Critical Understanding Of Turbofan Engines

We need to get some use out of this other wise wasted energy. What we really want is more power, and for this unfortunately the engine needs to burn more fuel. The turbine fed by the exhaust gases connects to a compressor that compresses intake air into the engine, which builds up pressure in the intake manifold. Now when the intake valve opens, the compressed air is forced into the combustion chamber. This allows more air to fill the chamber. We will need more fuel to match the amount of air in the combustion chamber. On computerized cars, computers take care of this accordingly. What you get is a more explosive force from combustion, and more compression, about 60 percent better

Exhaust manifold is a part of diesel engines and is required to collect the exhaust gases from the cylinder head and send it to the exhaust system. This is found in between the engine and exhaust system. Exhaust manifold plays an important role in the performance of automobile. Particularly, the efficiencies of emission and the fuel consumption are nearly related to the exhaust manifold. The manifold may be a casting or made of relatively light material depends on working environment. The purpose of the exhaust manifold is to collect and carry these exhaust gases away from the engine cylinders with a minimum of back pressure, without affecting engine performance.

The Trent 700 is a highly successful engine manufactured by Rolls-Royce and the first engine in the `Trent family’. Following the successfulness of the Trent 700, more Trent engines have been manufactured creating what Rolls-Royce now call the `Trent family’.

As the piston reaches the bottom of its travel, the exhaust valve opens. Now, as the piston moves up on the exhaust stroke, it forces the burned gases out of the cylinder through the exhaust port. When the piston reaches the top of its travel, the exhaust valve closes, and the intake valve opens. The cycle repeats again with the intake stroke. The four strokes are continuously repeated during the operation of the engine

The ramjet engine is a much simpler construction than either the propeller or turbojet engine. Unlike these the other engines that require moving parts (propeller, compressor, turbine, shaft, etc), the ramjet consists basically of a tube that scoops the air into the combustion chamber where it is mixed with fuel and ignited, and exhausts the hot gasses through the necked down exhaust nozzle. Because of the high speeds of operation, instead of compressing the air, the chamber of the ramjet actually expands and thereby slows the air to subsonic speeds for the combustion process. The force of the incoming air forces the combustion to be kept behind the inlet. Because of this fact, the engine cannot be operated at subsonic velocities (Velocities below Mach 1 - One time the speed of sound or roughly 740 mph at standard temperature and pressure). Hence another engine has to accelerate the plane to the point where the ramjet can function.

My four year academic curriculum in Mechanical Engineering at Nagpur University has offered me the perfect blend of theoretical subjects as well as laboratory work. These academic years helped to build solid foundation in the field and made me keen to learn Basics of automotive engineering as part of my graduate syllabi. The ‘Combustion Phenomenon’ topic in ‘Advanced I.C. Engines’

This gives each intake cycle of the engine more oxygen, letting it burn more fuel and do more work, thus increasing power. Power for the supercharger can be provided mechanically by means of a belt, gear, shaft, or chain connected to the engine's crankshaft. When power is provided by a turbine powered by exhaust gas, a supercharger is known as a turbo supercharger – typically referred to simply as a turbocharger or just turbo. Common usage restricts the term supercharger to mechanically driven

The main aim of the project was to determine the feasibility of converting already existing fans used by Aroma as seen in Figure 4 (own design) into energy generating wind turbines shown in Figure 5 (own design). The aim was then to:

This 1.2 litre engine uses a cast iron block and aluminium head. It makes 77 bhp at 3750 rpm and 19.37 kgm torque at 1750 rpm – 2250 rpm.

To achieving outstanding fuel economy, high torque output and to reduce the emission produced from the relatively small engine displacement an innovative injection technology has came in the early 1990’s. The use of hydraulic force to pressurize fuel for injection was innovative technology to advance the use of powerful, cleaner and

In 1816 Reverend Robert Stirling patented an engine that produced motive power from heated air that is known today as the Stirling Engine. In general terms, the Stirling Engine is an external combustion heat engine that functions through piston motion resulting from the expansion and compression of a working gas sealed within the engine. Invention of this technology predates the gasoline and Diesel engines and significantly differs from internal combustion heat engines. It was not until April of 1945 that Stirling’s invention became popularly known as the Stirling Engine.

The performances achieved for IFCE and IMEP using this method are therefore unrealistically high and serve only as a general indication [3]. This Paper extends the previous investigations from [3] to real Atkinson cycles by using the simulation tool BOOST (AVL Co). This tool allows to take into consideration the true geometrical dimensions of the engine components (cylinder, valves, channels, pipes, manifolds, turbocharger, intercooler, silencer etc.) and the losses caused by friction and heat transfer along the intake and exhaust gas pipes. In addition, the power balance of turbochargers determines the actual boost pressure level of the engine. The turbochargers (TC) are modeled for these investigation in a simple manner. It describes the expansion process in the turbines (Tx) by means of their discharge coefficients while the air compaction in the compressors occurs up to a maximum pressure ratio, which depends on the available turbine output. To be able to simulate cycles with very high boost pressures as well, three intercooled TC are placed in line (three-stage turbocharging, see Fig. 1). When the boost pressure required for preserving the pressure limit on the cycle is low, the superfluous TC are kept in use (i.e. are not bypassed). The expansion and compression ratios of the turbines and compressors tend gradually toward 1, i.e. these TC switch off themselves thermodynamically. The asymmetrical crank mechanism used here

I 'm writing this research paper for my Thermodynamics class with Professor Roh. I have a big interest in turbine gas engines and how they operate. My future goal within mechanical engineering is to learn how to maintain and design turbine gas engines.

The CI Engines are tested at full rated power as per ISO-8178-4 (Steady-state and transient test cycles for different engine applications). The test

While the use of combustion engines may seem ideal, there a few impediments that may prove otherwise. The initial procurement, cost and time may present a burden to the manufacturing company. The average length of design, material procurement and installation may vary from one and a half