Misplaced Pages

#696303

122-415: Plucking a guitar string to induce a vibratory translation is technically a form of propulsion of the guitar string; this is not commonly depicted in this vocabulary, even though human muscles are considered to propel the fingertips. The motion of an object moving through a gravitational field is affected by the field, and within some frames of reference physicists speak of the gravitational field generating

244-461: A fast Fourier transform of the TWF. The vibration spectrum provides important frequency information that can pinpoint the faulty component. The fundamentals of vibration analysis can be understood by studying the simple Mass-spring-damper model. Indeed, even a complex structure such as an automobile body can be modeled as a "summation" of simple mass–spring–damper models. The mass–spring–damper model

366-402: A gas turbine engine which achieves mechanical energy from combustion, and a ducted fan that uses the mechanical energy from the gas turbine to force air rearwards. Thus, whereas all the air taken in by a turbojet passes through the combustion chamber and turbines, in a turbofan some of that air bypasses these components. A turbofan thus can be thought of as a turbojet being used to drive

488-415: A propeller or a propulsive nozzle . An aircraft propulsion system must achieve two things. First, the thrust from the propulsion system must balance the drag of the airplane when the airplane is cruising. And second, the thrust from the propulsion system must exceed the drag of the airplane for the airplane to accelerate. The greater the difference between the thrust and the drag, called the excess thrust,

610-426: A rotating baseball cause the surface of the baseball to travel along a sinusoidal or helical trajectory, which would not happen in the absence of these interior forces; these forces meet the technical definition of propulsion from Newtonian mechanics , but are not commonly spoken of in this language. An aircraft propulsion system generally consists of an aircraft engine and some means to generate thrust, such as

732-1012: A ship or boat across water. While paddles and sails are still used on some smaller boats, most modern ships are propelled by mechanical systems consisting of a motor or engine turning a propeller , or less frequently, in jet drives, an impeller . Marine engineering is the discipline concerned with the design of marine propulsion systems . Steam engines were the first mechanical engines used in marine propulsion, but have mostly been replaced by two-stroke or four-stroke diesel engines, outboard motors, and gas turbine engines on faster ships. Nuclear reactors producing steam are used to propel warships and icebreakers , and there have been attempts to utilize them to power commercial vessels. Electric motors have been used on submarines and electric boats and have been proposed for energy-efficient propulsion. Recent development in liquified natural gas (LNG) fueled engines are gaining recognition for their low emissions and cost advantages. Spacecraft propulsion

854-460: A "viscous" damper is added to the model this outputs a force that is proportional to the velocity of the mass. The damping is called viscous because it models the effects of a fluid within an object. The proportionality constant c is called the damping coefficient and has units of Force over velocity (lbf⋅s/in or N⋅s/m). Summing the forces on the mass results in the following ordinary differential equation: The solution to this equation depends on

976-430: A 1 Hz square wave . The Fourier transform of the square wave generates a frequency spectrum that presents the magnitude of the harmonics that make up the square wave (the phase is also generated, but is typically of less concern and therefore is often not plotted). The Fourier transform can also be used to analyze non- periodic functions such as transients (e.g. impulses) and random functions. The Fourier transform

1098-763: A DUT (device under test) is attached to the "table" of a shaker. Vibration testing is performed to examine the response of a device under test (DUT) to a defined vibration environment. The measured response may be ability to function in the vibration environment, fatigue life, resonant frequencies or squeak and rattle sound output ( NVH ). Squeak and rattle testing is performed with a special type of quiet shaker that produces very low sound levels while under operation. For relatively low frequency forcing (typically less than 100 Hz), servohydraulic (electrohydraulic) shakers are used. For higher frequencies (typically 5 Hz to 2000 Hz), electrodynamic shakers are used. Generally, one or more "input" or "control" points located on

1220-589: A combination of an engine or motor , a gearbox and wheel and axles in standard applications. Maglev (derived from mag netic lev itation) is a system of transportation that uses magnetic levitation to suspend, guide and propel vehicles with magnets rather than using mechanical methods, such as wheels, axles and bearings . With maglev a vehicle is levitated a short distance away from a guide way using magnets to create both lift and thrust. Maglev vehicles are claimed to move more smoothly and quietly and to require less maintenance than wheeled mass transit systems. It

1342-629: A concern. Although animals with natural buoyancy need not expend much energy maintaining vertical position, some will naturally sink and must expend energy to remain afloat. Drag may also present a problem in flight , and the aerodynamically efficient body shapes of birds highlight this point. Flight presents a different problem from movement in water however, as there is no way for a living organism to have lower density than air. Limbless organisms moving on land must often contend with surface friction, but do not usually need to expend significant energy to counteract gravity. Newton's third law of motion

SECTION 10

#1732780161697

1464-419: A discordant nature known as "buzz saw" noise. All modern turbofan engines have acoustic liners in the nacelle to damp their noise. They extend as much as possible to cover the largest surface area. The acoustic performance of the engine can be experimentally evaluated by means of ground tests or in dedicated experimental test rigs. In the aerospace industry, chevrons are the "saw-tooth" patterns on

1586-546: A ducted fan, with both of these contributing to the thrust . The ratio of the mass-flow of air bypassing the engine core to the mass-flow of air passing through the core is referred to as the bypass ratio . The engine produces thrust through a combination of these two portions working together. Engines that use more jet thrust relative to fan thrust are known as low-bypass turbofans ; conversely those that have considerably more fan thrust than jet thrust are known as high-bypass . Most commercial aviation jet engines in use are of

1708-407: A few have used ion thrusters and Hall-effect thrusters (two different types of electric propulsion) to great success. A cable car is any of a variety of transportation systems relying on cables to pull vehicles along or lower them at a steady rate. The terminology also refers to the vehicles on these systems. The cable car vehicles are motor-less and engine-less and they are pulled by a cable that

1830-410: A fixed total applied fuel:air ratio, the total fuel flow for a given fan airflow will be the same, regardless of the dry specific thrust of the engine. However, a high specific thrust turbofan will, by definition, have a higher nozzle pressure ratio, resulting in a higher afterburning net thrust and, therefore, a lower afterburning specific fuel consumption (SFC). However, high specific thrust engines have

1952-411: A force upon the object, but for deep theoretic reasons , physicists now consider the curved path of an object moving freely through space-time as shaped by gravity as a natural movement of the object, unaffected by a propulsive force (in this view, the falling apple is considered to be unpropelled, while the observer of the apple standing on the ground is considered to be propelled by the reactive force of

2074-539: A form of propulsion, but in speech, an automotive mechanic might prefer to describe the hot gasses in an engine cylinder as propelling the piston (translational motion), which drives the crankshaft (rotational motion), the crankshaft then drives the wheels (rotational motion), and the wheels propel the car forward (translational motion). In common speech, propulsion is associated with spatial displacement more strongly than locally contained forms of motion, such as rotation or vibration. As another example, internal stresses in

2196-426: A high dry SFC. The situation is reversed for a medium specific thrust afterburning turbofan: i.e., poor afterburning SFC/good dry SFC. The former engine is suitable for a combat aircraft which must remain in afterburning combat for a fairly long period, but has to fight only fairly close to the airfield (e.g. cross border skirmishes). The latter engine is better for an aircraft that has to fly some distance, or loiter for

2318-416: A higher nozzle pressure ratio than the turbojet, but with a lower exhaust temperature to retain net thrust. Since the temperature rise across the whole engine (intake to nozzle) would be lower, the (dry power) fuel flow would also be reduced, resulting in a better specific fuel consumption (SFC). Some low-bypass ratio military turbofans (e.g. F404 , JT8D ) have variable inlet guide vanes to direct air onto

2440-590: A long time, before going into combat. However, the pilot can afford to stay in afterburning only for a short period, before aircraft fuel reserves become dangerously low. The first production afterburning turbofan engine was the Pratt & Whitney TF30 , which initially powered the F-111 Aardvark and F-14 Tomcat . Low-bypass military turbofans include the Pratt & Whitney F119 , the Eurojet EJ200 ,

2562-401: A pound of thrust, more fuel is wasted in the faster propelling jet. In other words, the independence of thermal and propulsive efficiencies, as exists with the piston engine/propeller combination which preceded the turbojet, is lost. In contrast, Roth considers regaining this independence the single most important feature of the turbofan which allows specific thrust to be chosen independently of

SECTION 20

#1732780161697

2684-403: A pure-jet of the same thrust, and jet noise is no longer the predominant source. Turbofan engine noise propagates both upstream via the inlet and downstream via the primary nozzle and the by-pass duct. Other noise sources are the fan, compressor and turbine. Modern commercial aircraft employ high-bypass-ratio (HBPR) engines with separate flow, non-mixing, short-duct exhaust systems. Their noise

2806-452: A real world environment, such as road inputs to a moving automobile. Most vibration testing is conducted in a 'single DUT axis' at a time, even though most real-world vibration occurs in various axes simultaneously. MIL-STD-810G, released in late 2008, Test Method 527, calls for multiple exciter testing. The vibration test fixture used to attach the DUT to the shaker table must be designed for

2928-417: A small mass of gas by a large amount. Because of the aerodynamic efficiency of propellers and fans, it is more fuel efficient to accelerate a large mass by a small amount, which is why high-bypass turbofans and turboprops are commonly used on cargo planes and airliners. Some aircraft, like fighter planes or experimental high speed aircraft, require very high excess thrust to accelerate quickly and to overcome

3050-569: A static thrust of 4,320 lb (1,960 kg), and had a bypass ratio of 6:1. The General Electric TF39 became the first production model, designed to power the Lockheed C-5 Galaxy military transport aircraft. The civil General Electric CF6 engine used a derived design. Other high-bypass turbofans are the Pratt & Whitney JT9D , the three-shaft Rolls-Royce RB211 and the CFM International CFM56 ; also

3172-423: A system behaves under forced vibration. The behavior of the spring mass damper model varies with the addition of a harmonic force. A force of this type could, for example, be generated by a rotating imbalance. Summing the forces on the mass results in the following ordinary differential equation: The steady state solution of this problem can be written as: The result states that the mass will oscillate at

3294-473: A turbofan engine is the ratio between the mass flow rate of the bypass stream to the mass flow rate entering the core. A bypass ratio of 6, for example, means that 6 times more air passes through the bypass duct than the amount that passes through the combustion chamber. Turbofan engines are usually described in terms of BPR, which together with overall pressure ratio, turbine inlet temperature and fan pressure ratio are important design parameters. In addition BPR

3416-421: A turbojet engine uses all of the engine's output to produce thrust in the form of a hot high-velocity exhaust gas jet, a turbofan's cool low-velocity bypass air yields between 30% and 70% of the total thrust produced by a turbofan system. The thrust ( F N ) generated by a turbofan depends on the effective exhaust velocity of the total exhaust, as with any jet engine, but because two exhaust jets are present

3538-496: A turbojet even though an extra turbine, a gearbox and a propeller are added to the turbojet's low-loss propelling nozzle. The turbofan has additional losses from its greater number of compressor stages/blades, fan and bypass duct. Froude, or propulsive, efficiency can be defined as: η f = 2 1 + V j V a {\displaystyle \eta _{f}={\frac {2}{1+{\frac {V_{j}}{V_{a}}}}}} where: While

3660-704: A turbojet which accelerates a smaller amount more quickly, which is a less efficient way to generate the same thrust (see the efficiency section below). The ratio of the mass-flow of air bypassing the engine core compared to the mass-flow of air passing through the core is referred to as the bypass ratio . Engines with more jet thrust relative to fan thrust are known as low-bypass turbofans , those that have considerably more fan thrust than jet thrust are known as high-bypass . Most commercial aviation jet engines in use are high-bypass, and most modern fighter engines are low-bypass. Afterburners are used on low-bypass turbofans on combat aircraft. The bypass ratio (BPR) of

3782-418: Is overdamped . The value that the damping coefficient must reach for critical damping in the mass-spring-damper model is: To characterize the amount of damping in a system a ratio called the damping ratio (also known as damping factor and % critical damping) is used. This damping ratio is just a ratio of the actual damping over the amount of damping required to reach critical damping. The formula for

Propulsion - Misplaced Pages Continue

3904-427: Is almost always computed using the fast Fourier transform (FFT) computer algorithm in combination with a window function . Low bypass turbofan A turbofan or fanjet is a type of airbreathing jet engine that is widely used in aircraft propulsion . The word "turbofan" is a combination of references to the preceding generation engine technology of the turbojet and the additional fan stage. It consists of

4026-460: Is an example of a simple harmonic oscillator . The mathematics used to describe its behavior is identical to other simple harmonic oscillators such as the RLC circuit . Note: This article does not include the step-by-step mathematical derivations, but focuses on major vibration analysis equations and concepts. Please refer to the references at the end of the article for detailed derivations. To start

4148-525: Is any method used to accelerate spacecraft and artificial satellites . There are many different methods. Each method has drawbacks and advantages, and spacecraft propulsion is an active area of research. However, most spacecraft today are propelled by forcing a gas from the back/rear of the vehicle at very high speed through a supersonic de Laval nozzle . This sort of engine is called a rocket engine . All current spacecraft use chemical rockets ( bipropellant or solid-fuel ) for launch, though some (such as

4270-507: Is best suited to high supersonic speeds. If it is all transferred to a separate big mass of air with low kinetic energy, the aircraft is best suited to zero speed (hovering). For speeds in between, the gas power is shared between a separate airstream and the gas turbine's own nozzle flow in a proportion which gives the aircraft performance required. The trade off between mass flow and velocity is also seen with propellers and helicopter rotors by comparing disc loading and power loading. For example,

4392-414: Is called resonance (subsequently the natural frequency of a system is often referred to as the resonant frequency). In rotor bearing systems any rotational speed that excites a resonant frequency is referred to as a critical speed . If resonance occurs in a mechanical system it can be very harmful – leading to eventual failure of the system. Consequently, one of the major reasons for vibration analysis

4514-444: Is claimed that non-reliance on friction also means that acceleration and deceleration can far surpass that of existing forms of transport. The power needed for levitation is not a particularly large percentage of the overall energy consumption; most of the power used is needed to overcome air resistance ( drag ), as with any other high-speed form of transport. Marine propulsion is the mechanism or system used to generate thrust to move

4636-410: Is considerable potential for reducing fuel consumption for the same core cycle by increasing BPR.This is achieved because of the reduction in pounds of thrust per lb/sec of airflow (specific thrust) and the resultant reduction in lost kinetic energy in the jets (increase in propulsive efficiency). If all the gas power from a gas turbine is converted to kinetic energy in a propelling nozzle, the aircraft

4758-402: Is defined as: Note: angular frequency ω (ω=2 π f ) with the units of radians per second is often used in equations because it simplifies the equations, but is normally converted to ordinary frequency (units of Hz or equivalently cycles per second) when stating the frequency of a system. If the mass and stiffness of the system is known, the formula above can determine the frequency at which

4880-428: Is defined by the following formula. [REDACTED] The plot of these functions, called "the frequency response of the system", presents one of the most important features in forced vibration. In a lightly damped system when the forcing frequency nears the natural frequency ( r ≈ 1 {\displaystyle r\approx 1} ) the amplitude of the vibration can get extremely high. This phenomenon

5002-430: Is due to the speed, temperature, and pressure of the exhaust jet, especially during high-thrust conditions, such as those required for takeoff. The primary source of jet noise is the turbulent mixing of shear layers in the engine's exhaust. These shear layers contain instabilities that lead to highly turbulent vortices that generate the pressure fluctuations responsible for sound. To reduce the noise associated with jet flow,

Propulsion - Misplaced Pages Continue

5124-420: Is less than the undamped natural frequency, but for many practical cases the damping ratio is relatively small and hence the difference is negligible. Therefore, the damped and undamped description are often dropped when stating the natural frequency (e.g. with 0.1 damping ratio, the damped natural frequency is only 1% less than the undamped). The plots to the side present how 0.1 and 0.3 damping ratios effect how

5246-414: Is now compressing the spring and in the process transferring the kinetic energy back to its potential. Thus oscillation of the spring amounts to the transferring back and forth of the kinetic energy into potential energy. In this simple model the mass continues to oscillate forever at the same magnitude—but in a real system, damping always dissipates the energy, eventually bringing the spring to rest. When

5368-410: Is often referred to as predictive maintenance (PdM). Most commonly VA is used to detect faults in rotating equipment (Fans, Motors, Pumps, and Gearboxes etc.) such as imbalance, misalignment, rolling element bearing faults and resonance conditions. VA can use the units of Displacement, Velocity and Acceleration displayed as a time waveform (TWF), but most commonly the spectrum is used, derived from

5490-413: Is quoted for turboprop and unducted fan installations because their high propulsive efficiency gives them the overall efficiency characteristics of very high bypass turbofans. This allows them to be shown together with turbofans on plots which show trends of reducing specific fuel consumption (SFC) with increasing BPR. BPR can also be quoted for lift fan installations where the fan airflow is remote from

5612-421: Is rotated by a motor off-board. Animal locomotion, which is the act of self-propulsion by an animal, has many manifestations, including running , swimming , jumping and flying . Animals move for a variety of reasons, such as to find food, a mate, or a suitable microhabitat , and to escape predators. For many animals the ability to move is essential to survival and, as a result, selective pressures have shaped

5734-420: Is sufficient core power to drive the fan. A smaller core flow/higher bypass ratio cycle can be achieved by raising the inlet temperature of the high-pressure (HP) turbine rotor. To illustrate one aspect of how a turbofan differs from a turbojet, comparisons can be made at the same airflow (to keep a common intake for example) and the same net thrust (i.e. same specific thrust). A bypass flow can be added only if

5856-424: Is that combustion is less efficient at lower speeds. Any action to reduce the fuel consumption of the engine by increasing its pressure ratio or turbine temperature to achieve better combustion causes a corresponding increase in pressure and temperature in the exhaust duct which in turn cause a higher gas speed from the propelling nozzle (and higher KE and wasted fuel). Although the engine would use less fuel to produce

5978-463: Is the Fourier transform that takes a signal as a function of time ( time domain ) and breaks it down into its harmonic components as a function of frequency ( frequency domain ). For example, by applying a force to the mass–spring–damper model that repeats the following cycle – a force equal to 1  newton for 0.5 second and then no force for 0.5 second. This type of force has the shape of

6100-401: Is the minimum potential energy state) and in the process accelerates the mass. At the point where the spring has reached its un-stretched state all the potential energy that we supplied by stretching it has been transformed into kinetic energy ( 1 2 m v 2 {\displaystyle {\tfrac {1}{2}}mv^{2}} ). The mass then begins to decelerate because it

6222-421: Is to predict when this type of resonance may occur and then to determine what steps to take to prevent it from occurring. As the amplitude plot shows, adding damping can significantly reduce the magnitude of the vibration. Also, the magnitude can be reduced if the natural frequency can be shifted away from the forcing frequency by changing the stiffness or mass of the system. If the system cannot be changed, perhaps

SECTION 50

#1732780161697

6344-429: Is typically considered to be a sub-field of biomechanics . Locomotion requires energy to overcome friction , drag , inertia , and gravity , though in many circumstances some of these factors are negligible. In terrestrial environments gravity must be overcome, though the drag of air is much less of an issue. In aqueous environments however, friction (or drag) becomes the major challenge, with gravity being less of

6466-411: Is very fuel intensive. Consequently, afterburning can be used only for short portions of a mission. Unlike in the main engine, where stoichiometric temperatures in the combustor have to be reduced before they reach the turbine, an afterburner at maximum fuelling is designed to produce stoichiometric temperatures at entry to the nozzle, about 2,100 K (3,800 °R; 3,300 °F; 1,800 °C). At

6588-437: Is when a time-varying disturbance (load, displacement, velocity, or acceleration) is applied to a mechanical system. The disturbance can be a periodic and steady-state input, a transient input, or a random input. The periodic input can be a harmonic or a non-harmonic disturbance. Examples of these types of vibration include a washing machine shaking due to an imbalance, transportation vibration caused by an engine or uneven road, or

6710-426: Is widely used in the study of animal locomotion: if at rest, to move forward an animal must push something backward. Terrestrial animals must push the solid ground; swimming and flying animals must push against a fluid (either water or air ). The effect of forces during locomotion on the design of the skeletal system is also important, as is the interaction between locomotion and muscle physiology, in determining how

6832-479: The Bristol Olympus , and Pratt & Whitney JT3C engines, increased the overall pressure ratio and thus the thermodynamic efficiency of engines. They also had poor propulsive efficiency, because pure turbojets have a high specific thrust/high velocity exhaust, which is better suited to supersonic flight. The original low-bypass turbofan engines were designed to improve propulsive efficiency by reducing

6954-702: The General Electric F110 , the Klimov RD-33 , and the Saturn AL-31 , all of which feature a mixed exhaust, afterburner and variable area propelling nozzle. To further improve fuel economy and reduce noise, almost all jet airliners and most military transport aircraft (e.g., the C-17 ) are powered by low-specific-thrust/high-bypass-ratio turbofans. These engines evolved from the high-specific-thrust/low-bypass-ratio turbofans used in such aircraft in

7076-605: The Pegasus rocket and SpaceShipOne ) have used air-breathing engines on their first stage . Most satellites have simple reliable chemical thrusters (often monopropellant rockets ) or resistojet rockets for orbital station-keeping and some use momentum wheels for attitude control . Soviet bloc satellites have used electric propulsion for decades, and newer Western geo-orbiting spacecraft are starting to use them for north–south stationkeeping and orbit raising. Interplanetary vehicles mostly use chemical rockets as well, although

7198-421: The 1960s. Modern combat aircraft tend to use low-bypass ratio turbofans, and some military transport aircraft use turboprops . Low specific thrust is achieved by replacing the multi-stage fan with a single-stage unit. Unlike some military engines, modern civil turbofans lack stationary inlet guide vanes in front of the fan rotor. The fan is scaled to achieve the desired net thrust. The core (or gas generator) of

7320-652: The DUT-side of a vibration fixture is kept at a specified acceleration. Other "response" points may experience higher vibration levels (resonance) or lower vibration level (anti-resonance or damping) than the control point(s). It is often desirable to achieve anti-resonance to keep a system from becoming too noisy, or to reduce strain on certain parts due to vibration modes caused by specific vibration frequencies. The most common types of vibration testing services conducted by vibration test labs are sinusoidal and random. Sine (one-frequency-at-a-time) tests are performed to survey

7442-477: The Earth's surface). Biological propulsion systems use an animal's muscles as the power source, and limbs such as wings , fins or legs as the propulsors. A technological system uses an engine or motor as the power source (commonly called a powerplant ), and wheels and axles , propellers , or a propulsive nozzle to generate the force. Components such as clutches or gearboxes may be needed to connect

SECTION 60

#1732780161697

7564-464: The aerospace industry has sought to disrupt shear layer turbulence and reduce the overall noise produced. Fan noise may come from the interaction of the fan-blade wakes with the pressure field of the downstream fan-exit stator vanes. It may be minimized by adequate axial spacing between blade trailing edge and stator entrance. At high engine speeds, as at takeoff, shock waves from the supersonic fan tips, because of their unequal nature, produce noise of

7686-422: The afterburner, raising the temperature of exhaust gases by a significant degree, resulting in a higher exhaust velocity/engine specific thrust. The variable geometry nozzle must open to a larger throat area to accommodate the extra volume and increased flow rate when the afterburner is lit. Afterburning is often designed to give a significant thrust boost for take off, transonic acceleration and combat maneuvers, but

7808-441: The aircraft is going forwards, leaving a very fast wake. This wake contains kinetic energy that reflects the fuel used to produce it, rather than the fuel used to move the aircraft forwards. A turbofan harvests that wasted velocity and uses it to power a ducted fan that blows air in bypass channels around the rest of the turbine. This reduces the speed of the propelling jet while pushing more air, and thus more mass. The other penalty

7930-401: The amount of damping. If the damping is small enough, the system still vibrates—but eventually, over time, stops vibrating. This case is called underdamping, which is important in vibration analysis. If damping is increased just to the point where the system no longer oscillates, the system has reached the point of critical damping . If the damping is increased past critical damping, the system

8052-474: The average stage loading and to maintain LP turbine efficiency. Reducing core flow also increases bypass ratio. Bypass ratios greater than 5:1 are increasingly common; the Pratt & Whitney PW1000G , which entered commercial service in 2016, attains 12.5:1. Further improvements in core thermal efficiency can be achieved by raising the overall pressure ratio of the core. Improvements in blade aerodynamics can reduce

8174-399: The axis under test) permitted to be exhibited by the vibration test fixture. Devices specifically designed to trace or record vibrations are called vibroscopes . Vibration analysis (VA), applied in an industrial or maintenance environment aims to reduce maintenance costs and equipment downtime by detecting equipment faults. VA is a key component of a condition monitoring (CM) program, and

8296-400: The damping ratio ( ζ {\displaystyle \zeta } ) of the mass-spring-damper model is: For example, metal structures (e.g., airplane fuselages, engine crankshafts) have damping factors less than 0.05, while automotive suspensions are in the range of 0.2–0.3. The solution to the underdamped system for the mass-spring-damper model is the following: The value of X ,

8418-441: The damping ratio, the quicker it damps to zero. The cosine function is the oscillating portion of the solution, but the frequency of the oscillations is different from the undamped case. The frequency in this case is called the "damped natural frequency", f d , {\displaystyle f_{\text{d}},} and is related to the undamped natural frequency by the following formula: The damped natural frequency

8540-433: The designer can target a fixture design that is free of resonances in the test frequency range. This becomes more difficult as the DUT gets larger and as the test frequency increases. In these cases multi-point control strategies can mitigate some of the resonances that may be present in the future. Some vibration test methods limit the amount of crosstalk (movement of a response point in a mutually perpendicular direction to

8662-475: The energy added by the force. At this point, the system has reached its maximum amplitude and will continue to vibrate at this level as long as the force applied stays the same. If no damping exists, there is nothing to dissipate the energy and, theoretically, the motion will continue to grow into infinity. In a previous section only a simple harmonic force was applied to the model, but this can be extended considerably using two powerful mathematical tools. The first

8784-448: The engine and doesn't flow past the engine core. Considering a constant core (i.e. fixed pressure ratio and turbine inlet temperature), core and bypass jet velocities equal and a particular flight condition (i.e. Mach number and altitude) the fuel consumption per lb of thrust (sfc) decreases with increase in BPR. At the same time gross and net thrusts increase, but by different amounts. There

8906-427: The engine must generate enough power to drive the fan at its rated mass flow and pressure ratio. Improvements in turbine cooling/material technology allow for a higher (HP) turbine rotor inlet temperature, which allows a smaller (and lighter) core, potentially improving the core thermal efficiency. Reducing the core mass flow tends to increase the load on the LP turbine, so this unit may require additional stages to reduce

9028-416: The engine, from the gas generator, to a ducted fan which produces a second, additional mass of accelerated air. The transfer of energy from the core to bypass air results in lower pressure and temperature gas entering the core nozzle (lower exhaust velocity), and fan-produced higher pressure and temperature bypass-air entering the fan nozzle. The amount of energy transferred depends on how much pressure rise

9150-524: The exhaust velocity to a value closer to that of the aircraft. The Rolls-Royce Conway , the world's first production turbofan, had a bypass ratio of 0.3, similar to the modern General Electric F404 fighter engine. Civilian turbofan engines of the 1960s, such as the Pratt & Whitney JT8D and the Rolls-Royce Spey , had bypass ratios closer to 1 and were similar to their military equivalents. The first Soviet airliner powered by turbofan engines

9272-411: The fan is designed to produce (fan pressure ratio). The best energy exchange (lowest fuel consumption) between the two flows, and how the jet velocities compare, depends on how efficiently the transfer takes place which depends on the losses in the fan-turbine and fan. The fan flow has lower exhaust velocity, giving much more thrust per unit energy (lower specific thrust ). Both airstreams contribute to

9394-416: The faster the airplane will accelerate. Some aircraft , like airliners and cargo planes , spend most of their life in a cruise condition. For these airplanes, excess thrust is not as important as high engine efficiency and low fuel usage. Since thrust depends on both the amount of gas moved and the velocity, we can generate high thrust by accelerating a large mass of gas by a small amount, or by accelerating

9516-450: The first fan rotor stage. This improves the fan surge margin (see compressor map ). Since the 1970s, most jet fighter engines have been low/medium bypass turbofans with a mixed exhaust, afterburner and variable area exit nozzle. An afterburner is a combustor located downstream of the turbine blades and directly upstream of the nozzle, which burns fuel from afterburner-specific fuel injectors. When lit, large volumes of fuel are burnt in

9638-432: The force is always opposing the motion of the mass attached to it: The force generated by the mass is proportional to the acceleration of the mass as given by Newton's second law of motion : The sum of the forces on the mass then generates this ordinary differential equation :   m x ¨ + k x = 0. {\displaystyle \ m{\ddot {x}}+kx=0.} Assuming that

9760-423: The forcing frequency can be shifted (for example, changing the speed of the machine generating the force). The following are some other points in regards to the forced vibration shown in the frequency response plots. Resonance is simple to understand if the spring and mass are viewed as energy storage elements – with the mass storing kinetic energy and the spring storing potential energy. As discussed earlier, when

9882-407: The frequency range of the vibration test spectrum. It is difficult to design a vibration test fixture which duplicates the dynamic response (mechanical impedance) of the actual in-use mounting. For this reason, to ensure repeatability between vibration tests, vibration fixtures are designed to be resonance free within the test frequency range. Generally for smaller fixtures and lower frequency ranges,

10004-483: The fuel consumption of the turbojet. It achieves this by pushing more air, thus increasing the mass and lowering the speed of the propelling jet compared to that of the turbojet. This is done mechanically by adding a ducted fan rather than using viscous forces. A vacuum ejector is used in conjunction with the fan as first envisaged by inventor Frank Whittle . Whittle envisioned flight speeds of 500 mph in his March 1936 UK patent 471,368 "Improvements relating to

10126-400: The gas generator cycle. The working substance of the thermodynamic cycle is the only mass accelerated to produce thrust in a turbojet which is a serious limitation (high fuel consumption) for aircraft speeds below supersonic. For subsonic flight speeds the speed of the propelling jet has to be reduced because there is a price to be paid in producing the thrust. The energy required to accelerate

10248-443: The gas inside the engine (increase in kinetic energy) is expended in two ways, by producing a change in momentum ( i.e. a force), and a wake which is an unavoidable consequence of producing thrust by an airbreathing engine (or propeller). The wake velocity, and fuel burned to produce it, can be reduced and the required thrust still maintained by increasing the mass accelerated. A turbofan does this by transferring energy available inside

10370-429: The gross thrust of the engine. The additional air for the bypass stream increases the ram drag in the air intake stream-tube, but there is still a significant increase in net thrust. The overall effective exhaust velocity of the two exhaust jets can be made closer to a normal subsonic aircraft's flight speed and gets closer to the ideal Froude efficiency . A turbofan accelerates a larger mass of air more slowly, compared to

10492-457: The high drag associated with high speeds. For these airplanes, engine efficiency is not as important as very high thrust. Modern combat aircraft usually have an afterburner added to a low bypass turbofan . Future hypersonic aircraft may use some type of ramjet or rocket propulsion. Ground propulsion is any mechanism for propelling solid bodies along the ground, usually for the purposes of transportation . The propulsion system often consists of

10614-409: The high-bypass type, and most modern fighter engines are low-bypass. Afterburners are used on low-bypass turbofan engines with bypass and core mixing before the afterburner. Modern turbofans have either a large single-stage fan or a smaller fan with several stages. An early configuration combined a low-pressure turbine and fan in a single rear-mounted unit. The turbofan was invented to improve

10736-474: The hot nozzle to convert to kinetic energy. Turbofans represent an intermediate stage between turbojets , which derive all their thrust from exhaust gases, and turbo-props which derive minimal thrust from exhaust gases (typically 10% or less). Extracting shaft power and transferring it to a bypass stream introduces extra losses which are more than made up by the improved propulsive efficiency. The turboprop at its best flight speed gives significant fuel savings over

10858-400: The initial magnitude, and ϕ , {\displaystyle \phi ,} the phase shift , are determined by the amount the spring is stretched. The formulas for these values can be found in the references. The major points to note from the solution are the exponential term and the cosine function. The exponential term defines how quickly the system “damps” down – the larger

10980-410: The initiation of vibration begins by stretching the spring by the distance of A and releasing, the solution to the above equation that describes the motion of mass is: This solution says that it will oscillate with simple harmonic motion that has an amplitude of A and a frequency of f n . The number f n is called the undamped natural frequency . For the simple mass–spring system, f n

11102-483: The investigation of the mass–spring–damper assume the damping is negligible and that there is no external force applied to the mass (i.e. free vibration). The force applied to the mass by the spring is proportional to the amount the spring is stretched "x" (assuming the spring is already compressed due to the weight of the mass). The proportionality constant, k, is the stiffness of the spring and has units of force/distance (e.g. lbf/in or N/m). The negative sign indicates that

11224-477: The locomotion methods and mechanisms employed by moving organisms. For example, migratory animals that travel vast distances (such as the Arctic tern ) typically have a locomotion mechanism that costs very little energy per unit distance, whereas non-migratory animals that must frequently move quickly to escape predators (such as frogs ) are likely to have costly but very fast locomotion. The study of animal locomotion

11346-424: The mass and spring have no external force acting on them they transfer energy back and forth at a rate equal to the natural frequency. In other words, to efficiently pump energy into both mass and spring requires that the energy source feed the energy in at a rate equal to the natural frequency. Applying a force to the mass and spring is similar to pushing a child on swing, a push is needed at the correct moment to make

11468-417: The mechanical power produced by the turbine. In a bypass design, extra turbines drive a ducted fan that accelerates air rearward from the front of the engine. In a high-bypass design, the ducted fan and nozzle produce most of the thrust. Turbofans are closely related to turboprops in principle because both transfer some of the gas turbine's gas power, using extra machinery, to a bypass stream leaving less for

11590-404: The motor to axles, wheels, or propellers. A technological/biological system may use human, or trained animal, muscular work to power a mechanical device. Small objects, such as bullets , propelled at high speed are known as projectiles ; larger objects propelled at high speed, often into ballistic flight , are known as rockets or missiles . Influencing rotational motion is also technically

11712-504: The movement of a tire on a gravel road). Vibration can be desirable: for example, the motion of a tuning fork , the reed in a woodwind instrument or harmonica , a mobile phone , or the cone of a loudspeaker . In many cases, however, vibration is undesirable, wasting energy and creating unwanted sound . For example, the vibrational motions of engines , electric motors , or any mechanical device in operation are typically unwanted. Such vibrations could be caused by imbalances in

11834-427: The natural frequency of the system. Vibrational motion could be understood in terms of conservation of energy . In the above example the spring has been extended by a value of x and therefore some potential energy ( 1 2 k x 2 {\displaystyle {\tfrac {1}{2}}kx^{2}} ) is stored in the spring. Once released, the spring tends to return to its un-stretched state (which

11956-539: The number of extra compressor stages required, and variable geometry stators enable high-pressure-ratio compressors to work surge-free at all throttle settings. The first (experimental) high-bypass turbofan engine was the AVCO-Lycoming PLF1A-2, a Honeywell T55 turboshaft-derived engine that was first run in February 1962. The PLF1A-2 had a 40 in diameter (100 cm) geared fan stage, produced

12078-455: The process of subtractive manufacturing . Free vibration or natural vibration occurs when a mechanical system is set in motion with an initial input and allowed to vibrate freely. Examples of this type of vibration are pulling a child back on a swing and letting it go, or hitting a tuning fork and letting it ring. The mechanical system vibrates at one or more of its natural frequencies and damps down to motionlessness. Forced vibration

12200-414: The propulsion of aircraft", in which he describes the principles behind the turbofan, although not called as such at that time. While the turbojet uses the gas from its thermodynamic cycle as its propelling jet, for aircraft speeds below 500 mph there are two penalties to this design which are addressed by the turbofan. Firstly, energy is wasted as the propelling jet is going much faster rearwards than

12322-499: The rotating parts, uneven friction , or the meshing of gear teeth. Careful designs usually minimize unwanted vibrations. The studies of sound and vibration are closely related (both fall under acoustics ). Sound, or pressure waves , are generated by vibrating structures (e.g. vocal cords ); these pressure waves can also induce the vibration of structures (e.g. ear drum ). Hence, attempts to reduce noise are often related to issues of vibration. Machining vibrations are common in

12444-419: The same frequency, f , of the applied force, but with a phase shift ϕ . {\displaystyle \phi .} The amplitude of the vibration “X” is defined by the following formula. Where “r” is defined as the ratio of the harmonic force frequency over the undamped natural frequency of the mass–spring–damper model. The phase shift, ϕ , {\displaystyle \phi ,}

12566-399: The same helicopter weight can be supported by a high power engine and small diameter rotor or, for less fuel, a lower power engine and bigger rotor with lower velocity through the rotor. Bypass usually refers to transferring gas power from a gas turbine to a bypass stream of air to reduce fuel consumption and jet noise. Alternatively, there may be a requirement for an afterburning engine where

12688-502: The sole requirement for bypass is to provide cooling air. This sets the lower limit for BPR and these engines have been called "leaky" or continuous bleed turbojets (General Electric YJ-101 BPR 0.25) and low BPR turbojets (Pratt & Whitney PW1120). Low BPR (0.2) has also been used to provide surge margin as well as afterburner cooling for the Pratt & Whitney J58 . Propeller engines are most efficient for low speeds, turbojet engines for high speeds, and turbofan engines between

12810-428: The structural response of the device under test (DUT). During the early history of vibration testing, vibration machine controllers were limited only to controlling sine motion so only sine testing was performed. Later, more sophisticated analog and then digital controllers were able to provide random control (all frequencies at once). A random (all frequencies at once) test is generally considered to more closely replicate

12932-450: The structures and effectors of locomotion enable or limit animal movement. Vibration Vibration (from Latin vibrāre  'to shake') is a mechanical phenomenon whereby oscillations occur about an equilibrium point . Vibration may be deterministic if the oscillations can be characterised precisely (e.g. the periodic motion of a pendulum ), or random if the oscillations can only be analysed statistically (e.g.

13054-415: The swing get higher and higher. As in the case of the swing, the force applied need not be high to get large motions, but must just add energy to the system. The damper, instead of storing energy, dissipates energy. Since the damping force is proportional to the velocity, the more the motion, the more the damper dissipates the energy. Therefore, there is a point when the energy dissipated by the damper equals

13176-446: The system vibrates once set in motion by an initial disturbance. Every vibrating system has one or more natural frequencies that it vibrates at once disturbed. This simple relation can be used to understand in general what happens to a more complex system once we add mass or stiffness. For example, the above formula explains why, when a car or truck is fully loaded, the suspension feels "softer" than unloaded—the mass has increased, reducing

13298-417: The system “rings” down over time. What is often done in practice is to experimentally measure the free vibration after an impact (for example by a hammer) and then determine the natural frequency of the system by measuring the rate of oscillation, as well as the damping ratio by measuring the rate of decay. The natural frequency and damping ratio are not only important in free vibration, but also characterize how

13420-536: The technology and materials available at the time. The first turbofan engine, which was only run on a test bed, was the German Daimler-Benz DB 670 , designated the 109-007 by the German RLM ( Ministry of Aviation ), with a first run date of 27 May 1943, after the testing of the turbomachinery using an electric motor, which had been undertaken on 1 April 1943. Development of the engine

13542-497: The thrust equation can be expanded as: F N = m ˙ e v h e − m ˙ o v o + B P R ( m ˙ c ) v f {\displaystyle F_{N}={\dot {m}}_{e}v_{he}-{\dot {m}}_{o}v_{o}+BPR\,({\dot {m}}_{c})v_{f}} where: The cold duct and core duct's nozzle systems are relatively complex due to

13664-673: The trailing edges of some jet engine nozzles that are used for noise reduction . The shaped edges smooth the mixing of hot air from the engine core and cooler air flowing through the engine fan, which reduces noise-creating turbulence. Chevrons were developed by GE under a NASA contract. Some notable examples of such designs are Boeing 787 and Boeing 747-8  – on the Rolls-Royce Trent 1000 and General Electric GEnx engines. Early turbojet engines were not very fuel-efficient because their overall pressure ratio and turbine inlet temperature were severely limited by

13786-428: The turbine inlet temperature is not too high to compensate for the smaller core flow. Future improvements in turbine cooling/material technology can allow higher turbine inlet temperature, which is necessary because of increased cooling air temperature, resulting from an overall pressure ratio increase. The resulting turbofan, with reasonable efficiencies and duct loss for the added components, would probably operate at

13908-476: The two flows may combine within the ducts, and share a common nozzle, which can be fitted with afterburner. Most of the air flow through a high-bypass turbofan is lower-velocity bypass flow: even when combined with the much-higher-velocity engine exhaust, the average exhaust velocity is considerably lower than in a pure turbojet. Turbojet engine noise is predominately jet noise from the high exhaust velocity. Therefore, turbofan engines are significantly quieter than

14030-418: The two. Turbofans are the most efficient engines in the range of speeds from about 500 to 1,000 km/h (270 to 540 kn; 310 to 620 mph), the speed at which most commercial aircraft operate. In a turbojet (zero-bypass) engine, the high temperature and high pressure exhaust gas is accelerated when it undergoes expansion through a propelling nozzle and produces all the thrust. The compressor absorbs

14152-510: The use of two separate exhaust flows. In high bypass engines, the fan is situated in a short duct near the front of the engine and typically has a convergent cold nozzle, with the tail of the duct forming a low pressure ratio nozzle that under normal conditions will choke creating supersonic flow patterns around the core . The core nozzle is more conventional, but generates less of the thrust, and depending on design choices, such as noise considerations, may conceivably not choke. In low bypass engines

14274-437: The vibration of a building during an earthquake. For linear systems, the frequency of the steady-state vibration response resulting from the application of a periodic, harmonic input is equal to the frequency of the applied force or motion, with the response magnitude being dependent on the actual mechanical system. Damped vibration: When the energy of a vibrating system is gradually dissipated by friction and other resistances,

14396-400: The vibrations are said to be damped. The vibrations gradually reduce or change in frequency or intensity or cease and the system rests in its equilibrium position. An example of this type of vibration is the vehicular suspension dampened by the shock absorber . Vibration testing is accomplished by introducing a forcing function into a structure, usually with some type of shaker. Alternately,

14518-701: The world, with an experience base of over 10 million service hours. The CF700 turbofan engine was also used to train Moon-bound astronauts in Project Apollo as the powerplant for the Lunar Landing Research Vehicle . A high-specific-thrust/low-bypass-ratio turbofan normally has a multi-stage fan behind inlet guide vanes, developing a relatively high pressure ratio and, thus, yielding a high (mixed or cold) exhaust velocity. The core airflow needs to be large enough to ensure there

14640-614: Was abandoned with its problems unsolved, as the war situation worsened for Germany. Later in 1943, the British ground tested the Metrovick F.3 turbofan, which used the Metrovick F.2 turbojet as a gas generator with the exhaust discharging into a close-coupled aft-fan module comprising a contra-rotating LP turbine system driving two co-axial contra-rotating fans. Improved materials, and the introduction of twin compressors, such as in

14762-660: Was derived from the General Electric J85/CJ610 turbojet 2,850 lbf (12,700 N) to power the larger Rockwell Sabreliner 75/80 model aircraft, as well as the Dassault Falcon 20 , with about a 50% increase in thrust to 4,200 lbf (19,000 N). The CF700 was the first small turbofan to be certified by the Federal Aviation Administration (FAA). There were at one time over 400 CF700 aircraft in operation around

14884-587: Was the Tupolev Tu-124 introduced in 1962. It used the Soloviev D-20 . 164 aircraft were produced between 1960 and 1965 for Aeroflot and other Eastern Bloc airlines, with some operating until the early 1990s. The first General Electric turbofan was the aft-fan CJ805-23 , based on the CJ805-3 turbojet. It was followed by the aft-fan General Electric CF700 engine, with a 2.0 bypass ratio. This

#696303