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What’s New…

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Looks like there is not much change here …

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… however, there is a new map selection offer.

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Improved Map Selection

• The Standard Maps allow a quick start of off-design simulations.

• However, these Standard Maps cannot be representative for all engines.

• For example, the fan Standard Map is from a single stage compressor. That is appropriate for a high bypass ratio turbofan. It is not appropriate for the multistage LPC of a low bypass ratio mixed flow turbofan.

• Now you can select for each component an appropriate generic map. • Your off-design simulation will be more realistic.• This option is nearly as quick as the use of the Standard Maps

• For even more realistic simulations use an Engine Model

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Improved Two Spool Turbojet ConfigurationUses Bypass air for Reheat Liner Cooling

GasTurb 12

GasTurb 13

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Secondary Air System

Simulate the external cooling of the cooling air.

Available for power generation engines

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Setting the Map Scaling PointAdditional Information is Shown

This part of the map cannot be reached with the selected map scaling

point setting.

Mach number is an additional scale

which moves with the map scaling

point setting

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Enhanced Fan Performance Map

Overall Fan Map With Overall Efficiency Contour Lines Overall Fan Map With Core Efficiency Contour Lines

For more Information seeJoachim KurzkeAn Enhanced Off-Design Model for Single Stage FansASME GT2014-26449

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Edit Compressor Maps

The true operating line

Surrogate for the operating line: Beta=0.5

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Edit Compressor Maps

The true operating line

• Most of the directly measured data are either pressures, temperatures or spool speeds. Additionally there are measured values for thrust (respectively power) and fuel mass flow.

• The directly measured data are not all very helpful in the model

calibration process. Adapting a model requires the adjustment of derived properties like component efficiencies, pressure ratios, corrected mass flows and spool speeds. Comparison of the model with reality and drawing conclusions from differences is much easier if such indirectly measured quantities are added to the test data.

• Indirect test data must be calculated with the same methodology as it is used in the performance program. Otherwise the comparison with the model is compromised. For example, calculating compressor efficiency with Excel is inaccurate when the gas property model in Excel is different to that used in the performance program.

• GasTurb 13 can calculate indirect test data which are consistent with the simulation.

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Test Data Enrichment (1)

• Another helpful data enrichment method creates a sort of hybrid test data. Hybrid data are interpolated values from a correlation within the model, read at a given directly or indirectly measured value.

• Take as an example the HPC inlet corrected flow W25Rstd which is

never a measured value, but needed for placing an operating point in

the HPC map. Running the model creates the correlation between

overall pressure ratio P3/P2 and W25Rstd. GasTurb 13 calculates a

hybrid value for W25Rstd by reading the correlation

W25Rstd=f(P3/P2) of the model at the (indirectly) measured value of

P3/P2.

• The accuracy of the hybrid test data is not the best at in the beginning of an model calibration process. In the end, when the model lines up with all the directly measured pressures, temperatures, mass flows, thrust (respectively power) and spool speeds, the accuracy of the hybrid data will be as good asthat of all other test data.

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Test Data Enrichment (2)

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Reynolds No. Corrections1 - Laminar Flow Region Added

Laminar TurbulentSmooth

TurbulentRough

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Reynolds No. Corrections2 - Based on Engine Geometry

[Limiters]MAX Corr Low Spool Speed NLR [%]{Setting=106; On}MAX Comp Exit Temperature T3 [K]{Setting=830; On}MAX Compr Exit Pressure P3 [kPa]{Setting=3000; On}MAX HPT Rotor Inlet Temp T41 [K]{Setting=0; Scheduled}[Single Data]XM = 0.3 // Mach NumberZXN_HPC = 1 // HPC Spool Speed ZXNHZT4 = 1755 // Burner Temperature ZT4 [K]beta_HPC= 0.5 // Betavalue in HPC MapZXN_LPC = 1 // LPC Spool Speed ZXNLbeta_LPC= 0.4 // Betavalue in LPC MapZBPR = 0.6 // Estimated Bypass Ratiobeta_HPT= 0.5 // Betavalue in HPT Mapbeta_LPT= 0.5 // Betavalue in LPT Map[Calculate] 10[Limiters]MAX Corr Low Spool Speed NLR [%]{Setting=106; Off}MAX Comp Exit Temperature T3 [K]{Setting=830; Off}MAX Compr Exit Pressure P3 [kPa]{Setting=3000; Off}MAX HPT Rotor Inlet Temp T41 [K]{Setting=0; Off}[Single Data]ZXN_HPC =0.95 // HPC Spool Speed ZXNH[Calculate] 11[Single Data]ZXN_HPC =0.9 // HPC Spool Speed ZXNH[Calculate] 12[Single Data]ZXN_HPC =0.85 // HPC Spool Speed ZXNH[Calculate] 13[Single Data]ZXN_HPC =0.8 // HPC Spool Speed ZXNH[Calculate] 14[Single Data]ZXN_HPC =0.75 // HPC Spool Speed ZXNH[Calculate] 15[Single Data]ZXN_HPC =0.7 // HPC Spool Speed ZXNH[Calculate] 16[Single Data]ZXN_HPC =0.65 // HPC Spool Speed ZXNH[Calculate] 17[Single Data]ZXN_HPC =0.6 // HPC Spool Speed ZXNH[Calculate] 18

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Batch Job Input

[Single Data]XM = 0.3 // Mach Number[Operating Line 9 Points Stepsize 0.05]

This is the operating line input for GasTurb 12.

The same effect is achieved in GasTurb 13 with these three lines:

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Optimization

Specify max and min FOM limits for better visibility of the optimization progress.

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New Mission Plot Options

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New Parametric Study OptionModify Several Properties Simultaneously

Sometimes you want to vary several input properties simultaneously. In the example on the left the change in Burner Exit Temperature is accompanied by changes in the amounts of cooling air and the polytropic efficiency of the HPT.

Other application examples:• Vary the efficiencies of several

compressors or turbines simultaneously

• Vary compressor design pressure ratios in parallel to study the effect of overall pressure ratio changes

• Simulate a climb by changing altitude and Mach number in combination

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Improved Bypass Inlet Geometry

M13=0.397M13=0.46

GasTurb 12

GasTurb 13

• Playing with bypass inlet Mach number M13 can lead to unrealistic bypass inlet geometry because the outer casing radius is constant.

• Station 13 is defined at the inner strut exit. Parts of the strut are in the bypass

• Playing with bypass inlet Mach number M13 does not affect the inner bypass inlet geometry because this radius is constant.

• Station 13 is defined at the outer strut exit. No part of the strut is in the bypass

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New Disk Design OptionThe mechanical design point and the cycle design point need no longer be at the same flight condition:• Do your aerodynamic design at end of Climb.• Design your disks for hot day Take Off.

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Model Based Test AnalysisThrust Facility Modifier

• The force measured in a sea level testbed is less than the true static thrust of the engine. A thrust facility modifier closes the gap between the measured force and thrust. The thrust facility modifier is determined during an official testbed calibration exercise.

• The main reason why the measured force is not equal to thrust is the inlet momentum, the product of airflow and approach velocity in front of the engine. Cradle drag and other forces caused by the secondary flow around the engine are generally much smaller than the inlet momentum.

• GasTurb 13 can calculate the inlet momentum from an estimated stream tube diameter. This new feature allows an approximate thrust correction even when the testbed has never been calibrated.

• The thrust facility modifiers found from the official testbed calibration are usually described with polynomials which are a function of corrected spool speed. These polynomials are only valid within a limited thrust range. Applying them outside the calibrated thrust range is not advisable.

• The better solution is to determine a representative stream tube diameter. Select this diameter such that the inlet momentum is equivalent to the thrust facility modifiers from the official calibration report.

• Now you are ready to calculate the inlet momentum – the thrust facility modifier - for any thrust. This will yield more accurate results than applying the polynomial outside its calibrated thrust range.

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More Conceptional Design OptionsExample: Geared Turbofan

Reproduced with permission from United

Technologies Corporation, Pratt & Whitney

• You can now include their own code in GasTurb through DLLs („Dynamic-Link Library“).

• This allows you to use your own specific routines to calculate additional output or make the DLL an integral part of the engine model.

• GasTurb 13 comes with a sample DLL which can serve as a template for your DLLs but can also be used directly.

• User DLLs can be used e.g. for:– Emissions calculation

– Sophisticated control systems

– 1-D component design

– …

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Customer DLLs

• Adjust the display settings of the plots.

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Window Display Settings

• Navigate your way through the engine and create component by component with live previews of each component and the whole engine.

• Compare your engine design with an existing design from a picture. Load the picture as the background and plot your engine transparent over it.

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Preliminary Design Window

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Compressor Aero Design (1)Predesign Capabilities and Optimization of Efficiency

• Calculate multi-stage compressors with the new aerodynamic design feature on a mean line basis.

• Check the velocity triangles and other parameters of your compressor design.

• Plot your designed compressor geometry to check its feasibility.

• Use the calculated efficiency to estimate the efficiency in your cycle design and impact of your aerodynamic design values.

• Several features and hints will help you to create a realistic aerodynamic compressor design.

• Advanced interface options will help you to handle the amount of input and output values: clone input value, clone composed values, fast creation of optimizations, …

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Compressor Aero Design (2)Predesign Capabilities and Optimization of Efficiency

• Faster calculation of composed values and iterations: You will notice it, if your engine models have many composed values.

• Shorter engine model files

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„Invisible“ Changes