Geared gas turbine engine
A gas turbine engine for an aircraft and a method of operating a gas turbine engine on an aircraft. Embodiments disclosed include a gas turbine engine for an aircraft including: an engine core has a turbine, a compressor, and a core shaft; a fan located upstream of the engine core, the fan has a plurality of fan blades; a nacelle surrounding the engine core and defining a bypass duct and bypass exhaust nozzle; and a gearbox that receives an input from the core shaft and outputs drive to the fan wherein the gas turbine engine is configured such that a jet velocity ratio of a first jet velocity exiting from the bypass exhaust nozzle to a second jet velocity exiting from an exhaust nozzle of the engine core at idle conditions is greater by a factor of 2 or more than the jet velocity ratio at maximum take-off conditions.
1. A method of operating a gas turbine engine on an aircraft, the gas turbine engine comprising:
an engine core comprising a turbine, a combustor, a compressor, and a core shaft connecting the turbine to the compressor;
a fan located upstream of the engine core, the fan comprising a plurality of fan blades;
a nacelle surrounding the engine core and defining a bypass duct and bypass exhaust nozzle; and
a gearbox that receives an input from the core shaft and outputs drive to the fan so as to drive the fan at a lower rotational speed than the core shaft,
wherein the method comprises operating the gas turbine engine to provide propulsion such that a jet velocity ratio, R J , of a first jet velocity exiting from the bypass exhaust nozzle to a second jet velocity exiting from an exhaust nozzle of the engine core is defined as:
R
J
=
V
B
C
B
V
C
C
C
η
LPT
η
F
where V B is a fully expanded first jet velocity, C B is a thrust coefficient of the bypass exhaust nozzle, V C is a fully expanded second jet velocity, C C is a thrust coefficient of the engine core exhaust nozzle, η LPT is an isentropic efficiency of a lowest pressure turbine of the engine core and η F is an isentropic efficiency of a fan tip; and
the jet velocity ratio, R J , is between around 0.75 and 1.3 at maximum take-off conditions.
2. The method of claim 1 , wherein the jet velocity ratio R J , is between around 0.8 and 1.0 at the maximum take-off conditions.
3. The method of claim 1 , wherein the temperature of the flow at the exit of the combustor, at a position immediately upstream of a first turbine vane, is at least 1800K at the maximum take-off conditions.
4. The method of claim 1 ,
wherein a temperature of a flow at an exit of the combustor, at a position immediately upstream of a first turbine vane, is at least 1850K at the maximum take-off conditions.
5. The method of claim 1 ,
wherein a temperature of a flow at an exit of the combustor, at a position immediately upstream of a first turbine vane, is at least 1900K at the maximum take-off conditions.
6. The method of claim 1 ,
wherein a temperature of a flow at an exit of the combustor, at a position immediately upstream of a first turbine vane, is at least 1950K at the maximum take-off conditions.
7. The method of claim 4 , wherein the temperature of the flow at the exit of the combustor, at the position immediately upstream of the first turbine vane, is less than 2000K at the maximum take-off conditions.
8. The method of claim 1 , wherein the jet velocity ratio, R J , is between around 2 and 3 at idle conditions.
9. The method of claim 1 , wherein the jet velocity ratio, R J , is between around 0.75 and 1.3 at cruise conditions.
10. The method of claim 1 ,
wherein a gear ratio of the gearbox is between 3.1 and 3.3; a fan tip loading defined as dH/Uti p 2 is between 0.28 and 0.31 at cruise conditions, where dH is an enthalpy rise across the fan and U t i p is a translational velocity of the leading edge of the fan tip; and a bypass ratio, defined as a ratio of a mass flow rate of a flow through the bypass duct to a mass flow rate of a flow through the core at cruise conditions, is in a range of from 11.5 to 13.5.
11. The method of claim 10 , wherein an overall pressure ratio defined as a ratio of a stagnation pressure upstream of the fan to a stagnation pressure at an exit of a highest pressure compressor is between 40 and 55 at the cruise conditions.
12. The method of claim 1 , wherein the fan has an outer diameter of around 220 cm.
13. A method of operating a gas turbine engine on an aircraft, the gas turbine engine comprising:
an engine core comprising a turbine, a combustor, a compressor, and a core shaft connecting the turbine to the compressor;
a fan located upstream of the engine core, the fan comprising a plurality of fan blades;
a nacelle surrounding the engine core and defining a bypass duct and bypass exhaust nozzle; and
a gearbox that receives an input from the core shaft and outputs drive to the fan so as to drive the fan at a lower rotational speed than the core shaft,
wherein the method comprises operating the gas turbine engine to provide propulsion such that a jet velocity ratio, R J , of a first jet velocity exiting from the bypass exhaust nozzle to a second jet velocity exiting from an exhaust nozzle of the engine core is defined as:
R
J
=
V
B
C
B
V
C
C
C
η
LPT
η
F
where V B is a fully expanded first jet velocity, C B is a thrust coefficient of the bypass exhaust nozzle, V C is a fully expanded second jet velocity, C C is a thrust coefficient of the engine core exhaust nozzle, η LPT is an isentropic efficiency of a lowest pressure turbine of the engine core and η F is an isentropic efficiency of a fan tip; and
the jet velocity ratio, R J , is between around 2 and 3 at idle conditions.
14. The method of claim 13 , wherein the jet velocity ratio, R J , is between around 0.75 and 1.3 at cruise conditions.
15. The method of claim 13 ,
wherein a fan tip loading defined as dH/Utip 2 is between 0.28 and 0.35 at cruise conditions, where dH is an enthalpy rise across the fan and Uti p is a translational velocity of a leading edge of the fan tip.
16. The method of claim 13 , wherein a specific thrust, defined as a net thrust of the engine divided by a total mass flow through the engine, is between 80 Nkg −1 s and 95 Nkg −1 s at cruise conditions.
17. The method of claim 13 ,
wherein a temperature of a flow at an exit of the combustor, at a position immediately upstream of a first turbine vane, is at least 1600K at cruise conditions.
18. The method of claim 13 ,
wherein a temperature of a flow at an exit of the combustor, at a position immediately upstream of a first turbine vane, is between 1600K and 1650K at cruise conditions.
19. The method of claim 13 , wherein the fan comprises 22 or 24 fan blades.
20. The method of claim 13 ,
wherein a gear ratio of the gearbox is between 3.1 and 3.4; a fan tip loading defined as dH/Uti p 2 is between 0.28 and 0.32 at cruise conditions, where dH is an enthalpy rise across the fan and U tip is a translational velocity of a leading edge of the fan tip; a bypass ratio, defined as a ratio of a mass flow rate of a flow through the bypass duct to a mass flow rate of a flow through the core at cruise conditions, is in a range of from 11.5 to 14; an overall pressure ratio defined as a ratio of a stagnation pressure upstream of the fan to a stagnation pressure at an exit of a highest pressure compressor is between 40 and 55 at the cruise conditions; a ratio of a radius of a fan blade of the fan at a hub to a radius of the fan blade at the tip is in a range of 0.27 to 0.31; and a specific thrust, defined as a net thrust of the engine divided by a total mass flow through the engine, is between 80 s and 95 s at cruise conditions.