Journal articles on the topic 'Turbine propeller engines'
To see the other types of publications on this topic, follow the link: Turbine propeller engines.
Create a spot-on reference in APA, MLA, Chicago, Harvard, and other styles
Consult the top 50 journal articles for your research on the topic 'Turbine propeller engines.'
Next to every source in the list of references, there is an 'Add to bibliography' button. Press on it, and we will generate automatically the bibliographic reference to the chosen work in the citation style you need: APA, MLA, Harvard, Chicago, Vancouver, etc.
You can also download the full text of the academic publication as pdf and read online its abstract whenever available in the metadata.
Browse journal articles on a wide variety of disciplines and organise your bibliography correctly.
1
Korakianitis, T., and K. J. Beier. "Investigation of the Part-Load Performance of Two 1.12 MW Regenerative Marine Gas Turbines." Journal of Engineering for Gas Turbines and Power 116, no. 2 (April 1, 1994): 418–23. http://dx.doi.org/10.1115/1.2906837.
Full textAbstract:
Regenerative and intercooled-regenerative gas turbine engines with low pressure ratio have significant efficiency advantages over traditional aero-derivative engines of higher pressure ratios, and can compete with modern diesel engines for marine propulsion. Their performance is extremely sensitive to thermodynamic-cycle parameter choices and the type of components. The performances of two 1.12 MW (1500 hp) regenerative gas turbines are predicted with computer simulations. One engine has a single-shaft configuration, and the other has a gas-generator/power-turbine combination. The latter arrangement is essential for wide off-design operating regime. The performance of each engine driving fixed-pitch and controllable-pitch propellers, or an AC electric bus (for electric-motor-driven propellers) is investigated. For commercial applications the controllable-pitch propeller may have efficiency advantages (depending on engine type and shaft arrangements). For military applications the electric drive provides better operational flexibility.
2
Filippone, A., and Z. Mohamed-Kassim. "Multi-disciplinary simulation of propeller-turboprop aircraft flight." Aeronautical Journal 116, no. 1184 (October 2012): 985–1014. http://dx.doi.org/10.1017/s0001924000007454.
Full textAbstract:
Abstract This contribution presents a novel simulation for a fixed-wing aircraft powered by gas turbine engines and advanced propellers (turboprops). The work is part of a large framework for the simulation of aircraft flight through a multi-disciplinary approach. Novel numerical methods are presented for flight mechanics, turboprop engine simulation (in direct and inverse mode), and propeller dynamics. We present in detail the integration of the propeller with the airframe, aircraft and tonal noise model. At the basic level, we address a shortfall in multi-disciplinary integration in turboprop-powered aircraft, including economical operations and environmental emissions (exhausts and noise). The models introduced are based on first principles, supplied with semi-empirical correlations, if required. Validation strategies are presented for component-level analysis and system integration. Results are presented for aerodynamics, specific air range, optimal cruise conditions, payload-range performance, and propeller noise. Selected results are shown for the ATR 72-500, powered by PW127M turboprop engines and F568-1 propellers.
3
Rabeta, Bismil, Mohammad A.F Ulhaq, Aswan Tajuddin, and Agus Sugiharto. "Simulasi Graphical User Interface Analisis Termodinamika Mesin Turboprop Menggunakan Perangkat Lunak Matlab R2020a." Jurnal Teknologi Kedirgantaraan 6, no. 2 (September 1, 2021): 31–50. http://dx.doi.org/10.35894/jtk.v6i2.44.
Full textAbstract:
A turboprop engine is a hybrid engine that delivers thrust or jet thrust and also drives the propeller. This is basically similar to a turbojet except the turbine works through the main shaft which is connected to the reduction gear to rotate the propeller in front of the engine. This research was conducted to determine the development of engine performance in thermodynamic analysis so as to know the value of each parameter on a engine that has been developing for 20 to 50 years with different engine manufacturing. So that in this study a comparison of the thermodynamic analysis of the TPE-331, PT6A-42 and H85-200 engines was carried out. In the TPE331-10, PT6A-42, and H85-200 turboprop engines the value of fuel to air ratio and shaft work increases with increasing altitude while compressor work, fuel flow rate, shaft power, propeller thrust, jet thrust, total thrust, equivalent engine power and ESFC decrease with increasing altitude. Furthermore, the turbine's working value is relatively stable as the altitude increases. After that, the value of compressor work and turbine work on the PT6A-42 engine was greater than that of the TPE331-10, and H85-200 engines. However, the value of the fuel to air ratio, fuel flow rate, shaft power, jet thrust, equivalent engine power and ESFC on the H85-200 engine was greater than the TPE331-10 and PT6A engines. Furthermore, at sea level, the value of the axle, propeller thrust, and total thrust on the H85-200 engine is greater than that of the TPE331-10 and PT6A-42 engines but at an altitude of 25,000 ft, the PT6A-4 engine has a greater value than that of the TPE331-10 and PT6A-42 engines. TPE331-10, and H85-200 engines.
4
Valent, Michael. "Luxury Liners Go Green." Mechanical Engineering 120, no. 07 (July 1, 1998): 72–73. http://dx.doi.org/10.1115/1.1998-jul-6.
Full textAbstract:
This article reviews that twenty-first century passengers on the Royal Caribbean International and Celebrity Cruises are set to make history in style. Up to six of Royal Caribbean’s Voyager- and Millennium-class vessels will be the first cruise ships ever powered by General Electric’s gas turbines. In addition to reducing engine-room noise and vibration and cutting emissions, this propulsion system—a departure from the traditional diesel engine—will make it possible for ships to set sail with a reduced maintenance crew and smaller parts inventory. Royal Caribbean International currently operates a fleet of 12 ships. In the Royal Caribbean application, the GE gas turbine will be used to drive generators that will provide electricity to propeller motors. The steam turbine will recover heat from the gas turbine exhaust for other uses. This combined gas turbine and steam turbine integrated electric drive system represents a departure from diesel engines in more than one respect.
5
Burghardt, Andrzej, Krzysztof Kurc, and Dariusz Szybicki. "Robotic Automation of the Turbo-Propeller Engine Blade Grinding Process." Applied Mechanics and Materials 817 (January 2016): 206–13. http://dx.doi.org/10.4028/www.scientific.net/amm.817.206.
Full textAbstract:
Robotic automation of industrial processes in terms of the adaptation of the robot path to changing external conditions has recently been one of the main subjects of research and implementation studies. The presented study involved trailing plane grinding the turbine blades. The suggested automated station comprises an IRB 140 robot handling the processed element, grinding tool and an IRB 1600 robot with a 3D scanning head installed. The presented robotic automation solutions may be used for finishing operations on blades constituting elements of aircraft engines, power generating turbines and wind turbines.
6
Ashley, Steven. "Fuel-Saving Warship Drives." Mechanical Engineering 120, no. 08 (August 1, 1998): 63–67. http://dx.doi.org/10.1115/1.1998-aug-4.
Full textAbstract:
This article focuses on a fuel-efficient gas turbine engine featuring intercooling and heat recuperation, which is being developed to power a new generation of warships. Modern warships are often powered by gas turbine engines so they can take advantage of the turbine’s rapid response capabilities, solid operational reliability, high power density, and compact dimensions. For medium-size surface combatants such as destroyers, aircraft-derivative gas turbines have become the dominant propulsion engine type, having largely replaced traditional steam or diesel power plants. Though the all-electric concept is far from new, having been applied previously to merchant vessels, the technology is looking better of late. The NRC panel stated that gas turbine propulsion units, modular rare-earth permanent magnetic motors, and power control module technologies have matured to the point that all-electric ships appear feasible. The technology cited “unique advantages” in reduced volume, modular flexible propulsion, lower acoustic signature, enhanced survivability, high propeller torque at low speed, and inherent reversing capability. The result would be a submarine-type propulsion design with diesel-like fuel consumption.
7
Desmico Ekta W, Muhammad, and Abrar Ridwan. "STUDI KERUSAKAN HIGH PRESSURE TURBINE VANE PESAWAT ATR72-500 WINGS AIR DI BANDARA SULTAN SYARIF KASIIM II PEKANBARU." Jurnal Surya Teknika 7, no. 1 (December 13, 2020): 104–10. http://dx.doi.org/10.37859/jst.v7i1.2357.
Full textAbstract:
The aircraft can fly as there is a thrust from the engine that causes the aircraft to have speed. The components of the aircraft engines are compressor, combustion chamber, turbine and propeller. High pressure turbine vanes is a component in the Hot section or turbine section that serves to direct the hot gas flow from the combustion chamber to the turbine. The purpose to be achieved in this research is to analyze and find out the cause of high pressure turbine vane damage and know the gas engine efficiency PW127. Cause of damage due to treatment not done according to the schedule until the phenomenon of overtemperature after combustion chamber and the content of impurities in the water laundering results. After the Brayton cycle calculation is obtained the temperature value of the turbine entry 1563oC (1836 K). These results exceed the turbine inlet temperature according to manual maintenance engine. Based on laboratory test, the content of 250 mg/m2 sulfur and 1800 mg/m2 chloride is obtained. This content causes damage by erosion or corrosion of high pressure turbine vane components. The value of gas efficiency is 42% according to the outside Air tempetarure. The thermal efficiency of gases will increase with increasing temperature conditions.
8
Dzida, Marek, and Jerzy Girtler. "Operation Evaluation Method for Marine Turbine Combustion Engines in Terms of Energetics." Polish Maritime Research 23, no. 4 (December 1, 2016): 67–72. http://dx.doi.org/10.1515/pomr-2016-0071.
Full textAbstract:
Abstract An evaluation proposal (quantitative determination) of any combustion turbine engine operation has been presented, wherein the impact energy occurs at a given time due to Energy conversion. The fact has been taken into account that in this type of internal combustion engines the energy conversion occurs first in the combustion chambers and in the spaces between the blade of the turbine engine. It was assumed that in the combustion chambers occurs a conversion of chemical energy contained in the fuel-air mixture to the internal energy of the produced exhaust gases. This form of energy conversion has been called heat. It was also assumed that in the spaces between the blades of the rotor turbine, a replacement occurs of part of the internal energy of the exhaust gas, which is their thermal energy into kinetic energy conversion of its rotation. This form of energy conversion has been called the work. Operation of the combustion engine has been thus interpreted as a transmission of power receivers in a predetermined time when there the processing and transfer in the form (means) of work and heat occurs. Valuing the operation of this type of internal combustion engines, proposed by the authors of this article, is to determine their operation using physical size, which has a numerical value and a unit of measurement called joule-second [joule x second]. Operation of the combustion turbine engine resulting in the performance of the turbine rotor work has been presented, taking into account the fact that the impeller shaft is connected to the receiver, which may be a generator (in the case of one-shaft engine) or a propeller of the ship (in the case of two or three shaft engine).
9
Remchukov, S. S., V. S. Lomazov, R. N. Lebedinskiy, I. V. Demidyuk, and I. S. Ptitsyn. "Special Aspects of Designing High Temperature Plate Heat Exchangers for Small Gas Turbine Engines." Herald of the Bauman Moscow State Technical University. Series Mechanical Engineering, no. 3 (142) (September 2022): 57–70. http://dx.doi.org/10.18698/0236-3941-2022-3-57-70.
Full textAbstract:
An increase in the fuel efficiency of small-sized gas turbine engines can be achieved by regenerating the heat of the turbine exhaust gases. A rational layout solution in this case is a turboshaft scheme, where the effective power is generated on the shaft of a free turbine, and the turbine exhaust gases are released into the environment without doing useful work. When creating a turboshaft engine with heat recovery, the concept of developing engine family on the base of unified gas-generator was considered. The concept involves the development of a modular system, where the addition or exclusion of individual large units allows changing the type of engine at minimal cost. The article presents the layout solution of a small-sized turboshaft gas turbine engine with heat recovery, developed on the basis of a unified gas-generator and using a gearbox to transfer effective power to a propeller or a rotor. A plate heat exchanger module with a corrugated heat exchange surface for a small-sized turboshaft gas turbine engine has been designed. The heat exchange matrix was developed using a complex techniques of computer-aided design, calculation and manufacture of plate heat exchangers. Some design features of high-temperature plate heat exchangers are identified, the most important of which is the non-uniformity of temperature fields in the heat exchange matrix. Taking into account the non-uniformity of temperature fields, the heat exchanger module is a collapsible structure allowing the replacement of the heat exchange matrix and providing compensation for thermal expansion of the heat exchanger elements. The designed plate heat exchanger module for a small turboshaft gas turbine engine will be manufactured and tested on the bench
10
Mikhailov, Yu S. "Reducing the effect of engine failure on the aerodynamic performance of the light transport aircraft model." Civil Aviation High Technologies 27, no. 1 (February 29, 2024): 72–87. http://dx.doi.org/10.26467/2079-0619-2024-27-1-72-87.
Full textAbstract:
Recently, aircraft engine manufacturers have shown increased interest in developing hybrid powerplants, which are a combination of gas turbine engines (GTE) with electric motor-generators. The use of the hybrid powerplant makes it possible to increase the fuel efficiency of an airplane, as well as to create new configurations with improved aerodynamic and thrust characteristics. The fuel efficiency improvement is achieved as a result of optimizing the powerplant operation mode to meet the cruising flight requirements, compensating insufficient power during the takeoff and go-around procedures by activating battery-powered electric motors. The creation of new configurations with improved performance can be ensured due to the synergetic effect of the propeller-airframe interaction. Successful flight tests of the hybrid powerplant prototypes in light aircraft configurations allow us to rely on their possible application in the future regarding the projects of new propeller-driven aircraft. The potential benefits of using new powerplants on local airlines can lead to both fuel savings and carbon emission reduction. Short-term maintaining a safe flight mode is also practical in case of one engine failure when using multiple power sources. The power, generated by an electric generator connected to the running engine, can be used both for the electric motor drive of the tip propellers and for rotating the thrust producer of the failed engine. The paper presents the study results of the critical engine failure effect on the aerodynamic performance of the light transport aircraft model obtained as under available electrical transmission as under non-available one between a running and a failed engine. Experimental studies were carried out in a low-speed wind tunnel T-102 TsAGI. The simulation of the electric transmission operation was carried out by setting the operation mode of two power-plant simulators corresponding to the half value of the load factor of one engine propeller Bo in the take-off mode.
11
Foteinos, Michael I., George I. Christofilis, and Nikolaos P. Kyrtatos. "Response of a direct-drive large marine two-stroke engine coupled to a selective catalytic reduction exhaust aftertreatment system when operating in waves." Proceedings of the Institution of Mechanical Engineers, Part M: Journal of Engineering for the Maritime Environment 234, no. 3 (March 7, 2020): 651–67. http://dx.doi.org/10.1177/1475090219899543.
Full textAbstract:
Large two-stroke marine diesel engines are used as the prime mover in the majority of ocean going commercial vessels and are currently facing new stringent NOx emission reductions. Selective catalytic reduction is an aftertreatment technology which is able to reduce emitted NOx at allowable levels. In most marine applications, the selective catalytic reduction system is placed on the high pressure side of the turbine, due to limitations at the exhaust gas temperature at the inlet of selective catalytic reduction system. In this article, the operation of a large two-stroke marine diesel with a selective catalytic reduction aftertreatment system, is investigated in heavy weather conditions. Operation of a vessel in heavy weather results in increased ship resistance, wave-induced ship motions, and a highly varying flow field in the propeller due to ship motions. This results in a fluctuation of propeller demanded torque and hence a fluctuation in engine load and exhaust gas temperature which may affect engine and selective catalytic reduction performance significantly. To investigate this phenomenon and taking into account the engine–propeller interaction, the entire propulsion system was modeled, namely the propulsion engine, the high pressure selective catalytic reduction system, the directly driven propeller, and the ship’s hull. A propeller model was employed to simulate the transient propeller torque demand and torque fluctuations due to ship motions. A three-dimensional six degrees of freedom panel code was used to calculate ship motions and wave added resistance in regular waves. The coupled model of the marine propulsion plant was validated against available measured data from a ship-board propulsion system on good weather conditions. The model was then used to simulate the behavior of the system during transient loading conditions in the presence of regular waves.
12
Гулый, В. А., and И. С. Сербин. "On the question of the use of GTZA with direct transmission on linear nuclear icebreakers." MORSKIE INTELLEKTUAL`NYE TEHNOLOGII), no. 3(53) (August 27, 2021): 96–103. http://dx.doi.org/10.37220/mit.2021.53.3.038.
Full textAbstract:
В статье проведено краткое сопоставление основных характеристик гребных электрических установок, традиционно применяемых на отечественных атомных ледоколах, и судовых реверсивных главных турбозубчатых агрегатов. В работе показано, что естественные механические характеристики турбозубчатых агрегатов позволяют удовлетворить основные требования к работе ледокольных двигательно-движительных установок без построения сложных систем, которые имеют место в гребных электрических установках для получения искусственных механических характеристик электродвигателей с организацией диапазонов работы с постоянством мощности, диапазонов работы с ограничением крутящих моментов, а также – решения задачи утилизации рекуперируемой энергии при реверсах гребных винтов. В аналитическом разделе статьи показано, что в предложенной установке с прямой передачей мощности на гребной винт задача поддержания постоянства мощности энергоустановки на номинальных эксплуатационных режимах, задача обеспечения работы установки при движении в ледовом поле, когда требуется обеспечить «фрезерование» льда, чтобы исключить заклинивание и поломку гребного винта с ограничением максимальных перегрузочных крутящих моментов на гребном валу, задача реверсирования гребного винта решаются за счет использования естественных механических характеристик реверсивного турбозубчатого агрегата. При создании перспективных тяжелых атомных ледоколов рекомендуется применение более простой, надежной и экономичной схемы построения ледокольных главных энергетических установок на основе современных конструкций турборедукторных тепловых двигателей для привода гребных винтов. The article presents a brief comparison of the main characteristics of rowing electric installations, traditionally used on domestic nuclear icebreakers, and ship reversible main turbine with gearbox. The paper shows that the natural mechanical characteristics of turbine with gearbox allow us to meet the basic requirements for the operation of icebreaking propulsion systems without building complex systems that take place in rowing electric installations to obtain artificial mechanical characteristics of electric motors with the organization of ranges of operation with constant power, ranges of operation with limited torques, as well as solving the problem of utilization of recovered energy during propeller reversals. The analytical section of the article shows that in the proposed installation with direct power transmission to the propeller, the task of maintaining the constancy of the power plant's power at nominal operating conditions, the task of ensuring the operation of the installation when moving in an ice field, when it is necessary to ensure "ice milling" to eliminate jamming and breakage of the propeller with limiting the maximum overload torques on the propeller shaft, the task of reversing the propeller is solved by using the natural mechanical characteristics of a reversible turbine with gearbox. When creating promising heavy nuclear icebreakers, it is recommended to use a simpler, reliable and economical scheme for building icebreaking main power plants based on modern designs of turbine with gearbox as heat engines for driving propellers.
13
Memmolo, V., A. D. Marano, L. Maio, F. Nicolosi, and F. Marulo. "Aeroelastic assessment of distributed electric propulsion wings." IOP Conference Series: Materials Science and Engineering 1226, no. 1 (February 1, 2022): 012066. http://dx.doi.org/10.1088/1757-899x/1226/1/012066.
Full textAbstract:
Abstract During recent years, aircraft manufacturers focused on environmentally friendly and aerodynamically efficient aircraft concepts that could allow a radical reduction of emissions. The use of a hybrid-electric powertrain is one of the most effective ways to design near-zero-emission aircraft. These aircraft are highly performing and sophisticated so the design process must be extremely accurate. Among the various innovative aspects, the use of distributed engines to improve aerodynamic performance poses new challenges from a structural perspective due to the tip-mounted propeller demanding a complicated design due to reduced flutter performance. This results in higher stiffness requirements and consequently increased mass. Both the weight penalty needed to prevent dynamic instability, and the wing aeroelastic tailoring, crucial to minimize such an additional weight, is of utmost importance. Because of setting up a preliminary approach to estimate the static and dynamic effects of such a non-conventional wing architecture, the present paper shows a comprehensive structural analysis of a wing opportunely designed according to certification specification and equipped with a variable position powertrain. Several different engines are then moved along the wingspan to estimate how it affects the dynamic response using a simplified beam-stick finite element model. The results show that the engine position strongly affects the flutter velocity with a particular band bell curve over the wingspan with the maximum in between 60-70% wingspan. In addition, it is worth noting how the tip propeller may cause a reduction of flutter velocity with respect to the conventional configuration with the turbine mounted in between 30-40% wing-span.
14
İlhan, Menal, M. Tayyip Gürbüz, and Sercan Acarer. "Unified low-pressure compressor concept for engines of future high-speed micro-unmanned aerial vehicles." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 233, no. 14 (April 2019): 5264–81. http://dx.doi.org/10.1177/0954410019840968.
Full textAbstract:
The vast majority of unmanned aerial vehiches are propeller-driven with low speed. For higher speeds and longer ranges, new cost-effective microjets, which operate efficiently in both “fly-fast” and “loiter” modes are required. As a solution, a novel variable-cycle geared micro-turbofan architecture without the typical components of booster and low-pressure turbine is considered. This study discusses a key element, the low-pressure compression system. Instead of a separate and complicated booster to extract more power from the basic turbine, it is proposed to incorporate its positive functionality in the fan root. By preliminary and detailed fluid models, and structural concerns, systematic comparisons are made on demonstrative and representative cases to explore the feasibility of the proposal. Beyond the required very wide-chord design, the concept yields to a significantly increased pressurization and axial velocity at the fan root and exact opposite at the rest, causing extreme twist. The corresponding transonic stator root greatly increases downstream mixing losses. Moreover, a limitation is found to be the downstream compressor duct due to a notable increase in the diffusion requirements. Findings present that the concept is dramatically different from typical highly-loaded fans and this paper attempts to present new design guidelines.
15
V., Balaji, Kaliappan S., Madhuvanesan D.M., Ezhumalai D.S., Boopathi S., Patil Pravin P., and Saiprakash Mani. "Combustion analysis of biodiesel-powered propeller engine for least environmental concerns in aviation industry." Aircraft Engineering and Aerospace Technology 94, no. 5 (February 10, 2022): 760–69. http://dx.doi.org/10.1108/aeat-11-2021-0344.
Full textAbstract:
Purpose The purpose of the study is to examine the influence of the corn biofuel on the Jet engine. Each tests were carried out in a small gas turbine setup. The performance characteristics of thrust, thrust-specific fuel consumption, exhaust gas temperature and emission characteristics of Carbon monoxide(CO), Carbon dioxide (CO2), Oxygen (O2), Unburned hydrocarbons (UHC) and Nitrogen of oxides (NO) emissions were measured and compared with Jet-A fuel to find the suitability of the biofuel used. Design/methodology/approach Upgrading and using biofuels in aviation sector have been emerging as a fruitful method to diminish the CO emission into the atmosphere. This research paper explores the possibility of using nanoparticles-enriched bio-oil as a fuel for jet engines. The biofuel taken is corn oil and the added nanoparticles are Al2O3. Findings The biofuel blends used are B0 (100% Jet-A fuel), B10 (10 % corn oil biofuel + 90% Jet-A fuel), B20 (20% corn oil biofuel + 80% Jet-A fuel) and B30 (30% corn oil biofuel + 70% Jet-A fuel). All fuel blends were mixed with the moderate dosage level of 30 ppm. All tests were conducted at different rpm as 50,000, 60,000, 70,000 and 80,000 rpm. Originality/value The results proved that within the lower limit, use of biofuel increased the performance characteristics and reduced the emission characteristics except the emission of NO. The moderate-level biofuel with Jet-A fuel showed the equally better performance to the neat Jet-A fuel.
16
Kinashchuk, Mykhailo, and Ihor Kinashchuk. "Determining infrared radiation intensity characteristics for the exhaust manifold of gas turbine engine ТВ3-117 in МІ-8МSB-B helicopter." Eastern-European Journal of Enterprise Technologies 3, no. 1 (129) (June 28, 2024): 6–13. http://dx.doi.org/10.15587/1729-4061.2024.303472.
Full textAbstract:
The object of this study is the screen-exhaust device in the TV3-117 engine of the Mi-8MSB-B helicopter. To reduce visibility in the thermal range, a system of mixing hot engine exhaust gases with ambient air is used; this technique makes it possible to reduce the infrared radiation of engines. For this purpose, a new sample of screen-exhaust device was designed for testing. A thermal imaging survey of the helicopter was conducted. Three variants of thermal images were acquired: a helicopter without installation of a thermal visibility reduction system, a helicopter with standard exhaust shields installed, and a helicopter with newly developed shield exhaust devices installed. Based on the obtained experimental results, the characteristics of the intensity of infrared radiation were determined for three variants of research in the range of thermal waves of 3–5 μm. The study uses a comprehensive approach to solving the tasks, which includes a statistical analysis of known and promising ways to protect a helicopter from guided missiles with infrared homing heads based on reduced radiation forces and a theoretical method for calculating flow and temperature fields. The advantages of placing the section of the exhaust channel of the designed screen-exhaust device in the horizontal plane for complete shielding of infrared radiation in the lower hemisphere have been experimentally proven. The benefits of directing the flow of exhaust gases from the screen-exhaust device into the space above the helicopter propeller and dividing this flow into four separate flows were shown. The results of experimental research could be used to design new or improve existing screen-exhaust devices by the developers of military aviation
17
GÜRBÜZ, Muhammet Tayyip, and Sercan ACARER. "Değişken Çevrimli Mikro Turbofan Jet Motoru için Bütünleşik Düşük Basınç Kompresor Sisteminin Aerodinamik Analizleri." Deu Muhendislik Fakultesi Fen ve Muhendislik 24, no. 72 (September 19, 2022): 939–51. http://dx.doi.org/10.21205/deufmd.2022247222.
Full textAbstract:
Unmanned Aerial Vehicles (UAVs) are commonly propeller-driven and low-speed. The concept of cost-efficient, much higher speed and longer range applications of micro jet engines was previously addressed such that an existing basic turbojet engine was converted into a single spool turbofan without using additional components of booster and low pressure turbine. Normally, this situation emerges matching problems since two spools are required to adjust the fan speed independently. A simple solution was to use a Continuously Variable Transmission (CVT) gearbox to adjust optimal speed for the fan. As a result, missing of the positive functionality of the booster would lump into the fan root to form a unified low pressure compression system (unified-LPC). Such a unified-LPC demands unique characteristics of having an extreme twist, very high pressure ratio and mass flux at the root section than at the tip section, despite the exact opposite is being enforced due to the wheel speed rise with radius. In light of these challenges, this work aims to investigate detailed aerodynamics of an existing design previously made and reported by the authors. It is shown that, despite the aerodynamic loading contrast throughout the span, the unified-LPC can still have a wide operating range and acceptable off-design aerodynamics. Complementing the previous design-oriented work, this paper aims to provide guidelines for such unified compression systems.
18
Guo, Yixiang, Lifang Chen, Yuda Long, and Xu Zhang. "Digital Simulation of Coupled Dynamic Characteristics of Open Rotor and Dynamic Balancing Test Research." Machines 12, no. 6 (June 5, 2024): 391. http://dx.doi.org/10.3390/machines12060391.
Full textAbstract:
An aero engine, as the core power equipment of the aircraft, enables safe and stable operation with a very high reliability index, and is an important guarantee in flight. The open rotor turbine engines (contra-rotating propeller) have stood out as a research hotspot for aviation power equipment in recent years due to their outstanding advantages of low fuel consumption, high airspeed, and strong propulsion efficiency. Aiming at the problems of vibration exceeding the standard generated by imbalance during the operation of the dual-rotor system of aircraft development, the difficulty of identifying the coupled vibration under the micro-differential speed condition, and the complexity of the dynamic characteristic law, a kind of numerical simulation of the dynamics based on the finite element technology is proposed, together with an experimental research method for the fast and accurate identification of the coupled vibration of the dual-rotor system. Based on the existing open rotor engine structure design to build a simulation test bed, establish a double rotor finite element simulation digital twin model, and analyze and calculate the typical working conditions of the dynamic characteristics of parameters. The advanced algorithm of double rotor coupling vibration signal identification is utilized to carry out decoupling and dynamic balancing experimental tests, comparing the simulation results with the measured data to verify the accuracy of the technical means. The results of the study show that the vibration suppression rate of the finite element calculation simulation test carried out for the simulated double rotor is 98%, and the average vibration reduction ratio of the actual field test at 850 rpm, 1000 rpm, and 3000 rpm is over 50%, which achieves a good dynamic balancing effect, and has the merit of practical engineering application.
19
Balicki, Włodzimierz, Paweł Głowacki, Stefan Szczeciński, Zbigniew Korczewski, Adam Kozakiewicz, and Jerzy Szczeciński. "Balancing Energy Processes in Turbine Engines." Polish Maritime Research 21, no. 4 (January 31, 2015): 48–56. http://dx.doi.org/10.2478/pomr-2014-0041.
Full textAbstract:
Abstract The article discusses the issue of balancing energy processes in turbine engines in operation in aeronautic and marine propulsion systems with the aim to analyse and evaluate basic operating parameters. The first part presents the problem of enormous amounts of energy needed for driving fans and compressors of the largest contemporary turbofan engines commonly used in long-distance aviation. The amounts of the transmitted power and the effect of flow parameters and constructional properties of the engines on their performance and real efficiency are evaluated. The second part of the article, devoted to marine applications of turbine engines, presents the energy balance of the kinetic system of torque transmission from main engine turbines to screw propellers in the combined system of COGAG type. The physical model of energy conversion processes executed in this system is presented, along with the physical model of gasodynamic processes taking place in a separate driving turbine of a reversing engine. These models have made the basis for formulating balance equations, which then were used for analysing static and dynamic properties of the analysed type of propulsion, in particular in the aspect of mechanical loss evaluation in its kinematic system.
20
Kosoy, A. S., S. V. Monin, and M. V. Sinkevich. "Contemporary approaches to research supporting the development of microturbine power generation systems." Journal of «Almaz – Antey» Air and Space Defence Corporation, no. 1 (March 30, 2018): 72–79. http://dx.doi.org/10.38013/2542-0542-2018-1-72-79.
Full textAbstract:
The paper provides an analysis of how much it is possible to improve the efficiency of low-power gas-turbine engines. We show that refining those features of the main blading section units that affect the gas dynamics significantly enhances engine performance. We present a new concept of developing highly efficient turbomachinery, pumps and propellers using modern additive manufacturing technology. We describe a unique research and testing facility for studies, per-node refinement and testing concerning gas-turbine engine components, which should ensure low cost and high efficiency of gas-turbine engine design.
21
OPARA, Tadeusz. "History and future of turbine aircraft engines." Combustion Engines 127, no. 4 (November 1, 2006): 3–18. http://dx.doi.org/10.19206/ce-117335.
Full textAbstract:
This paper discusses stages of development of air propulsion from piston engines up to three-rotor turbine ones. Limitations in speed and altitude of flight, caused by traditional system of a piston engine and an airscrew, became an impulse to conduct research on jet propulsion. Accomplishments of the designers of the first jet-propelled engines: F. Whitle and H. von Ohain are a reflection of rivalry in this field. In the second half of the 20th centur y turbine propulsion (turbojet, turboprop and helicopter engines) dominated air force and civil aviation. In 1960 the age of turbofans began, owing to better operating properties and electronic and digital systems of automatic regulation. Further development of turbine engines is connected with application of qualitatively new materials (particularly composites), optimization of the shape of compressor and turbine blades and technologies of their production. The paper discusses design changes decreasing the destructive effects of foreign matter suction and indicates the possibility of increasing the maneuverability of airplanes by thrust vectoring. Finally, development prospects of turbine propulsion are analyzed.
22
Подзирей, Юрий Степанович. "БЕЗЛЕТОВИЩНА ТРАНСПОРТНА АВІАЦІЯ – ПРОБЛЕМИ ТА ПЕРСПЕКТИВИ." Aerospace Technic and Technology, no. 6 (August 12, 2017): 45–51. http://dx.doi.org/10.32620/aktt.2017.6.06.
Full textAbstract:
The possibility used of the last achievements of fundamental science for creation of the engine for vertical take-off and landing flying platform (FP) are discussed. FP intended for transportation goods and passengers in speed range of 0 - 700 km/hour. It is offered to equip with engine creating flat stream of exhaust. At take-off, landing and patrol FP used the vertical direction nozzle working on the slot-hole ejector amplifier of thrust, on the cruiser mode - the pulling propeller variable pitch airplane type. The design of the engine allows redistributed power between a nozzle and the propeller by means change of gas turbine rotor position. On take-off mode FP the power release on nozzle are needed to be enough for lifting. On transient mode the increasing of the power release is needed to be on propeller at conservation the power release on nozzle. It can be reached by means off the change of propellers pitch. In this case the reduction of vertical thrust it can be compensated by an aerodynamic lift force which arising on wing and hull FP. The engine has a compressor, creating the flat stream of the compressed air, flat combustion chamber and flat nozzle, that is the engine must be executed in linear geometry. The linear compressor made as a twin-rotor Ruts vacuum pump. The brush seals from nanocarbon tube used for preservation of axial clearance between rotors. The shape of helical trilobal rotor provides increased overlap of phases of suck up, carried and injection. The material of gas turbine blades can be made by the method of nonpiston low temperature extrusion. The method allows to simplify substantially one of the most difficult operations the production of shafts and radial blades of turbine of half-open type. Other most details of engine can be made by method of ordinary extrusion also. The seals from nanocarbon may be used for the existing constructions of GTE also. The specific features of engine are the following: work on the slot amplifier of thrust without hydrodynamic losses; choice of optimal speed of rotation of rotors for every stage of compressor; possibility cooling of compressive air and pin zone of brush seals; enhanceable operating manufacturability and cheapness of production.
23
Leksono, S., I. Ketut Aria Pria Utama, Ma Djoni, and Wasis Dwi Aryawan. "Vane-Turbine as an Energy Conversion in the Propeller Slipstream of Single Screw Ship." Advanced Materials Research 789 (September 2013): 417–22. http://dx.doi.org/10.4028/www.scientific.net/amr.789.417.
Full textAbstract:
The screw propeller of a ship generates thrust to make it moving. As a propeller rotates, it draws fluid into itself from the surrounding area (slipstream). The propeller produces two types of flow behind it, accelerated and circulated flows. Some of the energy from the ship engine is lost in the accelerated flow behind ship as a jet wash.The kinetic energy losses in the slipstream propeller captured by a turbine called the propeller-turbine system. This composed screw propeller of a vessel (the main propeller) and a vane turbine that is the area of vanes located inside the wake of the main propeller. It recovers the energy generated by the main propeller pushing water back out (which would be otherwise wasted behind the main propeller) and hopefully enhancing the efficiency of the main propeller.The influence of vane turbine on the performance breakdown of single screw ships were analyzed by using 5 (five) ships . Ship powering was calculated by using DESP Code 10 software. Thrust and power of vane turbine were calculated by applying actuator disc theory. Although the vane turbine affected speed loss of the ship, the power efficiency gained to be found always positive. Vane turbine is suitable as an energy saving device of the single screw ship.
24
Iwata, Kakuya, Koji Matsubara, Kazumasa Kawasaki, and Osamu Matsumoto. "Turbojet Engine for Aerial Cargo Robot (ACR)." Journal of Robotics and Mechatronics 24, no. 6 (December 20, 2012): 1040–45. http://dx.doi.org/10.20965/jrm.2012.p1040.
Full textAbstract:
Turbine engines have been used as high reliable, safe engines in airline transportation. Safety is the most important factor in the social use of aerial robots. We started research on Aerial Cargo Robots (ACR) in 2004. The first flight of an ACR prototype was successfully achieved on November 22, 2005. The ACR prototype consists of a flexible airfoil, twin micro-turbo-jet engines and a gravity center control unit. The ACR meets the following requirements for safety: touchable, i.e., without propellers or rotors; a low sink rate the same as a parachute, i.e., below 1.0 m/sec; a low stall speed, i.e., less than 30 km/h; and a redundancy arrangement control system. The most important safety specification is the use of a silent turbojet engine for the ACR thruster. This paper reports the results of turbojet engine development for aerial robots.
25
Jha, Akhilesh, Efstratios Nikolaidis, and Sathya Gangadhararn. "Cyclostationary Random Vibration of a Ship Propeller." Journal of Ship Research 47, no. 04 (December 1, 2003): 299–312. http://dx.doi.org/10.5957/jsr.2003.47.4.299.
Full textAbstract:
A special class of nonstationary processes with periodically varying statistics, called cyclostationary (CS), is investigated. This process is encountered in many engineering problems involving rotating machinery, such as turbines, propellers, helicopter rotors, and diesel engines. The objective of this paper is to show that a CS model of the flow-induced excitation on a propeller can describe the physics of the problem more accurately than a traditional stationary model. The mean values of the hydrodynamic forces are calculated using the vortex panel method and the vortex theory of propellers. Considering the randomness in the axial and the tangential components of the wake velocity, we calculate the covariance matrix of the forces. This analysis shows that the hydrodynamic forces acting on the propeller are CS processes. Then we calculate the standard deviation (root mean square [RMS]) of the blade response. We show that the CS model predicts the timewise variation of the statistics of the excitation and the response (e.g., the RMS), including their peaks. A traditional stationary model cannot provide this information because it assumes constant statistics. Finally, a parametric analysis is performed to demonstrate the effects of the correlation structure of the velocity field behind a ship hull on the RMS of the blade deflection.
26
Sugandi, Wahyu K., Dwi R. Kendarto, Sophia Dwiratna, and Arif Rahmanda. "ANALISIS PERFORMANSI TURBIN PROPELLER OPEN FLUME TIPE TC 60 KAPASITAS 100 W TERHADAP PERUBAHAN DEBIT." Jurnal Teknik Pertanian Lampung (Journal of Agricultural Engineering) 10, no. 2 (June 16, 2021): 161. http://dx.doi.org/10.23960/jtep-l.v10i2.161-169.
Full textAbstract:
The TC 60 open flume propeller turbine is an example of a pico-hydro-based fluid engine. The potential of the TC 60 open flume propeller turbine can be maximized by paying attention to the flow rate. This study aims to analyze the performance of the TC 60 open flume propeller turbine performance which is influenced by changes in discharge. The method used is descriptive analysis method. The turbine performance testing was carried out at the CV Cihanjuang Inti Teknik laboratory in Cimahi. Turbine testing begins by making 9 discharge ranges from 1.28 litre/sec until 4.85 litre/sec then testing each of these flows. Power testing is carried out using a lamp load of 10 to 100 watts. The results showed the effect of changes in discharge on the power generated by the turbine. The maximum power produced in this study is 74 watts at a discharge flow of 4.85 litre/sec with a load of 70 watts. The lowest discharge to be able to move the turbine is 1.28 litre/ sec. The results of the technical feasibility analysis on civil buildings in CV Cihanjuang Teknik show that the TC 60 open flume propeller turbine is feasible to use by considering the design of the discharge, head and channel shape of civil buildings. Keywords: discharge, picohydro, propeller turbine, performance
27
Schmitt, Pál, Song Fu, Ian Benson, Gavin Lavery, Stephanie Ordoñez-Sanchez, Carwyn Frost, Cameron Johnstone, and Louise Kregting. "A Comparison of Tidal Turbine Characteristics Obtained from Field and Laboratory Testing." Journal of Marine Science and Engineering 10, no. 9 (August 24, 2022): 1182. http://dx.doi.org/10.3390/jmse10091182.
Full textAbstract:
Experimental testing of physical turbines, often at a smaller scale, is an essential tool for engineers to investigate fundamental design parameters such as power output and efficiency. Despite issues with scaling and blockage which are caused by limitations in size and flow velocity of the test facilities, experimental tank testing in laboratory environments is often perceived as offering more control and thus trustworthier results than field testing. This paper presents field tests of a tidal turbine, performed using a self-propelled barge in real tidal flow and still water conditions, that are compared to a towing tank test. Factors influencing the performance characteristics, such as the choice of velocity sensor, vessel handling and data processing techniques are investigated in this paper. Direct comparison with test results of the exact same turbine obtained in an experimental test facility further confirms that field testing with robust data analysis capabilities is a viable, time and cost efficient alternative to characterise tidal turbines.
28
Zhu, Jianfeng, Guochen Huang, Maoguang Xu, Ming Liu, Bo Diao, and Po Li. "Study of Starting Performance of a Series Hybrid Aero Propulsion System." Aerospace 11, no. 1 (January 9, 2024): 63. http://dx.doi.org/10.3390/aerospace11010063.
Full textAbstract:
Combined with the development trend of high speed generators and the high voltage of DC microgrids in high-power series hybrid aero propulsion system, a set of hybrid systems with a power of 200 kW, voltage of 540 V, and speed of 21,000 r/min is established in this article. Ground starting tests were conducted, focusing on the analysis of the coupling characteristics between the engine, generator and motors/propellers during the starting process, and further facilitated the optimization of the strategy of starting control. Firstly, the starting process of the series hybrid aero propulsion system mainly consists of four stages: the turboshaft engine is started, the gas turbine speed is increased, the controlled rectification intervenes, and the electric propeller is activated. The recommended definition of the idle state of the 200 kW hybrid propulsion system in this paper is as follows: power turbine speed NP = 10,500 rpm, grid system voltage UDC = 540 V, and the minimum stable power state of the electric motor PM = 150 W. Furthermore, experiments reveal that during the starting process, the resistance value and the rectification strategy, respectively, affect the steady-state and dynamic characteristics of the power turbine speed. By comparing multiple sets of experiments and utilizing data fitting software for optimal design, the results indicate that, based on the starting strategy of no-load protection and two-step controlled rectification, the total duration of the optimized starting process is shortened by 64.7%, and the gas turbine speed is reduced by 22.7% compared to the pre-optimized state. The starting control sequence is clearer, and the optimization effect is significant.
29
Goyal, John Kenneth C. "Pinwheel: An Innovative Wind-Driven Power Source for Tricycles." American Journal of IR 4.0 and Beyond 2, no. 1 (April 17, 2023): 15–19. http://dx.doi.org/10.54536/ajirb.v2i1.1439.
Full textAbstract:
Reduced dependency on fossil fuels can be achieved using wind energy, a native renewable energy source. Energy research is a very sensitive and vital topic since it directly affects our lives and how it is used. The global supply of fossil fuels is running out, endangering the long-term viability of the global economy. Wind energy provides a flexible, environmentally friendly option that also contributes to national energy security. This study focuses on evolving the traditional pinwheel into a helpful power source that is wind propelled and can be connected to any place as long as the wind is present to allow it to revolve. A dynamo replaced the traditional wind turbine to act as the main engine of the wind-driven power source. The pinwheel may be fastened to any surface in the tricycle. The pinwheel’s propeller revolves while the vehicle is in motion. The dynamo will produce a magnetic field and electricity while the propeller revolves. The current will be stored in a power bank using a circuit to control it. The pinwheel’s maximum and quickest charging time for a 6-volt battery is 2 hours and 52 minutes, with an output of 0.035 volts at a speed of 50 kph.
30
Adamkiewicz, Andrzej, and Janusz Fydrych. "Operational Verification of a Ship Main Power System Element Choice – Case Study." Journal of KONES 26, no. 4 (December 1, 2019): 7–14. http://dx.doi.org/10.2478/kones-2019-0120.
Full textAbstract:
AbstractThe article refers to results and conclusions on post-emergency repairs of a turbo-charging system of a DEUTZ engine of the SBV 8M 628 type of 1715 kW – the main power unit of a cement carrier. The failure of the turbocharger led to severing of a part of the exhaust outlet valve head. In order to determine the cause of the turbocharger fault, parametric identification of the reference state of the turbocharging system interacting with the ship main power engine has been carried out. The post-emergency servicing of the turbocharger comprised mounting a new blade rim of expansive instruments of smaller capacity than the so far used. Control measurement results of the power system after the replacement of the turbocharger turbine nozzle have been presented. Limitations of correct engine operation have been noted in the range of maximum load with continuous power (MCR). A range of corrective maintenance servicing of fuel equipment has been presented. Using the values of measured torque at the propeller shaft, incorrect interaction between the shaft and the main engine has been noted. A new propeller, adequate to the design operational parameters of the engine characteristics, has been chosen and mounted. The correctness of turbine expansive instrument replacement has been verified by correct interaction between the elements of the power system: propeller – main engine – turbocharging system. Thus, a wider range of economically acceptable ship operation has been obtained.
31
Bordyug, Alexander Sergeevich. "Application of Simulink software in vessel design." Vestnik of Astrakhan State Technical University. Series: Marine engineering and technologies 2021, no. 1 (February 26, 2021): 7–17. http://dx.doi.org/10.24143/2073-1574-2021-1-7-17.
Full textAbstract:
The article considers different types of controllers and regulators used in industry, laboratories and for daily tasks. In practice, the most commonly used controllers are discrete state controllers, PID controllers, fuzzy and neural controllers. The last two use more sophisticated concepts, such as artificial intelligence. Controllers can be divided into feed-forward and feedback controllers. The feed-forward controller works by giving a result based on waiting for the next step, while the feedback controller works to give an observable result that changes the processing value of the later step. PID controllers are very popular in the design of a ship's main power plant. There is considered a schematic diagram of the PID controller. The description of the ship model in the Simulink environment is presented, the specified model of the diesel engine, the mechanical regulator, areas of restrictions of the engine are illustrated. The model of the turbocharger is analyzed in detail. It consists of a turbine resting on the exhaust gases coming out of the cylinders, due to which the compressor starts and compresses the air at the inlet to the cylinders. There is given the equation formed by the ratio of integral to time. In accordance with the original model of the diesel engine Diesel Engine Module, the nominal efficiency is defined. A model of shaft dynamics based on Newton's second law for rotation is considered. The actual Simulink model is illustrated, which introduces transmission losses and saturation associated with the load capacity of the engine. The model uses three designs of propellers. The characteristics of the propellers on the container ship MSC Caitlin, the tanker “Ivan Poddubny” and the ferry “Olympiad” are given. The general model of the propeller is made and resistance of calm water is simulated. The additional model of wave resistance is presented.
32
Siregar, James, Lalu Giat Juangsa Putra, Rizky Pratama Hudhajanto, and Dicky Reza Prawira. "Rancang Bangun Alat Peraga Axial Flow Turbine Dengan Menggunakan Tenaga Electrical Sebagai Media Pembelajaran AMTO." Jurnal Teknologi dan Riset Terapan (JATRA) 3, no. 2 (December 29, 2021): 57–63. http://dx.doi.org/10.30871/jatra.v3i2.3113.
Full textAbstract:
Perawatan pesawat udara menjadi hal yang sangat penting dalam keselamatan penerbangan. Oleh karena itu, ICAO (International Civil Aviation Organization) mengatur secara ketat orang-orang yang dapat melakukan proses perawatan tersebut. Untuk dapat menjadi seorang mekanik atau engineer yang merawat pesawat udara perlu memiliki 3 tahapan yaitu basic certificate, type rating dan AMEL (Aircraft Maintenance Engineering License). Saat ini di Indonesia hanya ada 13 AMTO (Aircraft Maintenance Training Organization) yang dapat mengeluarkan sertifikat tersebut. Terbatasnya sekolah AMTO ini dikarenakan fasilitas yang disyaratkan oleh otoritas sangat tinggi dan berharga mahal. Salah satu alat fasilitas tersebut adalah mesin turboprop yaitu jenis mesin pesawat pembangkit yang menggunakan turbine gas untuk menggerakkan propeller. Mahalnya fasilitas alat training tersebut yang dapat mencapai ratusan juta bahkan miliaran memunculkan ide untuk membuat suatu alat peraga sederhana tentang sistem turboprop secara umum yaitu Axial Flow Turbine yang menerapkan konsep dari mesin turboprop yang dimana propeller dapat berputar akibat mechanical dari gear yang bergerak yang bersumber dari motor DC. Pembuatan komponen Axial Flow Turbine menggunakan lathe, dan milling. Adapun material yang digunakan adalah iron, plastic, dan rubber. Axial Flow Turbine dapat menghasilkan rpm maksimal sebesar 200 rpm. Setelah melewati batas maksimum maka kemampuan propeller utuk memutar akan menurun secara signifikan. Pada akhirnya alat peraga Axial Flow Turbine dapat digunakan sebagai media pembelajaran khususnya sistem turboprop.
33
Huber, Peter, and Mark P. Mills. "The End of the M.E.?" Mechanical Engineering 127, no. 05 (May 1, 2005): 26–29. http://dx.doi.org/10.1115/1.2005-may-1.
Full textAbstract:
This article highlights that mechanical engineers control most of the rest of our energy economy. The engineering focus will shift inexorably toward finding the most efficient means of generating electricity on-board. Trains and monster trucks both use big diesel generators. Hybrid cars on the road today burn gasoline, but it is the fuel cell that attracts the most attention from visionaries and critics of the internal combustion engine. Remarkably elegant in its basic operation, the fuel cell transforms fuel into electricity in a single step, completely bypassing the furnace, turbine, and generator. In this scenario, mechanical engineering ultimately surrenders its last major under-the-hood citadel to chemical engineers. One might say that the age of mechanical engineering was launched by James Watt's steam engine in 1763, and propelled through its second century by Nikolaus Otto’s 1876 invention of the spark-ignited petroleum engine. We are now at the dawn of the age of electrical engineering, not because we recently learned how to generate light-speed electrical power, but because we have now finally learned how to control it.
34
Zhandildinova, Karlygash, Айдос Молдабеков, Milena Batanova, and Sholpan Koshanova. "MAINTENANCE AND REPAIR OF AIRCRAFT ENGINE TURBINES." Вестник КазАТК 126, no. 3 (June 19, 2023): 24–31. http://dx.doi.org/10.52167/1609-1817-2023-126-3-24-31.
Full textAbstract:
The turbine is the main part of the aircraft engine responsible for converting fuel into energy to drive the propeller blades. The article is devoted to the maintenance and repair of an aircraft turbine, including the basic procedures and techniques used to detect and correct defects and damage in the turbine. It also describes the process for diagnosing and analyzing turbine failures, and how to prevent such failures from occurring in the future. Turbine maintenance is critical to flight safety, and the article can be useful to both aviation professionals and the general public interested in aviation and technical issues. Reliability and resource, as practice shows, depend more on the number of load cycles and thermal cycles associated with starts, stops and changes in the engine operating mode than on the total number of hours of operation. The turbine is the most important unit of the engine, which determines its service life and reliability of operation. Cooled rotor blades make it possible to increase the working temperature of the gas in front of the turbine or to use less scarce materials for the manufacture of blades. Currently, two types of cooled rotor blades are mainly used: frame and composite blades.
35
Zeng, Hong, Xiao Ling Zhao, and Jun Dong Zhang. "Modeling and Performance Analysis of Combined-Cycle Based Ship Power Plant." Applied Mechanics and Materials 44-47 (December 2010): 1240–45. http://dx.doi.org/10.4028/www.scientific.net/amm.44-47.1240.
Full textAbstract:
For combined-cycle power plant performance analysis, a ship power plant mathematical model is developed, including diesel engine, controllable pitch propeller, exhaust gas boiler, turbine generator and shaft generator models. The simulation performance characteristic curves of diesel engine under various loads are given. Comparison of simulation results and experimental data shows the model can well predict the performance of diesel engine in various operating conditions. The specific fuel oil consumption contours of combined-cycle power plant and the relations between engine operating conditions and steam cycle parameters are given. The influence of diesel engine operating conditions to the overall performance of combined-cycle power plant is discussed.
36
Pojawa, Bogdan. "The Investigation of Turbine Engine in Aspect of Output Torque Control." Solid State Phenomena 180 (November 2011): 339–48. http://dx.doi.org/10.4028/www.scientific.net/ssp.180.339.
Full textAbstract:
In the process of the routine exploitation of naval gas turbine the most important, for the exploiter, is the nature of the cooperation between the engine and its power receiver. In particular, if it is a controllable pitch propeller. Due to the fact that ship's documentation does not often contain that type of characterization, there was an attempt to its designation. Given the preliminary nature of the research, it was decided to perform them on gas turbine engine GTD-350. Appointment of a mathematical model of the above characteristics is a complex issue, requiring the application of the theory of planning experiments. The article demonstrates how to implement the preliminary tests and their results, the results of statistical analysis and substantive research results obtained and formulated on the basis of their conclusions.
37
Panting, J. R., and K. R. Pullen. "Thermodynamic studies of a novel aeroengine concept." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 214, no. 2 (February 1, 2000): 71–83. http://dx.doi.org/10.1243/0954410001531827.
Full textAbstract:
The purpose of the work described is to indicate the potential of a high-speed, spark ignition compound-turbocharged engine as an alternative to the gas turbine powered turboprop. Using relatively simple thermal cycle models, it is possible to show that such a compound-turbocharged engine should be capable of achieving very high thermal efficiency levels. A more sophisticated model of this engine type confirms these findings. It proves more difficult to estimate the power-weight ratio, but the specific power output of such an engine, measured in units of kW/1, is shown to be very high. In addition, such a thermally efficient engine type will permit a much reduced take-off fuel payload. As well as modelling the compound-turbocharged engine itself, comparisons are also made with the conventional gas turbine. The study focuses on propeller shaft input powers in the region of 1 MW. A suitable design strategy for the new engine type is discussed, including the requirement for a lightweight, continuously variable transmission system. At present, it is intended to employ a high-speed electrical transmission system for this purpose, and this relatively new technology is briefly highlighted.
38
Van Dang, Nguyen. "A Third-Order Shear Deformation Theory for Bending Behaviors of Rotating FGM Beams Resting on Elastic Foundation with Geometrical Imperfections in Thermal Environments." Mathematical Problems in Engineering 2021 (April 15, 2021): 1–19. http://dx.doi.org/10.1155/2021/5578352.
Full textAbstract:
Beam-shaped components in large mechanical structures such as propellers, gas turbine blades, engine turbines, rotating railway bridges, and so on, when operating, usually engage in rotational movement around the fixed axis. Studying the mechanical behavior of these structures has great significance in engineering practice. Therefore, this paper is the first investigation on the static bending of rotating functionally graded material (FGM) beams with initial geometrical imperfections in thermal environments, where the higher-order shear deformation theory and the finite element method (FEM) are exercised. The material properties of beams are assumed to be varied only in the thickness direction and changed by the temperature effect, which increases the correctness and proximity to technical reality. The numerical results of this work are compared with those of other published papers to evaluate the accuracy of the proposed theory and mechanical model used in this paper. A series of parameter studies is carried out such as geometrical and material properties, especially the rotational speed and temperature, to evaluate their influences on the bending responses of structures.
39
Gusarov, V. A. "Power Plant for a 0.60.8 Class Mobile Vehicle Based on the T16 SelfPropelled Tractor Chassis." Agricultural Machinery and Technologies 15, no. 2 (June 23, 2021): 26–32. http://dx.doi.org/10.22314/2073-7599-2021-15-2-26-32.
Full textAbstract:
The authors showed the necessity to develop a rear-wheel drive hybrid mobile agricultural vehicle with electric drive and power plant. (Research purpose) To develop and study a new kinematic scheme of a mobile vehicle based on a self-propelled tractor T-16 chassis, which provides increased reliability, comfortable working conditions for the operator, a significant improvement in the environmental situation, and better economic efficiency. (Materials and methods) The authors listed the advantages of the new hybrid vehicle kinematic scheme. They gave the comparative technical characteristics of a diesel engine and an asynchronous electric motor. They developed a new methodology for calculating gas turbine engine technical parameters and described the production process of an electric drive with a capacity of 11 kilowatts to drive the driving wheels. The authors gave a thermal design of the compressor parameters, turbine. They calculated the excess air ratio. According to the parameters obtained, a K27-145 turbocharger was chosen, which simultaneously served as a turbine and a compressor of a gas turbine engine. A kinematic diagram was created with a gas turbine electric generator, storage batteries, an asynchronous frequency-controlled motor and a mechanical gearbox. (Results and discussion) The authors proposed to use a mobile vehicle as a mobile power plant: an output socket with a voltage of 220-230 volts operated from an inverter connected to batteries; the second socket – with a three-phase voltage of 400 volts – from the generator of the power gas turbine plant. (Conclusions) It was proved that the proposed hybrid mobile vehicle design on a battery and a gas turbine was capable of operating throughout the entire working day, and to provide 16 horsepower of a diesel engine, it was enough to install an asynchronous electric motor with a capacity of 7.5 kilowatts. The authors calculated the compressor performance of the gas turbine engine, which was 0.178 kilograms per second. The geometric parameters of the combustion chamber and the technical characteristics of the turbocharger were determined.
40
Kroon, R. P. "JET PROPULSION ENGINES AND PROPELLER DRIVE GAS TURBINES-THEIR APPLICATION IN FUTURE AVIATION.*." Journal of the American Society for Naval Engineers 58, no. 4 (March 18, 2009): 664–72. http://dx.doi.org/10.1111/j.1559-3584.1946.tb02719.x.
Full text
41
Charchalis, Adam. "Diagnosing Propulsion Systems of a Vessels in Varying Marine Conditions." Solid State Phenomena 199 (March 2013): 9–14. http://dx.doi.org/10.4028/www.scientific.net/ssp.199.9.
Full textAbstract:
The paper presents some problems of carrying out measurements of energetic characteristics and vessels performance in the conditions of sea examinations. We present the influence of external conditions in the change of vessels hull resistance and propeller characteristics as well as the influence of weather conditions in the results of examinations and characteristics of gas turbine engine. We also discuss the manner of reducing the results of measurements to the standard conditions. We present the way of preparing propulsion characteristics and the analysis of examination uncertainty for the measurement of torque.
42
CHIESA, Sergio, Marco FIORITI, and Roberta FUSARO. "POSSIBLE HYBRID PROPULSION CONFIGURATION FOR TRANSPORT JET AIRCRAFT." Aviation 20, no. 3 (September 29, 2016): 145–54. http://dx.doi.org/10.3846/16487788.2016.1200849.
Full textAbstract:
This research is aimed at studying the possible advantages of installing, for a hybrid propulsion aircraft, electric motors and related propellers into the dedicated supplementary nacelles. This innovative solution is different from the configuration, already studied for a regional turboprop (Chiesa et al.2013), in which the electric motors are in the same nacelles of the internal combustion engines. As it has been expected, it offers the advantages of avoiding mechanical links between the two units and, more importantly, can also be applied to jet aircraft. In fact, the main contribution of electric motors is expected during ground operations, take-off and descent phases (i.e. at low speed), in which it can be useful to integrate the propellers or even substitute the jet engines with them. At high speed, the propellers, of course, are configured in order to reduce drag. When considering the design of a new airliner concept, a preliminary design study is necessary to optimize the location of the supplementary nacelles. The nacelles, which only hold the electrical motor, can also be considered retractable, as is usual for a RAT (Ram Air Turbine). Please note that in the hybrid propulsion context, the RAT function can be clearly allocated to the electric motor, with the advantages of optimizing drag at high speed, taking into account installation problems.
43
Sundukov, A. Ye, and Ye V. Shakhmatov. "Series of diagnostic indicators of gearbox teeth wear in aircraft gas turbine engines." VESTNIK of Samara University. Aerospace and Mechanical Engineering 21, no. 4 (January 18, 2023): 109–17. http://dx.doi.org/10.18287/2541-7533-2022-21-4-109-117.
Full textAbstract:
Aircraft gas turbine engine gearboxes are intended for providing optimum rotational speeds for propellers and fans. Wear of the tooth flanks is their key and most dangerous defect. The defect generates vibrations leading to fatigue failure of engine components. Vibration-based diagnostics is the most effective tool of non-destructive testing of the technical condition of rotating machines. This review of the known diagnostic indicators of the defect in question shows the need for its significant expansion. Previously performed researches made it possible to suggest a series of diagnostic indicators of tooth wear for the sun gear satellites couple in the differential reducer of a gas turbine engine. It is shown that the mathematical models of the dependence of the levels of diagnostic indicators on the wear value have both linear and power form. It was found that diagnostic indicators described by power dependences are the closest ones to the model of wear development. It is noted that when selecting diagnostic indicators for operating conditions, the optimal ones should be recognized as those based on the parameters of the current frequency.
44
Meher-Homji, Cyrus B., and Erik Prisell. "Dr. Max Bentele—Pioneer of the Jet Age." Journal of Engineering for Gas Turbines and Power 127, no. 2 (April 1, 2005): 231–39. http://dx.doi.org/10.1115/1.1807412.
Full textAbstract:
This paper documents the pioneering work of Dr. Max Bentele during his long and distinguished career in Germany, the UK, and the United States. His early work on turbojets at the Heinkel-Hirth Corporation in conjunction with his life-long friend, Dr. Hans von Ohain, culminated in the development of the advanced HeS 011 turbojet. Dr. Bentele’s pioneering work in the area of blade vibration is documented along with details of his spectacular solution of the turbine blade vibration problem of the Junkers 004B engine which propelled the world’s first operational jet fighter—the Me-262. Also covered are his pioneering contributions to turbine blade cooling and blade manufacturing and his important work at Curtiss—Wright and Avco Lycoming prior to his retirement.
45
Zhao, Xiaochun, Xianghua Huang, and Tianqian Xia. "Research on Modeling of a Micro Variable-Pitch Turboprop Engine Based on Rig Test Data." Energies 13, no. 7 (April 7, 2020): 1768. http://dx.doi.org/10.3390/en13071768.
Full textAbstract:
Exact component characteristics are required for establishing an accurate component level aeroengine model. When component characteristics is lacking, the dynamic coefficient method based on test data, is suitable for establishing a single-input and single-output aeroengine model. When it is applied to build multiple-input, multiple-output aeroengine models, some parameters are assumed to be unchanged, which causes large error. An improved modeling method based on rig data is proposed to establish a double-input, double-output model for a micro variable-pitch turboprop engine. The input variables are fuel flow and pitch angle, and the output variables are rotational speeds of the core engine and the propeller. First, in order to gather modeling data, a test bench is designed and rig tests are carried out. Then, two conclusions are obtained by analyzing the rig data, based on which, the power turbine output is taken as the function of the core speed and the propeller speed. The established model has the property that the input variables can vary arbitrarily within the defined domain, without any restriction to the output variables. Simulation results showed that the model has a high dynamic and steady-state accuracy. The maximum error was less than 8%. The real-time performance was greatly improved, compared to the component level model.
46
Ziętarski, Stanisław, Stanisław Kachel, and Adam Kozakiewicz. "A unified method of identification and optimization of airfoils for aircrafts, turbine and compressor blades." Advanced Technologies in Mechanics 2, no. 3(4) (January 15, 2016): 2. http://dx.doi.org/10.17814/atim.2015.3(4).25.
Full textAbstract:
Topics below are rather undesired, but important, outcome not yet completed research on the aircraft airfoils, turbine and compressor blades, parametric design of airfoils, establishing the relationships based on the results of experiments in a wind tunnel, developing databases for determining the relationships between airfoil parameters and lift and drag coefficients. Reliable database created as a result of the research work allows to simulate the wind tunnel. Very early on, however, was necessary to extend the developed specialized software for a new applications, and it meant the need for generalization of software, e.g. for gas turbine engines, propellers, etc. But after some time it turned out, that in order to achieve the required accuracy, the changes are needed in the underlying assumptions, set decades ago. In addition, coordinate measuring machines and systems, and associated software were not always as accurate as expected. Concepts how to solve it and develop software carrying out these tasks are presented in the article. It is like to withdraw from the old path and look for a new path that will lead to the reliable data base. Processes related to air or gas flow should be similarly defined in all the specialized software applications (e.g. aircrafts and turbine engines). Accuracy (10-9 mm) achieved in virtual measurements within the integrated system can be used to verify the results of CMM and other measuring systems, provided that an appropriate software has been developed.
47
Lemco, Ian. "Wittgenstein's aeronautical investigation." Notes and Records of the Royal Society 61, no. 1 (December 22, 2006): 39–51. http://dx.doi.org/10.1098/rsnr.2006.0163.
Full textAbstract:
After a rigorous German education in the physical sciences, young Ludwig Wittgenstein entered Manchester University as an aeronautical engineering research student. There he devised and patented a novel aero-engine employing an airscrew propeller driven by blade tip-jets. Within the context of the growth of English aviation during the first half of the twentieth century (including the contributions of many Fellows of the Royal Society) and taking into account related aspects of his life, this paper examines an unfulfilled engineering aspiration. In enlarging upon what Wittgenstein might have accomplished during his stay at Manchester, it contrasts his invention with later comparable proven designs, albeit applied to hybrid rotorcraft. His engine employed centrifugal flow compression and arguably was a precursor of Sir Frank Whittle's gas turbine. In conclusion, reasons are given for Wittgenstein's departure from Manchester.
48
Каминский, В. Ю., and Д. А. Скороходов. "Information support for ensuring the safety of the ecological interaction of the vessel and the environment during braking using a propeller." MORSKIE INTELLEKTUAL`NYE TEHNOLOGII)</msg> 1, no. 2(64) (May 25, 2024): 279–85. http://dx.doi.org/10.37220/mit.2024.64.2.031.
Full textAbstract:
В статье рассмотрены особенности торможения судна с дизельной энергетической установкой посредством реверсирования гребного винта фиксированного шага. Проанализирован алгоритм выполнения этого ответственного и опасного, по возможным негативным последствиям для окружающей среды, маневра. Исследован характер торможения судна, оснащённого турбозубчатым агрегатом в качестве энергетической установки. Приведены дифференциальные уравнения структуры: судно-двигатель-гребной винт, для использования в системе информационной поддержки. Сформировано уравнение движения судна, перемещающегося по инерции, а также выполнена оценка времени торможения судна с помощью гребного винта. Определён перечень исходных данных для ввода в систему информационной поддержки судоводителя в реальных условиях торможения. Рассмотрены особенности торможения судна с главным турбозубчатым агрегатом (ГТЗА) и судна, оборудованного винтом регулируемого шага (ВРШ). Показано, что выработать наиболее эффективный режим для управления ВРШ при реверсе способна система интеллектуальной поддержки (СИП) движения судна. Annotation. The article discusses the features of braking a vessel with a diesel power plant by reversing a fixed-pitch propeller. The algorithm of performing this responsible and dangerous maneuver, with possible negative consequences for the environment, is analyzed. The character of braking of a vessel equipped with a turbine-toothed unit as an energy installation is investigated. The differential equations of the ship-engine-propeller structure are given for use in the information support system. The equation of motion of a vessel moving by inertia has been formed, and the time of deceleration of the vessel using a propeller has been estimated. A list of initial data has been determined to introduce a system of information support for the skipper in real braking conditions. The features of braking a vessel with a main turbine gear unit (GTZ) are considered and a vessel equipped with an adjustable pitch screw (HRSH). It is shown that the intelligent support system (IPM) for vessel movement is capable of developing the most effective mode for controlling the SRS during reverse.
49
Тарасенко, Андрей Александрович, and Александр Иванович Тарасенко. "НЕСТАЦИОНАРНЫЕ КРУТИЛЬНЫЕ КОЛЕБАНИЯ ПРОПУЛЬСИВНОГО КОМПЛЕКСА С УЧЕТОМ ВОЛНОВЫХ ЯВЛЕНИЙ В ВАЛОПРОВОДЕ И РАБОТЫ РЕГУЛЯТОРА СКОРОСТИ ДИЗЕЛЯ." Aerospace technic and technology, no. 8 (August 31, 2019): 73–77. http://dx.doi.org/10.32620/aktt.2019.8.11.
Full textAbstract:
The ship propulsion complex is considered as a torsion system with distributed parameters, consisting of flywheels (cylinder compartments, propeller) connected by shafts. Shafts can be weightless (only rigidity) or have distributed parameters. Contemporary container ships have a shaft line 120 meters long with a power of 86 MW. Such shafting is reasonable to consider as a shaft with the distributed parameters and to take into account the forces arising at an emersion and an immersing of the propeller screw, accompanied by wave effects. Also, the influence of the regulator on the condition of the shaft is considered. It was concluded that about 70 forms should be used (two of them are used). A calculation scheme and a mathematical model are proposed that allow to perform the calculations of the torsion system as a system with distributed parameters. Exposure (exit from the water) of the propeller is accompanied by a decrease in torque on it to almost zero. This condition can last several seconds and is accompanied by a decrease in temperature of the gases entering the turbine of the turbo-charging unit (low fuel supply at almost the same rotation speed). The turbo charging unit at the same time reduces its rotation speed, which leads to a drop in the pressure of the purge air. Immersion of the propeller is accompanied by a sharp increase in torque on the propeller. The speed controller gives the maximum fuel taking into account restrictions. The diesel speed begins to decrease, and the purge air pressure rises. If about 70 forms (using two) are used in the calculations arising from non-stationary torsional vibrations, then you can get a wave running along the shaft shaft both from the propeller and from the diesel engine. These waves interact with each other and lead to a three-fold increase in torque in the propeller. A rational mode of operation of the speed controller is proposed, in which several outbreaks are skipped during the immersion of the propeller. For short shafts, the delay in the regulator may be sufficient. For long, you need to take additional measures. We can conclude that when calculating non-stationary oscillations, the use of about 70 forms (using two) and the organization of the delay of the speed controller with a sharp increase in the load on the propeller.
50
Mrzljak, Vedran, Maro Jelić, Igor Poljak, and Vedran Medica-Viola. "Exergy Analysis of Supercritical CO2 System for Marine Diesel Engine Waste Heat Recovery Application." Journal of Maritime & Transportation Science 63, no. 1 (July 2023): 39–62. http://dx.doi.org/10.18048/2023.63.03.
Full textAbstract:
In this research is performed an exergy analysis of supercritical CO2 system which uses various waste heat flows from marine diesel engine to produce additional mechanical power. The performed exergy analysis contains whole system as well as each system component individually. The observed system produces useful mechanical power equal to 2299.47 kW which is transferred to the main propulsion propeller shaft. Additionally produced mechanical power by using waste heat only will reduce marine diesel engine fuel consumption and exhaust gas emissions. Main cooler has the highest exergy destruction of all system components and simultaneously the lowest exergy efficiency in the observed system, equal to 32.10% only. One of the possibilities how main cooler exergy efficiency can be increased is by decreasing water mass flow rate through the main cooler and simultaneously by increasing water temperature at the main cooler outlet. Observed system has five heat exchangers which are involved in the CO2 heating process, and it is interesting that the last CO2 heater (exhaust gas waste heat exchanger) increases the CO2 temperature more than all previous four heat exchangers. Whole analyzed waste heat recovery supercritical CO2 system has exergy destruction equal to 2161.68 kW and exergy efficiency of 51.54%. In comparison to a similar CO2 system which uses waste heat from marine gas turbine, system analyzed in this paper has approximately 12% lower exergy efficiency due to much lower waste heat temperature levels (from marine diesel engine) in comparison to temperature levels which occur at the marine gas turbine exhaust.