Interesting, very interesting
#1
Interesting, very interesting
So check this out guys, it prompted some very interesting technical discussions in the office today.
1) Using a combustion engine to provide power for a generator is a long established practice (locomotives)
2) How do you turn output from a jet turbine into mechanical drive for a generator? Absolutely no idea, but it seems to work on helicopters where they feed the power into a gearbox to turn the blades so it's clearly possible. I am obviously hung up on thinking of a turbine producing thrust rather than torque.
http://www.fasterandfaster.net/2010/...ine-looks.html
1) Using a combustion engine to provide power for a generator is a long established practice (locomotives)
2) How do you turn output from a jet turbine into mechanical drive for a generator? Absolutely no idea, but it seems to work on helicopters where they feed the power into a gearbox to turn the blades so it's clearly possible. I am obviously hung up on thinking of a turbine producing thrust rather than torque.
http://www.fasterandfaster.net/2010/...ine-looks.html
#2
Guest
Posts: n/a
Basically the same as these things ...
How Gas Turbine Engines Work
Gas turbine engines are, theoretically, extremely simple. They have 3 parts:
This high-pressure air then enters the combustion area, where a ring of fuel injectors injects a steady stream of fuel. The fuel is generally kerosene, jet fuel, propane, or natural gas. If you think about how easy it is to blow a candle out, then you can see the design problem in the combustion area - entering this area is high-pressure air moving at hundreds of miles per hour. You want to keep a flame burning continuously in that environment. The piece that solves this problem is called a "flame holder", or sometimes a "can". The can is a hollow, perforated piece of heavy metal (shown here is half of the can in cross-section):
The injectors are at the right. Compressed air enters through the perforations. Exhaust gases exit at the left. You can see in the previous figure that a second set of cylinders wraps around the inside and the outside of this perforated can, guiding the compressed intake air into the perforations.
At the left of the engine is the turbine section. In this figure there are two sets of turbines. The first set directly drives the compressor. The turbines, the shaft and the compressor all turn as a single unit:
At the far left is a final turbine stage, shown here with a single set of vanes. It drives the output shaft. This final turbine stage and the output shaft are a completely stand-alone, freewheeling unit. They spin freely without any connection to the rest of the engine. And that is the amazing part about a gas turbine engine - there is enough energy in the hot gases blowing through the blades of that final output turbine to generate 1,500 horsepower and drive a 63 ton M-1 Tank! A gas turbine engine really is that simple.
In the case of the turbine used in a tank or a power plant, there really is nothing to do with the exhaust gases but vent them through an exhaust pipe, as shown. Sometimes the exhaust will run through some sort of heat exchanger either to extract the heat for some other purpose or to preheat air before it enters the combustion chamber.
The discussion here is obviously simplified a bit. For example, we have not discussed the areas of bearings, oiling systems, internal support structures of the engine, stator vanes and so on. All of these areas become major engineering problems because of the tremendous temperatures, pressures and spin rates inside the engine. But the basic principles described here govern all gas turbine engines and help you to understand the basic layout and operation of the engine.
Other variations
Large jetliners use what are known as turbofan engines, which are nothing more than gas turbines combined with a large fan at the front of the engine. Here's the basic (highly simplified) layout of a turbofan engine:
You can see that the core of a turbofan is a normal gas turbine engine like the one described in the previous section. The difference is that the final turbine stage drives a shaft that makes it's way back to the front of the engine to power the fan (shown in red in this picture). This multiple concentric shaft approach, by the way, is extremely common in gas turbines. In many larger turbofans, in fact, there may be two completely separate compression stages driven by separate turbines, along with the fan turbine as shown above. All three shafts ride within one another concentrically.
The purpose of the fan is to dramatically increase the amount of air moving through the engine, and therefore increase the engine's thrust. When you look into the engine of a commercial jet at the airport, what you see is this fan at the front of the engine. It is huge (on the order of 10 feet in diameter on big jets), so it can move a lot of air. The air that the fan moves is called "bypass air" (shown in purple above) because it bypasses the turbine portion of the engine and moves straight through to the back of the nacelle at high speed to provide thrust.
A turboprop engine is similar to a turbofan, but instead of a fan there is a conventional propeller at the front of the engine. The output shaft connects to a gearbox to reduce the speed, and the output of the gearbox turns the propeller.
Easy hey ..... LOLOL
How Gas Turbine Engines Work
Gas turbine engines are, theoretically, extremely simple. They have 3 parts:
- A compressor to compress the incoming air to high pressure.
- A combustion area to burn the fuel and produce high pressure, high velocity gas.
- A turbine to extract the energy from the high pressure, high velocity gas flowing from the combustion chamber.
This high-pressure air then enters the combustion area, where a ring of fuel injectors injects a steady stream of fuel. The fuel is generally kerosene, jet fuel, propane, or natural gas. If you think about how easy it is to blow a candle out, then you can see the design problem in the combustion area - entering this area is high-pressure air moving at hundreds of miles per hour. You want to keep a flame burning continuously in that environment. The piece that solves this problem is called a "flame holder", or sometimes a "can". The can is a hollow, perforated piece of heavy metal (shown here is half of the can in cross-section):
The injectors are at the right. Compressed air enters through the perforations. Exhaust gases exit at the left. You can see in the previous figure that a second set of cylinders wraps around the inside and the outside of this perforated can, guiding the compressed intake air into the perforations.
At the left of the engine is the turbine section. In this figure there are two sets of turbines. The first set directly drives the compressor. The turbines, the shaft and the compressor all turn as a single unit:
At the far left is a final turbine stage, shown here with a single set of vanes. It drives the output shaft. This final turbine stage and the output shaft are a completely stand-alone, freewheeling unit. They spin freely without any connection to the rest of the engine. And that is the amazing part about a gas turbine engine - there is enough energy in the hot gases blowing through the blades of that final output turbine to generate 1,500 horsepower and drive a 63 ton M-1 Tank! A gas turbine engine really is that simple.
In the case of the turbine used in a tank or a power plant, there really is nothing to do with the exhaust gases but vent them through an exhaust pipe, as shown. Sometimes the exhaust will run through some sort of heat exchanger either to extract the heat for some other purpose or to preheat air before it enters the combustion chamber.
The discussion here is obviously simplified a bit. For example, we have not discussed the areas of bearings, oiling systems, internal support structures of the engine, stator vanes and so on. All of these areas become major engineering problems because of the tremendous temperatures, pressures and spin rates inside the engine. But the basic principles described here govern all gas turbine engines and help you to understand the basic layout and operation of the engine.
Other variations
Large jetliners use what are known as turbofan engines, which are nothing more than gas turbines combined with a large fan at the front of the engine. Here's the basic (highly simplified) layout of a turbofan engine:
You can see that the core of a turbofan is a normal gas turbine engine like the one described in the previous section. The difference is that the final turbine stage drives a shaft that makes it's way back to the front of the engine to power the fan (shown in red in this picture). This multiple concentric shaft approach, by the way, is extremely common in gas turbines. In many larger turbofans, in fact, there may be two completely separate compression stages driven by separate turbines, along with the fan turbine as shown above. All three shafts ride within one another concentrically.
The purpose of the fan is to dramatically increase the amount of air moving through the engine, and therefore increase the engine's thrust. When you look into the engine of a commercial jet at the airport, what you see is this fan at the front of the engine. It is huge (on the order of 10 feet in diameter on big jets), so it can move a lot of air. The air that the fan moves is called "bypass air" (shown in purple above) because it bypasses the turbine portion of the engine and moves straight through to the back of the nacelle at high speed to provide thrust.
A turboprop engine is similar to a turbofan, but instead of a fan there is a conventional propeller at the front of the engine. The output shaft connects to a gearbox to reduce the speed, and the output of the gearbox turns the propeller.
Easy hey ..... LOLOL
Last edited by CBRclassic; 12-06-2010 at 03:47 AM.
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I know it would sound like ****, but you have to admit there are some right clever **** out there
Last edited by gotcbr; 09-19-2012 at 02:02 PM. Reason: profanity
#9
The turboprop mentioned in your little write-up, was mention toward the end, has been around for some time now. It allows a prop driven plane to fly at higher altitudes.
The Y2K Turbine bike has been around for a while now. Jay Leno bought his for $240,000 USD. One speed form 0-over 200 MPH. There is lag when backing off into corners. It takes time for it to spool down and spool up.
http://www.youtube.com/watch?v=pTmgfF1zghg
After the ad watch Jay Leno's turbine car.
http://www.youtube.com/watch?v=eGm4-cMn90M&feature=fvw
#10
Steve, thanks for that article on turbine engines, now that I've had the time to properly read and digest it, it has actually answered a lot of things that I didn't really understand (good thing I'm a surveyor and not an aircraft mechanic).
The Y2K Turbine bike has been around for a while now. Jay Leno bought his for $240,000 USD. One speed form 0-over 200 MPH. There is lag when backing off into corners. It takes time for it to spool down and spool up.
I guess the beauty of the Jag system is that you're not actually using the turbine as your drive source, any spool time will be taken up by the generators (and I presume some kind of battery storage?)
The Y2K Turbine bike has been around for a while now. Jay Leno bought his for $240,000 USD. One speed form 0-over 200 MPH. There is lag when backing off into corners. It takes time for it to spool down and spool up.