Chapter 3 Components of Gas Turbine Engine

Ch3 Components of Gas Turbine Engine

3.1 Intake
1. Subsonic intake 2. Supersonic intake

3.2 Compressor
1. Compressor types and structures 2. Basic equations 3. Axial compressor 4. Centrifugal compressor 5. Compressor characteristics
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Ch3 Components of Gas Turbine Engine

3.3 Combustion chamber
1. Specifications 2. Structures 3. Main process and main parts 4. Combustion characteristics

3.4 Turbine
1. Structures 2. Principle 3. Characteristics
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Ch3 Components of Gas Turbine Engine

3.5 Afterburner
1. Requirement 2. Working process and main parts

3.6 Nozzle
1. Principle 2. Structure

3.1 Intake

3.1 Intake
Intake is necessary Engine requires inlet axial speed less than M=0.7, however, the airplane can fly at M>1 in design condition. In off-design condition, engine inlet M and flying M are different. Need an intake to reduce speed and increase pressure to adapt to the engine.

3.1 Intake
Intake is a component of the engine even if though it is a structural part of the airplane. Engine factory does not make it.

Total pressure recovery

Inlet efficiency Total pressure recovery coefficient i : p1*= i p0* It will influence mass flow in the engine because mass flow is proportional to p1* (Inlet total pressure)
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Total pressure recovery

It also influence cycle thermal efficiency. According to calculation, if compressor inlet total pressure loses 1%, Thrust will lose more than 1.25%. In addition, if intake low efficiency could increase temperature at the section of before turbine, T3*.
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Stability
Intake stability and uniform outlet flow (Distortion). Stability problem can introduce intake surge, cut combustion or break mechanical parts. Distortion can decrease compressor efficiency and lead engine into surge.

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Drag
Intake can create additional drag forces:
In supersonic flying, if shockwave does not touch the edge

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Drag
Intake can create additional drag forces:
Intake edge accelerate brutally external air flow to separation or supersonic

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Intake forms
Suspended under wings, for subsonic airplanes Fighter
Any configuration possible Front Lateral Under Up
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Intake forms
Front intakesMig19, Mig21 Lateral intakes
Radar and other electronic devices can be installed in the conic head of the plane. And pilots have a better view. Curve intakes can reduce reflection of radar waves, better for stealth. Problems: Losses, local separation. Especially, the airplane is doing maneuver and attack angle change can make the intake unstable and non-uniform of engine compressor inlet.
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Subsonic and supersonic intake

Intakes form depends on flying speed. Pitot tube intake, subsonic intake, works for M<1, as well as M<1.5.

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Subsonic and supersonic intake

Pitots intake may have straight shockwave in front and important total pressure loss, but its still acceptable when M<1.5. It has good performance in subsonic. In high M number need supersonic intake which is sensible to inlet conditions. Need regulation system.
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Intake forms

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3.1 Intake (Cont'd)

1. Subsonic intake
a. Flow pattern For an intake, inlet flow pattern depends on engine working point and flying M number. And parameters vary along the path.

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1. Subsonic intake
a. Flow pattern 0-01 At A0, air without disturbance. Then air flow into A01 reducing speed through a isotropic stagnation process. Speed reducing depend A0 on ration of areas

A01

intake flow coefficient. In design condition, an isotropic stagnation before the intake is acceptable. But, if too much, ie. too small, this will increase angle of overflow said brutal acceleration and increase drag force.
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1. Subsonic intake
a. Flow pattern 01-1 first divergence then convergence. divergent duct increases pressure and decreases speed to reduce loss. The convergent is due to structure.
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1. Subsonic intake
a. Flow pattern M1 depends on engine rotation speed and T1* M01 depends on M1, not directly related to M0 (flying M number).

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1. Subsonic intake
b Flow loss and performance Mass flow continuity

p A0 q (0 )
* 0

* 0

=K

p A01 q (01 )
* 01

* 01

Isotropic (Total param unchanged):

A0 q (01 ) = = A01 q (0 )
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1. Subsonic intake
A0 q (01 ) = = A01 q (0 )
q(01) or (M01) depends on engine working state, There is no direct relation between M0 and M01. So, varies with flying M number (or q(0)).
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1. Subsonic intake
A0 q (01 ) = = A01 q (0 )
When M0, (may >1), Fig (b). If M0=0, then as Fig (a), air enters the intake from all directions.

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1. Subsonic intake (Cont'd)

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1. Subsonic intake (Cont'd)

A0 q (01 ) = = A01 q (0 )
When M0, , Fig (c). In this case, <1. When M0>1, a normal shock appears (d). When air passes through it, p*, but p. After the shockwave, airflow slow down continually until section A01, M become M01 which satisfies exactly q(01) required by the engine. If M changes, the position and strength of the shockwave will be adjusted automatically. 26

1. Subsonic intake (Cont'd)

Total pressure recovery i of intake depends on shockwave strength and inside flow losses, or on q(01) and M0. But for a given M0, depends on q(01). Then i=f(M0, ) The figure shows characteristics of p* recovery of an intake, where M0d is M of design point. 27

1. Subsonic intake (Cont'd)

When supersonic flying, <1, then additional drag xd

x d = ( p p 0 )dA
A0

A01

It reduces engine effective thrust. Flying M number has big impact on intake performance. Different M, flow model in front of the intake is different. An intake which can work in design condition may not work on the ground M0=0.
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1. Subsonic intake (Cont'd)

M0=0, ie. take-off, it needs the max power. If total pressure recovery is too low because of separation of intake lip, take-off may need longer distance. Normally a subsonic intake total pressure recovery should be 0.94 0.98, but on ground, it can be less than 0.9 if no adjustment.

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3.1 Intake (Cont'd)

2. Supersonic intake
a. Principle Use several shockwaves to transform supersonic to subsonic airflow. Can reduce losses and increase total pressure recovery i , compared with one normal shockwave.
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1. Supersonic intake (Cont'd)

Fig (a) shows an external compression supersonic intake. That means a normal shock is located in the lip and airflow inside of the intake is subsonic.

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1. Supersonic intake (Cont'd)

Fig (b) is an internal compression supersonic intake, ie. All shockwaves are inside the intake. Air passes thru the normal shock and become subsonic.

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1. Supersonic intake (Cont'd)

a. Principle Fig (c) shows a mixed compression supersonic intake. Air passes thru two oblique shocks and thru the normal shock which is inside the intake. After the normal shockwave, air becomes subsonic.

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1. Supersonic intake (Cont'd)

The mixed type has advantages, so it is used widely. Its advantages are: (1) Geometrical form is flatter, less drag; (2) The normal shock (strength and position) can be adjusted automatically inside the intake according to working condition. So it is more stable. (3) Related to internal type, it is easier to start.

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1. Supersonic intake (Cont'd)

b Performance Characteristics are more sensible than subsonic intake, (M and engines working condition). When away from design point, different M can modify the series of shockwaves and the mass flow can be changed for unadjustable intake.
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Supercritical Subcritical

b. Performance (Cont'd)
(1) Fig (a) is subcritical, <1, drag increases. When M , Fig (b) is supercritical, i and the intake may be unstable.

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b. Performance (Cont'd)
- (2)Normal shockwave outside inlet

When mass flow needed by engine is less that intake can provide, normal wave goes forward until outside of the inlet.

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b. Performance (Cont'd)
This phenomenon can occur when engine rotation speed deceases or T1*

It destroys shockwave system, i , <1, drag , and may introduce surge.

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b. Performance (Cont'd)
- (3)Surge (Subcritical)

Since losses after the normal shock, effective passage and the shock goes forward. When the shock is near the top of the cone, boundary layer becomes weaker and effective passage . The shock goes backward. Then the shock becomes stronger, losses after the normal shock. Another cycle starts. Intake surge phenomenon is low frequency oscillation of airflow which may worsen engine performance and break some parts on the engine.
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b. Performance (Cont'd)
- (4)High frequency oscillation

(Supercritical) Similar as (3), but the normal shock goes inside the intake. Frequency is higher. Noise can be heard.

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Surge & oscillation

Shock Pos Surge Freq Amplitu Danger de Big Small Big Small

Outside Low High

Oscillat Inside ion

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b. Performance (Cont'd)
Characteristics with engine Intake working condition depends on engines condition and flying M. Total pressure recovery:

A0 q (0 ) A01 q (0 ) i = = A1q (1 ) A1 q (1 )
where, A1compressor inlet section, as A01, it is constant for a given case.

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Characteristics with engine (Cont'd)

A0 q (0 ) A01 q (0 ) i = = A1q (1 ) A1 q (1 )
Since is function of q(1) and M0, so:

i = f (q(1 ), M 0 )

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Characteristics with engine (Cont'd) Typical diagram of supersonic intakes characteristics

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Characteristics with engine (Cont'd)

For a given M, if engine rotation speed n, then q(1) , i , and shock goes out, , drag , Surge When n , =1, i , and shock goes in Oscillation

A0 q (01 ) = = A01 q (0 )
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Characteristics with engine (Cont'd)

For given n, when M<Md, shockwave intersection point goes forward, , drag , T1* , q(1) , ie. engine needs more air than intake can supply. The normal shock goes automatically backward and becomes stronger. Since M , so i .

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Characteristics with engine (Cont'd)

When M , the intersection point is inside. And T1* , q(1) , engine needs less air than intake can supply. The normal shock goes automatically forward and becomes weaker. In other hand since M , so i .

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b. Performance (Cont'd)
How to obtain intakes characteristics
Computation Experiments

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1. Supersonic intake (Cont'd)

c Adjustment Intake performance is related to engine working condition and flying M. Away from design point, performance can be worse, even causes engine not working. The main point is mass flow match.

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c Adjustment (Cont'd)
One of adjustment methods is to move center cone. When M , the cone moves back to open the passage to get more air.

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c Adjustment (Cont'd)
Two dimensional adjustment: Concorde

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c Adjustment (Cont'd)

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Summary
Total pressure recovery coef. i Flow pattern A0 q (01 ) = = A01 q (0 )
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Principle Surge and vibration Working diagram with engine Adjustment