You are on page 1of 13

Startup to Shutdown Simulation of Single Spool Turbojet/Turboshaft

Engine
Tagade, P.M*, Sane, S.K$, Sudhakar, K&

Abstract
Gas turbine simulation has been attempted since early 1950s with varying degree of rigor
depending on the end use. Simulation is useful tool at the beginning of the design as also
over the complete life cycle of the engine. Simulation is unavoidable for control system
design and subsequent testing which uses hardwareinloop simulation (HILS). Real time
capability of the simulation thus becomes one of the important considerations for HILS.
Engine operation is in two regimes startup to idle and idle to full throttle. Simulation
models for idle to full throttle are reported extensively in the literature; but modeling
startup to idle has attracted attention of researchers only recently. At IIT Bombay,
simulation tool has been developed for single spool turbojet engine, which is capable of
simulating the complete range of engine operation start up to full throttle. Secondary
effects like heat transfer are also modeled. Tool has been tested for various operating
conditions. In the present study, basic modeling and overall architecture of the simulation
tool will be discussed. In addition, various simulation results will be presented and
discussed.
Keywords: - Gas Turbine Simulation, Hardware-in-loop Simulation, Modeling of startup to
idling

Nomenclature

A - Area (m2)
ALT - Altitude (m)
C - Specific Heat (J/kg.K)
FMN - Flight Mach number
H - Specific Enthalpy (J/kg)
h - Heat Transfer Coefficient (W/m2.K)

* Research Scholar, $ Professor (Retired), & Professor


Dept. of Aerospace Engineering, Indian Institute of Technology, Bombay
I - Polar Moment of Inertia (N.m.s2)
m - Mass (kg)
N - Spool Speed (revolutions per sec)
P - Total Pressure (Pa)
PS - Static Pressure (Pa)
Q - Heat Flow (W)
R - Gas Constant (J/kg.K)
T - Total Temperature (K)
VOL - Volume (m3)
W - Mass Flow Rate (kg/s)
X - State Vector
Greek Symbols
- Isentropic Index
- Model Parameters
- Torque (N.m)
Subscripts
ATM - Atmosphere
B - Burner
BLD - Bleed
C - Compressor
F - Fuel
I - Input
INTK - Intake
M - Metal
O - Output
S - Starter
T - Turbine
U - Upstream

2
Introduction
Though engine operates at steady state during most of its operational life, it is transient
performance during which engine is exposed to the extreme operating conditions.
Unfortunately, dynamic behavior of the engine can be experimentally tested only when the
mechanical integrity of the complete hardware is established. In case of the aero engines,
there is requirement for fast engine transients and all the engine operations to be achieved
with complete safety.
There has been continuing efforts to improve the performance of the gas turbine
engines. It is achieved mainly through the high pressure ratio compressors with highly
loaded stages. This resulted in the greater difficulty in starting of gas turbine engines. As
engine is exposed to extreme operating conditions during startup, study of engine startup
transients becomes essential.
Considering the very complex nature of the overall gas turbine operation, complete
physics based models are rarely attempted and simulations mainly rely on experimental
component data and empirical correlations with most of the components represented by
component maps. Normally maps are available in operating range from idle to max range
and it becomes necessary to extrapolate the maps to sub idle operating range.
In the present paper, gas turbine simulation model capable of simulating the gas
turbine performance in complete operating range including startup is described. Various
results are discussed with major emphasis on startup simulation results.

Literature Review
An excellent review of the gas turbine simulation models is reported by Sanghi et al [1].
Simulation has been attempted since the early development of the gas turbine engine [2] as
an important aid for design and development process, especially for control system design.
Walsh and Fletcher [3] have covered all the aspects of gas turbine simulation in full detail
including simulation in startup and windmilling region.
Considering the importance of shaft transients and ease with which it can be modeled,
almost all of the simulation models consider shaft transients [4]. Some of the earlier models
were based only on shaft transients [2]. Considering its small effect on overall transients,
thermal transients are not generally included in the simulation models [4]. Nevertheless there
are reported attempts of modeling thermal transients at very basic levels [5,6].

3
Gasdynamic transients are treated with varying degree of rigor (ie assumptions
involved) in the literature. Most of the gasdynamic simulations are based on one
dimensional unsteady equations for lumped volume. Comprehensive review of earlier
attempts at gas turbine modeling and simulation is reported by Fawke and Saravanamuttoo
[7]. Fawke and Saravanamuttoo [5] further reported the dynamic simulation model for mixed
flow turbofan engine. Conservation of mass along with the equation of state is used to derive
the governing equation. Ailer et al [8] and Sugiyama [9] reported the model which is based
on conservation of mass and conservation of energy equations to calculate gasdynamic
transients. In recent time, simulation models based on all three conservation equations are
reported in literature [10].
Earlier attempts at sub-idle modeling were empirical in nature [11] considering the
difficulty in measurement during component rig testing in sub-idle range of operation.
Recently, continuous startup to shutdown models are reported in literature [6,12,13]. These
models are normally based on the extrapolated maps in the sub-idle range [14]. Jones et al
[15] has reported the review of various methods for map extrapolation. Sexton [16] reported
the method for map extrapolation which is based on similarity laws. The method is valid for
compressor and turbine map extrapolation. Daineko [17] reported the empirical method for
compressor pressure ratio map extrapolation.
Most important contribution of the present work is development of sub-idle
performance model. Earlier reported sub-idle models required either change in the map
representation [12] or change in the solution technique itself [6,13]. The proposed sub-idle
model use same map representation and solution technique for sub-idle as for above-idle
model. Lumped volume approach is used which makes the real time simulation feasible
during sub-idle performance simulation also. Heat transfer model is also added. Map
extrapolation techniques reported by Sexton [16] and Daineko [17] are combined to develop
map extrapolation methodology which is capable of extrapolating the map information in
complete range of operation, including autorotation.

4
Model Description
Gas turbine simulation model proposed in this paper, is for startup to shutdown. Fig. 1 shows
the plant model for single spool turbojet engine.

Figure 1. Plant model for single spool turbojet engine

Governing Equations:-
The present model takes into account thermal transients, shaft transients and gasdynamic
transients for dynamic simulation. To solve the thermal transients, lumped mass is assumed
before each component (denoted by HS in Fig. 1) which acts as an inertial element. Thermal
transient is given by equation 1.
QI - QO
TM (1)
mC
where QI is heat transfer from gas to metal and QO is heat transfer from metal to atmosphere.
Heat capacity of the metal mass, mC acts as the inertia element.
Shaft transients are modeled using excess torque between turbine and compressor.
Spool polar moment of inertia acts as the inertial element. Shaft transient is given by
equation 2.

N (2)
2 I
where N is rotational speed in revolutions per sec, is excess torque available and I is polar
moment of inertia.
Lumped volume approach is used for the gasdynamic transient simulation. Lumped
volume is assumed to be equal to the actual volume of the component. In the present model,
conservation of mass and conservation of energy equation is used along with the equation of

5
state to arrive at governing equation. Low Mach number assumption is made during the
derivation of the governing equation. Final equation is in the form of pressure derivative as
given by equation 3.

Pi =
RTi
(
W - Wi
VOL U i
) (3)

where P is total pressure, T is total temperature, WU is the upstream mass flow entering the
lumped volume which is calculated from component previous to lumped volume and W is the
mass flow exiting the lumped volume calculated from component after the lumped volume.
VOL is the inertial volume.
Station numbering used for single spool turbojet engine is as given in Fig. 1. A set of
engine variables, called state vector X, are selected which define the complete operation of
engine provided control variables u and model parameters are defined. State X, , control u,
and parameters , vectors are chosen as:
X={N, PS2, P3, P5, TMC, TMB, TMT, TMJP}; u = {WF};
= {ALT, FMN, ANZ,WBLD,VOL,m,C,I}
Model for the engine dynamics are a set of non-linear ordinary differential equations of the
form equation 4.

X f X ,u , (4)
Set of ordinary differential equations for present engine model is given in table 1.

6
Table 1. Engine Model 8th Order ODEs
S.N. State Description Differential Equation
Variable
1 N Spool Speed dN/dt = (30.0/) (T + S C)/I
2 PS2 Static Pressure at Intake Exit dPS2/dt=RT2(WU2-W2)/VOLINTK
3 P3 Total Pressure at Compressor dP3/dt = RT3(WU3-W3)/VOLC
Exit
4 P5 Total Pressure at Turbine Exit dP5/dt = RT5(WU5-W5)/VOLT
5 TMC Compressor Metal Temperature dTMC/dt = (QIC - QOC) /(mC)C
6 TMB Burner Metal Temperature dTMB/dt = (QIB - QOB)/(mC)B
7 TMT Turbine Metal Temperature dTMT/dt = (QIT - QOT)/(mC)T
8 TMJP Jet Pipe Metal Temperature dTMJP/dt = (QIJP - QOJP)/(mC)JP
If X, u and are known, RHS terms in engine model may be calculated as follows:
1) Calculate P1, T1 using atmospheric model
P1, T1 = f(ALT,FMN)
2) Intake map based on experiment or simple 1-D analysis is of the form
T2/T1, P2/P1, W1T1/P1 = f(PS2/P1,FMN)
FMN is a model parameter and PS2 is a state variable. Thus P2, T2 and W1 are calculated.
WU2 is given by
WU2 = W1 WBLD11

7
3) Spool speed N, compressor exit total pressure P3 and metal temperature TMC are state
variables. Heat transfer from gas to the compressor metal mass is given by
QIC = hC AC (TAVC TMC)
where TAVC is average temperature across compressor, calculated using polytropic
relationship. Heat transfer from metal to the atmosphere is
QOC = hATM AC (TMC T1)
Temperature after heat soaking at station 23 is given by
H23 = H2 - QIC/WU2; T23 = f(H23)
Compressor map is in the form of
W2T2/P2, T3/T23 = f(N/T2,P3/P2)
As P3/P2 and N/T2 are known from step 2 and state vector, T3 and W2 can be calculated.
Compressor torque is given by
H3 = f(T3); C =W2(H3 H23)/(2N)
WU3 is given by
WU3 = W2 WBLD24
4) Combustor model is
T40, P40 = f(P3,T3,WU3,WF)
P3, T3 and WU3 are known through step 3. WF is control input and hence known. T40 and
P40 are thus calculated. Temperature at station 4 after heat transfer is given by
W4 = WU3 + WF; TAVB = (T40 + T3)/2
QIB = hB AB (TAVB TMB); QOB = hATM AB (TMB T1)
H4 = H40 - QIB/W4; T4 = f(H4)
5) Turbine heat transfer calculations are similar to that of compressor. Turbine map can be
characterized by
W41T41/P41, T5/T41 = f(N/T41,P5/P41)
T41 and P41 are known through step 4 and heat transfer calculations. P5 and N are state
variables. Hence, T5 and W41 can be calculated. Turbine torque T is given by
H41=f(T41); H5 = f(T5)
t =W41(H41 H5)/(2N)
WU5 and W3 are calculated using W41 as given below
WU5 = W41 + WBLD35 + WBLD24; W3 = W41 WF WBLD34

8
Further details of compressor and turbine characteristics are provided by Walsh and
Fletcher [3].
6) Starter torque speed characteristics is supplied
(S/P1)=f(N/T1)
N is a state variable, P1 and T1 are known through step 1. Thus starter torque can be
calculated when starter is engaged.
7) Heat transfer calculations for jet pipe proceeds as follows
W6 = WU5; T6 = T 5
QIJP = hJP AJP (T6 TMJP); QOJP = hATM AJP (TMJP T1)
H7 = H6 - QIJP/W6; T7 = f(H7); T8 = T 7
Nozzle model is in terms of
W8, Thrust = f(P8/P1,ANZ,T8)
P8 is equal to P5 and hence known. P1 is known from step 1. ANZ is model parameter and
hence known. Thus W8 and thrust is known. W5 is given by
W5 = W 8
Solution Technique:-
Two types of solutions are of interest:

1. Steady state Xo for given uo obtained as solution to X = 0 = F(Xo,uo,).
Methodologies for finding zero solutions of set of non-linear, simultaneous equations
are used here.
2. Transients, Solve for X(t); given U(t) for 0 t T. Numerical integration schemes
from Euler to higher order Runge Kutta schemes with adaptive time steps can be
used.

Results and Discussion


Startup to shutdown simulation of the engine was attempted at International Standard
Atmosphere Sea Level Static (ISA SLS) conditions. Air turbine starter was used for startup.
Engine was assumed to be at ambient temperature before startup. Constant area nozzle was
assumed. Assumed fuel schedule is shown in Fig. 2. Time is given as percentage of total
time while fuel flow is referred to the design value.

9
Figure 2. Fuel Schedule Figure 3. Variation of Spool Speed with Time
Fig. 3 shows the variation of spool speed with time. Complete transient can be divided into 4
parts: startup, thermal soaking at idle, idle max acceleration and shutdown. Startup can
further be divided into dry cranking when only starter is providing power with no fuel
addition, light around when fuel is metered and ignition is turned on and finally acceleration
to idle. All the operations are shown in fig. 3.
Compressor operating line is plotted on the compressor map, as shown in Fig. 4. In
Fig. 4a) compressor pressure ratio trajectory is shown and in Fig. 4b) temperature ratio
trajectory is shown. One can notice that spool up operating line is above the spool down,
and steady state points are in between the two, which is as per the expectations.
One can split the compressor operation into three parts. Windmilling operation
during which compressor acts like a turbine and supplies the torque, cascade type of
operation during which compressor is acting like a resistance device and the compressor
operation. Looking at Fig. 4, one may conclude that present map extrapolation technique is
capable of extrapolating the compressor behavior in all the three operating regimes.

10
(a) (b)

Figure 4. Compressor Operating Line

Figure 5 a) Referred Thrust vs Speed Figure 5 b) Excess Torque vs Time

Fig. 5a) shows the variation of referred thrust with spool speed. The thrust is referred
with respect to its design value. Fig. 5b) shows the variation of referred excess torque with
time. High excess torque in the beginning is mainly due to starter torque. At idle, excess
torque is zero. Excess torque is negative during shutdown.

Conclusions
Capability of the simulation tool to predict the gas turbine performance over the complete
range of operations has been demonstrated. The capability of the tool to predict the engine
behavior, especially during startup transient, can be utilized for to great effect in exploratory
investigation where it can replace the actual hardware. Though not reported in the present
paper, the results are compared with actual engine test results and results compare well
qualitatively [18].

11
Complete simulation model is based on the component maps and it may be noted that
the component maps are extrapolated to the sub-idle range from the maps available in above
-idle range. Map extrapolation method used in the present research work has been found to
be satisfactory. But the method still is not completely automated and further study in map
extrapolation method is required.

References
[1] Sanghi, V., Lakshmanan, B.K. and Sunderarajan, V., Survey of Advancements in Jet
Engine Thermodynamic Simulation, Journal of Propulsion and Power, Vol 16, No 5,
2000, pp 797-807
[2] Otto, E.W. and Taylor, B.L., Dynamics of a Turbojet Engine Considered as a Quasi-
static System, NACA TR 1011, 1951
[3] Walsh, P. and Fletcher, P., Gas Turbine Performance, Blackwell Science Ltd, 1999
[4] Alves, M.A.C and Barbosa, J.R., A Step Further in Gas Turbine Dynamic Simulation,
Proceedings of Institute of Mechanical Engineers, Part A: Journal of Power and
Energy, Vol. 217, pp 583-592, 2003
[5] Fawke, A.J. and Saravanamuttoo, H.I.H., Digital Computer Simulation of the Dynamic
Response of a Twin Spool Turbofan with Mixed Exhausts, Aeronautical Journal,
Sep. 1973, pp 471-476
[6] Owen, A.K., Daugherty, A., Garrard, D., Reynolds, H.C. and Wright, R.D., A
Parametric Starting Study of an Axial Centrifugal Gas Turbine Engine Using a One
Dimensional Dynamic Engine Model and Comparisons to Experimental Results: Part I
and II, Journal of Engineering for Gas Turbine and Power, Vol. 121, 1999, pp 377-393
[7] Fawke, A.J. and Saravanamuttoo, H.I.H., Digital Computer Methods for Prediction of
Gas Turbine Dynamic Response, Society of Automotive Engineers, 1973
[8] P. Ailer, Santa, I., Szederkenyi, G. and Hangos, K., Nonlinear Model Building of a
Low Power Gas Turbine, Periodica Ploytechnica Ser. Transp. Eng., Vol. 29, 2001, pp
117-113
[9] Sugiyama, N., System Identification of Jet Engines, Journal of Engineering for Gas
Turbine and Power, Vol. 122, 2000, pp 19-26

12
[10] Schobeiri, M.T., Attia, M. and Lippkei, C., Nonlinear Dynamic Simulation of Single
and Multi spool Core Engines, Journal of Propulsion and Power, Vol. 10, 1994, pp
855-862
[11] Agrawal, R.K. and Yunis, M., A Generalized Mathematical Model to Estimate Gas
Turbine Starting Characteristics, Journal of Engineering for Power, Vol. 104, 1982, pp
194-201
[12] Chappell, M.A. and McLaughlin, P.W., Approach to Modeling Continuous Turbine
Engine Operation from Startup to Shutdown, Journal of Propulsion and Power, Vol. 9,
No. 3, 1993, pp 466-471
[13] Crainaic, C., Harvey, R. and Thompson, A., Real Time Thermodynamic Transient
Model for Three Spool Turboprop Engine, International Gas Turbine and Aero
Engine Congress and Exhibition, June 2-5, 1997, ASME-97-GT-223
[14] Riegler, C., Bauer, M. and Schulet, H., Validation of a Mixed Flow Turbofan
Performance Model in the Sub-idle Operating Range, Proceedings of the ASME
TURBO EXPO 2003, June 16-19, 2003, Atlanta, Georgia, USA
[15] Jones, G., Pilidis, P. and Curnock, B., Extrapolation of Compressor Characteristics to
the Low-Speed Region for Sub-Idle Performance Modeling, Proceedings of the ASME
Turbo Expo 2002, June 3-6, 2002
[16] Sexton, W.R., A Method to Control Turbofan Engine Starting by Varying Compressor
Surge Valve Bleed, M.S. Thesis, Virginia Polytechnic Institute and State University,
2001
[17] Daineko, V.I., Plotting the Compressor Universal Characteristic in the Low Regime
Region and in Autorotation Regimes, Izvestia VUZ, Aviatsionnaya Technika, Vol. 34,
No.4, 1991, pp 30-34
[18] Sane, S.K., Personal Communication, 2005

13

You might also like