.c)

( o+ )

The ram conditions in front of the fan are given by the following formulas
Tt2 = ( 1 +0.2 Mo2)Tamb (3.14)
Pt2 = ( 1+0.2 Mo2)3.5 Pamb PRF (3.15)
The enthalpy and entropy of the stage are computed using gas
properties equations which are given at Fishbach and Koenig [18] and noted
in appendix (A.1). These set of equations are used in SIMULINK® as a global
index used in all components aero-thermodynamic processes.

21
3.2.1.2 Engine fan
The air passes through the fan and is compressed adiabatically by
means of pressure difference between fan upstream and downstream. The
power consumed in the fan which is derived by the low-pressure turbine spool
is given by
(Pw)f = wa2(Ht13 – Ht2) (3.16)
and by knowing zf and CNf operating point in the fan map can be developed.
So, fan Mass Flow Parameter (MFP), pressure ratio and efficiency are
determined from map lookup tables. By using aero-thermodynamic relations
which are embedded in single block, all the fan outlet conditions are known
( Pt13,Tt13,S13,Ht13). Thus, the inlet fan mass flow rate wa2 is given by,
δ
wa2 = (3.17)
√θ

and θ are inlet reference conditions and were noted in appendix (A.3).
3.2.1.3 Low pressure compressor (LPC)
The air is then forced to the low-pressure compressor which also derived
by the low-pressure turbine spool. The air is adiabatically compressed to
higher levels in the LPC. The power delivered to LPC is given by,
(Pw)cl = wa13 (Ht25 – Ht13) (3.18)
Because the LPC has the same speed of the fan, then its corrected speed is
given by,
θ
CN = CN √ (3.19)
θ

Knowing both CNcl and zcl, the operating point was determined on the LPC
map and low-pressure compressor MFP, pressure ratio and efficiency were
developed from map lookup tables. By using aero-thermodynamic relations
which are also embedded in single block, all the LPC outlet conditions are
known ( Pt25,Tt25,S25,Ht25). Thus the inlet LPC mass flow rate wa13 is given by,
δ
w = (3.20)
√θ

and θ are fan reference conditions and were noted in appendix (A.3)

22
3.2.1.4 High-pressure compressor (HPC)
The air is then discharged to combustion pressure by high-pressure
compressor which is derived separately by a high-pressure turbine spool. The
power consumed in it is evaluated by the following formula,
(Pw)ch =wa25 (Ht3 – Ht25) (3.21)
Knowing both CNch and zch, the operating point was determined on the HPC
map. High-pressure compressor MFP, pressure ratio and efficiency were
developed from map lookup tables. By using aero-thermodynamic relations
which are also embedded in single block, all the HPC outlet conditions are
known ( Pt3,Tt3,S3,Ht3). Thus, the inlet HPC mass flow rate wa25 is given by,
δ
wa25 = (3.22)
√θ

and θ are LPC reference conditions and were noted in appendix (A.3)

3.2.1.5 Combustor
When the pressure reaches the combustion pressure, with addition of
fuel to the combustor, a flame ignition occurs and the fuel is burned
stoichiometry. The products of combustion are then expelled out the
combustor with maximum permissible turbine inlet temperature (TIT) which
also depends on the turbine material durability.
The major factor that affects the combustion process, is the thermal

efficiency b [21] which is defined as the ratio of actual energy supplied to the
air to energy in the consumed fuel. It depends on the type of the combustor,
fuel-to-air ratio (F/A), combustor inlet and outlet conditions (Tt3, Pt3, Tt4, Pt4)
and fuel type(LHV). The burner efficiency is given by the following formula:
[ +( ⁄ )]H −H
b = ( ⁄ ) HV
(3.23)

Another problem raised to surface is the pressure drop across the combustor
as it affects the fuel consumption and the output power.
According to Fishbach and Koenig [18], the total pressure loss is directly
proportional to combustor inlet mass flow rate and is given as follows:

23
 ∆ , o o √T
= C( )

(3.24)
Where C is constant obtained from the design condition as
∆P o o
P
C=( w √T
)
( )
P
.

and thus the combustor outlet pressure is given by the following formula,
P = P − ∆P , (3.25)
The stage outlet enthalpy is derived by the following formula,
H = w . [ − pcw ]. H + w . LHV. b /w (3.26)

w = w +w . − pcw (3.27)

F/A = (3.28)
−

while the combustor outlet temperature and entropy are obtained from cycle
iteration of the stage total pressure and enthalpy.

3.2.1.6 High pressure turbine (HPT)

The high-pressure turbine is the stage that delivers power to the high-
pressure compressor through the high-pressure spool. The maps of the
turbine discussed here are of the format of turbine total enthalpy drop, turbine
corrected speed and the turbine efficiency vs turbine flow functions. The
power delivered by HPT to high-pressure compressor is given by the following
formula,
(Pw)th = w . H −H (3.29)
and only the HPC corrected speed as a base line parameter is known but
there is no value of the HPT corrected speed. So, a relation should be
introduced to connect the HPC corrected speed (CNch) with HPT corrected
speed (CNth) which is as follows:
θ
CNth = CNch(√ ) (3.30)
θ , √T

24
and with values of TFth and CNth, which are used to locate operating point on

HPT map and so HPT corrected enthalpy drop (CH)th and efficiency (th)

could be determined.
Now, data of the HPT from turbine side is known from the map. Then,
calculate the same values from the HPC side and examine how the turbine
should satisfy the balance or generate errors. Where, the (TFth)ch,side and
(CH)ch,side are given by the following relations,
√T
(TFth)ch,side = 105 (3.31)

H −H
(CH)ch,side =[ ] (3.32)
T

Once, HPT corrected enthalpy drop is known, the total enthalpy of the
next stage (Ht45) is determined. By knowing both (Ht45) and (F/A) and by
iteration of thermodynamic relations, (Tt45) should be determined as well as
the reminder characteristics of the stage (Pt45) and (S45).
3.2.1.7 Low pressure turbine (LPT)
The hot gases are then discharged to the LPT and all upstream
characteristics are known from the previous stage. The LPT is the component
responsible for driving both the fan and LPC by one spool called low-pressure
spool. The power delivered from the LPT to those components is given by the
following formula,
(Pw)tl = w . H −H (3.33)
A relation should be introduced to connect the LPC corrected speed
(CNcl) with LPT corrected speed (CNtl) which is as follows:
θ
CNtl = CNcl(√ ) (3.34)
θ , √T

With values of TFTL and CNtl, which are used to locate operating point on LPT

map, LPT corrected enthalpy drop (CH)tl and efficiency (tl) could be

determined. Now, data of the LPT from turbine side is known from the map.
And was calculated the same values from the LPC side and examine how the

25
turbine should satisfy the balance or generate errors. Where, the (TFtl)cl,side
and (CH)cl,side are given by the following relations,
√T
(TFtl)cl,side = (3.35)

H −H + H −H
(CH)cl,side =[ ] (3.36)
T

Once, LPT corrected enthalpy drop is known, the total enthalpy of the
next stage (Ht5) is determined. By knowing both (Ht5) and (F/A) and by
iteration of thermodynamic relations, (Tt5) should be determined as well as the
reminder characteristics of the stage (Pt5) and (S5).
3.2.1.8 Hot nozzle
In the present model, a convergent nozzle is considered in which the
residual of the pressure potential energy resulting from the turbine is
transformed to a kinetic energy resulting in a change of momentum and
production of engine thrust.
Two possible conditions may exist:
a. when the static pressure at the exit is higher than the critical pressure,
the flow is said to be a subsonic flow.
b. when the static pressure at the exit is lower than or equal to the critical
pressure, the flow is said to be sonic flow or chocked flow (Mexit) = 1
The nozzle jet velocity is expressed as follow,

V = √  H − H = M √ RT (3.37)

3.2.1.9 Cold nozzle

The cold nozzle in case of separate flow nozzles, also may be subsonic
or chocked nozzle. So, this condition should also be examined by comparing
the static exit pressure with critical pressure. It is similar to hot nozzle except
that mass flow rate across the cold nozzle is given by,
w = w −w (3.38)

26
3.2.2 Aerothermodynamics processes
The thermodynamic processes used in this model shown in Fig.(3-3),
form Brayton cycle that consists of four processes, compression across (ram,
fan, LPC and HPC), heat addition in burner, expansion at (HPT and LPT), and
heat ejection through the hot nozzle.

Fig.(3-3) Brayton cycle for separate flow double-spool turbofan engine.

3.2.2.1 Compression process

Compression is done in four components of the model, Ram, Fan, LPC
and HPC and it’s almost adiabatically. In the compression process, the
upstream conditions are known (Pt2, Tt2, ht2,S2) and the downstream ones can
be evaluated. This process uses the compressor pressure ratio () from the
map to find the pressure of the stage downstream (Pt3). An arbitrary
assumption for stage outlet temperature (Tt3s) is introduced assuming
adiabatic process. This assumption is corrected to the isentropic process by
thermodynamic iterations to find the actual outlet stage isentropic
temperature (Tt3s) which is also corrected to ascertain that the stage entropy
change ΔS tends to minimize its value.
After the stage outlet isentropic temperature (Tt3s) is evaluated, the
isentropic outlet total enthalpy (ht3s) of the stage is determined using the gas

27
properties relations. By using the compressor efficiency (isen) and knowing
the isentropic outlet total enthalpy (Ht3s) and inlet total enthalpy (Ht2), the outlet
stage actual total enthalpy (Ht3) could be determined using efficiency relation
given below,
𝜂𝑖𝑠𝑒𝑛= 𝐻 −𝐻 (3.39)
𝐻 −𝐻

using the stage outlet total enthalpy (Ht3) and total pressure (Pt3) to determine
the stage outlet total temperature (Tt3) and entropy (S3) by method of cycle
iteration.

3.2.2.2 Combustion process

In the combustion process, the heat is added, theoretically, at constant
pressure but actually a pressure drop appeared. This pressure drop is
assumed to be proportional to the mass flow parameter at the high-pressure
compressor discharge [18]. Equation (3.24) gives this pressure drop across
the combustor. So, the combustor outlet total pressure (Pt4) is known.

Using the burner efficiency (b ), the stage outlet total enthalpy (Ht4) is

given by equation (3.26). An estimation of the combustor outlet total

temperature (Tt4) is introduced using the outlet total enthalpy (Ht4) assuming
constant stage specific heat (Cp4). By gas properties relations, outlet total
enthalpy (Ht4)s can be evaluated. By iteration process, actual (Tt4) is corrected
and evaluated its corresponding (Cp4, 4, R4, a4) using gas properties
equations referenced in appendix (A.1). finally, the stage outlet entropy S4
was developed by the same gas properties equations.

3.2.2.3 Expansion process

Expansion is done through two turbines (HPT) and (LPT). Each one has
its own spool which is connected either to (HPC) and (LPC & fan)respectively
The expansion process is also gone adiabatically or almost adiabatically in
most cases. Either in HPT or LPT, the upstream conditions are known at

28
stage (4). In addition to the stage outlet total given in the data map and
isentropic total enthalpy results from map and efficiency also.
Expansion ratio is assumed and the stage outlet pressure (Pt5) is
obtained. The outlet isentropic temperature is assumed and corrected with
respect to the specific heat (Cp5). Then, outlet pressure is corrected by
iteration in parallel to the correction of the stage outlet total enthalpy (Ht5)map
from map, all to ascertain that the stage entropy change is minimized and
tends to be zero. Knowing the stage outlet total pressure and enthalpy (Pt5)
and (Ht5)map and by cycle iteration, try to find the actual (Ht5) and its related
actual (Tt5) and (S5).

3.2.2.4 Exhaust process

In the present model, the exhaust process which is also an expansion
process is done through two separate nozzles, one for primary hot stream
through the core section and the other for secondary stream of cold flow
around the core section.
For primary flow, the upstream conditions at LPT (Pt5 ,Tt5 ,Ht5 ,S5 ) are
known and so the flow is to be examined for its state subsonic or sonic
condition. This is done by comparing the critical pressure ratio to the ratio of
exit pressure to nozzle total pressure.
If the case is subsonic flow, the exit pressure is lowered until equal to
the ambient pressure(Pt9=Pamb), but still above the critical pressure (Pcri). This
decrease in pressure accompanied with increase in the flow velocity and mass
flow rate. The process is done along the curve 1-9 as Fig.(3-3). Exit
temperature is assumed and trying to find the correct (Tt9) by iteration in
parallel with calculating the flow density, jet velocity (Vj) and mach number
(M9). All these will give the rest of the stage characteristics (Ht9,S9).
If the case is sonic flow, in which the exit pressure (Pt9) is lowered to a
value equal to (Pcri) or below. So, the flow will be sonic and the nozzle is
chocked (M9 = 1). Thus, the exit temperature (Tt9 = Tt5 ) which is corrected
𝛾+

29
by means of the enthalpy which is calculated from the sonic speed. Other
stage characteristics are given by gas properties relations.
For the secondary flow, the same theory is applicable, the only
difference is there is no fuel quantity in gas properties relations.
3.2.3 Building up engine components block in SIMULINK®
SIMULINK® blocks in the present model are either readymade blocks
from the program software library or built by the author as an interpreted
MATLAB function. Some of these blocks contain algebraic equations and
some other contain a written code to do the iteration sequence. Some others
are to solve differential equations by matrix iteration method.
3.2.3.1 International Standard Atmosphere (ISA) block
It is a readymade block in the software library. It has a single input
which is the altitude and the outputs are ambient ( temperature, pressure,
density and sonic speed).

Fig.(3-4) ISA model.

3.2.3.2 Ram block
The Ram block is a created one used to calculate the downstream
conditions (Tt2,Pt2,Ht2,S2) according to the governing equations discussed
before. It has three inputs (Mo, To, Po). It has an interpreted Matlab function
with written code to solve this equations.

Fig.(3-5) Ram block.

30
3.2.3.3 Fan block
It is also created mask block used to calculate mainly the fan
outlet conditions (Tt13,Pt13,Ht13,S13). It consists of two major
subassemblies, one is the Fan map which also consists of four
subassemblies, three lookup tables each one give stage pressure
ratio, efficiency and mass flow parameter, and another one for beta
line condition block which controls the index input to the map lookup
table and must be not less than zero and not greater than one.
The other major block is the adiabatic compression block in
which thermodynamic processes are evaluated using the interpreted
Matlab function given the stage input conditions (Tt2, Pt2, Ht2 and S2)
and by thermodynamic relations and cycle iteration the stage output
conditions (Tt25,Pt25,Ht25,S25) are evaluated. Another algebraic relations
are constructed to evaluate the corrected LPC speed CNcl and the fan
air mass flow rate wa13.

Fig.(3-6) Fan block and Fan mask.

3.2.3.4 LPC block
It is a created mask block used to calculate mainly the LPC outlet
conditions (Tt25,Pt25,Ht25,S25). It consists of two major subassemblies, one is
the LPC map which also consists of four subassemblies (three lookup tables
and one beta line condition), the other major block is the adiabatic

31
compression block in which thermodynamic processes are evaluated using
the interpreted Matlab function. In addition an algebraic loop is used to
evaluate the LPC air mass flow rate wa25.

Fig.(3-7) LPC block and LPC mask.

3.2.3.5 HPC block
HPC is like LPC and Fan, it is used to calculate the downstream
conditions of HPC (Tt3,Pt3,Ht3,S3). It consists of also two major
subassemblies. The HPC map consists of four subassemblies ( three lookup
tables and one beta line condition). The adiabatic compression block in which
the thermodynamic processes are evaluated using interpreted Matlab
function, in addition to HPC (MFP and air mass flow rate wa3) output ports.

Fig.(3-8) HPC block and HPC mask.

32
3.2.3.6 Combustor block
In the combustor, the upstream conditions are known in addition to fuel
flow wf and HPC air mass flow rate wa3. The combustor mask consists of three
main subassemblies (output pressure – output enthalpy – thermo combustor).
The first used to calculate the pressure loss across the combustor and it
comprises algebraic relations. While the second calculates the total enthalpy
of the combustor with also algebraic relations. The last one is used to
determine the combustor output total temperature and entropy from the total
enthalpy using iterative thermodynamic gas properties relations in addition to
the stage burnt gas properties (a4, Cp4, 4).

Fig.(3-9) combustor block and combustor Mask.

3.2.3.7 HPT block
The HPT mask consists of three main subassemblies. One is for
determining the enthalpy drop across the turbine via the map and its
corresponding efficiency in addition to the corrected HPT speed CNth taking
into account that the map here is in the type of turbine flow function TFth with
the corrected turbine total enthalpy drop Ht,th and its corresponding efficiency
th. The second block is to calculate iteratively the isentropic stage outlet
conditions and the last is to calculate the actual stage conditions using also
iterative adiabatic thermodynamic relations.

33
 Fig.(3-10) HPT block and HPT mask.

3.2.3.8 LPT block

The LPT mask consists of two main subassemblies. One is for
determining the enthalpy drop across the turbine via the map and its
corresponding efficiency. The second block is to calculate iteratively the
adiabatic stage outlet conditions.

Fig.(3-11) LPT block and LPT mask.

34
3.2.3.9 Hot nozzle
This block is an interpreted Matlab function containing the relation that
governs the hot nozzle performance to produce the jet velocity and pressure
needed for thrust. It uses the upstream conditions from the LPT and the
ambient conditions with fuel to air ratio.

Fig.(3-12) Hot nozzle block.

3.2.3.10 Cold nozzle
Also, it is an interpreted Matlab function used to calculate the bypass
stream outlet conditions (velocity and pressure ) needed for thrust.

Fig.(3-13) Cold nozzle block.

3.2.3.11 Error blocks
There are seven errors in the off-design module of double-spool turbofan
engine corresponding to the seven dependent parameters. Each one consists
of some algebraic relations to calculate each error. These errors will be
described later in matching constraints at chapter four.

35
Fig.(3-14) Error blocks.

36
 CHAPTER (4)
SIMULATION OF ENGINE OFF-DESIGN PERFORMANCE

4.1 Matching constraints

The method for determining the equilibrium run points of the turbofan
engine is to search for the fan running point which in turn matches the LPC
running point .Thus, that point of HPC which matches the LPC and search for
the point of the HPT that match the HPC point and also the LPT point that
match LPC point. All these matches should have constraints to connect them
together and hence introduce the full capable engine in all off-design regimes.
These matching constraints are summarized here as follows:
a- Continuity across the gas generator components and across the
gas generator – nozzles combinations.
b- Power balance between HPT and its corresponding HPC, and the
LPT and its corresponding Fan and LPC
c- Mixer static pressure balance which is not applicable here for
separate flow nozzles.
In the performance running, if these constraints are satisfied, then the
engine is said to be balanced. If not, then, errors will be generated related to
the number of the dependent parameters which were stated in chapter (3).
These errors can be summarized as follows:
a- The first error represents the failure to satisfy the continuity
between the LPC and HPC and is given by,
−
𝐄 = (4.1)

b- The second error represents the continuity mismatch between the

HPT flow function TFth and its amount calculated from the
compressor side, and is given by,
T , −T
𝐄 = (4.2)
T ,

c- The third error represents the failure to satisfy the power balance
between the HPT and HPC, and is given by,

37
 ∆H , − ∆H
𝐄 = (4.3)
∆H ,

Where C∆H is HPT corrected enthalpy drop and is taken from

HPT map.
d- The fourth error represents the failure to satisfy continuity
mismatch between the LPT flow function TFtl and its amount
calculated from the compressor side, and is given by,
T , −T
𝐄 = (4.4)
T ,

e- The fifth error represents the failure to satisfy the power balance
between the LPT and its corresponding LPC and Fan and is given
by,
∆H , − ∆H
𝐄 = (4.5)
∆H ,

Where C∆H is LPT corrected enthalpy drop and is taken from

LPT map.
f- The sixth error represents the continuity mismatch between gas
generator and hot nozzle and is given by,
9−
𝐄 = (4.6)
9

g- The seventh error represents the continuity mismatch between

Fan and cold nozzle and is given by,
9−
𝐄 = (4.7)
9

4.2 Matrix iteration balancing technique

Initially, the guessed dependent parameters (7 variables) are checked
whether they will satisfy the matching constraints or not. If they do, then, the
engine is said to be balanced. If not, then, the engine failed to satisfy its
matching constraints and a set of 7 errors will be generated that represent the
amount of which the engine fails to satisfy these constraints as mentioned in
the previous section. Those errors are function in the dependent parameters
(7 variables) and are expressed as a set of partial differential equations.

38
Neglecting second and higher order terms of these equations, the linearized
form can be written as follow,
∂ ∂ ,
= ∑= (4.8)
∂ ∂

Where i =  7 and n is number of generated errors

j=  7 and j is number of dependent parameters
Simplifying the last equation that can be written as follows:
∂ ,
∆E = ∑ = ∆v (4.9)
∂

∂ , ∆ ,
Where is approximately equal to and represents the sensitivity
∂ ∆

of the error (i) due to the variation in the variable (j). since the equation is
really non-linear, the left-hand side term ∆E is given by ∆E = E − E
where E is the ith. base error generated from the first run or iteration and for
zero error E , it yields to be ∆E = −E and the equation (4.9) can be written
as follows:
∆ ,
−E = ∑= ∆v (4.10)
∆

The above equation is solved for ∆v in which the new values of the
dependent parameters (variables) are corrected by the following correlation,
v, = v, + ∆v (4.11)
For the non-linearity of the system, the equations (4.10), and (4.11)
should be run several iterations until balance is reached. For each iteration,
∆ ,
the amount is updated. Also, a relaxation factor of 0.1 is multiplied by ∆v
∆

to avoid the overshooting of the results and make the iteration runs smoothly.
In case of that the iteration couldn’t reach balance within certain times,
then the matching initial guessed parameters should be changed and the
cycle loop should be repeated again.

39
4.3 Steady state off-design performance in SIMULINK®
4.3.1 Off-design module block
It is the main program block in which all engine components and its
corresponding thermodynamic relations are introduced and set. The block has
10 input terminals as follows:
- 7 dependent parameters ( CNf – Zf – Zcl – Zch – wf – TFth- TFtl)
- 2 independent parameters ( Altitude – Mach number)
- 1 baseline parameter CNch
And has 10 output terminals as follows :
- 7 generated errors Ei
- 2 output data (performance data, data table)
- 1 condition signal to run performance and data table blocks when
signal is true.
This block initially generates base errors. If the balance is not satisfied,
then another iteration is carried out resulting in altering all the dependent
parameters. This gives another error if not balanced, This loop is repeated
several iterations until the errors are within certain limit. In such case, the
system is balanced and the condition signal comes true and permits the run of
the two blocks (performance and data tables) to calculate the engine
performance and record in data tables.
The other three block inputs are altered manually according to flight
régime (SLS run up–SLS Take off–cruise flight) and at which corrected high-
pressure speed is chosen.

Fig.(4-1) Off-Design Module block.

40
 Figure (4-2) shows Off-Design Module block which contains 17
subassembly blocks that represent the full integrity of the double-spool
turbofan engine. These blocks are ISA, ram, Fan, LPC, HPC, combustor,
HPT, LPT, hot nozzle, cold nozzle, plus 7 generated errors. They are related
together by a complex net of connecting lines. These blocks are run
simultaneously with no time lag between blocks although each block inputs
depend on the previous block outputs. But the integrity of this net prevents
interference and breakdown of the whole system.
Another important technique in increasing the simulation speed of the
engine model is the implementation of an isentropic plenum volume [34],
using plenum volume provides a continuous solution for the pressures within
the engine model [23,31]. For simplicity and efficiency, typically plenum
volumes are assumed to be steady-state with the flow rate entering the
volume equals to the flow rate leaving the volume. A steady-state assumption
for the plenum volumes is valid in the sense of the plenum volumes are
negligible when compared to the shaft inertia and thermal effect.
The error blocks embedded in the Off-design module are built using the
error equations mentioned in section (4.1). All of them are conditioned by a
simple condition block named “ if –condition” to limit the acceptable generated
errors to a specified tolerance. This condition is converted to a logic output
using data type conversion block in order to use this logic together with the
rest error blocks to enable the performance and data tables blocks at engine
balance.

41
 Fig. (4–2) Off-Design Module block breakdown.

42
4.3.2 Error loop block
This block has 14 input ports, 8 output ports and two jobs done every
iteration. First, it’s a mixer in which combine the 7 base errors EBi in one
concatenate vector. Second, altering the 7 dependent parameters into base
incremental amount vj is carried out separately.

Fig.(4-3) Error loop block and mask.

4.3.3 Errors due to vj block
This block is used to alter each dependent parameter by a small
increment each next iteration separately and show the errors results from this
change. These error results are the base constitute of the error matrix EMAT
developed in the next section. It is almost about 7 identical blocks likewise the
off-design module block in its input ports and output ports except that in each
block of these 7 blocks. It has only one input port that its value change
separately (vj+vj), and they have no output ports for the performance, data
tables or the condition signal

.Fig.(4-4) Error Due to vj mask.

43
Fig.(4-5) Error Due to vj block breakdown.

44
4.3.4 Solver block
This is the major subroutine block in the program. It’s the solver which
solves the partial differential equations by the matrix iteration balance
technique. It collects all parameters needed for solving partial deferential
equations. Then, it manipulates those inputs with matrix operations to
outcome the amount of variable increment needed for the next iteration step.
Figure (4-6) shows that this block consists of major EMAT block and
some other blocks (EMAT concatenate block – matrix inversion block – matrix
multiply block). It has 22 input ports( 7 ports from errors due to vj–7 ports from
error loop block represent the initial vj–7 ports form the dependent variables
vj–one port from error loop block represents the base error vector EBi). The
output ports of this block are the new values of the dependent parameters
(vj)new. EMAT block collects the following inputs (errors due to vj- base variable
increments vj -base error vector EBi ). Then, the EMAT matrix is built using
the equation (4-10) and arranged them by the block EMAT concatenate. Using
the matrix inversion block, inversing the EMAT matrix, so solving for vj as in
equation (4-10) using matrix multiply. The initial variables should be altered by
the amount of vj using equation (4-11). The new value of (vj)new is developed
and a new iteration is carried out until the errors reach a specified limit.

Fig.(4-6) Solver block and mask.

45
4.3.5 Performance and data tables’ blocks
These two blocks are conditioned blocks by enabling established using
the interpreted Matlab function property in program library. It would run after
the system reaches balance and all variables are settled. In the first block, all
performance relations are given with the inputs of all data necessary from the
Off-design Module block. It outputs the following data : net thrust Ft, corrected
net thrust CFt, corrected fuel flow rate cwf, specific thrust Fs, specific fuel
consumption SFC , bypass ratio, engine pressure ratio EPR, needed for
exploring the performance of the engine in different flight regime.
The data table block is for storing performance data and additional data
referenced to the inlet conditions (2,2) in tabulated form used after that in
figures handling. The data tables block outputs all the stages outlet conditions
referenced to the engine inlet conditions (2,2).

Fig.(4-7) Performance and data tables blocks.

46
 CHAPTER (5)
STEADY STATE RESULTS AND DISCUSSIONS
5.1 Flight configuration discussions
The results of this study are relevant to CF6-50 double-spool turbofan
engine with separate exhausts. With taken the high-pressure compressor
speed CNch as a baseline parameter, it develops three sets of different flight
configurations corrected to flight inlet conditions. These sets are :
a. The steady-state at SLS (Altitude = 0 m) and Mach number (Mo=0) .
b. The steady-state at take off (Altitude = 0 m) and Mach number (Mo=0.5)
c. The steady-state at cruise flight (Altitude = 10670 m) and Mach number
(Mo=0.85) .
Figure (5-1) shows the relation between the corrected net thrust CFt and the
HPC corrected speed CNch. It shows that by increasing the HPC corrected
speed, the corrected net thrust increases. For the same HPC corrected speed,
the corrected net thrust decreases with increasing either the altitude or the
Mach number.
Figure (5-2) shows the relation between HPC corrected speed CNch and
corrected fuel flow rate Cwf. It is clear that the three cases are almost
identical. By increasing the corrected fuel flow rate, the HPC corrected speed
increases despite of the value of altitude or Mach number.
Figure (5-3) shows the relation between the HPC corrected speed and
gas generator pressure ratio G.G . According to the figure, it can be discrete
into two regions. The first region is from core speed equal 0.8 until unity and
the other is for core speed above unity. In the first region, it shows that the gas
generator pressure ratio increases by increasing the HPC corrected speed.
But for the same HPC corrected speed, the gas generator pressure ratio
decreases with increasing either the altitude or the Mach number. In the follow
region, the three cases are identical and the gas generator pressure ratio
increases by increasing the core speed.

47
 Figure (5-4) shows the relation between the HPC corrected speed and
the engine bypass ratio . It shows that by increasing the engine bypass ratio,
the core corrected speed decrease. While for the same bypass ratio, the
increase of either the altitude or the Mach number increases the core
corrected speed.
Figure (5-5) shows the relation between the specific fuel consumption
SFC and the specific thrust. It illustrates that by decreasing the specific fuel
consumption, the specific thrust increases till datum point. After that, the
specific thrust decreases by decreasing the specific fuel consumption and that
point is the optimum operational point. For the same specific fuel
consumption, the specific thrust increases by decreasing the altitude or the
Mach number.
Figure (5-6) is a HPC map with different speed lines. It shows the
operating lines for the three cases “(Alt.=0, Mo=0),(Alt.=0, Mo=0.5),
(Alt.=10680,Mo=0.85)”. They are almost identical and lies between the
corrected speed line of 0.8 and 1.1.
Figure (5-7) is a comparison between the results of the Simulink
program and the results of another study given by (NASA-TM-78653) for
CF6-50 engine data and computer prediction. It shows that both results are
almost the same and in the same manner.

48
5.2 Results graph and associated curves
400000

350000
ENGINE CORREECTED NET THRUST FNc

300000

250000
Mo=0.85 Alt. = 10670
200000 Mo=0 Alt.=0
Mo=0.5 Alt.=0
150000

100000

50000

0
0.6 0.7 0.8 0.9 1 1.1 1.2
HPC CORRECTED CORE SPEED CNch

Figure (5-1) ENGINE CORRECTED NET THRUST vs HPC

CORRECTED SPEED

5
CORREECTED FUEL FLOW RATE Wfc

Mo=0.85 Alt.=10670
3
Mo=0 Alt.= 0
Mo=0.5 Alt.=0
2

0
0.6 0.7 0.8 0.9 1 1.1 1.2
HPC CORRECTED CORE SPEED CNch

Figure (5-2) CORRECTED FUEL FLOW RATE vs HPC

CORRECTED SPEED

49
 3

2.5
GAS GENRATOR PRESSURE RATIO G.G

2 Mo=0.85 Alt.=10670
Mo=0 Alt.=0
Mo=0.5 Alt.=0
1.5

0.5

0
0.6 0.7 0.8 0.9 1 1.1 1.2
HPC CORRECTED CORE SPEED CNch

Figure (5-3) GAS GENERATOR PRESSURE RATIO vs HPC

CORRECTED SPEED

6.5

5.5

ENGINE BYPASS RATIO

4.5

3.5

3 Mo=0.85 Alt.=10670
Mo=0 Alt.=0
2.5 Mo=0.5 Alt.=0

2
0.6 0.7 0.8 0.9 1 1.1 1.2
HPC CORRECTED SPEED CNch

Figure (5-4) BYPASS RATIO vs HPC CORRECTED SPEED

50
 0.09

SPECIFIC FUEL CONSUMPTION sfc (Kg/N.Hr)

0.08

0.07

0.06

0.05

Mo=0.85 Alt.=10670
0.04
Mo=0 Alt.=0
Mo=0.5 Alt.=0
0.03

0.02
0 100 200 300 400 500
SPECIFIC THRUST Fs (N/(Kg/sec))

Figure (5-5) SPESIFIC FUEL CONSUMPTION vs SPESIFIC

THRUST

26
corr. speed 0.5662
24
corr. speed 0.674
22
corr. speed 0.787
20
corr. speed 0.899
18
corr. Speed 1.0
HPC RESSURE RATIO

16
corr. Speed 1.034
14
corr. Speed 1.067
12
corr. Speed1.124
10
corr. Speed 1.236
8

6 corr. Speed 1.292

4 surge line

2 Operalting line Mo=05

Alt=0.
0 Operating line Mo=0.85
20 40 60 80 100 Alt.=10670
operating line Mo=0
HPC CORRECTED MASS FLOW RATE Alt=0
Figure. ( 5-6) HPC OPERATING LINE

51
 Figure (7) Thrust vs SFC M=0.8 Alt.=25000ft CAE
0.08 case 1:NASA-TM-78653 Computer prediction
case2: NASA-TM-78653 Engine specification
M=0.8,Alt.=25000, case 3
case3: Off-Design results with SIMULINK in this work M=0.5 Alt.=25000ft CAE

M=0.4 Alt.=0 CAE

M=0.8,Alt.=25000, case 1
0.07

M=0 Alt.=0 CAE

M=0.8,Alt.=25000, case 2.

M=0.8 Alt.=25000ft Engine Spec.

M=0.5,Alt.=25000, case 3
SFC (Kg.N/Hr)

0.06
M=0.4,Alt. =0, case 1 M=0.5 Alt.=25000ft EngineSpec.
M=0.4,Alt. =0, case 3

M=0.4,Alt. =0, case 2

M=0.4 Alt.=0 Engine Spec.

M=0.5,Alt.=25000, case2
0.05

52
M=0.5,Alt.=25000, case 1 M=0 Alt.=0 Engine Spec.

M=0.8 Alt.=25000ft SIMULINK

M=0,Alt. 0, case 1
0.04 M=0.5 Alt.=25000ft SIMULINK

M=0,Alt. 0, case 2
M=0,Alt.= 0, case 3
M=0.4 Alt.=0 SIMULINK

0.03 M=0 Alt.=0 SIMULINK

0 50000 100000 150000 200000 250000

Thrust (N)
 CHAPTER (6)
ENGINE TRANSIENT OFF-DESIGN PERFORMANCE

6.1 Engine non-linear dynamic modeling

Most early control designs employed the classical proportional-plus-

integral control architecture. Recent research initiatives at NASA and the
engine manufacturers have introduced the use of modern robust control
theory for the design of these control systems. Moreover, the availability of
real-time aircraft engine models has made it feasible to consider the design of
sophisticated model-based control systems. Thus, it is possible to achieve a
better control over the engine dynamics in the presence of uncertainties such
as component deterioration due to aging [24].
Several nonlinear control-system-design methods have emerged over
the past three decades. Nonlinear control system designs are derived by
manipulating the system dynamics given in symbolic form. However, in
practical aerospace problems, the system dynamics are often given in the
form of computer simulations that may contain numerical tables and mode
switches. The computer-aided nonlinear control system design software that,
can employ a simulation model specified in a standard form, are used to carry
out numerical design of nonlinear control systems.
6.1.1 Dynamics assumptions

Assumptions needed for the non-linear dynamic model are as follows:

I. The components performance map described in steady state

simulation are valid also in transient analysis.
II. Fixed exhaust nozzle areas are constant in transient operation.
III. All gas properties relations are also valid during the transient
behavior.
IV. The aerodynamic variations occur faster than mechanical variations.

53
 These assumptions are necessary to ascertain that the dependent
parameters of the steady state modeling are also valid without any
additional terms.

6.1.2 Mathematical modeling

The dynamic model of the turbofan engine is a combination between the
thermodynamic relationships and dynamic equations that describe the
dynamic behavior. These dynamic equations are inter-volumes and rotor
inertia which yield a set of simultaneous non-linear differential equations
represent the dynamic model.
The excess power between the power delivered either by the HPT or
LPT and its related compressor is proportional to the rate of change of the
angular momentum given by equation (6.1)[26]
There are another two factors affecting the dynamics of the turbofan
engine related to the inter-volume, but their effects will be neglected related to
the effect of rotor inertia of the excess power. The first factor is the imbalance
between the air mass flow rate at component upstream and downstream
which is affected by pressure change.
The second factor is the deviation between the energy leaving one
component and that entering the next one, which leads to change in
temperature across the inter-volume of these two components.


𝐏 = . 𝛚  (6.1)
Pex is the excess power between the turbine and related compressor and is
a function of enthalpy change of the turbine and compressor, mass flow rate
entering both turbine and compressor.

I is the spool moment of inertia

π
 is the spool angular speed (ω = )
  ω
 is the spool acceleration or rate of change of angular speed ( = )

54
 𝛑𝐍
𝛚 𝛑𝐍 𝛑 𝐍
𝐏 = . 𝛚. = . ∗ = . . 𝐍.

Which yields to the rate of change of the spool speed in the following form
𝐍 𝐏
= 𝛑 (6.2)
.𝐍.

𝛑
Let “J” equal the dominator (I.N.( )2) and thus

𝛑
= . 𝐍. (6.3)

Thus, equation (6.2) yields to

𝐍 𝐏
= or can be rewritten as follow

𝐏
𝐍= which in difference form could be written as

𝐏
∆𝐍 = ∆ (6.4)

The speed increment or decrement N is related to the time increment

t. Thus, choosing the time increment should satisfy the smoothness of the
speed increment or decrement N and avoid the overshooting of the signal.
Also, the time increment should be in the same order of the simulation step
time to avoid the simulation trip.
Another condition should be taken into account is that either
acceleration or deceleration should be done from steady state condition to the
final regime to avoid the flight envelope margin (surge line, overheat,
overspeed and flameout)

55
6.2 Transient off-design performance in SIMULINK®

6.2.1 Balancing technique in transient response

Upon discussing the steady state off-design performance of the double-

spool turbofan engine, a group of seven dependent parameters are set and
altered simultaneously and iteratively. These seven parameters and their
generated seven errors are also valid in transient response. But there will be
two parameters altered not iteratively. Those are corrected fan speed CNf and
corrected HPC speed CNch, which in the transient analysis will be altered
during variation of time after reaching balance in each instant. In addition, the
variation of fuel flow rate wf either by open-loop analysis or closed-loop
analysis is considered. So, a set of five dependent parameters represent the
matching constraints and they are listed in the following table with their
generated errors.

Table (6-1) Dependent variables and their related generated errors

used in transient response.
Dependent
Generated error Error formula
variables
Mismatch between HPC and LPC mass w −w
Zf 𝐄 =
flow rate w
Mismatch between corrected turbine flow 𝐄
Zch function of HPT and its value calculated TFTH , − TFTH
=
from compressor side TFTH ,

Mismatch between corrected turbine flow 𝐄

Zcl function of LPT and its value calculated TFT , − TFT
=
from compressor side TFT ,

Mismatch in continuity between gas P −P

TFTH 𝐄 =
generator and hot nozzle P
Mismatch in continuity between Fan and P −P
TFTL 𝐄 =
cold nozzle P

56
 During the simulation process, the system tends to minimize the generated
error for to be said it is balanced. This is done for the previous five errors and
the updated values of the matching variables. Thus, the error matrix EMAT
could be evaluated. The error matrix dimensions is 5x5, which is not similar to
that of steady state. The program execution process could be performed in the
following steps:
I. Initially, a group of five dependent variables which represent the
matching constrains, are guessed and used to calculate the
thermodynamics properties of the system states.
II. First iteration run takes place, the dependent variables are updated,
and the performance system examines the balancing of the engine.
III. If the engine model is able to satisfy the matching constrains, the
engine model is said to be balanced at this instant, and the speed
increment is calculated depending on the time increment and the
rate of change of the speed, whether accelerated or decelerated.
IV. If the engine model was not able to satisfy the matching constrains,
the model is said to be unbalanced, and a group of five errors are
generated to evaluate the error matrix. A group of PDE will be raised
and solved by the same technique in the steady state response but
only to update the matching guesses with new values. This step is
repeated iteratively until the error reaches an acceptable limit and
the engine model is said to be balanced. So, the speed increment
due to fuel stepped to the engine, either for acceleration or
deceleration, is calculated.
V. These steps are repeated for the whole simulation time until the
steady state conditions are reached.
VI. The transient behavior of the engine model for the whole response
time is examined and studied and compared with related previous
numerical or experimental studies.

57
6.2.2 SIMULINK® blocks in transient response

The general layout of the dynamic model blocks is the same like steady
state model, except the solver block and performance block and the addition
of a new block “wf-runner”. The solver block layout is also the same like
steady state but the generated EMAT matrix is of dimension 5x5 instead of
7x7 and the resulted variables increment is also five vj. The performance
block has the same layout. Also, The interpreted Matlab function, in which the
code was written, has the same layout to assure that the output signals are
corrected by the speed-time increments each instant to give the transient
behavior. The wf-runner block is used only to direct the fuel flow as step input
from the steady state value to the next value either as acceleration or
deceleration.
In Fig.(6-1), the solver block shows that the EMAT block has a 5 output
ports and a group of five vj instead of seven. In Fig.(6-2), a layout of the
performance block shows that the corrected speeds of HPC and Fan (CNch,
CNf) are altered separately not iteratively in addition to the variation of the fuel
flow rate wf either by open-loop scheme (wf-runner block) or closed-loop
scheme. Fig.(6-3), shows the details of the performance block in transient
operation. It consists of an interpreted Matlab function called performance that
has 24 input ports and 17 output ports. Also, it has a Mux with 8 input signals
which outputs one signal via (To File.mat) block at the workspace which is
needed for data manipulation and plotting curves. Moreover, it shows the
“enable port” which enables that block when the generated errors are all within
allowable limits.

58
 Fig.(6-1) solver block layout in transient operation.

Fig.(6-3) performance block in steady- Fig.(6-2) Layout of CNch and CNf that
state response. are altered via performance block in
transient response.

59
 Fig.(6-4) Details of the performance block in transient operation.

6.3 Open-loop transient response

The metering of the fuel during acceleration or deceleration should be

regulated and controlled to assure the accurate amount of fuel that gives the
desired spool speeds and keep the design limits with an acceptable tolerance.
There are two schemes for metering the fuel flow rate, either open-loop
scheme or closed-loop scheme. Open-loop scheme is not a control system,
it’s a beginning to understand how the system could act in case of control
system. Also, it is important to confirm that the model is working correctly,
both to validate that the components were connected properly and to validate
the simulation tool itself. The open-loop scheme depends on stepping fuel to
the injector without any feedback signal showing the effect of the metered fuel
on the planet. The closed-loop scheme uses a controller to control the
regulation of the fuel to the injectors. This controller always uses a logic
algorithm to avoid undesired cases of engine regime resulted from excess
levels or lack levels of fuel.

60
 In open-loop scheme, the fuel is delivered to the engine either higher
than the steady state fuel flow rate in case of acceleration or lower than the
steady state fuel flow rate in case of deceleration. In both cases, the engine
reacts to the metered fuel either by increasing or decreasing, respectively, the
spools speeds in addition to either the excess power increases rapidly
instantaneously then decays to almost zero in case of acceleration or
decreases rapidly instantaneously then overcomes until reaches almost zero.

Open-loop
Closed-loop

Fig.(6-5) Basic representation of the open-loop and closed-loop scheme.

In open-loop scheme, simulation is carried out for the same three cases
of the steady-state off-design performance (SLS run up–SLS take off–cruise
flight). Each case has a steady-state fuel flow rate at certain baseline
parameter CNch. In the case of cruise flight for example, simulation is done
as acceleration from CNch= 0.8 to 1.0 and its related fuel flow values raised
suddenly from 0.2849 to 0.9784. deceleration is done from CNch= 1.0 to 0.8
and its related fuel flow values decayed back again from 0.9784 to 0.2849
suddenly.
The same simulations are repeated for the cases of SLS take-off and
SLS run-up with their fuel flow rate values, this action without feedback or feed
-forward is called open-loop.
In open-loop at the cruise flight, the fuel flow rate is suddenly changed
as a step, either from 0.2849 to 0.9784 or vice verse. That means the fuel is
changed in the first step time from 0.2849 to 0.9784 and simulation is
completed with the last value (i.e., the fuel flow is almost constant for the
whole transient time). This step input should affect the system to react in the
transient time region. This effect is the target and should be explored in
61
simulation to give a clear vision how the engine could respond to the step
input during actual regime. That effect includes low-spool speed, core spool
speed, turbine inlet temperature and net thrust, all against time.

Studying the transient behavior in case of open-loop scheme is done in

three different regimes ( SLS run up – SLS take off – cruise flight ). Each
regime is examined during the acceleration schedule (a), and deceleration
schedule (b) using the fuel flow rate and other dependent variables of the
steady state response.
Table (6-2) shows the steady-state values of the dependent variables
for the different regime mentioned above that are used in the transient
response simulation, either open-loop or closed-loop.
Table (6-2) Steady-state values of dependent variables that are used in
transient response

Acceleration CNch = 0.8 to 1.0 Deceleration CNch = 1.0 to 0.8

Variable
Cruise SLS take SLS run Cruise SLS take SLS run
flight off up flight off up
Zf 0.5651 0.584 0.6765 0.838 0.8279 0.8408

Zcl 0.8522 0.8237 0.6904 0.8685 0.8638 0.8563

Zch 0.7652 0.7805 0.7937 0.8299 0.8279 0.8284

TFth 157.7 157.7 157.7 156.4 156.3 156.3

TFtl 692.2 651.8 626.6 677.9 676.9 677.6

wf 0.2849 1.089 0.903 0.9784 3.447 2.785

CNf 0.7241 0.7063 0.6617 1.014 1.013 1.009

62
6.4 Transient response results and discussions
The transient response is another step in the off-design performance
analysis. Showing the behavior of the engine in the transient region before, it
stabilizes to steady state again. The most important characteristics in the
transient response of turbofan off-design performance are the spools speed,
maximum cycle temperature, and the thrust.
This work discusses those characteristics with time in case of open-loop
scheme, spools speed and maximum cycle temperature that are shown in
relative percent to the design speeds. Where are the net thrust is shown in its
absolute values. The results of this study are taken as mentioned previously to
three cases, these cases are as follows :
a. Cruise flight at Mach Mo = 0.85 and Altitude = 10670 m
- acceleration from CNch = 0.8 to 1.0 and wf = 0.2849 to 0.9784
- deceleration from CNch = 1.0 to 0.8 and wf = 0.9784 to 0.2849
b. SLS take-off at Mach Mo = 0.5 and Altitude = 0
- acceleration from CNch = 0.8 to 1.0 and wf = 1.089 to 3.447
- deceleration from CNch = 1.0 to 0.8 and wf = 3.447 to 1.089
c. SLS run-up at Mach Mo = 0 and Altitude = 0
- acceleration from CNch = 0.8 to 1.0 and wf = 0.903 to 2.785
- deceleration from CNch = 1.0 to 0.8 and wf = 2.785 to 0.903
The results are plotted against the time and are shown in the following figures:
Fig.(6-6) through (6-8) show the transient behavior of the core spool
speed percent in the following three operation conditions as follows:
a.1 cruise flight, acceleration, where the core speed initially was at 80%
and accelerated to 117 % for few milliseconds, after that it stabilized around
109%. While at deceleration, the core speed was at 108% and decayed till
stabilized around 80%.
a.2 SLS take-off, in acceleration, the core speed was at 87% and
accelerated to 105% as peak value during milliseconds and, then, decayed to
102% and stabilized. While at deceleration, the core speed started from 117%
and decayed until stabilized at 89%.

63
 a.3 SLS run-up, in acceleration, the core speed was started at 84% and
accelerated to peak at 104%, then, decayed to 101% and stabilized. While in
deceleration, it started at 115% and decayed till stabilized at 90%.

Fig.(6-9) through (6-11) show the transient behavior of the low-spool

speed percent in the three operation conditions as follows:
a.1 cruise flight, acceleration, where the low speed was initially at 73%
and accelerated to 107% for few milliseconds, after that stabilized around
102%. While at deceleration, the low speed was at 110% and decayed till
stabilized around 780%.
a.2 SLS take-off, in acceleration, the low speed was at 77% and
accelerated to 106% as peak value during milliseconds and then decayed to
102% and stabilized. While at deceleration the low-speed started from 110%
and decayed until stabilized at 78%.
a.3 SLS run-up, in acceleration, the low speed was started at 70% and
accelerated to peak at 101% then, decayed to 99% and stabilized. While in
deceleration, it started at 107% and decayed till stabilized at 74%.
Fig.(6-12) through (6-14) show the transient behavior of the maximum
cycle temperature percent in the three operation conditions as follows:
a.1 cruise flight, acceleration where the Tt41 was initially at 75% and
accelerated to 137% in almost few microseconds, after that stabilized at
around 103%. While at deceleration, Tt41 was at 102% and decayed to 69%
then it raised up till stabilized around 75%.
a.2 SLS take-off, in acceleration, Tt41 was at 91% and accelerated to
161% as peak value during milliseconds and then decayed to 131% and
stabilized. While at deceleration, Tt41 started from 120% and decayed to 83%
before it raised again until stabilized at 90%.
a.3 SLS run-up, in acceleration, the Tt41 was started at 89% and
accelerated to peak at 157%, then, decayed to 124% and stabilized. While in
deceleration, it started at 115% and decayed till 80%, then raised up and
stabilized at 87%.

64
Fig.(6-15) through (6-17) show the transient behavior of the engine net thrust
as follows :
a.1 cruise flight, acceleration, where the Ft initially was 13017 (N) and
accelerated to peak at 62213 (N), after that stabilized around 53932 (N). While
at deceleration, Ft was at 52742 (N) and decayed, stabilized at 12484 (N).
a.2 SLS take-off, in acceleration, the Ft was 57468 (N) and accelerated
to 174689 (N) before it decayed to 143988 (N) and raised again to 159573 (N)
and stabilized. While at deceleration the Ft started from 199853 (N) and
decayed to 61132 (N) and stabilized.
a.3 SLS run-up, in acceleration, Ft was started at 91804 (N) and
accelerated to peak at 217471 (N) then, decayed to 206929 (N) and
stabilized. While in deceleration, it started at 248948 (N) and decayed,
stabilized at 103434 (N).
Fig.(6-18) and (6-19) show the transient behavior of the engine fan speed and
high pressure turbine inlet temperature respectively based on sequential
quadratic programming (SQP), as a novel approach for optimization control
[40]. In such figures, they show almost the same manner as the figured
obtained from the SIMULINK. Except, that they do it in absolute values, while
SIMULINK results under study are in relative values.

65
 120

110

100
NH1 %

90
acc. NH1,Cruise speed
Decel. NH1, Cruise speed
80

70

60
0 1 2 3 4 5 6
time
Fig. (6-6)Relative spool Core speed NH1, Cruise flight Mo=0.85, Alt. =
10670

125

120

115
acc. NH1,Take off speed
Decel. NH1, Take off speed
110

105
NH1 %

100

95

90

85

80
0 1 2 3 4 5 6
time
Fig. (6-7) Relative spool Core speed NH1, Take off
Mo=0.5, Alt. = 0
66
 120

115

110

105
NH1 %

100
acc. NH1,SLS Run up speed
95 Decel.NH1, SLS Run Up speed

90

85

80
0 1 2 3 4 5 6
time

Fig. (6-8) Relative spool Core speed NH1, SLS run up

Mo=0, Alt. = 0

120

110

100
NL1 %

90
acc.NL1, Cruise speed
Decel. NL, Cruise speed
80

70

60
0 1 2 3 4 5 6
time
Fig. (6-9) Relative low spool speed NL1, Cruise flight
Mo=0.85, Alt. = 10670

67
 115

110

105

100

95
NL1 %

90
acc. NL1,Take off speed
Decel. NL, Take off speed
85

80

75

70
0 1 2 3 4 5 6
time
Fig.(6-10) Relative low spool speed NL1, Take off
Mo=0.5, Alt. = 0
120

110

100
NL1 %

90
acc. NL1,SLS Run up speed
Decel. NL1, SLS Run Up speed
80

70

60
0 1 2 3 4 5 6
time
Fig.(6-11) Relative low spool speed NL1, SLS run up Mo=0, Alt. = 0

68
 150

140
acc.Max Cycle Temp., Cruise speed
Decel. Max Cycle Temp., Cruise speed
130

120

110
Tt41 %

100

90

80

70

60
0 1 2 3 4 5 6
time
Fig. (6-12) Relative Max Cycle Temp. Tt41,Cruise flight
Mo=0.85 , Alt. = 10670

190

170
acc. Max Cycle Temp.,Take off speed
Decel. Max Cycle Temp., Take off speed
150
Tt41 %

130

110

90

70
0 1 2 3 4 5 6
time
Fig. (6-13) Relative Max Cycle Temp. Tt41, Take off
Mo=0.5, Alt. = 0

69
 170

160

150
acc.Max Cycle Temp., SLS Run up speed
Decel. Max Cycle Temp., SLS Run Up speed
140

130
Tt41 %

120

110

100

90

80

70
0 1 2 3 4 5 6
time
Fig. (6-14) Relative Max Cycle Temp. Tt41, SLS run up Mo=0, Alt. = 0

70000

60000

50000

40000
Ft

30000
acc. Net Thrust, Cruise speed
Decel. Net thrust, cruise speed
20000

10000

0
0 1 2 3 4 5 6
time
Fig. (6-15) Net thrust Ft, Cruise flight
Mo=0.85, Alt. = 10670

70
 250000

200000

150000
acc. Net Thrust, Take off speed
Ft

Decel. Net thrust, Take off speed

100000

50000

0
0 1 2 3 4 5 6
time
Fig. (6-16) Net thrust Ft, Take off Mo=0.5, Alt. = 0

300000

250000

200000
acc. Net Thrust, SLS Run Up speed
Decel. Net thrust, SLS Run Up speed
Ft

150000

100000

50000

0
0 1 2 3 4 5 6
time
Fig. (6-17) Net thrust Ft, SLS run up Mo=0, Alt. = 0

71
 Fig. (6-18) fan speed at high altitude based on SQP [40]

Fig. (6-19) high pressure Turbine inlet temperature based on SQP [40]

72
 26

24 =1

22
Surge =0.9
20 line
=0.8
18 C
=0.7
HPC PRESSURE RATIO

16 D
=0.6
14
Acceleration line Deceleration
12 line =0.5

10 =0.4
B
8 A =0.3
6 Steady-State
=0.2
Line
4 Corrected
=0.1
2 speed lines
=0
0
20 30 40 50 60 70 80 90 100

HPC CORRECTED MASS FLOW RATE

Fig.(6-20) HPC Steady-State and Transient operating

line (Acceleration, Deceleration) in Cruise Flight

In fig.(6-20), the transient operating lines (acceleration – deceleration)

are plotted on HPC map, the acceleration is gone through the line ABC
passing through steps forward on speed lines in the way of increasing speeds,
the deceleration is gone through the line CDA passing through steps down on
speed lines in the way of decreasing speeds. The steady-state operation
should gone through any point at the line AB. To know the map characteristics
(pressure ratio, corrected mass flow rate, compressor efficiency), only the
corrected speed and the beta line should be known.

73
 CHAPTER (7)

CONCLUSIONS AND SUGGESTION FOR FUTURE WORK

The off-design performance is one of the necessary steps in turbofan

engine design and manufacturing. It completes the cycle of production with
the parametric cycle analysis, turbomachinery and life cycle cost, and
optimization. So, based on the previous results and discussions, the
following concluding points can be stated:

a. SIMULINK® showed a good estimation of the performance

characteristics regards other programming languages or any
other readymade software.

b. The results either in steady-state or open-loop transient response

are accurate, clear and almost the same of another studies.

c. The off-design performance simulation by SIMULINK® gives a

clear view for the design process and assures the integrity of the
model with no possibility for randomness or unexpected faults.

d. This study is suitable for any type of double-spool turbofan engine

whenever the design point data for such engine were known.

Work may be extended in the future to the closed-loop study of the

transient response and controller design using SIMULINK®. Another
research track is the comparison between the SIMULINK® and NASTRAN
in frequency domain to show the difference in response analysis. Where
NASTRAN is a readymade software that deals with any issue as a
computational study. It takes into account many computational methods
like finite element or finite volume modeling.

74
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78
APPENDICES

79
 Appendix (A.1)
Gas thermodynamic equations
Y = 1.8*(T)C
S_air=4.184*((0.25020051*log(Y))+(1.4450767E-26*Y^7)-(2.4211288E-22*Y^6)+
(1.5243153E-18*Y^5)-(3.782064E-15*Y^4)-(2.239279E-12*Y^3)+(3.2759743E-
8*Y^2)-(5.1576879E-5*Y)+0.0454323)

S_fuel=4.184*((0.073816638*log(Y))+(1.038267E-25*Y^7)-(2.22261188D-
21*Y^6)+(2.0425826D-17*Y^5)-(1.0512776D-13*Y^4)+(3.3228928D-10*Y^3)-
(6.8859505E-7*Y^2)+(1.225863E-03* Y)+ 0.688595)

H_air=0.55555*4.184*((1.2644425E-26*Y^8)-(2.0752522E-22*Y^7)+(1.270263E-
18*Y^6)-(3.0256518E-15*Y^5)-(1.6794594E-12*Y^4)+(2.1839826E-8*Y^3)-
(2.575844E-5*Y^2)+(0.2502*Y)-1.7558886)

H_fuel=0.55555*4.184*((9.0848388D-26*Y^8)-(1.9050949D-21*Y^7)+(1.7021525D-
17*Y^6)-(8.4102208D-14*Y^5)+(2.4921698D-10*Y^4)-(4.5906332E-
7*Y^3)+(6.129315E-04*Y^2)+(0.073816638*Y)+30.058153)

Cp_air=4.184*(((1.01554E-25*Y^7)-(1.452677E-21*Y^6)+(7.6215767E-18*Y^5)-
(1.5128259E-14*Y^4)-(6.717836E-12*Y^3)+(6.5519486E-8*Y^2)-(5.1536079E-
5*Y))+0.25)

Cp_fuel = 4.184*(((7.26787E-25 * Y^7)-(1.3335668D-20*Y^6)+(1.0212913D-

16*Y^5)-(4.2051104D-13*Y^4)+(9.968792E-10*Y^3)-(1.3771901E-
6*Y^2)+(1.225863E-03*Y))+0.073816638)

Cpg = (Cp_air+F/A*Cp_fuel)/(1+F/A)
Hg = (H_air+F/A*H_fuel)/(1+F/A)
Phig = (S_air+F/A*S_fuel)/(1+F/A)
MW = 28.97-0.946186*F/A
g = Cpg/(Cpg-Rg)
Ag = sqrt(g*Rg*Tt)

80
 Appendix (A.2)
Interpreted Matlab functions of engine component blocks
(written in m-file)
1- FAN block adiabatic compression
function yout=Adiabatic_compression_fan (Tt2,Pr,Pt2,Ht2,S2,etaf)
Mwa=28.97;
Ru=8.31416;
R=Ru/Mwa;
Pt13=Pr*Pt2;
Tt13=Tt2*Pr^0.28572;
for i=1:20
Cp13=Cp(Tt13);
Ht13s=h(Tt13);
Tt13s=Ht13s/Cp13;
for j=1:25
Ht13=h(Tt13s);
DeltaH13=(Ht13s-Ht13);
errorHf=DeltaH13/Ht13;
if abs(errorHf)>0.00001
Tt13s=Tt13s+DeltaH13/Cp13;
end
end
S13=s(Tt13s)-R*log(Pt13);
deltaSf=S13-S2;
if abs(deltaSf) > abs(0.0005*S2)
Tt13s=Tt13s/exp(deltaSf/Cp(Tt13s));
end
end
Ht13s=h(Tt13s);
Ht13=Ht2+((Ht13s-Ht2)/etaf);
Tt13=Ht13/Cp13;
for k=1:25
Ht13ss=h(Tt13);
Cp13=Cp(Tt13);
DeltaHsf=(Ht13-Ht13ss);
errorHsf=DeltaHsf/Ht13ss;
if abs(errorHsf)>0.00001
Tt13=Tt13+DeltaHsf/Cp13;
end
end
S13=s(Tt13)-R*log(Pt13);
yout=[Tt13 Pt13 S13 Ht13];
function outs=s(t)
Y = 1.8*t;
outs= 4.184* ((0.25020051*log(Y))+(1.4450767E-26*Y^7)-(2.4211288E-
22*Y^6)+(1.5243153E-18*Y^5)-(3.782064E-15*Y^4)-(2.239279E-
12*Y^3)+(3.2759743E-8*Y^2)-(5.1576879E-5*Y)+0.0454323);
function outh=h(t)
Y = 1.8*t;
outh=0.55555*4.184*((1.2644425E-26 * Y^8)-(2.0752522E-22*Y^7)+(1.270263E-
18*Y^6)-(3.0256518E-15*Y^5)-(1.6794594E-12*Y^4)+(2.1839826E-8*Y^3)-
(2.575844E-5*Y^2)+(0.2502*Y)-1.7558886);
function outCp=Cp(t)
Y = 1.8*t;

81
outCp=4.184*(((1.01554E-25*Y^7)-(1.452677E-21*Y^6)+(7.6215767E-18*Y^5)-
(1.5128259E-14*Y^4)-(6.717836E-12*Y^3)+(6.5519486E-8*Y^2)-(5.1536079E-
5*Y))+0.25);

2- LPC block adiabatic compression

function yout=Adiabatic_compression_LPC (Tt13,Pr,Pt13,Ht13,S13,etacl)

Mwa=28.97;
Ru=8.31416;
R=Ru/Mwa;
Pt25=Pr*Pt13;
Tt25=Tt13*Pr^0.28572;
for i=1:20
Cp25=Cp(Tt25);
Ht25s=h(Tt25);
Tt25s=Ht25s/Cp25;
for j=1:25
Ht25=h(Tt25s);
DeltaHcl=(Ht25s-Ht25);
errorHcl=DeltaHcl/Ht25;
if abs(errorHcl)>0.00001
Tt25s=Tt25s+DeltaHcl/Cp25;
end
end
S25=s(Tt25s)-R*log(Pt25);
deltaScl=S25-S13;
if abs(deltaScl) > abs(0.0005*S13)
Tt25s=Tt25s/exp(deltaScl/Cp(Tt25s));
end
end
Ht25s=h(Tt25s);
Ht25=Ht13+((Ht25s-Ht13)/etacl);
Tt25=Ht25/Cp25;
for k=1:25
Ht25ss=h(Tt25);
Cp25=Cp(Tt25);
DeltaHscl=(Ht25-Ht25ss);
errorHscl=DeltaHscl/Ht25ss;
if abs(errorHscl)>0.00001
Tt25=Tt25+DeltaHscl/Cp25;
end
end
S25=s(Tt25)-R*log(Pt25);
yout=[Tt25 Pt25 S25 Ht25];

function outs=s(t)
Y = 1.8*t;
outs= 4.184* ((0.25020051*log(Y))+(1.4450767E-26*Y^7)-(2.4211288E-
22*Y^6)+(1.5243153E-18*Y^5)-(3.782064E-15*Y^4)-(2.239279E-
12*Y^3)+(3.2759743E-8*Y^2)-(5.1576879E-5*Y)+0.0454323);
function outh=h(t)
Y = 1.8*t;
outh=0.55555*4.184*((1.2644425E-26 * Y^8)-(2.0752522E-22*Y^7)+(1.270263E-
18*Y^6)-(3.0256518E-15*Y^5)-(1.6794594E-12*Y^4)+(2.1839826E-8*Y^3)-
(2.575844E-5*Y^2)+(0.2502*Y)-1.7558886);
function outCp=Cp(t)
Y = 1.8*t;

82
outCp=4.184*(((1.01554E-25*Y^7)-(1.452677E-21*Y^6)+(7.6215767E-18*Y^5)-
(1.5128259E-14*Y^4)-(6.717836E-12*Y^3)+(6.5519486E-8*Y^2)-(5.1536079E-
5*Y))+0.25);

3- HPC block adiabatic compression

function yout=Adiabatic_compression_HPC (Tt25,Pr,Pt25,Ht25,S25,etach)

Mwa=28.97;
Ru=8.31416;
R=Ru/Mwa;
Pt3=Pr*Pt25;
Tt3=Tt25*Pr^0.28572;
for i=1:20
Cp3=Cp(Tt3);
Ht3s=h(Tt3);
Tt3s=Ht3s/Cp3;
for j=1:25
Ht3=h(Tt3s);
DeltaHch=(Ht3s-Ht3);
errorHch=DeltaHch/Ht3;
if abs(errorHch)>0.00001
Tt3s=Tt3s+DeltaHch/Cp3;
end
end
S3=s(Tt3s)-R*log(Pt3);
deltaSch=S3-S25;
if abs(deltaSch) > abs(0.0005*S25)
Tt3s=Tt3s/exp(deltaSch/Cp(Tt3s));
end
end
Ht3s=h(Tt3s);
Ht3=Ht25+((Ht3s-Ht25)/etach);
Tt3=Ht3/Cp(Tt3s);
for k=1:25
Ht3ss=h(Tt3);
Cp3=Cp(Tt3);
DeltaHsch=(Ht3-Ht3ss);
errorHsch=DeltaHsch/Ht3;
if abs(errorHsch)>0.00001
Tt3=Tt3+DeltaHsch/Cp3;
end
end
S3=s(Tt3)-R*log(Pt3);

yout=[Tt3 Pt3 S3 Ht3 Cp3];

function outs=s(t)
Y = 1.8*t;
outs= 4.184* ((0.25020051*log(Y))+(1.4450767E-26*Y^7)-(2.4211288E-
22*Y^6)+(1.5243153E-18*Y^5)-(3.782064E-15*Y^4)-(2.239279E-
12*Y^3)+(3.2759743E-8*Y^2)-(5.1576879E-5*Y)+0.0454323);
function outh=h(t)
Y = 1.8*t;
outh=0.55555*4.184*((1.2644425E-26 * Y^8)-(2.0752522E-22*Y^7)+(1.270263E-
18*Y^6)-(3.0256518E-15*Y^5)-(1.6794594E-12*Y^4)+(2.1839826E-8*Y^3)-
(2.575844E-5*Y^2)+(0.2502*Y)-1.7558886);
function outCp=Cp(t)

83
Y = 1.8*t;
outCp=4.184*(((1.01554E-25*Y^7)-(1.452677E-21*Y^6)+(7.6215767E-18*Y^5)-
(1.5128259E-14*Y^4)-(6.717836E-12*Y^3)+(6.5519486E-8*Y^2)-(5.1536079E-
5*Y))+0.25);

4- Combustor thermo
function yout=thermo_combustor(Pt4,Ht4,F_A,Cp3)
Tt4=Ht4/Cp3;
for i=1:25
Cp4=((Cp(Tt4)+(F_A)*CCp(Tt4))/(1+F_A));
Ht4s=((h(Tt4)+(F_A)*hh(Tt4))/(1+F_A));
Phi4=((s(Tt4)+(F_A)*sss(Tt4))/(1+F_A));
deltaHcch=Ht4-Ht4s;
errorHcch=deltaHcch/Ht4s;
if abs(errorHcch) > 0.00001
Tt4=Tt4+(deltaHcch/Cp4);
end
Mw4 = 28.97 - 0.946186 * F_A;
Rg = 8.31416/ Mw4;
S4=Phi4-(Rg*log(Pt4));
end
Cp4=((Cp(Tt4)+(F_A)*CCp(Tt4))/(1+F_A));

yout=[Tt4 S4 Cp4 Mw4];

function outs_air=s(t)
Y = 1.8*t;
outs_air= 4.184* ((0.25020051*log(Y))+(1.4450767E-26*Y^7)-(2.4211288E-
22*Y^6)+(1.5243153E-18*Y^5)-(3.782064E-15*Y^4)-(2.239279E-
12*Y^3)+(3.2759743E-8*Y^2)-(5.1576879E-5*Y)+0.0454323);

function outs_fuel=sss(t)
Y = 1.8*t;
outs_fuel = 4.184* ((0.073816638 * log(Y))+(1.038267E-25 * Y^7)-
(2.22261188D-21* Y^6)+(2.0425826D-17* Y^5)-(1.0512776D-13* Y^4)+(
3.3228928D-10* Y^3)-(6.8859505E-7* Y^2)+(1.225863E-03* Y)+ 0.688595);

function outh_air=h(t)
Y = 1.8*t;
outh_air=0.55555*4.184*((1.2644425E-26 * Y^8)-(2.0752522E-
22*Y^7)+(1.270263E-18*Y^6)-(3.0256518E-15*Y^5)-(1.6794594E-
12*Y^4)+(2.1839826E-8*Y^3)-(2.575844E-5*Y^2)+(0.2502*Y)-1.7558886);

function outh_fuel=hh(t)
Y = 1.8*t;
outh_fuel=0.55555*4.184*((9.0848388D-26*Y^8)-(1.9050949D-
21*Y^7)+(1.7021525D-17*Y^6)-(8.4102208D-14*Y^5)+(2.4921698D-10*Y^4)-
(4.5906332E-7*Y^3)+(6.129315E-04*Y^2)+(0.073816638*Y)+30.058153);

function outCp_air=Cp(t)
Y = 1.8*t;
outCp_air=4.184*(((1.01554E-25*Y^7)-(1.452677E-21*Y^6)+(7.6215767E-18*Y^5)-
(1.5128259E-14*Y^4)-(6.717836E-12*Y^3)+(6.5519486E-8*Y^2)-(5.1536079E-
5*Y))+0.25);

function outCp_fuel=CCp(t)

84
Y = 1.8*t;
outCp_fuel = 4.184*(((7.26787E-25 * Y^7)-(1.3335668D-20*Y^6)+(1.0212913D-
16*Y^5)-(4.2051104D-13*Y^4)+(9.968792E-10*Y^3)-(1.3771901E-
6*Y^2)+(1.225863E-03*Y))+0.073816638);

5- Compression Ram
function yout=compression_ram (Tt2,Pt2)

Mwa=28.97;
R=8.31416/Mwa;
Cp2=Cp(Tt2);
Ht2s=h(Tt2);
Tt2s=Ht2s/Cp2;
Cp2=Cp(Tt2s);
Ht2=h(Tt2s);
S2=s(Tt2s)-R*log(Pt2);

yout=[Ht2 S2 Cp2];

function outs=s(t)
Y = 1.8*t;
outs= 4.184* ((0.25020051*log(Y))+(1.4450767E-26*Y^7)-(2.4211288E-
22*Y^6)+(1.5243153E-18*Y^5)-(3.782064E-15*Y^4)-(2.239279E-
12*Y^3)+(3.2759743E-8*Y^2)-(5.1576879E-5*Y)+0.0454323);

function outh=h(t)
Y = 1.8*t;
outh=0.55555*4.184*((1.2644425E-26 * Y^8)-(2.0752522E-22*Y^7)+(1.270263E-
18*Y^6)-(3.0256518E-15*Y^5)-(1.6794594E-12*Y^4)+(2.1839826E-8*Y^3)-
(2.575844E-5*Y^2)+(0.2502*Y)-1.7558886);

function outCp=Cp(t)
Y = 1.8*t;
outCp=4.184*(((1.01554E-25*Y^7)-(1.452677E-21*Y^6)+(7.6215767E-18*Y^5)-
(1.5128259E-14*Y^4)-(6.717836E-12*Y^3)+(6.5519486E-8*Y^2)-(5.1536079E-
5*Y))+0.25);

6- If Z- condition
function y=if_Z(u)
if u<=0
Z=0;
elseif u>=1
Z=1;
else
Z=u;
end
y=Z;

7- Fuel to air ratio

function yout=Fuel_to_air_ratio(w3,Ht3,Ht4)
F/A = 0;
while F/A == 0

85
Q=43115.800;
etab=0.985;
wf=w3*(Ht4-Ht3)/((Q*etab)-Ht4);
F/A=wf/w3;
end
yout=[F/A wf];
8- HPT isentropic expansion
function yout=HPT1(Ht45s,Ht45_old,Pt4,Cp4,F_A,S4)

Pr=0.5;
Pt45=Pr*Pt4;
for i=1:25
Tt45s=Ht45s/Cp4;
for j=1:25
Cp45=((Cp(Tt45s)+(F_A)*CCp(Tt45s))/(1+F_A));
Ht45sc=((h(Tt45s)+(F_A)*hh(Tt45s))/(1+F_A));
Mw45 = 28.97 - 0.946186 * F_A;
Rg = 8.31416/ Mw45;
Phi45s=((s(Tt45s)+(F_A)*sss(Tt45s))/(1+F_A));
deltaHth1=Ht45s-Ht45sc;
errorHth1=deltaHth1/Ht45sc;
if abs(errorHth1)> 0.00001
Tt45s=Tt45s+(deltaHth1/Cp45);

end
S45_old=Phi45s-(Rg*log(Pt45));
end
DeltaSth1=S45_old-S4;
if abs(DeltaSth1)>abs(0.0005*S4)
Pt45=Pt4*exp(DeltaSth1*(Mw45/8.31416)+log(Pt45/Pt4));

end
end

Tt45=Ht45_old/Cp45;
for k=1:25
Cp45=((Cp(Tt45)+(F_A)*CCp(Tt45))/(1+F_A));
Ht45ss=((h(Tt45)+(F_A)*hh(Tt45))/(1+F_A));
Phi45=((s(Tt45)+(F_A)*sss(Tt45))/(1+F_A));
deltaHth2=Ht45_old-Ht45ss;
errorHth2=deltaHth2/Ht45ss;
if abs(errorHth2)>0.00001
Tt45=Tt45+(deltaHth2/Cp45);
end
S45=Phi45-(Rg*log(Pt45));

end

yout=[Pt45 Tt45 S45 Cp45];

function outs_air=s(t)
Y = 1.8*t;
outs_air= 4.184* ((0.25020051*log(Y))+(1.4450767E-26*Y^7)-(2.4211288E-
22*Y^6)+(1.5243153E-18*Y^5)-(3.782064E-15*Y^4)-(2.239279E-
12*Y^3)+(3.2759743E-8*Y^2)-(5.1576879E-5*Y)+0.0454323);

86
function outs_fuel=sss(t)
Y = 1.8*t;
outs_fuel = 4.184* ((0.073816638 * log(Y))+(1.038267E-25 * Y^7)-
(2.22261188D-21* Y^6)+(2.0425826D-17* Y^5)-(1.0512776D-13* Y^4)+(
3.3228928D-10* Y^3)-(6.8859505E-7* Y^2)+(1.225863E-03* Y)+ 0.688595);

function outh_air=h(t)
Y = 1.8*t;
outh_air=0.55555*4.184*((1.2644425E-26 * Y^8)-(2.0752522E-
22*Y^7)+(1.270263E-18*Y^6)-(3.0256518E-15*Y^5)-(1.6794594E-
12*Y^4)+(2.1839826E-8*Y^3)-(2.575844E-5*Y^2)+(0.2502*Y)-1.7558886);

function outh_fuel=hh(t)
Y = 1.8*t;
outh_fuel=0.55555*4.184*((9.0848388D-26*Y^8)-(1.9050949D-
21*Y^7)+(1.7021525D-17*Y^6)-(8.4102208D-14*Y^5)+(2.4921698D-10*Y^4)-
(4.5906332E-7*Y^3)+(6.129315E-04*Y^2)+(0.073816638*Y)+30.058153);

function outCp_air=Cp(t)
Y = 1.8*t;
outCp_air=4.184*(((1.01554E-25*Y^7)-(1.452677E-21*Y^6)+(7.6215767E-18*Y^5)-
(1.5128259E-14*Y^4)-(6.717836E-12*Y^3)+(6.5519486E-8*Y^2)-(5.1536079E-
5*Y))+0.25);

function outCp_fuel=CCp(t)
Y = 1.8*t;
outCp_fuel = 4.184*(((7.26787E-25 * Y^7)-(1.3335668D-20*Y^6)+(1.0212913D-
16*Y^5)-(4.2051104D-13*Y^4)+(9.968792E-10*Y^3)-(1.3771901E-
6*Y^2)+(1.225863E-03*Y))+0.073816638);

87
 9- HPT adiabatic expansion
function yout=turbo(Pt45,Cp45_old,F_A,Ht45_old,Wg4,Wg45,wach,Ht3)

Ht45=((Wg4*Ht45_old)+(0.1*wach*Ht3))/Wg45;

Tt45=Ht45/Cp45_old;
for m=1:25
Cp45=((Cp(Tt45)+(F_A)*CCp(Tt45))/(1+F_A));
Ht45se=((h(Tt45)+(F_A)*hh(Tt45))/(1+F_A));
Mw45 = 28.97 - 0.946186 * F_A;
Rg = 8.31416/ Mw45;
Phi45=((s(Tt45)+(F_A)*sss(Tt45))/(1+F_A));
deltaHth3=Ht45-Ht45se;
errorHseth3=deltaHth3/Ht45se;
if abs(errorHseth3)> 0.00001
Tt45=Tt45+deltaHth3/Cp45;
end
S45=Phi45-(Rg*log(Pt45));

end

yout=[Cp45 Tt45 S45 Ht45 F_A];

function outs_air=s(t)
Y = 1.8*t;
outs_air= 4.184* ((0.25020051*log(Y))+(1.4450767E-26*Y^7)-(2.4211288E-
22*Y^6)+(1.5243153E-18*Y^5)-(3.782064E-15*Y^4)-(2.239279E-
12*Y^3)+(3.2759743E-8*Y^2)-(5.1576879E-5*Y)+0.0454323);

function outs_fuel=sss(t)
Y = 1.8*t;
outs_fuel = 4.184* ((0.073816638 * log(Y))+(1.038267E-25 * Y^7)-
(2.22261188D-21* Y^6)+(2.0425826D-17* Y^5)-(1.0512776D-13* Y^4)+(
3.3228928D-10* Y^3)-(6.8859505E-7* Y^2)+(1.225863E-03* Y)+ 0.688595);

function outh_air=h(t)
Y = 1.8*t;
outh_air=0.55555*4.184*((1.2644425E-26 * Y^8)-(2.0752522E-
22*Y^7)+(1.270263E-18*Y^6)-(3.0256518E-15*Y^5)-(1.6794594E-
12*Y^4)+(2.1839826E-8*Y^3)-(2.575844E-5*Y^2)+(0.2502*Y)-1.7558886);

function outh_fuel=hh(t)
Y = 1.8*t;
outh_fuel=0.55555*4.184*((9.0848388D-26*Y^8)-(1.9050949D-
21*Y^7)+(1.7021525D-17*Y^6)-(8.4102208D-14*Y^5)+(2.4921698D-10*Y^4)-
(4.5906332E-7*Y^3)+(6.129315E-04*Y^2)+(0.073816638*Y)+30.058153);

function outCp_air=Cp(t)
Y = 1.8*t;
outCp_air=4.184*(((1.01554E-25*Y^7)-(1.452677E-21*Y^6)+(7.6215767E-18*Y^5)-
(1.5128259E-14*Y^4)-(6.717836E-12*Y^3)+(6.5519486E-8*Y^2)-(5.1536079E-
5*Y))+0.25);

function outCp_fuel=CCp(t)
Y = 1.8*t;

88
outCp_fuel = 4.184*(((7.26787E-25 * Y^7)-(1.3335668D-20*Y^6)+(1.0212913D-
16*Y^5)-(4.2051104D-13*Y^4)+(9.968792E-10*Y^3)-(1.3771901E-
6*Y^2)+(1.225863E-03*Y))+0.073816638);

10- Condition Nth

function yout=if_Nth(u1,Nth)
if u1<=124.08776
Zthi=((Nth-0.24979968)/(3.9311424-0.24979968));
elseif 124.08776<u1 && u1<=134.47272
x1=3.9311424+((4.50680256-3.9311424)*((u1-124.08776)/(134.47272-
124.08776)));
Zthi=((Nth-0.24979968)/(x1-0.24979968));
elseif 134.47272<u1 && u1<=148.45488
Zthi=((Nth-0.24979968)/(4.50680256-0.24979968));
elseif 148.45488<u1 && u1<=152.05208
Zthi=((Nth-0.24979968)/(4.50680256-0.24979968));
elseif 152.05208<u1 && u1<=153.8194
x2=4.50680256+((4.2273792-4.50680256)*((u1-152.05208)/(153.8194-
152.05208)));
Zthi=((Nth-0.24979968)/(x2-0.24979968));
elseif 153.8194<u1 && u1<=155.1488
x3=4.2273792+((3.41045952-4.2273792)*((u1-153.8194)/(155.1488-
153.8194)));
Zthi=((Nth-0.24979968)/(x3-0.24979968));
elseif 155.1488<u1 && u1<=156.4
x4=3.41045952+((2.8035744-3.41045952)*((u1-155.1488)/(156.4-
155.1488)));
Zthi=((Nth-0.24979968)/(x4-0.24979968));
elseif 156.4<u1 && u1<=157.7294
x5=2.8035744+((2.42807424-2.8035744)*((u1-156.4)/(157.7294-156.4)));
Zthi=((Nth-0.24979968)/(x5-0.24979968));
elseif 157.7294<u1 && u1<=159.27776
x6=2.42807424+((2.22524544-2.42807424)*((u1-157.7294)/(159.27776-
157.7294)));
Zthi=((Nth-0.24979968)/(x6-0.24979968));
elseif 159.27776<u1 && u1<=161.3266
x7=2.22524544+((1.10808576-2.22524544)*((u1-159.27776)/(161.3266-
159.27776)));
Zthi=((Nth-0.24979968)/(x7-0.24979968));
elseif u1>161.3266
Zthi=((Nth-0.24979968)/(1.10808576-0.24979968));

89
end
yout=Zthi;

11- LPT adiabatic expansion

function yout=LPT(Ht5s,Ht5,Pt45,Cp45,F_A,S45)
Pr=0.5;
Pt5=Pr*Pt45;
for i=1:25
Tt5s=Ht5s/Cp45;
for j=1:25
Cp5=((Cp(Tt5s)+(F_A)*CCp(Tt5s))/(1+F_A));
Ht5sc=((h(Tt5s)+(F_A)*hh(Tt5s))/(1+F_A));
Mw5 = 28.97 - 0.946186 * F_A;
Rg = 8.31416/ Mw5;
gamma5=Cp5/(Cp5-Rg);
Phi5s=((s(Tt5s)+(F_A)*sss(Tt5s))/(1+F_A));
deltaHtl1=Ht5s-Ht5sc;
errorHtl1=deltaHtl1/Ht5sc;
if abs(errorHtl1)> 0.00001
Tt5s=Tt5s+(deltaHtl1/Cp5);
end
S5_old=Phi5s-(Rg*log(Pt5));
end
DeltaStl=S5_old-S45;
if abs(DeltaStl)> abs(0.0005*S45)
Pt5=Pt45*exp(DeltaStl*(Mw5/8.31416)+log(Pt5/Pt45));
end
end
Tt5=Ht5/Cp5;
for k=1:25
Cp5=((Cp(Tt5)+(F_A)*CCp(Tt5))/(1+F_A));
Ht5ss=((h(Tt5)+(F_A)*hh(Tt5))/(1+F_A));
gamma5=Cp5/(Cp5-Rg);
Phi5=((s(Tt5)+(F_A)*sss(Tt5))/(1+F_A));
deltaHtl2=Ht5-Ht5ss;
errorHtl2=deltaHtl2/Ht5ss;
if abs(errorHtl2)>0.00001
Tt5=Tt5+(deltaHtl2/Cp5);
end
S5=Phi5-(Rg*log(Pt5));
end

yout=[Pt5 Tt5 S5 Cp5 gamma5 Mw5];

function outs_air=s(t)
Y = 1.8*t;
outs_air= 4.1868* ((0.25020051*log(Y))+(1.4450767E-26*Y^7)-(2.4211288E-
22*Y^6)+(1.5243153E-18*Y^5)-(3.782064E-15*Y^4)-(2.239279E-
12*Y^3)+(3.2759743E-8*Y^2)-(5.1576879E-5*Y)+0.0454323);

function outs_fuel=sss(t)
Y = 1.8*t;
outs_fuel = 4.1868* ((0.073816638 * log(Y))+(1.038267E-25 * Y^7)-
(2.22261188D-21* Y^6)+(2.0425826D-17* Y^5)-(1.0512776D-13* Y^4)+(
3.3228928D-10* Y^3)-(6.8859505E-7* Y^2)+(1.225863E-03* Y)+ 0.688595);

function outh_air=h(t)
Y = 1.8*t;

90
outh_air=0.55555*4.184*((1.2644425E-26 * Y^8)-(2.0752522E-
22*Y^7)+(1.270263E-18*Y^6)-(3.0256518E-15*Y^5)-(1.6794594E-
12*Y^4)+(2.1839826E-8*Y^3)-(2.575844E-5*Y^2)+(0.2502*Y)-1.7558886);

function outh_fuel=hh(t)
Y = 1.8*t;
outh_fuel=0.55555*4.184*((9.0848388D-26*Y^8)-(1.9050949D-
21*Y^7)+(1.7021525D-17*Y^6)-(8.4102208D-14*Y^5)+(2.4921698D-10*Y^4)-
(4.5906332E-7*Y^3)+(6.129315E-04*Y^2)+(0.073816638*Y)+30.058153);

function outCp_air=Cp(t)
Y = 1.8*t;
outCp_air=4.184*(((1.01554E-25*Y^7)-(1.452677E-21*Y^6)+(7.6215767E-18*Y^5)-
(1.5128259E-14*Y^4)-(6.717836E-12*Y^3)+(6.5519486E-8*Y^2)-(5.1536079E-
5*Y))+0.25);

function outCp_fuel=CCp(t)
Y = 1.8*t;
outCp_fuel = 4.184*(((7.26787E-25 * Y^7)-(1.3335668D-20*Y^6)+(1.0212913D-
16*Y^5)-(4.2051104D-13*Y^4)+(9.968792E-10*Y^3)-(1.3771901E-
6*Y^2)+(1.225863E-03*Y))+0.073816638);

12- Condition Ntl

function yout=if_Ntl(u2,Ntl)
if u2<=461.059151
Ztli=((Ntl-0.665969797)/(5.993728177-0.665969797));
elseif 461.059151<u2 && u2<=535.7395809
Ztli=((Ntl-0.665969797)/(5.993728177-0.665969797));
elseif 535.7395809<u2 && u2<=608.9086832
Ztli=((Ntl-0.665969797)/(5.993728177-0.665969797));
elseif 608.9086832<u2 && u2<=673.9999999
Ztli=((Ntl-0.665969797)/(5.993728177-0.665969797));
elseif 673.9999999<u2 && u2<=735.0784813
Ztli=((Ntl-0.665969797)/(5.993728177-0.665969797));
elseif 735.0784813<u2 && u2<=781.7211783
y1=5.993728177+((4.760363688-5.993728177)*((u2-
735.0784813)/(781.7211783-735.0784813)));
Ztli=((Ntl-0.665969797)/(y1-0.665969797));
elseif 781.7211783<u2 && u2<=815.12673
y2=4.760363688+((3.479429928-4.760363688)*((u2-781.7211783)/(815.12673-
781.7211783)));
Ztli=((Ntl-0.665969797)/(y2-0.665969797));
elseif 815.12673<u2 && u2<=850.3562978
y3=3.479429928+((1.757169088-3.479429928)*((u2-815.12673)/(850.3562978-
815.12673)));
Ztli=((Ntl-0.665969797)/(y3-0.665969797));
elseif u2>850.3562978

91
 Ztli=((Ntl-0.665969797)/(1.757169088-0.665969797));
end
yout=Ztli;

13- HOT NOZZLE

function yout=hotnozzle(Po,Tt5,Ht5,Mw5,Wg5,F_A)

A9=0.5465888;
Ao=A9;
T9ss= 0.833*Tt5;
for i=1:15
Ht9=((h(T9ss)+(F_A)*hh(T9ss))/(1+F_A));
Cp9=((Cp(T9ss)+(F_A)*CCp(T9ss))/(1+F_A));
Rg = 8314.16/ Mw5;
Gamma9=Cp9/(Cp9-(Rg/1000));
a9=sqrt(Gamma9*Rg*T9ss);
Ht9_static=(Ht5-(a9^2/2000));
deltaHt9_static=Ht9_static-Ht9;
error_Ht9=deltaHt9_static/Ht9_static;
if abs(error_Ht9) > 0.0005
T9ss=T9ss+(deltaHt9_static/Cp9);
else
T9ss;
end
end
Vj=a9;
rho9=Po/(Rg*T9ss);
Ao_critical=Wg5/(rho9*Vj);
M9=1;
Pt9=Po*(Tt5/T9ss)^(Gamma9/(Gamma9-1));
DAo=Ao-Ao_critical;
% % Non-Design critical and super critical condition
if (DAo<=0)
P9=Po*(Ao_critical/Ao);
Pt9=Pt9*(Ao_critical/Ao);
T9=T9ss;
% % Non-Design subsonic condition
else
T9=0.85*T9ss;
for j=1:15
H9=((h(T9)+(F_A)*hh(T9))/(1+F_A));
Cp9=((Cp(T9)+(F_A)*CCp(T9))/(1+F_A));
Rg = 8314.16/Mw5;
Gamma9=Cp9/(Cp9-(Rg/1000));
a9=sqrt(Gamma9*Rg*T9);
rho9=Po/(Rg*T9);
Vj=Wg5/(rho9*Ao);
H9_static=(Ht5-(Vj^2)/(2000));
deltaH9_static=H9_static-H9;
error_H9=deltaH9_static/H9_static;
if abs(error_H9) > 0.0005
T9=T9+(deltaH9_static/Cp9);
else
T9;
end

end

92
 Pt9=Po*(Tt5/T9)^(Gamma9/(Gamma9-1));
M9=Vj/a9;
V9=Vj;
P9=Po;
end
yout=[A9 Vj T9 P9 Pt9 M9];

function outs_air=s(t)
Y = 1.8*t;
outs_air= 4.184* ((0.25020051*log(Y))+(1.4450767E-26*Y^7)-(2.4211288E-
22*Y^6)+(1.5243153E-18*Y^5)-(3.782064E-15*Y^4)-(2.239279E-
12*Y^3)+(3.2759743E-8*Y^2)-(5.1576879E-5*Y)+0.0454323);

function outs_fuel=sss(t)
Y = 1.8*t;
outs_fuel = 4.184* ((0.073816638 * log(Y))+(1.038267E-25 * Y^7)-
(2.22261188D-21* Y^6)+(2.0425826D-17* Y^5)-(1.0512776D-13* Y^4)+(
3.3228928D-10* Y^3)-(6.8859505E-7* Y^2)+(1.225863E-03* Y)+ 0.688595);

function outh_air=h(t)
Y = 1.8*t;
outh_air=0.55555*4.184*((1.2644425E-26 * Y^8)-(2.0752522E-
22*Y^7)+(1.270263E-18*Y^6)-(3.0256518E-15*Y^5)-(1.6794594E-
12*Y^4)+(2.1839826E-8*Y^3)-(2.575844E-5*Y^2)+(0.2502*Y)-1.7558886);

function outh_fuel=hh(t)
Y = 1.8*t;
outh_fuel=0.55555*4.184*((9.0848388D-26*Y^8)-(1.9050949D-
21*Y^7)+(1.7021525D-17*Y^6)-(8.4102208D-14*Y^5)+(2.4921698D-10*Y^4)-
(4.5906332E-7*Y^3)+(6.129315E-04*Y^2)+(0.073816638*Y)+30.058153);

function outCp_air=Cp(t)
Y = 1.8*t;
outCp_air=4.184*(((1.01554E-25*Y^7)-(1.452677E-21*Y^6)+(7.6215767E-18*Y^5)-
(1.5128259E-14*Y^4)-(6.717836E-12*Y^3)+(6.5519486E-8*Y^2)-(5.1536079E-
5*Y))+0.25);

function outCp_fuel=CCp(t)
Y = 1.8*t;
outCp_fuel = 4.184*(((7.26787E-25 * Y^7)-(1.3335668D-20*Y^6)+(1.0212913D-
16*Y^5)-(4.2051104D-13*Y^4)+(9.968792E-10*Y^3)-(1.3771901E-
6*Y^2)+(1.225863E-03*Y))+0.073816638);

93
 14- COLD NOZZLE

function yout=coldnozzle(Po,Tt13,Ht13,Mwa,Waf,Wacl)

DWa=Waf-Wacl;
A19=1.439379;
Ao=A19;
T19ss= 0.833*Tt13;
for i=1:15
Ht19=h(T19ss);
Cp19=Cp(T19ss);
Rg = 8314.16/ Mwa;
Gamma19=Cp19/(Cp19-(Rg/1000));
a19=sqrt(Gamma19*Rg*T19ss);
Ht19_static=(Ht13-(a19^2)/2000);
deltaHt19_static=Ht19_static-Ht19;
error_Ht19=deltaHt19_static/Ht19_static;
if abs(error_Ht19) > 0.0005
T19ss=T19ss+(deltaHt19_static/Cp19);
else
T19ss;
end
end
V19=a19;
rho19=Po/(Rg*T19ss);
Ao_critical=DWa/(rho19*V19);
M19=1;
Pt19=Po*(Tt13/T19ss)^(Gamma19/(Gamma19-1));
DAo=Ao-Ao_critical;
% % Non-Design critical and super critical condition
if (DAo<=0)
P19=Po*(Ao_critical/Ao);
Pt19=Pt19*(Ao_critical/Ao);
T19=T19ss;
% % Non-Design subsonic condition
else
T19=0.85*T19ss;
for j=1:15
H19=h(T19);
Cp19=Cp(T19);
Rg = 8314.16/ Mwa;
Gamma19=Cp19/(Cp19-(Rg/1000));
a19=sqrt(Gamma19*Rg*T19);
rho19=Po/(Rg*T19);
V19=DWa/(rho19*Ao);
H19_static=(Ht13-(V19^2)/2000);
deltaH19_static=H19_static-H19;
error_H19=deltaH19_static/H19_static;
if abs(error_H19) > 0.0005
T19=T19+(deltaH19_static/Cp19);
else
T19;
end
end
Pt19=Po*(Tt13/T19)^(Gamma19/(Gamma19-1));
M19=V19/a19;
P19=Po;
end

94
yout=[A19 V19 T19 P19 Pt19 M19];

function outs_air=s(t)
Y = 1.8*t;
outs_air= 4.184* ((0.25020051*log(Y))+(1.4450767E-26*Y^7)-(2.4211288E-
22*Y^6)+(1.5243153E-18*Y^5)-(3.782064E-15*Y^4)-(2.239279E-
12*Y^3)+(3.2759743E-8*Y^2)-(5.1576879E-5*Y)+0.0454323);

function outs_fuel=sss(t)
Y = 1.8*t;
outs_fuel = 4.184* ((0.073816638 * log(Y))+(1.038267E-25 * Y^7)-
(2.22261188D-21* Y^6)+(2.0425826D-17* Y^5)-(1.0512776D-13* Y^4)+(
3.3228928D-10* Y^3)-(6.8859505E-7* Y^2)+(1.225863E-03* Y)+ 0.688595);

function outh_air=h(t)
Y = 1.8*t;
outh_air=0.55555*4.184*((1.2644425E-26 * Y^8)-(2.0752522E-
22*Y^7)+(1.270263E-18*Y^6)-(3.0256518E-15*Y^5)-(1.6794594E-
12*Y^4)+(2.1839826E-8*Y^3)-(2.575844E-5*Y^2)+(0.2502*Y)-1.7558886);

function outh_fuel=hh(t)
Y = 1.8*t;
outh_fuel=0.55555*4.184*((9.0848388D-26*Y^8)-(1.9050949D-
21*Y^7)+(1.7021525D-17*Y^6)-(8.4102208D-14*Y^5)+(2.4921698D-10*Y^4)-
(4.5906332E-7*Y^3)+(6.129315E-04*Y^2)+(0.073816638*Y)+30.058153);

function outCp_air=Cp(t)
Y = 1.8*t;
outCp_air=4.184*(((1.01554E-25*Y^7)-(1.452677E-21*Y^6)+(7.6215767E-18*Y^5)-
(1.5128259E-14*Y^4)-(6.717836E-12*Y^3)+(6.5519486E-8*Y^2)-(5.1536079E-
5*Y))+0.25);

function outCp_fuel=CCp(t)
Y = 1.8*t;
outCp_fuel = 4.184*(((7.26787E-25 * Y^7)-(1.3335668D-20*Y^6)+(1.0212913D-
16*Y^5)-(4.2051104D-13*Y^4)+(9.968792E-10*Y^3)-(1.3771901E-
6*Y^2)+(1.225863E-03*Y))+0.073816638);

95
 15- PERFORMANCE STEADY STATE

Function yout=performance1(V19,Mo,To,Po,Waf,Wacl,Wg5,Vj,P19,P9,Wf,Tt2,
Pt2,Ncf,Nchc, Tt25,Pt13,Pt5,A19,A9,MFPch,F_A)
thet2d=0.9532186;
thet4d=1.1018;
theta2=sqrt(Tt2/288);
delta2=Pt2/101325;
theta25=sqrt(Tt25/288);
LHV=43095.2;
ao=sqrt(1.4*287*To);
Vo=Mo*ao;
FMC=(Waf-Wacl)*V19;
FMH=Wg5*Vj;
FM=FMC+FMH;
FPC=(P19-Po)*A19;
FPH=(P9-Po)*A9;
FP=FPC+FPH;
FG=FM+FP;
FR=Waf*Vo;
Ft=FG-FR;
SFC=(Wf/Ft)*3600;
FS=Ft/Waf;
cwf=Wf/(theta2*delta2);
CFt=Ft/delta2;
alfa=(Waf-Wacl)/Wacl;
nf=Ncf*100*theta2/(thet2d);
nch=Nchc*100*theta25/(thet4d);
EPR=(Pt13*A19+Pt5*A9)/(Pt2*(A9+A19));
% according to Gas Turbine Performance,P.Walsh,
etath= (0.5*((Wg5*Vj^2)+((Waf-Wacl)*V19^2)-
(Waf*Vo^2)))/(Wf*LHV*1000);
etapro= ((FM-FR)*Vo)/(0.5*((Wg5*Vj^2)+((Waf-Wacl)*V19^2)-
(Waf*Vo^2)));
% etapropulsive=(2*Mo*(((1+F_A)*(Vj/ao))+(beta*(V19/ao))-
(Mo*(1+beta))))/(((1+F_A)*((Vj/ao)^2))+(beta*((V19/ao)^2))-
((1+beta)*(Mo)^2))
yout= [Ft CFt cwf FS SFC alfa nf nch IEPR MFPch etath etapro];

96
 16- DATA TABLES STEADY STATE
Function yout=datatables(Tt2,Pt2,Tt13,Pt13,Tt25,Pt25,Tt3,Pt3,Tt4,Pt4,Tt45,
Pt45, Tt5,Pt5,waf,wacl,To,Po,cNcl,cFnet,wf,Ncf)
Tsls=288;
Psls=101325;
theta2=sqrt(Tt2/Tsls);
delta2=Pt2/Psls;
cTt13=Tt13/theta2;
cPt13=(Pt13/delta2)*1E-05;
cTt25=Tt25/theta2;
cPt25=(Pt25/delta2)*1E-05;
cTt3=Tt3/theta2;
cPt3=(Pt3/delta2)*1E-05;
cTt4=Tt4/theta2;
cPt4=(Pt4/delta2)*1E-05;
cTt45=Tt45/theta2;
cPt45=(Pt45/delta2)*1E-05;
cTt5=Tt5/theta2;
cPt5=(Pt5/delta2)*1E-05;
cwf=wf/(sqrt(Tt2/Tsls)*(Pt2/Psls));
beta=(waf-wacl)/wacl;

yout=[cTt13 cPt13 cTt25 cPt25 cTt3 cPt3 cTt4 cPt4 cTt45 cPt45 cTt5 cPt5 cwf
Ncf cNcl cFnet beta waf wacl];

17- PERFORMANCE TRANSIENT

Function yout=performancedynOL_26_12(V19,Mo,To,Po,Waf,Wacl,Wg5,Vj,P19,P9,
PEXH,Tt2,Pt2,PEXL,CNch,CNf,A19,A9,wf,Tt25,t,Tt4,Tt45)

theta2d=0.9532186;
theta25d=1.1018;
theta2=sqrt(Tt2/288);
delta2=Pt2/101325;
theta25=sqrt(Tt25/288);
LHV=43095.2;
ao=sqrt(1.4*287*To);
Vo=Mo*ao;
FMC=(Waf-Wacl)*V19;
FMH=Wg5*Vj;
FM=FMC+FMH;

97
FPC=(P19-Po)*A19;
FPH=(P9-Po)*A9;
FP=FPC+FPH;
FG=FM+FP;
FR=Waf*Vo;
Ft=FG-FR;
SFC=(wf/Ft)*3600;
FS=Ft/Waf;
cwf=wf/(theta2*delta2);
CFt=Ft/delta2;
% according to Gas Turbine Performance,P.Walsh,
etath= (0.5*((Wg5*Vj^2)+((Waf-Wacl)*V19^2)-(Waf*Vo^2)))/(wf*LHV*1000);
etapro= ((FM-FR)*Vo)/(0.5*((Wg5*Vj^2)+((Waf-Wacl)*V19^2)-(Waf*Vo^2)));
bi= 22/7;
dt=0.02;
IL=47;
IH=18;
TF=5;
nhd=9800;
nld=3400;
nl=CNf*nld*theta2/theta2d;
nh=CNch*nhd*theta25/theta25d;
nh1=nh*100/9800;
nl1=nl*100/3400;
Tt41=Tt4*100/1412;
Ft1=Ft*100/49687.22;
JL=nl*(2*bi/60)^2*IL;
JH=nh*(2*bi/60)^2*IH;
NLDOT=(PEXL/JL)*1000;
dnl=NLDOT*dt;
NHDOT=(PEXH/JH)*1000;
dnh=NHDOT*dt;
nl=nl+dnl;
nh=nh+dnh;
cNf=(nl/nld)*(theta2d/theta2);
cNch=(nh/nhd)*(theta25d/theta25);
if t<TF
t=t+dt;
end
yout=[Ft CFt cwf FS SFC etath etapro cNch cNf t nh1 nl1 Tt41 Ft1 PEXH PEXL wf]

98
 Appendix (A.3)
Engine thermodynamic reference conditions
1- Inlet reference condition
2 = (Pt2/Psls)
2 = (Tt2/Tsls)
2- Fan reference condition
13 = (Pt13/Psls)
13 = (Tt13/Tsls)
3- LPC reference condition
25 = (Pt25/Psls)
25 = (Tt25/Tsls)
4- HPC reference condition
3 = (Pt3/Psls)
3 = (Tt3/Tsls)
5- Combustor reference condition
4 = (Pt4/Psls)
4 = (Tt4/Tsls)
6- HPT reference condition
45 = (Pt45/Psls)
45 = (Tt45/Tsls)
7- LPT reference condition
5 = (Pt5/Psls)
5 = (Tt5/Tsls)
8- Hot nozzle reference condition
9 = (Pt9/Psls)
9 = (Tt9/Tsls)
9- Cold nozzle reference condition
19 = (Pt19/Psls)
19 = (Tt19/Tsls)

99
 Appendix (A.4)
Engine components numeric map data
INPUT FAN CHRACTERISTIC MAP
DATA .3
1,243,.75592,1.012,229.8,.7612,1.028,199.8,.76648
1.0384,166.8,.75592,1.0448,133.2,.72512,1.048,86.4,.64152
-----------------------------------------------------------------
DATA .4
1,286.8,.75592,1.02,270,.77616,1.04,253.2,.792
1.0584,233.4,.79728,1.0752,209.4,.80256,1.092,183.6,.77615
1.1,156.6,.74
------------------------------------------------------------------
DATA .5
1,333.6,.75,1.0256,322.8,.77616,1.0512,310.2,.80256
1.08,291.6,.828,1.116,259.8,.8439,1.132,240,.828
1.148,213.6,.77616
------------------------------------------------------------------
DATA .6
1,383.4,.7453,1.0368,376.2,.77616,1.088,358.2,.828
1.124,340.2,.85448,1.16,313.2,.88,1.189,276.6,.828
1.1952,266.4,.80784
------------------------------------------------------------------
DATA .7
1,439,.725,1.064,436.8,.77616,1.1184,428.4,.828
1.148,420.6,.85448,1.184,406.8,.88,1.209,393.6,.90112
1.217,388.2,.9037,1.224,383.4,.90112,1.244,368.4,.86
1.2672,342.6,.828
-------------------------------------------------------------------
DATA .8
1,499.8,.68816,1.1,499.8,.77616,1.15,493.2,.828
1.2,485.4,.85448,1.228,476.4,.88,1.2552,466.8,.90112
1.272,456.6,.90108,1.282864,448.2,.90112,1.3024,408.2,.88
1.332,406.6,.8272
-------------------------------------------------------------------
DATA .9
1,566.4,.66152,1.076,566.4,.72512,1.152,566.4,.77616
1.2192,559.8,.828,1.25,553.2,.85888,1.2896,544.8,.88
1.3312,528.6,.90112,1.3616,509.4,.88,1.3912,483.6,.828
1.4,474,.81752
------------------------------------------------------------------
DATA 1
1,633.6,.6,1.044,633.6,.64152,1.1352,633.8,.72512
1.2208,633,.77616,1.2044,625.8,.828,1.34,616.8,.85888
1.4,600,.88,1.428,586.8,.85888,1.448,576.6,.828
1.48,553.2,.78672
------------------------------------------------------------------
DATA 1.1
1,700.2,.56936,1.104,700.2,.64152,1.22,700.2,.72512
1.324,700.2,.77616,1.4,700.2,.80256,1.448,698.4,.80784
1.5,693.6,.80256,1.5336,683.4,.77616,1.5668,666.6,.74536
1.58,666.4,.72512
-------------------------------------------------------------------
DATA 1.2
1,750,.51744,1.1632,750,.64152,1.312,750,.72512
1.4,750,.75592,1.48,750,.7612,1.54,750,.75064
1.58,749.4,.72512,1.66,736.8,.64152
LP.COMPRESSOR CHARACTERISTIC MAP:
DATA .3

100
1,121,.7559,1.018,114.9,.7512,1.042,99.9,.7664,1.057,88.4,.766
1.0572,66.6,.72512,1.072,58,.64125
-------------------------------------------------------------------
DATA .4
1,148,.7559,1.03,135,.766,1.06,126,.792,1.0876,116.7,.797
1.1128,104.7,.80256,1.138,91,.77675,1.15,78.3,.74
-------------------------------------------------------------------
DATA .5
1,166,.75,1.038,161,.776,1.0758,155.1,.8025,1.12,145,.828
1.174,129.9,.84392,1.198,120,.828,1.222,106.8,.776
--------------------------------------------------------------------
DATA .6
1,191.7,.745,1.0552,188,.776,1.132,179,.828,1.186,162,.8544
1.24,156.6,.88,1.2644,138,.828,1.2928,133.2,.807
--------------------------------------------------------------------
DATA .7
1,219.9,.725,1.096,218.4,.7616,1.1776,214.2,.828,1.222,210.3,.85448
1.276,203.4,.88,1.3144,196.8,.901,1.3264,194,.90376,1.336,191.7,.901
1.355,184.2,.88,1.4,171.3,.828
-----------------------------------------------------------------------
DATA .8
1,249.9,.688,1.15,249.9,.77616,1.24,246.6,.828,1.3,242.7,.884
1.342,238.2,.88,1.3828,233.4,.9011,1.408,228.3,.91,1.4296,224,.901
1.4536,216.6,.88,1.498,203.4,.8272
-----------------------------------------------------------------------
DATA .9
1,283,.6415,1.114,283,.72512,1.228,283,.776,1.328,279.9,.828
1.39,276.6,.8588,1.434,272,.88,1.4968,264,.9,1.5424,254.7,.88
1.5858,241.8,.828,1.6,237,.8175
--------------------------------------------------------------------
DATA 1
1,316.8,.6,1.066,316.8,.6415,1.2,316.8,.725,1.33,316.5,.77616
1.44,312.9,.828,1.51,308.4,.8588,1.6,300,.88,1.642,293,.8588
1.672,288,.828,1.72,276.6,.78672
---------------------------------------------------------------------
DATA 1.1
1,350,.569,1.1,350,.64,1.33,350,.725,1.486,350,.77616
1.6,350,.8025,1.672,349,.807,1.75,346.8,.8025,1.8,341,.776
1.852,333,.745,1.876,328,.725
----------------------------------------------------------------------
DATA 1.2
1,375,.517,1.2448,375,.64,1.468,375,.7251,1.6,375,.7559
1.72,375,.7612,1.81,375,.75,1.87,374.7,.725,1.99,368,.6415
-----------------------------------------------------------------------
HP.COMPRESSOR CHARACTERISIC MAP:
DATA .5662
1,51,.5908,1.84,50.2,.62178,2.428,49.5,.64242
2.869,48.8,.6527,3.835,46.7,.67888,4.549,44.5,.6424
----------------------------------------------------------------
DATA .674
1,59.3,.69,1.966,59.8,.6424,3.093,58.8,.694
3.933,56.9,.72498,4.689,56.7,.74562,5.529,55,.72499
-----------------------------------------------------------------
DATA .787
1,70,.58566,1.84,70,.64242,2.68,70,.6837
3.408,69.5,.72498,4.521,68.8,.77744,5.445,67.9,.7929
6.313,66.4,.77744,6.523,65.7,.7697
------------------------------------------------------------------
DATA .899
1,84.8,.5805,2.008,84.8,.6424,3.429,84.8,.72498
4.605,84.8,.77744,5.697,84,.8084,6.614,83.3,.82904

101
7.538,81.7,.8084,7.958,80.5,.79292
------------------------------------------------------------------
DATA 1
1,101.7,.5719,2.519,101.7,.6424,3.982,101.7,.72498
5.277,101.7,.77744,6.438,101.2,.8084,7.202,101,.883936
8,100,.86,8.567,99.5,.83936,9.386,98.1,.8084
9.596,97.4,.80582
-------------------------------------------------------------------
DATA 1.034
1,108.1,.57018,2.855,108.1,.64242,4.297,108.1,.72498
5.613,108.1,.77744,6.936,107.6,.8084,7.622,107.1,.83936
8.546,106.7,.86,9.134,106,.83936,9.925,104.5,.8084
10.219,104,.8041
-------------------------------------------------------------------
DATA 1.067
1,114.5,.55986,3.261,114.5,.6424,4.759,114.5,.72498
6.117,114.5,.77744,7.454,114.5,.8084,8.308,114.3,.83936
9.218,113.6,.84968,9.638,113.3,.83936,10.513,112.6,.8084
10.996,112.4,.79808
--------------------------------------------------------------------
DATA 1.124
1,122.9,.53922,1.686,122.9,.57018,3.849,122.9,.64242
5.466,122.9,.72498,6.855,122.9,.77744,8.371,122.9,.8084
8.955,122.6,.82388,9.883,122.1,.83936,10.912,121.7,.8084
11.815,120.7,.77744
---------------------------------------------------------------------
DATA 1.236
1,139.8,.47644,4.353,139.8,.6011,7.62,139.8,.72498
10.219,139.8,.77744,11.05,139.8,.7826,11.899,139.5,.77744
13.159,139.3,.72498,13.656,139,.69918
-----------------------------------------------------------------------
DATA 1.292
1,146.2,.466,3.765,146.2,.57018,6.431,146.2,.6424
9.176,146.2,.72498,10.219,146.2,.75078,11.479,146.2,.75078
12.711,146.8,.72498,14.412,146.2,.64242
HP. TURBINE CHARACTERISTIC MAP:
DATA 39.67
.1872,.0032,.6219,.3372,.0057,.7078,.5156,.0084,.7868
.7128,.0108,.809,.9382,.0133,.809,1.1442,.0152,.7963
1.3138,.0164,.7779,1.5382,.0174,.7422,1.7264,.0179,.7078
1.9324,.0176,.7635,2.15,.0167,.6068,2.4058,.0144,.5309
2.589,.012,.4773,2.7862,.0082,.4045,2.946,.0034,.3034
--------------------------------------------------------------------
DATA 42.99
.1872,.0038,.6068,.3942,.008,.7078,.5814,.0113,.809
.7128,.0136,.8292,.8442,.0156,.8363,.9804,.0176,.8393
1.1068,.0192,.8368,1.2754,.0212,.8702,1.445,.0228,.8254
1.7068,.0248,.809,1.9696,.026,.7696,2.27,.0251,.7078
2.697,.0241,.6068,3.096,.0188,.5055,3.3774,.0128,.4197
---------------------------------------------------------------------
DATA 47.46
.1872,.0046,.5764,.4362,.01,.7078,.6568,.0144,.809
.8726,.0184,.8496,1.0696,.0216,.8543,1.2382,.024,.8515
1.4638,.0268,.8494,1.6882,.0292,.84,1.9696,.0316,.8262
2.2138,.0331,.809,2.552,.0344,.7579,2.805,.0346,.7078
3.0392,.034,.6652,3.2648,.0324,.6068,3.3774,.0312,.5865
----------------------------------------------------------------------
DATA 48.61
.1872,.0052,.5643,.255,.0068,.6068,.4784,.012,.7078
.6942,.0164,.809,.9148,.0204,.8494,1.442,.0244,.8696
1.3882,.028,.8596,1.5618,.0304,.8575,1.801,.0336,.8535

102
1.979,.0356,.8494,2.279,.0388,.8363,2.6138,.0412,.8262
2.833,.0441,.809,3.1422,.0472,.7797,3.3774,.0494,.7584
----------------------------------------------------------------------
DATA 49.175
.1872,.0056,.5562,.3,.0088,.6068,.5254,.0144,.7078
.75,.0192,.809,.9754,.0236,.8494,1.2754,.0288,.8697
1.4824,.0321,.8696,1.7638,.036,.8862,2.045,.04,.8615
2.3362,.0444,.8555,2.645,.049,.852,2.87,.054,.8494
3.0764,.0596,.8494,3.152,.064,.8532,3.168,.0661,.857
-----------------------------------------------------------------------
DATA 49.6
.1872,.0068,.5309,.3568,.012,.6068,.6196,.0192,.7078
.8628,.0252,.809,1.0932,.03,.8494,1.2852,.034,.8607
1.501,.0384,.8819,1.6882,.0421,.8899,1.9138,.0472,.894
2.1246,.0524,.8969,2.2706,.0564,.8975,2.4226,.0612,.8976
2.495,.064,.8968,2.5372,.0668,.8937,2.5558,.0698,.8896
-----------------------------------------------------------------------
DATA 50
.1872,.008,.506,.4314,.0164,.6068,.6844,.0236,.7078
.9568,.0308,.809,1.201,.0372,.8494,1.3834,.0416,.8697
1.5108,.0448,.8797,1.6186,.0476,.8899,1.745,.051,.8954
1.8618,.0544,.9,1.9558,.0576,.901,2,.06,.9
2.045,.0624,.898,2.0824,.066,.8925,2.101,.07,.8793
-----------------------------------------------------------------------
DATA 50.425
.1872,.0088,.5051,.4834,.0196,.6068,.7314,.0272,.7078
.8814,.0316,.76651,1.0226,.0356,.809,1.1442,.0392,.8292
1.2804,.0432,.8494,1.3696,.046,.8596,1.4638,.0488,.8697
1.595,.0528,.8808,1.6746,.056,.8848,1.745,.0596,.8848
1.801,.064,.8788,1.8156,.0664,.8697,1.8196,.0693,.859
-----------------------------------------------------------------------
DATA 50.92
.1872,.0093,.4909,.3372,.0159,.538,.5344,.0232,.6068
.6754,.0284,.6573,.8068,.033,.7078,.9196,.0368,.7463
1.0128,.04,.7776,1.1254,.0442,.809,1.2196,.048,.8191
1.3138,.0524,.8302,1.369,.0556,.834,1.4088,.058,.8363
1.445,.0612,.8332,1.4638,.064,.8241,1.6676,.0668,.809
-----------------------------------------------------------------------
DATA 51.575
.1872,.0132,.425,.2814,.018,.4747,.3804,.0228,.5056
.4686,.0268,.5359,.5628,.0314,.5683,.6382,.0352,.5941
.689,.038,.6068,.7362,.0412,.6178,.7596,.044,.624
.8068,.0476,.631,.8254,.0504,.6265,.8304,.053,.6118
-----------------------------------------------------------------------
LP. TURBINE CHARACTERISTIC MAP:
DATA 88.470
.3682,.0018,.712,.5336,.0026,.73,.7365,.0035,.7472
.9754,.0044,.73,1.2146,.0051,.714,1.4173,.0056,.7
1.6201,.0059,.685,1.7673,.0061,.673,2.0247,.0062,.6452
2.2827,.0061,.62,2.4665,.0057,.6,2.6137,.0053,.575
2.8166,.0044,.531,2.945,.0035,.5,3.3138,.0001,.385
-------------------------------------------------------------------
DATA 102.795
.3582,.0026,.8,.5518,.0039,.81,.7919,.0054,.82
1.0672,.0069,.83,1.2882,.008,.83,1.4445,.0087,.829
1.6937,.0096,.81,1.8954,.0101,.8,2.0619,.0104,.785
2.2273,.0107,.76,2.3747,.0108,.745,2.6229,.0106,.7
2.872,.0101,.68,3.0555,.0094,.645,3.3138,.0077,.59
--------------------------------------------------------------------
DATA 116.835
.3682,.0031,.8,.5911,.0051,.83,.8655,.0071,.86

103
1.0764,.0087,.863,1.2519,.0099,.867,1.4354,.0111,.87
1.6201,.0122,.872,1.8409,.0134,.872,2.0247,.0143,.87
2.2455,.0152,.867,2.4302,.0157,.86,2.5956,.0162,.85
2.7791,.0166,.83,3.0555,.0167,.8,3.3138,.0164,.76
--------------------------------------------------------------------
DATA 129.33
.3682,.0033,.7995,.4237,.0038,.8,.681,.0061,.84
.8837,.0078,.86,1.1047,.0096,.868,1.2882,.011,.873
1.509,.0126,.88,1.7482,.0141,.883,2.0429,.0159,.8835
2.2091,.0166,.883,2.3747,.0174,.88,2.6047,.0183,.874
2.872,.0191,.86,3.1291,.0195,.835,3.3138,.0197,.82
---------------------------------------------------------------------
DATA 141.045
.3682,.0036,.775,.5065,.0049,.8,.7365,.0071,.848
.9754,.0092,.86,1.2882,.0119,.875,1.5647,.0141,.89
1.7301,.0155,.8912,1.969,.0172,.894,2.0983,.0181,.8955
2.2637,.0192,.897,2.4332,.0202,.8961,2.6691,.0124,.89
2.9456,.0226,.879,3.1846,.0235,.8671,3.3138,.0239,.86
---------------------------------------------------------------------
DATA 150
.3682,.0044,.731,.7728,.0089,.8,1.0129,.0115,.83
1.2659,.0141,.86,1.4729,.0162,.875,1.6785,.0181,.89
1.8409,.0197,.893,2.0247,.0216,.8975,2.1901,.0235,.8999
2.3,.025,.9,2.3929,.0265,.898,2.5038,.0284,.8937
2.5583,.0296,.89,2.6137,.0314,.8799,2.6319,.0329,.871
----------------------------------------------------------------------
DATA 156.405
.3682,.0054,.678,.5518,.008,.7,.6629,.0096,.7125
.8282,.0119,.735,1.0129,.0141,.769,1.691,.016,.8
1.2337,.0169,.806,1.3809,.0188,.8225,1.5283,.0209,.839
1.6201,.0223,.845,1.7482,.0244,.847,1.8409,.0263,.8445
1.8954,.0279,.833,1.9147,.0289,.8235,1.9237,.0303,.808
---------------------------------------------------------------------
DATA 163.17
.3682,.0069,.6,.4418,.0086,.6,.5518,.0106,.612
.6447,.0123,.617,.7365,.0141,.621,.8282,.0159,.6258
.8837,.0172,.625,.9391,.0186,.623,.9715,.0201,.6009
---------------------------------------------------------------------

104
 ‫ملخص‬

‫ت بمل م لحم‬ ‫تم اسمتخاا منصم السمموللون للتنبم بم ألااء المسمتر بيوماا م نرطم التصممو لمحم‬

‫جنم ا إلوتت وم ‪ ،CF6-50‬تم‬ ‫تاف غ ز من صلو ‪ ،‬ل نا نرط تصمو مح‬ ‫ملاَ ّ إاا ة ل مس‬

‫ضم‬ ‫للت م لوس م حرورو م‬ ‫ل م خص م ص األااء‪ .‬خ م ا ط ااو م للين ص م ال وسممو للمح م‬ ‫الحصممل‬

‫نرطم‬ ‫لب لت ل ‪ ،‬ت إستخاا مباأ التن س له ه الخ ا ط نسمب إلم بو نم‬ ‫المح‬ ‫لتحرو االتزا بو متلن‬

‫السمموللون سملاء ب سمتخاا متتبم الب نم م الجم ززة أل تلم‬ ‫فم ب نم م‬ ‫المحم‬ ‫التصمو ‪ .‬ت بن ء بللت‬

‫المحممااة مم قب م المسممتخا ‪ .‬ت م اختو م التخمممو األلل م م م سممبي مي م م‬ ‫التم بنو م بمس م اة اللظ م‬

‫م ط وم تتم ا الحم حتم تحروم‬ ‫لقم الب نم م بملازنم زم ه الميم م‬ ‫ميتمماة لم بيضممه الممبي‬

‫الطوم ا ) ل مي مم لاحما من صم تنسم‬ ‫لا ت م‬ ‫مي وو مسترل أخ ى ( قم المم‬ ‫التلاز ‪ .‬تم ت اختو‬

‫المصحح لض غط الضمطط اليم ل ‪ .‬بيما تحروم التملاز ‪ ،‬تم‬ ‫التلضوحو ل زل الس‬ ‫إلوه جموع ال سلم‬

‫فم الياوما‬ ‫النتم‬ ‫مماخ الهملاء‪ .‬تم اسمتي ا‬ ‫تجهوز جموع خص ص األااء المستر لتصمحوحه لظم ل‬

‫ل م مسممتلى سممطر البح م )‪ .‬ت م‬ ‫ل االختب م األ ض م‬ ‫م ‪ ،‬اإلق م‬ ‫التشممطو (طو م ا اال ت‬ ‫مم ظم ل‬

‫المصحح لض غط الضطط الي ل ‪.‬‬ ‫نا الياوا م الس‬ ‫ا اس ت ح ل م الح ال الس بر‬

‫الت بمل الم لحم فم ح لم مخطمط المال ة الم تلحم‬ ‫مزوا مم الا اسم ل سمتج ب اللحظوم للمحم‬

‫أ سمومللون زمل أااة سمهل‬ ‫توم‬ ‫ل س م النمل ج‪ .‬ال اة ال وسو م ز ه الا اس زل استتش‬ ‫تالو‬

‫الت بل الم لح ‪.‬‬ ‫التل بون لالتنب لالتحلو ألااء المح‬ ‫ف نم ج المح ت‬

‫‪105‬‬
 ‫جامعة الزقازيق‬
‫ك ية ال ندســـة‬
‫قســـ هندســـة ال ى الميكانيكية‬

‫المحاكاة لمحر ترب مر حي ذي عم دَي‬ ‫النمذجة‬

‫إدارة ب اسطة برنامج السمي لين‬
‫رسا ة مقدمة من‬

‫ا مهندس ‪ /‬بسام السيد صالح أبريشة‬

‫إ ي ‪ /‬قسم هندسة ا قوى ا مي اني ية‬

‫لية ا هندسة ‪ -‬جامعة ا زقازيق‬

‫ضمن متطلبات ا حصول على درجة ماجستير ا علوم في هندسة ا قوى ا مي اني ية‬

‫المشرفون‬

‫أ‪.‬د‪/.‬محمد رأفت شعالن‬

‫أ‪.‬د‪ /.‬أحمد فاروق عبد الجواد‬

‫أ‪ .‬م‪.‬د‪ /.‬محمد حسن جبران‬

‫قسم هندسة ا قوى ا مي اني ية‬

‫لية ا هندسة ‪ -‬جامعة ا زقازيق‬

‫ا زقازيق‬
‫‪7‬‬

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