A Review of New Experimental Technologies for the Development of Advanced Fans with High Bypass Ratio

Mileshin, Victor

doi:10.3390/ijtpp3030021

Cited by 6 publications

(2 citation statements)

References 7 publications

(17 reference statements)

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“…However, these additional guide vanes along with gearbox have nearly offset the weight saved on compressor-turbine stages. General Electric’s production of GE9X did bring the advantage of having a high bypass ratio by increasing the engine size (Mileshin, 2018). However, this caused the engine to increase weight besides a decreased component life of the fan’s blade due to its increased length resulting in higher bending moments and vibrations at significantly high RPMs.…”

Section: Introductionmentioning

confidence: 99%

Augmenting effectiveness of geared turbofan engines by dual stage radial blisks

Bandopadhyay

Jagdeep

Pandey

et al. 2022

AEAT

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Purpose This study aims to propose a novel configuration for turbofan engine inlets to increase the overall effectiveness of the engine. Design/methodology/approach Conventional fan has been split radially into two blisk stages, namely, core blisk and bypass blisk. The two blisks are driven by a common shaft but rotate at two different revolutions per minutes (RPMs) on the same plane of rotation simultaneously through a planetary gear mechanism. To avoid any mechanical contact between the two stages, a minimum optimum distance is kept between them. Findings An apt reduction ratio of planetary gears allows the bypass blisk to rotate at a lower RPM. Thus, unlike conventional geared single fan configuration, transonic speed at the blade’s tip is prevented without decreasing the core stage’s RPM. Consequently, wave drag is eradicated without compromising the engine's core performance as surplus air can always be supplied to it. Compressor stall and surge can also be significantly reduced. Research limitations/implications The concept is at its infancy. Extensive iterations and experimentations are required before implementing it practically. Practical implications The configuration fulfils to conceive a practical and industrially scalable method to extract better performance from existing engine architecture with minimal changes while reducing noise and emissions, meeting the short-term emission and noise goals unless electric or hydrogen-powered flight fully matured. Social implications The present concept reduces engine noise and thereby helps in reduction of airport noise pollution. This concept also helps in reducing global warming by reducing emissions. Originality/value The paper presents a novel configuration for a turbofan engine’s inlet fan and discusses its engineering implications and initial feasibility in detail.

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Section: Introductionmentioning

confidence: 99%

Augmenting effectiveness of geared turbofan engines by dual stage radial blisks

Bandopadhyay

Jagdeep

Pandey

et al. 2022

AEAT

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“…Recently, fundamentally new fan designs have been introduced such geared turbofan, UltraFan, propfan or counter rotating fan [12,23], aimed to increase bypass ratio of gasturbine engines and reduce CO2 emissions. What is more, fan blades are often made of nonmetallic materials such as fiber-reinforced composites [28,29] and are operated at much lower rotational speeds than traditional fans and compressors.…”

Section: Introductionmentioning

confidence: 99%

Analysis of Fan Blade Vibration with a Non-Contact Method

Porco

Przysowa²,

Botto

2020

Journal of KONBiN

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Composite fan blades are more and more common both in aviation and ground applications. This work aims to characterize the vibration parameters of plastic blades installed in a wind tunnel fan by a non-contact method, namely blade tip timing (BTT). Blade dynamics was predicted with finite element modelling (FEM) and confirmed experimentally by tip timing measurements and analysis of data. BTT results were acquired and compared in two different configurations. A good agreement between predicted and measured frequency values was obtained for the fundamental mode. Significant differences were observed for the second and third modes due to material anisotropy and contact effects which could not be modelled because necessary material data were unavailable.

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