Modelling of a Turbojet Gas Turbine Engine
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Combustion Turbines
Section 3. Technology Characterization – Combustion Turbines U.S. Environmental Protection Agency Combined Heat and Power Partnership March 2015 Disclaimer The information contained in this document is for information purposes only and is gathered from published industry sources. Information about costs, maintenance, operations, or any other performance criteria is by no means representative of EPA, ORNL, or ICF policies, definitions, or determinations for regulatory or compliance purposes. The September 2017 revision incorporated a new section on packaged CHP systems (Section 7). This Guide was prepared by Ken Darrow, Rick Tidball, James Wang and Anne Hampson at ICF International, with funding from the U.S. Environmental Protection Agency and the U.S. Department of Energy. Catalog of CHP Technologies ii Disclaimer Section 3. Technology Characterization – Combustion Turbines 3.1 Introduction Gas turbines have been in use for stationary electric power generation since the late 1930s. Turbines went on to revolutionize airplane propulsion in the 1940s, and since the 1990s through today, they have been a popular choice for new power generation plants in the United States. Gas turbines are available in sizes ranging from 500 kilowatts (kW) to more than 300 megawatts (MW) for both power-only generation and combined heat and power (CHP) systems. The most efficient commercial technology for utility-scale power plants is the gas turbine-steam turbine combined-cycle plant that has efficiencies of more than 60 percent (measured at lower heating value [LHV]35). Simple- cycle gas turbines used in power plants are available with efficiencies of over 40 percent (LHV). Gas turbines have long been used by utilities for peaking capacity. -
Comparison of Helicopter Turboshaft Engines
Comparison of Helicopter Turboshaft Engines John Schenderlein1, and Tyler Clayton2 University of Colorado, Boulder, CO, 80304 Although they garnish less attention than their flashy jet cousins, turboshaft engines hold a specialized niche in the aviation industry. Built to be compact, efficient, and powerful, turboshafts have made modern helicopters and the feats they accomplish possible. First implemented in the 1950s, turboshaft geometry has gone largely unchanged, but advances in materials and axial flow technology have continued to drive higher power and efficiency from today's turboshafts. Similarly to the turbojet and fan industry, there are only a handful of big players in the market. The usual suspects - Pratt & Whitney, General Electric, and Rolls-Royce - have taken over most of the industry, but lesser known companies like Lycoming and Turbomeca still hold a footing in the Turboshaft world. Nomenclature shp = Shaft Horsepower SFC = Specific Fuel Consumption FPT = Free Power Turbine HPT = High Power Turbine Introduction & Background Turboshaft engines are very similar to a turboprop engine; in fact many turboshaft engines were created by modifying existing turboprop engines to fit the needs of the rotorcraft they propel. The most common use of turboshaft engines is in scenarios where high power and reliability are required within a small envelope of requirements for size and weight. Most helicopter, marine, and auxiliary power units applications take advantage of turboshaft configurations. In fact, the turboshaft plays a workhorse role in the aviation industry as much as it is does for industrial power generation. While conventional turbine jet propulsion is achieved through thrust generated by a hot and fast exhaust stream, turboshaft engines creates shaft power that drives one or more rotors on the vehicle. -
Engineering the Future – Since 1758
MAN Energy Solutions MAN Energy Solutions Product range und product centres 3 Steinbrinkstr. 1 2 46145 Oberhausen, Germany Turbomachinery P + 49 208 692-01 F + 49 208 692-021 [email protected] www.man-es.com Factories Engineering turbomachinery Turbo- the future – Bangalore, India MAN Turbomachinery India Private Limited since 175 8 Plot No. 113 | Jigani link Road KIADB Industrial Area | Jigani | 560105 Bangalore, India Phone +91 80 6655 2200 | Fax +91 80 6655 2222 machinery We are MAN Energy Solutions SE, the force of Berlin, Germany innovation behind the world’s leading large-bore MAN Energy Solutions SE engines and turbomachinery for marine and Egellsstr. 21 13507 Berlin, Germany stationary applications. Our home is in Augsburg, Phone +49 30 440402-0 | Fax +49 30 440402-2000 Germany. But we are also close to you, in over 100 countries, with more than 15,000 employees Changzhou, China who dedicate each workday to our customer’s MAN Diesel & Turbo China Production Co. Ltd. Fengming Road 9, Wujin High-Tech Industrial Zone satisfaction. 213164 Changzhou, P. R. China Phone +86 519 8622-7001 | Fax +86 519 8622-7002 Our products are an integral part of Between 1893 and 1897, Rudolf custom, fully integrated train solutions most energy and transportation solu- Diesel and a group of M.A.N. engineers that are unsurpassed in performance, Deggendorf, Germany tions that surround you every day. We developed the first diesel engine in efficiency and reliability. MAN Energy Solutions SE produce world-class marine propulsion Augsburg, and in 1904 we produced Werftstr. 17 systems, turbomachinery for the our first steam turbine in Oberhausen. -
Helicopter Turboshafts
Helicopter Turboshafts Luke Stuyvenberg University of Colorado at Boulder Department of Aerospace Engineering The application of gas turbine engines in helicopters is discussed. The work- ings of turboshafts and the history of their use in helicopters is briefly described. Ideal cycle analyses of the Boeing 502-14 and of the General Electric T64 turboshaft engine are performed. I. Introduction to Turboshafts Turboshafts are an adaptation of gas turbine technology in which the principle output is shaft power from the expansion of hot gas through the turbine, rather than thrust from the exhaust of these gases. They have found a wide variety of applications ranging from air compression to auxiliary power generation to racing boat propulsion and more. This paper, however, will focus primarily on the application of turboshaft technology to providing main power for helicopters, to achieve extended vertical flight. II. Relationship to Turbojets As a variation of the gas turbine, turboshafts are very similar to turbojets. The operating principle is identical: atmospheric gases are ingested at the inlet, compressed, mixed with fuel and combusted, then expanded through a turbine which powers the compressor. There are two key diferences which separate turboshafts from turbojets, however. Figure 1. Basic Turboshaft Operation Note the absence of a mechanical connection between the HPT and LPT. An ideal turboshaft extracts with the HPT only the power necessary to turn the compressor, and with the LPT all remaining power from the expansion process. 1 of 10 American Institute of Aeronautics and Astronautics A. Emphasis on Shaft Power Unlike turbojets, the primary purpose of which is to produce thrust from the expanded gases, turboshafts are intended to extract shaft horsepower (shp). -
AP-42, Vol. I, 3.1: Stationary Gas Turbines
3.1 Stationary Gas Turbines 3.1.1 General1 Gas turbines, also called “combustion turbines”, are used in a broad scope of applications including electric power generation, cogeneration, natural gas transmission, and various process applications. Gas turbines are available with power outputs ranging in size from 300 horsepower (hp) to over 268,000 hp, with an average size of 40,200 hp.2 The primary fuels used in gas turbines are natural gas and distillate (No. 2) fuel oil.3 3.1.2 Process Description1,2 A gas turbine is an internal combustion engine that operates with rotary rather than reciprocating motion. Gas turbines are essentially composed of three major components: compressor, combustor, and power turbine. In the compressor section, ambient air is drawn in and compressed up to 30 times ambient pressure and directed to the combustor section where fuel is introduced, ignited, and burned. Combustors can either be annular, can-annular, or silo. An annular combustor is a doughnut-shaped, single, continuous chamber that encircles the turbine in a plane perpendicular to the air flow. Can-annular combustors are similar to the annular; however, they incorporate several can-shaped combustion chambers rather than a single continuous chamber. Annular and can-annular combustors are based on aircraft turbine technology and are typically used for smaller scale applications. A silo (frame-type) combustor has one or more combustion chambers mounted external to the gas turbine body. Silo combustors are typically larger than annular or can-annular combustors and are used for larger scale applications. The combustion process in a gas turbine can be classified as diffusion flame combustion, or lean- premix staged combustion. -
The Effect of the Process on Turbomachinery Reliability)
“DO AS I SAY” (THE EFFECT OF THE PROCESS ON TURBOMACHINERY RELIABILITY) by William E. Forsthoffer President Forsthoffer Associates Inc., Washington Crossing, Pennsylvania William E. (Bill) Forsthoffer spent six years at the Delaval Turbine Company, as Manager of Compressor Project Engi- neering, where he designed and tested centrifugal pumps and compressors, gears, steam turbines, and rotary (screw) pumps. Mr. Forsthoffer then joined the Mobil Research and Development Corporation. For five years, he directed the application, selection, design, testing, site precommis- sioning, and startup of the Yanbu Petrochemical complex in Yanbu, Saudi Arabia. Following that, he returned to MRDC and established a technical service program for Mobil affiliates to provide application, troubleshooting, and Figure 1. Diagram of Centrifugal Pump. training services for rotating equipment. He left Mobil in 1990 to found his own company, Forsthoffer Associates, Inc., to provide training, critical equipment selection, and troubleshooting services to the refining, petrochemical, utility, and gas transmission industries. Mr. Forsthoffer is a graduate of Bellarmine College with a B.A. degree (Mathematics) and from the University of Detroit with a B.S. degree (Mechanical Engineering). ABSTRACT This tutorial examines the primary cause of lower than expected reliability in turbomachines, the effect of the process on machinery component life. Over 95 percent of the rotating equipment installed in any refinery, petrochemical, or gas plant is the dynamic or “turbo” type. Their characteristics are limited energy output and variable flow rate determined by process energy requirements. INTRODUCTION Figure 2. Centrifugal Pump Component Damage and Causes. The objective of this tutorial is to emphasize the importance of understanding the effect of the process on turbomachinery reliability. -
Energy Conversion and Efficiency in Turboshaft Engines
E3S Web of Conferences 85, 01001 (2019) https://doi.org/10.1051/e3sconf/20198501001 EENVIRO 2018 Energy conversion and efficiency in turboshaft engines Cristian Dobromirescu1, and Valeriu Vilag1,* 1 Research and development institute for gas turbines COMOTI, Aviation and industrial turbines. Gas-turbines assembly department, 220 D Iuliu Maniu Bd., sector 6, Bucharest Romania Abstract. This paper discusses the methods of energy conversion in a turboshaft engine. Those methods cover the thermodynamic cycle and the engine performances, the possible energy sources and their impact on environment as well as the optimal solutions for maximum efficiency in regards to turbine design and application. The paper also analyzes the constructive solutions that limit the efficiency and performances of turboshaft engines. For the purpose of this paper a gas-turbine design task is performed on an existing engine to appreciate the methods presented. In the final part of this paper it is concluded that in order to design an engine it is necessary to balance the thermodynamic aspects, for maximum efficiency, and the constructive elements, so that the engine can be manufactured. − Pressure. 1 Introduction The source of energy for the engine is the fuel. For the combustion to take place in optimal conditions, or at Since the creation of the first internal combustion engine all at high altitudes, it is necessary to increase the it is a top priority to use as much energy and as pressure of the intake air through a compressor. The efficiently as possible [1]. Thus, the study of energy compressor consumes work and increases the potential conversion and energy efficiency is very important and energy of the air by raising its pressure. -
A Numerical Model for Predicting the Aerodynamic Characteristics of Propelling Nozzles
ISABE-2019-24047 1 A numerical model for predicting the aerodynamic characteristics of propelling nozzles Aws Al-Akam [email protected] Former PhD student at Propulsion Engineering Centre, School of Aerospace, Transport, and Manufacturing, Cranfield University Babylon University, College of Engineering Hilla, Babil Iraq Theoklis Nikolaidis, David G. MacManus, Ioannis Goulos Cranfield University Propulsion Engineering Centre, School of Aerospace, Transport, and Manufacturing MK43 0AL Bedfordshire England ABSTRACT It is essential to predict the exhaust-system performance of the aero-engine during the design stages as it plays a critical role in the engine components matching. In addition to this, it has an impact on the overall engine performance. Consequently, it is important to model the complex flow features around the exhaust system accurately in order to capture the flow characteristics. Computational Fluid Dynamics (CFD) alongside with low-order models can play a central role in the design and performance assessment of the propulsion system. This paper aims to explore the suitability of a numerical model, boundary conditions, and the employed mesh topology in computing a propelling ISABE 2019 2 ISABE 2019 nozzle performance. The current work is a first step towards building a module to assess a wide range of nozzle configurations at the preliminary design stages. A single-stream and plug-nozzle propelling nozzle were simulated for this purpose. For the single-stream nozzle, the simulations were run at various flight conditions and different geometrical features. For both nozzle configurations, a comparison between the effectiveness of six turbulence models to capture the nozzle flow features is presented. The validated module is then used to assess the impact of the bypass flow and the plug half-angle on the performance of the core nozzle for a dual-stream nozzle configuration. -
Turbomachinery Technology for High-Speed Civil Flight
4 NASA Technical Memorandum 102092 . Turbomachinery Technology for High-speed Civil Flight , Neal T. Saunders and Arthur J. Gllassman Lewis Research Center Cleveland, Ohio Prepared for the 34th International Gas Turbine Aepengine Congress and Exposition sponsored by the American Society of Mechanical Engineers Toronto, Canada, June 4-8, 1989 ~ .. (NASA-TH-102092) TURBOHACHINERY TECHPCLOGY N89-24320 FOR HIGH-SPEED CIVIL FLIGHT (NBSEL, LEV& Research Center) 26 p CSCL 21E Unclas G3/07 0217641 TURBOMACHINERY TECHNOLOGY FOR HIGH-SPEED CIVIL FLIGHT Neal T. Saunders and Arthur J. Glassman ABSTRACT This presentation highlights some of the recent contributions and future directions of NASA Lewis Research Center's research and technology efforts applicable to turbomachinery for high-speed flight. For a high-speed civil transport application, the potential benefits and cycle requirements for advanced variable cycle engines and the supersonic throughflow fan engine are presented. The supersonic throughf low fan technology program is discussed. Technology efforts in the basic discipline areas addressing the severe operat- ing conditions associated with high-speed flight turbomachinery are reviewed. Included are examples of work in internal fluid mechanics, high-temperature materials, structural analysis, instrumentation and controls. c INTRODUCTION Future Emphasis Shifting to High-speed Flight Two years ago, the aeronautics community commemorated the 50th anniversary of the first successful operation of a turbojet engine. This remarkable feat by Sir Frank Whittle represents the birth of the turbine engine industry, which has greatly refined and improved Whittle's invention into the splendid engines that are flying today. NASA, as did its predecessor NACA, has assisted indus- try in the creation and development of advanced technologies for each new gen- eration of engines. -
Gas Turbine Engine: a Senior Design Project
Session 3433 GAS TURBINE ENGINE: A SENIOR DESIGN PROJECT Sidney J. Brandon, Justin W. Douglas, Michael R. Sexton Mechanical Engineering Department Virginia Military Institute Abstract This paper describes a senior design project conducted by two senior mechanical engineering students at the Virginia Military Institute. Completion of a capstone design project is a requirement for VMI’s bachelor’s degree in mechanical engineering. The objective, of this project was to design and build a radial flow gas turbine engine, that will be incorporated as part of an undergraduate energy laboratory program. A commercially available turbocharger was used for the compressor and turbine portions of the engine. As part of the design analysis the students developed the system of equations necessary to simulate the engine and used them in a computer model to predict the design and off-design performance of the engine. The results of these computer simulations were used to size and design the various engine systems and components. The engine systems and components designed by the students included a combustion chamber, fuel system, ignition system, lubrication system, starting system, instrumentation, and test stand. The combustion chamber was designed based on required air and fuel flow rates predicted by the engine simulation. The combustion chamber was fabricated from stainless steel using inert gas welding techniques. Instrumentation included gas temperature and pressure measurements, engine speed, and thrust measurements. The lubrication system was sized and fabricated from commercially available components, as were the fuel and ignition systems. The paper describes the sizing, fabrication, and operation of the completed engine. Introduction The objective of this design project was to design and assemble a fully functional gas turbine engine and to monitor the effect of a varying fuel flow rate on output and various operating variables. -
2020 Senior Design Project Report Design of Radi
College of Engineering Department of Mechanical Engineering Fall Semester 2019 -2020 Senior Design Project Report Design of Radial Jet Engine Using Automotive Turbocharger In partial fulfillment of the requirements for the Degree of Bachelor of Science in Mechanical Engineering Group Members Student NASSER HUSSAIN Name ALI ALMUTAWA* SAUD ALOTIBI ALMASHAME ALMASHAME 201403646 201502695 201400389 201502158 ID Project Advisor: Dr. Panagiotis Sphicas 1 Abstract This project is about researching, designing and building jet-engines. A simpleturbojet engine was designed, and construction in this project using a large diesel car turbocharger on a small-scale level. The turbocharger serves as an integrated compressor & turbine assembly that is suitably manipulated and carefully convertedinto an open cycle constant pressure gas turbine. The design was made bystudying the work done by industry and researchers over the course of the history ofjet engines. The project mainly involves modelling and designing of combustion chamber using software packages likeAutoCAD, SolidWorks etc.; and then complete fabrication of the same by us.The methods were then discussed and chosen in a way that wouldsimplify the design work as well as the construction of the engine. In this research, our main objective is to design, develop and manufacturea self- sustaining combustion within the engine. The design settled uponconsists of a radial compressor, an annular combustion chamber and an axial turbine.Since the compressor would have been the most difficult part to machine, the decision was made early on to use the compressor from a turbocharger out of an automotiveengine. Turbocharger consists of two chambers that are connected by center housing and the two chambers contain a turbine wheel and a compressor wheel connected by a shaft which passes through the center housing. -
Introduction to Turboprop Engine Types
INTRODUCTION TO TURBOPROP ENGINE TYPES The turbopropeller engine consists of a gas turbine engine driving a propeller. Most of the energy of the gas flow (air and burned fuel) is used to drive the propeller and compressor. The remaining energy, in the form of differential velocity of the airflow exiting the turbine, provides a small amount of residual thrust (effectively, a small amount of jet propulsion). Additional information on the specifics of the gas turbine cycle is provided elsewhere in this training package. There are two basic types of turboprop engines: 1. Single shaft 2. Free turbine The main difference between single shaft and free turbines is in the transmission of the power to the propeller. In the majority of turboprops, the fuel pump is driven by the engine. This is known as "direct drive.” In some older types of engines, the fuel pump is driven by the propeller, which can affect proper response to an engine failure. Refer to type-specific procedures. Single Shaft. In a single-shaft engine, the propeller is driven by the same shaft (spool) that drives the compressor. Because the propeller needs to rotate at a lower RPM than the turbine, a reduction gearbox reduces the engine shaft rotational speed to accommodate the propeller through the propeller drive shaft. Free Turbine. In a free-turbine engine, the propeller is driven by a dedicated turbine. A different turbine drives the compressor; this turbine and its compressor run at near-constant RPM regardless of the propeller pitch and speed. Because the propeller needs to rotate at lower RPM than the turbine, a reduction gearbox converts the turbine RPM to an appropriate level for the propeller.