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Theory of Flow in Isentropic Nozzles

The document discusses exhaust systems and nozzles for gas turbine engines. It describes how exhaust nozzles function to discharge gases at appropriate velocities for flight conditions. Nozzles can be convergent, convergent-divergent, axisymmetric, or two-dimensional in shape. Convergent nozzles are used in subsonic aircraft but provide less thrust than convergent-divergent nozzles. Nozzle design considers factors like expansion ratio, losses, thrust reversal, cooling, noise suppression, and weight. Flow properties through nozzles are analyzed using equations involving parameters like area, pressure, temperature, and Mach number.

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88 views5 pages

Theory of Flow in Isentropic Nozzles

The document discusses exhaust systems and nozzles for gas turbine engines. It describes how exhaust nozzles function to discharge gases at appropriate velocities for flight conditions. Nozzles can be convergent, convergent-divergent, axisymmetric, or two-dimensional in shape. Convergent nozzles are used in subsonic aircraft but provide less thrust than convergent-divergent nozzles. Nozzle design considers factors like expansion ratio, losses, thrust reversal, cooling, noise suppression, and weight. Flow properties through nozzles are analyzed using equations involving parameters like area, pressure, temperature, and Mach number.

Uploaded by

Mimsisi
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as DOCX, PDF, TXT or read online on Scribd
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Theory of flow in isentropic nozzles:-

Aero gas turbines have an exhaust system that passes the turbine discharge gases into
the
atmosphere at a velocity and direction appropriate to the flight condition. A second
nozzle
exists in (high bypass) for discharging the air that has bypassed the fan. Thus it provides
the thrust force required for all flight conditions except landing where the thrust reverse
system may provide the dragging force needed for the aircraft to stop within an
appropriate
distance. For turbo-propeller engines, the major part of thrust is developed by the
propeller,
and the exhaust gases make little contribution.

Diffusion is accomplished by increasing the passage area between


the exhaust cone and the outer wall as shown in Figure 11.1. The tail cone is fastened to
the
casing by turbine rear support struts. These struts straighten out the flow before the
gases
pass into the jet pipe. The exhaust gases pass into atmosphere through the propelling
nozzle.
In a non-afterburning turbojet engine, the exit velocity of the exhaust gases is
subsonic
at low-thrust conditions and reaches the speed of sound in most operating conditions.
As shown in Figure 11.1a, the nozzle is of the convergent type. For supersonic flow,
the nozzle is always of the convergent-divergent (C-D) type. Many of these engines use
separate nozzles for exhausting core and fan streams. The hot nozzle is located
downstream of the turbine, or
the low-pressure turbine for multi-spool engines, which is similar to that in Figure 11.1.
The cold nozzle is downstream of the fan section and identified as the fan nozzle. The
vast
majority of jet-powered aircraft use what are known as axisymmetric nozzles. These
nozzles,
like those illustrated in Figure 11.1, direct thrust purely along the axis of the engine,
hence the term axisymmetric. However, in some aircraft, two-dimensional nozzles are
used (Figure 11.2). These nozzles are not only capable for directing the thrust along the
axis
of the engine, but also of deflecting to vector the thrust and produce a force that points
the
Arrangem
ents of exhaust system. (a) Simple exhaust system. (b) Supersonic aircraft exhaust.
Arrangements of exhaust system. (c) Exhaust system for afterburning engines. (d) Exhaust system for low BPR
afterburning turbofans

The exhaust nozzles may be classified as


1. Convergent or convergent-divergent (C-D) types
2. Axisymmetric or two-dimensional types
3. Fixed-geometry or variable-geometry types

Nozzles should fulfill the following requirements [2]:


1. Be matched to other engine components for all engine operating conditions
2. Provide the optimum expansion ratio
3. Have minimum losses at design and off-design conditions
4. Permit afterburner operation (if available) without affecting main engine operation
5. Allow for cooling of walls if necessary
6. Provide reversed thrust when necessary
7. Suppress jet noise and infrared radiation (IR) if desired
8. Provide appropriate force for takeoff/landing for vertical takeoff and landing
(VTOL) or vertical/short takeoff and landing (V/STOL) aircraft
9. Provide necessary maneuvering for military aircrafts fitted with thrust-vectoring
systems
10. Do 1–9 with minimal cost, weight, and boat-tail-drag while meeting life and reliability
goals
Convergent nozzles are used in almost all the present subsonic transports. Moreover, in
most cases these convergent nozzles are also choked, and incomplete expansion of the
flowing gases to the ambient pressure is encountered. At nozzle outlet, the gases exit at
sonic speed while the pressure is greater than the ambient pressure. Thus a pressure-
thrust
force is developed. On the contrary, a convergent-divergent nozzle (C-D) satisfies a full
expansion to the ambient pressure.
Thus the exit and ambient pressures are equal and the exit velocity is higher than the
sonic speed. The C-D nozzle develops higher momentum thrust, which is greater than the
pressure thrust of a convergent nozzle operating at the same inlet conditions. Thus if
both
types are examined in the case of subsonic civil transports, a C-D nozzle provides higher
thrust. However, it has the penalties of increased weight, length, diameter leading to an
increase of aircraft weight and possibly drag [3].

The flow of a calorically perfect gas in a nozzle is considered here. The mass flow rate m_
may be determined in terms of the local area from the relation

Convergent Nozzle:-
The convergent nozzle has close similarity to the convergent part of the previously
discussed
C-D nozzle. However, the main difference is that the flow in the C-D nozzle is
assumed isentropic while the flow in the convergent nozzle is assumed to be only
adiabatic.
If the nozzle is choked, then the exit Mach number is unity and all conditions are denoted
by subscript (c). The temperature ratio is then
The efficiency of the nozzle is also defined as

Thus the pressure ratio is expressed as

Chock nozzle:-
check for nozzle choking is also performed first by calculating the critical pressure.
The two cases of operative and inoperative are again considered.
a. Inoperative afterburner
The critical pressure is obtained from the relation

Here ηn is the efficiency of the nozzle. If the nozzle is unchoked, then the outlet
pressure is equal to the ambient pressure. The jet speed is now evaluated from
the relation

If the nozzle is choked, then the outlet temperature (T7) is calculated from the
following relation

The jet speed is calculated from the following relation

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