Table of Contents: - Literature Survey
Table of Contents: - Literature Survey
Table of Contents: - Literature Survey
• ENGINE CONCEPT
• LITERATURE SURVEY
• THE PURPOSE OF FAN MODULE
• FAN TRIM BALANCE
• CFD ANALYSIS
• STRUCTURE ANALYSIS
• Literature survey
• Fan Trim Balance
• CFD Analysis for the new Fan Design
• Structural Analysis for the new Fan Design
ENGINE CONCEPT:
ENGINE DESCRIPTION:
The CFM56-7B engine is a high by-pass, dual rotor, axial flow, advanced technology
turbofan. It is supported by the wing pylon and streamlined by cowlings. Air is sucked into the intake by
the fan blades and separated by a splitter fairing into two flow paths, the Primary and the Secondary.
The primary airflow passes through the inner portion of the fan blades and is directed into a
booster (LPC).The flow path then enters a High Pressure Compressor (HPC) and goes to a combustor.
Mixed with fuel and ignited, the gas flow provides energy to a High Pressure Turbine (HPT) and a Low
Pressure Turbine (LPT).
The secondary airflow passes through the outer portion of the fan blades, the outlet guide
vanes (OGV’s) and exists through the nacelle discharge duct, producing approximately 80% of the total
thrust at take-off. It also plays a role in the thrust reverser system.
At static take-off power, the engine by-pass ratio is between 5.1:1 and 5.5:1, depending on
the engine model, which means that the secondary airflow takes in between 5 and 6 times more air than
the primary airflow.
The CFM56-7 engine is of a modular design that consists of three major modules. The engine major
modules areas follow:
- Fan major module.
- Core major module.
- LPT major module.
The CFM56-7B engine uses a maintenance concept called ‘On condition Maintenance’. This means
that the engine has no periodic overhaul schedules and can remain installed under the wing until something
important occurs, or when lifetime limits of parts are reached.
For this reason, the monitor and maintain the health of the engine, different tools are available, which
are:
-Engine performance trend monitoring, to evaluate engine deterioration over a period of use:
engine parameters, such as gas temperature, are recorded and compared to those initially observed at
engine installation on the aircraft.
-Borescope inspection, to check the condition of engine internal parts: when parts are not
accessible, they can be visually inspected with borescope probes inserted in ports located on the engine
outer casing.
-Lubrication particles analysis, while circulating in the oil system, lubrication oil is filtered, and large,
visible-to-the-eye particles (Larger than 10 microns) coming from worn engine parts are collected in filters
and magnetic chip detectors, for visual inspection and analysis.
-Engine vibration monitoring system, sensors located in various positions in the engine, send
vibration values to the on-board monitoring system. When vibration values are excessive, the data recorded
can be used to take a remedial balancing action.
CFM56-7 SERIES:
The CFM56-7 powers the Boeing 737 Next Generation series (737-600/-700/-800/-900). The CFM56-7
is rated with takeoff thrust from 19,500 to 27,300 lbf (86.7 kN to 121 kN). It has higher thrust ranges, improved
efficiency, and lower maintenance costs than its predecessor, the CFM56-3 series. It incorporates features
from the CFM56-5 series such as FADEC, double-annular combustor (as an option), and improved internal
design.
The basic mechanical arrangement is as the -3 series, but all aspects were aerodynamically improved
from that model. For example, the improved wide-chord fan blades allowed the total number of fan blades to
be reduced from 44 to 24. Other improvements came from material advances, such as the use of single-
crystal turbine blades in the high-pressure turbine.
The CFM56-7-powered 737 is granted 180-minute Extended-Range, Twin-Engine Operations (ETOPS)
approval by the U.S. Federal Aviation Administration. It also powers the military versions of the Next-
Generation 737, the C-40 Clipper, the P-8 Poseidon, and Boeing 737 AEW&C. The Next Generation's use the
CFM56-7B which has a 61 inch diameter solid titanium wide-chord fan, new LP turbine turbo machinery,
FADEC, and new single crystal material in the HP turbine.
All of which give an 8% fuel reduction, 15% maintenance cost reduction and greater EGT margin
compared to the CFM56-3.One of the most significant improvements in the powerplant has been to the noise
levels.
2.3 VARIANTS OF CFM56-7B:
Here we take cfm56-7b27 engine for the study and analysis of FAN.
2.4 WEIGHT AND DIMENSIONS
Approximate weights for a CFM56-7 engine are indicated in the table below. Actual weight will vary with
different aircraft component configurations and options added.
The graphic below also depicts approximate dimensional data for a CFM56-7 engine.
Cfd and Structural Analysis are done for the new fan design module to validate the new design
of the Engine.
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