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A dynamic, high-bypass turbofan engine has been developed in the modeling and simulation environment of MATLAB/Simulink. Individual elements, including the fan, high pressure compressor, combustor, high pressure turbine, low pressure turbine, plenum volumes, and exit nozzle, have been combined to investigate the behavior of a typical turbofan engine throughout an aircraft mission. Special attention has been paid to the development of transient capabilities throughout the model, increasing model fidelity, eliminating algebraic constraints, and reducing simulation time through the use of advanced numerical solvers. This lessening of computation times is paramount for conducting future aircraft system-level design trade studies efficiently, as demonstrated in previous thermal “Tip-to-Tail” modeling of a long range strike platform. The new engine model is run for a specified mission while tracking critical parameters. These results, as well as the simulation times for both engine models, are compared to the previous “Tip-to-Tail” engine to verify accuracy and quantify computational time improvements. The new engine model is then integrated with the full “Tip-to-Tail” aircraft model. This new model is compared to the previous “Tip-to-Tail” aircraft model to confirm accuracy and quantify computational time improvements. The new “Tip-to-Tail” aircraft model is then used for a simple design trade study of a critical component of the cooling system.
Next generation aircraft (especially combat aircraft) will include more technology and capability than ever before. This increase in technology comes at the price of higher electrical power requirements and increased waste heat that must be removed from components to avoid overheating induced shutdowns. To help combat the resulting power and thermal management problem, a vehicle level power and thermal management design and optimization toolset was developed in MATLAB®/Simulink®.A dynamic model of a three-stream variable cycle engine was desired to add to the capabilities of the power and thermal management toolset. As an intermediate step to this goal, the dynamic mixed-flow turbofan engine model previously developed for the toolset was modified with an afterburner, a variable geometry nozzle, and a new controller to automatically control the new components. The new afterburning turbofan engine model was tested for a notional mission profile both with and without power take-off. This testing showed that the afterburning turbofan engine model and controller were successful enough to justify moving on to the development of the three-stream variable cycle engine model.The variable cycle engine model was developed using the components of the afterburning turbofan model. The compressor and turbine components were modified to use maps that incorporate the effects of variable inlet guide vane angles. The new engine model and components were sized by attempting to match data from a Numerical Propulsion System Simulation model with similar architecture. A previously developed heat exchanger model was added to the third stream duct of the new engine model. Finally, a new simplified controller was developed for the variable cycle engine model based on the controller developed for the afterburning turbofan model.The new variable cycle engine model was tested for a notional mission profile for five cases. The first case operated the engine model without power take-off and with the third stream heat exchanger removed. The second case added shaft power take-off. The third and fourth cases did away with the power take-off and added the heat exchanger to the engine model with two different hot-side mass flow rate conditions. The fifth case tested the engine with both power take-off and the third stream heat exchanger. The results were promising, showing that the variable cycle engine model had variable cycle tendencies even with a minimum of controlled variable geometry features. The controller was found to be effective, though in need of upgrades to take advantage of the benefits offered by a variable cycle engine. Additionally, it was found that both power take-off and heat rejection to the third stream impact the entire engine cycle.
A previously validated single spool, non-after burning turbojet engine model GEXX is converted to MATLAB / SIMULINK to illustrate the benefits of a graphical simulation system with a graphical user interface (GUI). The model simulates the dynamics of burner, compressor, turbine, and the gas volume after the turbine(before the nozzle) with compressor bleed, variable compressor stators and variable nozzle area as the inputs. The engine model can be used in four ways:# As a nonreal-time engine model for testing engine control algorithms. # As an embedded model within a control algorithm or observer. # As a system model for evaluating engine sensor and actuator models. # As a subsystem in a powertrain or vehicle dynamics model. Although developed and validated for a specific engine (the high speed spool of the GE16), the modeling procedure is generic enough to be used for a wide range of jet engines. The model which we used as reference for our model is created by matching the basic performance of the engine. The model allows varying the Power Lever Angle(PLA) and altitude during the simulation and the performance is recorded as the time history of the different variables. Similarly, the model was simulated at different flight velocities. The performance of the engine was studied by comparing the output variables at different PLA, altitude and velocity settings. The dynamics of the system can be clearly studied by using this SIMULINK model.
A nonlinear analog simulation of a turbojet engine was developed. The purpose of the study was to establish simulation techniques applicable to propulsion system dynamics and controls research. A schematic model was derived from a physical description of a J85-13 turbojet engine. Basic conservation equations were applied to each component along with their individual performance characteristics to derive a mathematical representation. The simulation was mechanized on an analog computer. The simulation was verified in both steady-state and dynamic modes by comparing analytical results with experimental data obtained from tests performed at the Lewis Research Center with a J85-13 engine. In addition, comparison was also made with performance data obtained from the engine manufacturer. The comparisons established the validity of the simulation technique.
Advanced Control of Turbofan Engines describes the operational performance requirements of turbofan (commercial) engines from a controls systems perspective, covering industry-standard methods and research-edge advances. This book allows the reader to design controllers and produce realistic simulations using public-domain software like CMAPSS: Commercial Modular Aero-Propulsion System Simulation, whose versions are released to the public by NASA. The scope of the book is centered on the design of thrust controllers for both steady flight and transient maneuvers. Classical control theory is not dwelled on, but instead an introduction to general undergraduate control techniques is provided. Advanced Control of Turbofan Engines is ideal for graduate students doing research in aircraft engine control and non-aerospace oriented control engineers who need an introduction to the field.
A Zero-D cycle simulation of the GE90-94B high bypass turbofan engine has been achieved utilizing mini-maps generated from a high-fidelity simulation. The simulation utilizes the Numerical Propulsion System Simulation (NPSS) thermodynamic cycle modeling system coupled to a high-fidelity full-engine model represented by a set of coupled 3D computational fluid dynamic (CFD) component models. Boundary conditions from the balanced, steady state cycle model are used to define component boundary conditions in the full-engine model. Operating characteristics of the 3D component models are integrated into the cycle model via partial performance maps generated from the CFD flow solutions using one-dimensional mean line turbomachinery programs. This paper highlights the generation of the high-pressure compressor, booster, and fan partial performance maps, as well as turbine maps for the high pressure and low pressure turbine. These are actually "mini-maps" in the sense that they are developed only for a narrow operating range of the component. Results are compared between actual cycle data at a take-off condition and the comparable condition utilizing these mini-maps. The mini-maps are also presented with comparison to actual component data where possible.
A Zero-D cycle simulation of the GE90-94B high bypass turbofan engine has been achieved utilizing mini-maps generated from a high-fidelity simulation. The simulation utilizes the Numerical Propulsion System Simulation (NPSS) thermodynamic cycle modeling system coupled to a high-fidelity full-engine model represented by a set of coupled 3D computational fluid dynamic (CFD) component models. Boundary conditions from the balanced, steady state cycle model are used to define component boundary conditions in the full-engine model. Operating characteristics of the 3D component models are integrated into the cycle model via partial performance maps generated from the CFD flow solutions using one-dimensional mean line turbomachinery programs. This paper highlights the generation of the high-pressure compressor, booster, and fan partial performance maps, as well as turbine maps for the high pressure and low pressure turbine. These are actually "mini-maps" in the sense that they are developed only for a narrow operating range of the component. Results are compared between actual cycle data at a take-off condition and the comparable condition utilizing these mini-maps. The mini-maps are also presented with comparison to actual component data where possible. Turner, Mark G. and Reed, John A. and Ryder, Robert and Veres, Joseph P. Glenn Research Center NASA/TM-2004-213076, GT2004-53956, E-14551
Model-based diagnostic/prognostic techniques have the potential to predict, within reasonable bounds, the remaining useful life of critical system components. Due to the numerous uncertainties in the operation of a turbine engine and unavailability of accurate engine models, prognostics continue to pose a significant challenge. There is a need to develop an engine prognostic approach that can accommodate different damage modes, sensor failures, material properties, dynamic load histories and damage accumulation. Using an accurate physics-based model of the engine one can develop such a prognostic approach. We present a nonlinear dynamical model of a two-spool turbine engine developed from first principles. The simulation model has been implemented using MATLAB/Simulink. It is used with the Kalman Filter-based diagnostic technique previously discussed in literature to detect and isolate sensor faults. A literature review of the developments in the area of prognostics is also presented, along with the problems and challenges.
This paper presents the development of a generic component level model of a turbofan engine simulation with a digital controller, in an advanced graphical simulation environment. The goal of this effort is to develop and demonstrate a flexible simulation platform for future research in propulsion system control and diagnostic technology. A previously validated FORTRAN-based model of a modern, high-performance, military-type turbofan engine is being used to validate the platform development. The implementation process required the development of various innovative procedures, which are discussed in the paper. Open-loop and closed-loop comparisons are made between the two simulations. Future enhancements that are to be made to the modular engine simulation are summarized. Parker, Khary I. and Guo, Ten-Heui Glenn Research Center NASA/TM-2003-212543, E-14109, NAS 1.15:212543