Topic 5

AIRCRAFT GTE: FUNCTIONAL PRINCIPLE,

SCHEMES AND PARAMETERS

С.М. Юнусов 1
 The main parts of GTE

The air inlet section is used for supplying air to

the engine and for partial conversion of the
kinetic energy of air flow into the potential
energy of compressed air upstream the
compressor.
The compressor serves to supply mechanical
energy to the airflow and convert it to potential
energy of compressed air.
In the combustion chamber, the chemical energy of the fuel is converted into thermal energy and is
supplied to air flow, i.e., the working medium temperature rise is provided (the working medium should be
construed as air gas flow passing through the engine).
The turbine is used to drive the compressor and fan, due to the fact that the potential energy of the
compressed and heated gas is converted into mechanical work of the shaft.
The nozzle is used to convert the thermal and potential energy of the working medium into kinetic energy
of the jet flowing from the engine.
Gas Turbine Schematic and Station Numbers
ARP-775A (Aerospace Recommended Practice)
Free stream conditions are labeled 0 and
the entrance to the inlet is station 1. The
exit of the inlet, which is the beginning of
the compressor, is labeled station 2. The
compressor exit and burner entrance is
station 3 while the burner exit and turbine
entrance is station 4. The exit of the turbine
is station 5 and the flow conditions
upstream of the afterburner occur at
station 6. Station 7 is at the entrance to the
nozzle and station 8 is at the nozzle throat.
Some nozzles have an additional section
downstream of the throat which would be
station 9.
Schematic diagram of a turbojet (dual axial
compressor and turbine)
Schematic diagram of a high-bypass-ratio turbofan
Station numbering for gas turbine engines
Air-breathing engine cycles p =const (Brayton cycle )
 0-2-3 – adiabatic (isentropic)
compression performed within a free jet
upstream the engine at the expense of
dynamic pressure (dynamic compression)
and in the compressor (mechanical
compression).
 3-4 - isobaric heat supply in the
combustion chamber
 4-5-8 - adiabatic (isentropic) expansion in
the gas turbine and jet nozzle.
 8-0 – isobaric heat transfer from the hot
jet flowing from engine to the
environment.
Air-breathing engine cycles in T-S
Entropy
Entropy
In thermodynamics, in addition to state functions - internal energy u and enthalpy i, another state
function, specific entropy s, plays an important role. Entropy is a physical quantity whose change is a
sign of the presence of an exchange of energy in the form of heat. For a long time, a change in
temperature was considered a sign of the presence of heat transfer. However, it is not. For example,
when water boils, a large amount of heat is supplied to it, but the temperature remains constant. The
following example, when liquids solidify, heat is removed, but this does not lead to a decrease in
temperature until all the liquid turns into crystals. In these examples, heat transfer does not result in a
change in temperature. When gas is compressed in a cylinder, the temperature of the gas rises, although
heat can even be removed through the walls if they are cold. In this example, the change in temperature
is not caused by heat transfer, but by mechanical work.
THE MAIN FEATURE OF ENTROPY AS A THERMODYNAMIC QUANTITY IS THAT IT MANDATORY
CHANGES IN THE PRESENCE OF HEAT TRANSFER.
The main difficulty in understanding entropy as a thermodynamic quantity is that entropy cannot be
measured with instruments like pressure or temperature.
However, it is possible to calculate the change in entropy from the change in parameters that can be
measured, i.e. temperature, volume, pressure. Therefore, entropy is a function of the state of the
thermodynamic system. The relationship between the amount of heat and the change in entropy is the
same as the relationship between the amount of work and the change in volume - dl=Pdv
Entropy
T
P
dq=TdS dL=PdV

T
P

S
V
dS
dV
Therefore, entropy is a function of the state of the thermodynamic system. The relationship between the amount
of heat and the change in entropy is the same as the relationship between the amount of work and the change in
volume - dl=Pdv.
The graphic representation of the equation T=f(S) is the so-called entropy diagram (or thermal diagram).
 Entropy
By definition, entropy is a state function whose differential is equal to
dq
ds 
T
Using equation 1 of the law of thermodynamics and the equation of state, entropy can be converted to
the following form:
dq  du  dL
dT dv du  cv dT , dL  pdv
ds  cv R cv dT  pdv dT pdv
T v dq  cv dT  pdv  ds   cv 
T T T
p R
pv  RT  
T v
Then it is obvious that s  s T , p  , we can also show that s  s  p, v  and s  s T , p 
 Entropy
For an elementary reversible process:
The entropy increment can be expressed in terms of one
dq  Tds pair of thermodynamic parameters:

T2 v2
This expression is called equation 2 of s  cv ln  R ln
the law of thermodynamics for T1 v1
reversible processes. It follows from
this expression, since T>0, then the T2 p2
signs of dq and ds coincide. If heat is s  c p ln  R ln
supplied, then dq>0, and therefore T1 p1
ds>0. If heat is removed, then dq<0
v2 p2
and ds<0. If dq=0, then ds=0. s  cv ln  R ln
v1 p1
Ideal cycle p = const
The ideal ABE cycle depicted in circuit 0-2-3-4-5-8-0 is a closed air cycle of
unchanged chemical composition with a constant heat capacity, independent
of temperature. The cycle is the main cycle of the ABE. The area bounded by
the contour 0-2-3-4-5-8-0 depicts, on a certain scale, the useful work of an
ideal cycle. This useful work can be obtained in the form of an increment in
the kinetic energy of 1 kg of air inside the engine (turbojet engine), or
partially or completely in the form of mechanical energy removed through
the turbine shaft to the consumer (propeller or fan). Thus, the useful work of
the cycle is equal to:
с82  V 2
Lc  Lm  ,
2
where is c8 the gas velocity at the exit from the engine nozzle, V is the
aircraft flight speed. In the cycle, the processes of compression and heating
of the working fluid occur, which are
p3
characterized by the degree of compression 
p0
T4
and the degree of heating 
T0
The thermal efficiency of a cycle is determined by the following
expression: 1
t  1  ,
k 1
 k
Real ABE cycle
The actual thermodynamic cycle essentially differs from the ideal cycle p =
const , since it consists of actual irreversible processes accompanied by various
losses and thermochemical
reactions. An actual cycle having compression ratios  and heating ratios  equal
to ideal cycle.
The actual cycle consists of:
 0-2-3 polytropic process of compression, with friction-generated heat additive
(dynamic compression 0-2) and the mechanic compression process (2-3)/
 3-4 – polytropic heat additive within the combustion chamber, with a pressure
drop due to various losses. As a result of the chemical reaction of air-fuel
mixture combustion, the chemical composition and the volume of the working
medium is changed (at the expense of fuel supply) and the heat capacity of
gas is increased.
 4-5-8 – polytropic expansion process which consists of the expansion process
within the turbine and that within the jet nozzle, with friction-generated heat
additive.
 8-0 – isobaric process of heat rejection.
Real ABE cycle
Thus, the actual cycle of ABE is a polytropic cycle with variable chemical composition and variable heat capacity
of the working medium (air + gas). Unlike the ideal cycle, an actual cycle is an “open” loop, since the engine-
generated out-flowing gases cease to take part in the work intermittently performed and do not get to the ABE
intake.
The presence of friction in all the processes occurring in ABE reduces the effective work of the cycle, which
ultimately reduces the ABE-generated thrust and makes its fuel-saving indices worse. To prove this assertion,
suffice it to compare the two cycles in terms of supplied (q ) and rejected (q ) heat.
I II

Since the heating-up interval within the combustion chamber decreases as a result of compressor friction-
generated heating, then , since . The temperature rise of out-flowing gases from the jet nozzle in the actual cycle,
i.e., , attests to the fact that the rejected heat volume has increased, i.e.,
. Consequently, the effective work of the actual cycle is less than that of the ideal cycle, i.e.,

If we deduct the summarized work spent on compression from the summarized expansion work, we will
obtain the effective work of actual cycle of ABE:
Real ABE cycle
At the same time, the summarized gas expansion work in actual cycle is equal to:

The summarized air compression work:

Then, by substituting (2) and (3) into (1), the effective work of the cycle will be equal to:

If , then
Thrust of air-breathing, direct-reaction engine
 f8

Rgross  Ggas c8  GairV   f 8  p8  p0    X fric    p  p0  df 
 f0 
Rnet  Ggas c8  GairV   f8  p8  p0 

How can increase engine thrust?

Change in thrust from external conditions
Main data and specific parameters of aircraft GTE
Specific parameters of indirect-reaction GTE

3600 g fuel
C fuel  , kg / ( N  h) 
Rs
G fuel
g fuel 
Gair  3600
3600  g fuel Gair 3600 g fuel
C fuel  
Gair C8  V  Rs
Thanks !