IS 7879-8 (1987): Glossary of Aeronautical and Astronautical Terms, Part 8 Power Plant [TED 14: Aircraft and Space Vehicles]
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
Conseil International
Prof. Günter Elsbett: Controlled shift-liners for optimized scavenging, improved thermal efficiency and multi- stroke capability for opposed piston engines and conventional engines Page 2 Prof. Günter Elsbett: Controlled shift-liners for optimized scavenging, improved thermal efficiency and multi- stroke capability for opposed piston engines and conventional engines INTRODUCTION they are guided and supported by the surrounding cylinder material, leading to Opposed Piston Engines (OPEs) are low oscillating liner masses during shifting. looking back to 120 years of history and have been produced as Otto and Diesel engines, offering a promising challenge in specific output and thermal efficiency. Diesel-OPEs have been used regularly for commercial aircraft due to excellent power/weight ratio, but powering also merchant ships with big engines of several thousands of kW. Already 75 years ago a brake efficiency of more than 40% could be achieved. In recent decades these Fig.1 Cross-section of the 4SOPE engines seem to be forgotten while the research and development engineers put The presented experimental-OPE was just their main focus on emission improvement. created demonstrating the functions of the Conventional OPE-technology is known for hydraulically shifted liners in a fired engine. emission problems, especially caused by The parts are machined from full pieces of scraping lubrication oil into in- and outlet material. This OPE is applied with a simple ports, as common OPEs scavenging is mechanical fuel injection system, single- limited for use in 2-stroke engines only. hole pintle-nozzles and electric governor. Any emission treatment is not applied. Now some new developments in OPE- Data: Single-cylinder, 4-stroke, natural technology show their relevance to future aspirated, 108mm bore, 2x118mm stroke, power-train challenges. -
The “Michell” Crankless Engine – Why Was It Not a Commercial Success?
The Piston Engine Revolution The “Michell” Crankless Engine – Why was it not a commercial success? John A. Anning At the beginning of the twentieth century, when the internal combustion engine was being developed for automobiles and aircraft, some designers arranged for the cylinders to be parallel to the output shaft. These became known as axial or barrel engines. They utilised either the swash plate or wobbleplate principles. The most promising was the Michell Crankless Engine, which was patented in 1917. AGM Michell FRS (1870-1959) was an Australian engineer best known for the design of the “Michell” tilting pad thrust bearing, patented in the UK and Australia in 1905. By the end of WWI Michell was a wealthy man from royalties and applied the tilting pad principle to an axial engine. The principle was first applied to compressors and by 1920 the first IC engine was made. An advantage is that perfect primary and secondary balance can be achieved at all rotational speeds. Michell formed Crankless Engines (Australia) Pty Ltd. A number of engines were built and installed in existing production vehicles. He realised that for the future commercialisation an overseas involvement was essential so offices were opened in London and New York. The Michell crankless principle still remains the most efficient method of converting linear into rotary motion. By the late 1920s with the world depression the Australian company was forced into receivership. A business analysis is given as to the possible reasons for its failure to achieve commercial success. It deserves its place in the panoply of IC engine history. -
DUMS I{ATIONALADVISORY COMMITTEE for AERONAUTICS
,- TECHN1CAL MEMO.RAI?DUMS i{ATIONAL ADVISORY COMMITTEE FOR AERONAUTICS. No. 309 —. LIGHT AEROPLANE ENGINE DEVELOPIM1lT. ... By Lieut. -Col. L. F. R, Fell. (Paper read at a joint meeting of the Royal Aeronautical Society and of the In8tit~~tion of Au_kornobileEngineersj February 19, 1925.) ..,’ —.—->... ,.. ,, April, 1925. —- .-— — 31176014410519 “LIGHT AEROPLANZ ENGINE.D~EIJOp~JE]TT~* ByLieut.-Col.-F ..F. R. Fell. It has frequently been stated and written that in order to popularize li,ght aircraft the”first essential is the production of a reliable engine capable of being easily maintained and.h,av- ing a long lif~, at the same time selling at a low figure. In the first part of this lecture it” is desired to point out the difficulties in the way of realizing this ideal before re~krking on the claims of the various types for adoption. Difficulties in the way of the Production of Light Aircraft Engines In the first place the public, and even aircraft designers, have been misled as to the t-ypeof engine that”is required by statements made in the nontechnical and sclilitcchnicalPress to the effect that it is possible to fly an aeroplane satisfactorily with a motorcycle engine. At this stage it is desired to state quite definitely that this is’impossible, as figures, which will be given later, cl-earlyindicate. T’nemethod of rating on capacity, instead of on a “~. basis - the normal manner for aircraft engines - has also caused—. consid- * Paper read at a joint mcetingof the Roycl Aeronautical Society and of the Institution of--ktomobile Engineers, February N, 19250 .— .-— .... -
FINAL PROJECT “Design a Radial Engine”
FINAL PROJECT “Design a Radial Engine” Project and Engineering Department Student: Maxim Tsankov Vasilev Tutors: Dr. Pedro Villanueva Roldan Dk. Pamplona, 27.07.2011 1 Contents I. Radial Engine ................................................................................................................................ 5 II. History of the Radial Engine ........................................................................................................... 7 III. Radial engines nowadays ......................................................................................................... 15 I. Kinematical and Dynamical Calculations ..................................................................................... 18 1. Ratio .............................................................................................................................................. 18 2. Angular velocity ............................................................................................................................ 18 3. Current Piston Stroke ................................................................................................................... 18 4. Area of the piston head: ............................................................................................................... 21 5. Different forces acting on the master-rod: .................................................................................. 21 II. Strength calculations of some of the major parts of the engine................................................ -
Military Vehicle Options Arising from the Barrel Type Piston Engine
Journal of Power Technologies 101 (1) (2021) 22–33 Military vehicle options arising from the barrel type piston engine Pawe l Mazuro1 and Cezary Chmielewski1,B 1Warsaw University of Technology B [email protected] Abstract in terms of efficiency, meaning that piston engines can deliver enhanced range and endurance. This is benefi- The article reviews knowledge about requirements for engines in cial in missions requiring a stopover for refueling and state-of-the-art unmanned aerial vehicles and tanks. Analysis of particularly useful for unmanned supply, observation design and operational parameters was carried out on selected and maritime missions. turboshaft and piston engines generating power in the range of 500 - 1500 kW (0.5 - 1.5 MW). The data was compared In contrast, land combat vehicles have significantly with the performance of innovative, barrel type piston engines, different drive unit requirements. High mobility en- which are likely to become an alternative drive solution in the ables the vehicle to rapidly change location after de- target vehicle groups. tection. To this end, the torque curve as a function of the rotational speed of the shaft is of decisive im- portance. Keywords: military UAV, tanks, turboshaft engines, piston engines, barrel type piston engines The complexity of tank engines adds an additional layer of requirements, impacting the reliability and durability of the power unit, and they come with re- 1 Introduction lated manufacturing and operating costs. In military land vehicles, the engine should be as small This article consolidates knowledge on options and as possible; the space saved can be used for other capabilities arising from use of the barrel type piston purposes. -
Master of Engineering Thesis Modelling a Novel Orbital Ic
Department of Mechanical Engineering University of Canterbury Te Whare Wānanga o Waitaha Telephone: +64-3-366 7001 Private Bag 4800 Facsimile: +64-3-364 2078 Christchurch 8020, New Zealand Website: www.mech.canterbury.ac.nz MASTER OF ENGINEERING THESIS MODELLING A NOVEL ORBITAL IC ENGINE TO AID FURTHER DESIGN By Lindsay Muir BE (Hons) 31 August 2014 Requirements for the degree of MASTER OF ENGINEERING IN MECHANICAL ENGINEERING Approved by: Dr Dirk Pons, Project Supervisor 1 COPYRIGHT LINDSAY MUIR 24/10/2015 0 TABLE OF CONTENTS 1 INTRODUCTION ................................................................................................ 11 1.1 Scenario ............................................................................................................. 11 1.2 Purpose .............................................................................................................. 13 1.3 Scope ................................................................................................................. 14 2 BACKGROUND .................................................................................................. 15 2.1 The Radial and Rotary engine .......................................................................... 15 2.1.1 History ............................................................................................................. 15 2.1.2 Multi-row radials .............................................................................................. 18 2.1.3 Diesel radials ................................................................................................. -
Wankel Engine
R -1 it ' ..^ . A SURVEY OF ROTARY TYPE INTERNAL COMBUSTION 1 ENGINES WITH PARTICULAR EMPHASIS , ON THE N.S.U.-WANKEL ENGINE \ 1 J . by , '4 HIRIYUR VEERANNA CHANDRA SHJilKA i \ B. S., Mysore University, India, 1958 1 1 \ \ •1 A MASTER ' S REPORT submitted in partial fulfillment of the ; requirements for the degree • 1 MASTER OP SCIENCE Department of Mechanical Engineering KANSAS STATE UNIVERSITY :i 1 Manhattan, Kansas 1 1966 V 1 "J Approved hy: 1 OM,. a/ Hy^^^Oa^ y Major i^ofessor .1 LP TABLE OP CONTENTS ^ ^ ^-, NOMENCLATURE iii INTRODUCTION 1 REVIEW OP LITERATURE ....',. 3 Rotary Piston Engines .... $ Rotary Cylinder Engines 11 Vane- type Engines 12 'Cat-and-mouse' Engines 13 N.S.U.-WANKEL ENGINE 1^ Optimum Shape l8 Principle of Operation 21 Engine Cycle 23 First Prototype ..... 25 COMPARISON WITH RECIPROCATING ENGINE 26 Combustion 26 Port Area 26 P-V Diagram 2? Sealing System 30 Cooling 32 DESIGN OP N.S.U.-WAMEL ENGINE 32 Output 2>k- Swept Volume 35 Engine Geometry - .•' 37 CONCLUSIONS . i^o ACKNOWLEDGMENT [^1 REFERENCES |j_2 Ill NOMENCLATURE e = eccentricity G = center of gravity h = thickness ,. N = rotational speed Pme ~ inean effective pressure P = output r = pitch circle radius R = generating radius V^ = volume of the chamber i_ = compression ratio ^ = angle of obliquity P = angle described by the line passing through the point of contact of the meshing gears and the center of the cir- cular hole in the rotor, with reference to a fixed axis 9 = angle of inclination of the line joining the center of the stator and the centroid of the rotor to the x-axis ,' ..• ^ = leaning angle , INTRODUCTION The conventional reciprocating internal combustion engine suffers from several fundamental shortcomings. -
Aircraft Propulsion C Fayette Taylor
SMITHSONIAN ANNALS OF FLIGHT AIRCRAFT PROPULSION C FAYETTE TAYLOR %L~^» ^ 0 *.». "itfnm^t.P *7 "•SI if' 9 #s$j?M | _•*• *• r " 12 H' .—• K- ZZZT "^ '! « 1 OOKfc —•II • • ~ Ifrfil K. • ««• ••arTT ' ,^IfimmP\ IS T A Review of the Evolution of Aircraft Piston Engines Volume 1, Number 4 (End of Volume) NATIONAL AIR AND SPACE MUSEUM 0/\ SMITHSONIAN INSTITUTION SMITHSONIAN INSTITUTION NATIONAL AIR AND SPACE MUSEUM SMITHSONIAN ANNALS OF FLIGHT VOLUME 1 . NUMBER 4 . (END OF VOLUME) AIRCRAFT PROPULSION A Review of the Evolution 0£ Aircraft Piston Engines C. FAYETTE TAYLOR Professor of Automotive Engineering Emeritus Massachusetts Institute of Technology SMITHSONIAN INSTITUTION PRESS CITY OF WASHINGTON • 1971 Smithsonian Annals of Flight Numbers 1-4 constitute volume one of Smithsonian Annals of Flight. Subsequent numbers will not bear a volume designation, which has been dropped. The following earlier numbers of Smithsonian Annals of Flight are available from the Superintendent of Documents as indicated below: 1. The First Nonstop Coast-to-Coast Flight and the Historic T-2 Airplane, by Louis S. Casey, 1964. 90 pages, 43 figures, appendix, bibliography. Price 60ff. 2. The First Airplane Diesel Engine: Packard Model DR-980 of 1928, by Robert B. Meyer. 1964. 48 pages, 37 figures, appendix, bibliography. Price 60^. 3. The Liberty Engine 1918-1942, by Philip S. Dickey. 1968. 110 pages, 20 figures, appendix, bibliography. Price 75jf. The following numbers are in press: 5. The Wright Brothers Engines and Their Design, by Leonard S. Hobbs. 6. Langley's Aero Engine of 1903, by Robert B. Meyer. 7. The Curtiss D-12 Aero Engine, by Hugo Byttebier. -
Counterpoise Defined Final
A WHITE PAPER DESCRIBING THE INTERNAL COMBUSTION ENGINE’S FINAL MODIFICATION THE COUNTERPOISE BI-RADIAL ENGINE Authored by Del Wolverton Chief Science Officer/Founder WolvertonBailey, Inc. SUMMARY This is the year, 2017, that we celebrate 140 years since Dr. Nikolas Otto patented the four-stroke internal combustion engine in 1877. His gasoline engine serves as the origin of the “Otto Cycle” which is used as the basis for seven internal combustion engine variants today. For purposes of this white paper, the four-cylinder Otto engine will be used as the “reference engine.” Since Dr. Otto’s engine was built around the origin of the four-stroke-cycle of the pistons, this allows us to have a piston per cycle. Many changes have taken place during the past century in the size and shape of the engine as designed for various uses, however, this original four-stroke cycle is still used even in the latest internal combustion engine, the Counterpoise Bi-Radial Engine. This discussion will first describe the “basis” Otto Cycle, providing a simple, “math-free” description of each of the four strokes in the cycle. Then, in order to help understand the operation, power, and weight advantages gained in the evolution, the author will take you through the existing variants, all the way to the latest internal combustion engine—complete with the final patented design, the WBI Counterpoise Bi-Radial Engine. CONTENTS Single-Piston of the Otto Cycle ..................................................................................................... 2 The Four -
Re'search Memorandum
c~~ififf$\? --A- CANC&LLtk, -j&$&+u 7&Czte-/ - &St , Au / 7 B ‘@. El4 3 5 is RE’SEARCH MEMORANDUM STUDY OF COMPRESSOR SYSTEMS FOR A GAS-GENERATOR ENGINE c .-? By Bernard I. Sather and Max J. Tauschek I I Lewis Flight Propulsion Laboratory i I’; Cleveland, Ohio Th~5oxulxa- -Lb-I EiE?ia p$g$p~gyg”~ym”& n&dmccdaat*Lnuj-mr. mM.a~-y yn 1L ,rO.Lblt.d m Irr. -wb!me sty I p.r.*ll. In th mm&y md mnl mwrvb.althabEd~.~ Ct*Ur omM~~~mycmarra~~ . SC- M*. aml Lil --.2iHmMMkDZD= L?hudd!szatl:r*d-munba NATIONAL ADVISORY COM M FOR AERONAUTICS WASHINGTON April 13, 1949 viJ!=s-! $ AC .c 3mkuy - --m!sv Awcf+AlrlliAL -km --L \ WV F-a-3 VI - --- --S~~l~~~~~~~lll~ NACA RM No. RCA28 ._..-___- -- .-.--- NATIONAL ADvIsaaY colNEEE Fak AERo~mIcs ByBernardI.SatheramdMaxJ.T'auschek Various methods of providing omessor-capacity and pressure- ratio control in the gas-generatm type of compound engine over a range of altitudes frcm sea level to 50,000 feet ax8 presented. The analythal results indicated that the best method of con- trol is that in which the first stage cf compression is carried out in a variable-speed supercharger driven by a hydmulio slip coupling. The second stage of oc~apression oould be either a rotazy constant-pressure-ratio-type cmpressor or a piston-type ccaspressor, both driven at oonstant speed. The a.n3lysis also iradioatedthat the variation Crp the value of the load coefficient for the first and second stages cd? the rotary constant-pressure-tgpe cqessor combination was within reasonable limits and that the valve timing . -