Last Rev.

: 17 JUL 08 BRAYTON CYCLEJET ENGINE : MIME 3470 Page 1

Grading Sheet
~~~~~~~~~~~~~~
MIME 3470Thermal Science Laboratory
~~~~~~~~~~~~~~
Experiment 18
~~~~~~~~~~~~~~

BRAYTON CYCLE JET ENGINE

~~~~~~~~~~~~~~

Students Names / Section

POINTS SCORE TOTAL
PRESENTATIONApplicable to Both MS Word and Mathcad Sections
GENERAL APPEARANCE 5
ORGANIZATION 10
ENGLISH / GRAMMAR 5
ORDERED DATA, CALCULATIONS & RESULTS
PLOT 5 PRESSURES, 5 TEMPERATURES, & RPMS
(vs. TIME) ON ONE PLOT. 5
FOR THE 3 STEADY-STATE OPERATING POINTS SELECTED
CALCULATE COMPRESSOR ISENTROPIC EFFICIENCY 10
CALCULATE TURBINE ISENTROPIC EFFICIENCY 10
CALCULATE THERMODYNAMIC ACTUAL EFFICIENCY 10
CALCULATE THERMODYNAMIC ISENTROPIC EFFICIENCY 10
PLOT THE 4 EFFICIENCIES vs. RPMs 5
TECHNICAL WRITTEN CONTENT
DISCUSSION
HOW DOES THE ACTUAL CYCLE EFFICIENCY COMPARE
WITH THE IDEAL BRAYTON CYCLE? 10
HOW DO THE COMPRESSOR AND TUBINE EFFICIENCIES
AFFECT THE CYCLE EFFICIENCY? 10
CONCLUSIONS 10
NO DATA REQUIRED/WE HAVE YOUR DATA FILES ALREADY 0
TOTAL 100
COMMENTS

GRADER d
Last Rev.: 17 JUL 08 BRAYTON CYCLEJET ENGINE : MIME 3470
MIME 3470Thermal Science Laboratory
~~~~~~~~~~~~~~
Experiment 18
BRAYTON CYCLE JET ENGINE
~~~~~~~~~~~~~~
LAB PARTNERS: NAME NAME
NAME NAME
NAME NAME
SECTION
EXPERIMENT TIME/DATE: TIME, DATE
~~~~~~~~~~~~~~
OBJECTIVES of this experiment are to:
1. Understand the basic operation of a Brayton cycle 1.
2. Determine the performance (efficiencies) of an actual turbine
components and the cycle.
Q in
Combustor
(Heat Exchanger)
Compressor Turbine
W cycle
Heat Exchanger
Q out
Figure 1Basic Brayton Cycle Model of a Generic Gas Turbine
THEORY
A simple gas turbine is comprised of three man-made components
and one implied component when considering it as a closed cycle
(see Figure 1). The implied componentthe lower heat exchanger
of the figure operating between States 4 and 1will be discussed
later but is added when considering the gas turbine as a closed,
ideal cycle. The three man-made components are
1. Compressorlow-pressure (ambient) air of State 1 is
compressed to State 2.
2. Combustorfuel is added to the compressed air and ignited.
3. Turbinethe hot combustion gases expand through and produce
work by the turbine, W turb . Part of this work is used to drive the
compressor, W
comp . The net outputted work of the entire cycle,
W cycle , is shaft work and can be used to power machineryi.e.,
generators or helicopters. Any kinetic energy of the exhaust gases
at State 4 is considered lost energy in this case. However, if a gas
turbine is used as a jet engine, then thrust is the desired output and
just enough work is produced by the turbine to drive the compres-
sor and produce any needed auxiliary power. Then the exhaust
gases are expanded through a nozzle to create a high-velocity
flow, i.e., thrust.
To analyze the cycle, we need to evaluate all the states as completely
as possible. The Brayton air-standard model2 is very useful for this
1 addition immediately followed by a constant-pressure heat addition. The
In European literature, this is called the Joule cycle.
2
air-standard models: provide useful quantitative results for real-
world processes such as gas turbines and spark and compression ignition
engines. In these models the real processes are simulated by a closed cycle
of air (treated as an ideal gas) where combustion is modeled as heat
addition without actually combusting an additional mass of fuel. Thus,
there are no exhaust gasses. Air-standard processes include the Otto,
Diesel, dual, and Brayton cycles. The Otto cycle is a constant-volume heat
addition (near top dead center) and is used to simulate spark ignition
engines while the Diesel cycle is a constant-pressure heat addition to
simulate compression ignition engines. Since the p-V diagrams of actual
internal combustion engines are not described well by either the Otto or
Page 2
purpose and provides acceptable quantitative results for gas turbines.
The foremost assumption of this model is that air is the working fluid
treated as an ideal gas throughout the cycle. Thus, neither the mass
of injected fuel nor the different chemical make up and properties of
the exhaust gases are considered.
The Brayton cycle (Figure 2b) used to model a steady-flow gas
turbine further assumes the following idealized processes:
States 1 to 2s Isentropic compression of air.
States 2s to 3 Reversible, constant-pressure heat-addition to the air
no actual combustion is considered and the products
of combustions (exhaust) is considered to be air.
States 3 to 4s Isentropic expansion of air.
States 4s to 1 As the model is a closed cycle, a process between
States 4s and 1 must be considered. This is modeled
as a reversible, constant-pressure heat rejection at
ambient pressure.
T p p2 const T p p3 const
3 3
2a 2s 2a
4a
4a
p p1 const 4s
p const
1 1
s s
(a ) (b )
Figure 2Irreversibility Effects in Simple, Closed-Cycle Gas Turbines
Irreversibilities
The principal states points of a simple closed-cycle gas turbine might
be shown more realistically in Figure 2a. Because of irreversibilities
within the compressor and turbine, the working fluid would experi-
ence increases in specific entropy across these components. Owing to
irreversibilities (friction), there also would be pressure drops as the
working fluid passes through the heat exchangers (or the combustion
chamber of the open-cycle gas turbine). However, because frictional
pressure drops are less significant sources of irreversibility, we ignore
them in subsequent discussions and for simplicity show the flow
through the heat exchangers as occurring at constant pressuresee
Figure 2b. Stray heat transfers from the power plant components to
the surroundings represent losses, but these effects are usually of
secon-dary importance and are also ignored in subsequent
discussions.
As the effect of irreversibilities in the turbine and compressor
becomes more pronounced, the work developed by the turbine
decreases and the work input to the compressor increases,
resulting in a marked decrease in the net work of the gas turbine.
Accordingly, if an appreciable amount of net work is to be
developed by the gas turbine, relatively high turbine and
compressor efficiencies are required. After decades of
Diesel cycles, the dual cycle was developed and has a constant-volume heat
Brayton cycle is used to simulate gas turbines and has a constant-pressure
(atmospheric) heat addition. All of these air-standard cycles include a heat
rejection process to close the cycle. Further, in all of these cycles, the
compression and expansion of the working fluid is considered as
isentropic. The real engines these cycles simulate do not operate in a cycle;
but, instead the intake air and fuel at specific locations and eject exhaust to
the atmosphere. To further put air-standard cycles in perspective, before a
student is introduced to the concepts of entropy and isentropic processes,
he/she is usually introduced to the Carnot cycle which is the basis of
studying refrigeration, heat pumps, and power plants. In the Carnot cycle, a
gas is compressed and expanded adiabatically with isothermal heat
addition and rejection.
Last Rev.: 17 JUL 08 BRAYTON CYCLEJET ENGINE : MIME 3470 Page 3

developmental effort, efficiencies of 80 to 90% can now be T

a bT cT 2 dT 3 kJ
achieved for the turbine and compressor components. h T dT (5)
28.97 kg
Tref
Cold Air-Standard Analysis Use this relation to determine all enthalpies. Mathcad will solve
In cold air-standard analyses of air-standard models, the specific this integralsee further on.
heats of air are assumed constant (perfect gas model) throughout the
Now, to determine h2, remember that we are assuming an ideal
entire cycle. The values of the specific heats are determined at room
temperature. Such an assumption leads to closed form solutions isentropic compression process. Thus, we can use the relation
having only a small loss of accuracy. It also enables one to study quail-
tatively the influence of major parameters on the performance of the T2 s
dT p
actual cycle. In this lab, we will not use the cold air-standard model. 0 s 2 T2 s , p 2 s1 T1 , p1 c p T R ln 2
T p1
A Truer Analysis of the Ideal Cycle T1
Instead, the effect of temperature on the specific heat can be (6)
included in the analysis at a modest increase in effort. To perform where, R is the gas constant for air. We know the pressure at States 1
the thermodynamic analysis on the cycle, we consider control and 2 and the temperature at State 1. To solve for T2s, we need to
volumes containing each component of the cycle shown in Figure determine where the function
1. These components are addressed below. T2 s
dT p
Compressor F T2 s c p T R ln 2 (7)
Consider the compressor of Figure 3 and the energy flows across a T p1
T1
control volume (c.v.) around it.
is zeroi.e., we want to calculate the value of T2s for which a plot of

the function crosses the abscissa. This is called finding the root of the
function. Mathcads help option explains the root function as:
Compressor
Finding Roots______ _________________________ .
W comp
_

Root(f(var1, var2, ), var1, [a,b]) Returns the value of var1

c.v. lying between a and b at which the function f is equal to zero.

Figure 3Compressor and Associated Control Volume The Mathcad example below demonstrates using the integral
Note that ideally there is no heat transfer from the control volume function (as promised above) and the Mathcad library function root.
to the surroundings. Under steady-state conditions, and neglecting Dummy Data (Temperatures in Degrees C & Pressures In psig;
the kinetic and potential energy effects, the first law of Want Degrees K & psia--But DO NOT Apply Units):
thermodynamics for this control volume is then written as P atm 14.7 Define New Units: kJ 1000 J

comp H 2 H1
W (1) T 1 20.1 273.15 P 1 0.1 P atm P 2 8.9 P atm
Molec ular Weight of Air: M 28.97
represents enthalpy flow and the power to compress the air
where H
8.31434 kJ

is Wcomp . Note that, thermodynamically, work performed on a Gas Constant for Air: R
M kg K
process is negative. However, W Func tion for Spec ific Heat of Air:
comp as expressed in Equation 1 is
2 5 9
. As we have the same mass a 28.11 b 0.1967 10 c 0.4802 10 d 1.966 10
positive because H 2 is larger than H 1
2 3
flow rate both into and out of the control volume, we may write the
cp ( T )
a b T cT d T
kJ
specific form of the first law as M kg K
m wcomp m h2 m h1 or wcomp h2 h1 (2) Compressor Isentropic Outlet Enthalpy--
Refer to the tool bar for the integral func tion:
Constant pressure specific heat is a function of temperature only
c p(T) = (h/T)p; thus T
cp ( T ) P2
T T 2s root d T R ln T 300 600

h T
T P1
c p T dT (3)


T1


Tref
T 2s 335.012
where Tref is some reference temperature. To solve the integral, we To find the enthalpy, integrate the func tion use dh = cp dT
need some relation for cp since specific heat is a function of As a referenc e temperature, use T ref 273.15
temperature. For air, we will define specific heat as [2] T


a bT cT 2 dT 3 kJ h ( T ) cp ( T ) K d T
c p T (273K < T < 1800K) T
28.97 kg K ref
The units of Degrees Kelvin have been added to the function.
(4)
This is bec ause no units have previously been c ommitted to
where T Temperature in Kelvin degrees
temperature but we have given units to the func tion c p(T) and
28.97 Molecular weight of air we want the units of enthalpy to be kJ/kg. So we supply the
a 28.11 units for the dT term.
b 0.1967 102 Thus, the isentropic enthalpy of State 2s is
kJ
c 0.4802 105 h 2s h T 2s
h 2s 62.135
kg

d 1.966 109.
Thus, enthalpy is
Last Rev.: 17 JUL 08 BRAYTON CYCLEJET ENGINE : MIME 3470 Page 4

The irreversibilities present in the real process can be represented where, cp specific heat
by introducing the compressor isentropic efficiency, ho stagnation enthalpy
w h h1 h static enthalpy
comp isen wcomp s h2 s
h1
(8) To stagnation temperature
comp a 2a T static temperature.
where the subscripts s and isen both refer to the isentropic process For constant cp (cold air-standard model assuming an ideal gas)
and the subscript a refers to the actual process. this becomes
Combustor ho h c p To T 1V 2
2
(14)
Now consider the combustor and its associated control volume of NOW, we ask: How fast must the flow be moving before the
Figure 4. Under steady-state conditions, neglecting kinetic and velocity term causes noticeable differences between To and T?
potential energy effects, and following the procedure used for the
To answer this, we note that in the thermodynamic tables for air in
compressor, the first law for this control volume is written as
the vicinity of 1000K that a 1K difference in temperature leads to
qin h3 h2 a (9) about a 1.14kJ/kg change in enthalpy. Converting this to velocity
using Equation 13
Q in
c.v.
kJ m2 1V2 m
ho h 1.14 1140 2
V 47.74 V
Combustor
kg s2 s
(Heat Exchanger)
(15)
This converts to about 108mph or 175km/hr. So, for low velocity
flows such as Stations 1 and 2, we can ignore the effects of
velocity and say that T To. We can also ignore the velocity of the
Figure 4 Combustor and Associated Control Volume gas at Station 3just after the constant pressure heat addition
Turbine where gases have not yet been allowed to expand to a lower
Next, consider the turbine and its control volume as shown in Figure 5. pressure and reach a higher velocity. Further, since the purpose of
Following the example of the previous components of the jet engine: the turbine is to extract shaft work and not to accelerate the flow,
for steady-state conditions and neglecting the kinetic and potential we also ignore the velocity of the gas at Station 4. So, the only
energy effects, the first law for this control volume is location where the gas velocity is significant enough that we must
wturb wcomp wcycle h3 h4 a (10) differentiate between static (thermodynamic) temperature and total
The isentropic turbine efficiency is developed as was done for the temperature is at Station 5 (see Figure 6).
compressor: Now, what about differentiating between static and stagnation
pressure? A gas moving at less than Mach 0.3 is usually
turb isen h4a h3 (11) considered as incompressibleconstant density. If the gas is air at
h4 s h3 room temperature (say, 300K), its density is 1.1614kg/m3. Further
if the gas is at rest, its static and stagnation pressures are the same
po = p = 1.01325 105 N/m2. Using Equation 12 and giving the
gas the velocity we computed above in Equation 14 of 47.74m/s
Compressor the static pressure of the gas becomes
W comp W cycle N
See Figure 1 p o 1.01325 10 5 p 12 V 2
2
c.v. m
1atm
Figure 5Turbine and Associated Control Volume 2
Comments on Pressure and Temperature Measurements kg m (16)
Thermodynamic properties such as enthalpy are usually tabulated as
p 12 1.1614 47.74
3 s
functions of static (thermodynamic) temperature, T, and pressure, p. m
Yet in this experiment, the only static pressures are p1 and p3 and the N
1.32348103 0.01306 atm
only static temperature is T1. All other measured temperatures and m2
pressures are stagnation (or total) values, usually denoted with the We see that the velocity must be large before static and total
subscript of o. Stagnation pressure is defined by pressures are appreciably different.
po p 1
2
V 2 (12) We conclude that for our engineering calculations, the total pres-
sure and temperature data values may be substituted with static
where, po stagnation pressure values for Stations 1 thru 4. The high velocity of the expanded gas
p static pressure will only be significant at Station 5the nozzle outlet.
fluid density
The student may be a bit confused by the term expand. In an enginee-
V fluid velocity. ring application whenever a gas is expanded the desire is to do such
The stagnation temperature is determined from the stagnation reversiblyi.e., get as much desired effect from the working fluid. If a
enthalpy which is gas were to simply explodea very irreversible process little useful
To work could be captured from the process. Both the turbine and the
c p T dT 12 V
1V2 2
ho h 2
or ho h (13) nozzle of a jet engine are designed to recover as much useful work as
possible from an expanding gas. In the case of the turbine, if the
T
expan-sion process caused higher gas velocity, the turbine would be
Last Rev.: 17 JUL 08 BRAYTON CYCLEJET ENGINE : MIME 3470 Page 5

conver-ting thermal energy into kinetic energy instead of its desired Knowing po5a, p5a, and To5a, we can solve for T5a using Equation
job of generating shaft power. So we do not want to increase the 20 and using a root solver as we did with Equation 7
working fluids velocity through the turbine. On the other hand, the To5 a
dT p
job of a nozzle is to convert thermal energy to thrust energy i.e., s 0 c p T R ln o5a
(20)
velocity. T p 5a
T5a
Cycle Efficiency for a Jet Engine Now, we know all the temperatures associated with the enthalpies
Thermodynamic efficiency, th, is defined as of Equation 19 and can compute the thermodynamic efficiency.
Desired Energy Output
th Finally, to determine the ideal Brayton cycle thermodynamic effici-
Energy That Costs Input Energy
(17)
ency, we consider only isentropic expansions thus we need to
The reader will remember that gas turbines are used for two dif- compute T5s from T5a just as we computed T2s and T4s. Thus,
ferent functions. The first is where shaft power is needed to propel
an aircraft or a fast boat or to drive an electric generator. In such T5 s
dT p
cases, the turbine is designed to absorb as much of the energy 0 s 5 T5 s , p 5a s 4 T4 s , p 4a c p T R ln atm

from the exhaust gases as possible. Some of this energy is used to T p 4a
T4 s
drive the compressor and the rest is net shaft work for the cycle,
(21)
W cycle . In this usage, the thermo-dynamic efficiency for the To compute the ideal Brayton cycle efficiency, we do not use Equation
cycle is 19 and apply isentropic values instead of actual values of enthalpy.
Ideally, the shaft work absorbed by the turbine is entirely used to drive
W cycle w turb w comp h3 h4 a h2 a h1 the compressor. However, only 70 to 90 % of the actual energy
th absorbed by the turbine is actually passed on to the compres-sor. This
Q in q in h3 h2a lost energy could be used in an ideal cycle to produce thrust. Thus, the
(18) ideal thermodynamic efficiency is defined as

th isen h3 h5s h2s h1

The second use of a gas turbine is as a jet engine where the desired
output is thrust3i.e., a high gas velocity at Station 5, which is
h3 h2s
(22)
nozzle exit in Figure 6. The thermodynamic efficiency in this case
is expressed as p3
W
th thrust
V52a / 2 h h5a
o5 a
T 3

(19)

Qin h3 h2a h3 h2a 2s 2a

p4
4 s 4a
where ho5a actual total enthalpy at Station 5, and
p patm
h5a actual enthalpy at Station 5. 5
5a
5s

1
s
W comp W thrust Figure 8Irreversibility Effects When Cycle Is Used As a Jet Engine
For either static or stagnation conditions, Equation 5 can be used
c.v. to determine enthalpy.
EXPERIMENTAL SETUP
Figure 6Turbine and Nozzle and Associated Control Volume
The laboratory setup (Figure 9) is a self-contained, turnkey, portable
Remember that in this experiment, we measure the total or stagnation propulsion laboratory manufactured by Turbine Technologies Ltd.
temperature and pressure at Stations 2, 4 and 5 and static pressure and called TTL Mini-Lab. The Mini-Lab consists of a real jet enginethe
total temperature at Station 3. Further, because of the small flow same safety concerns of running any jet engine are present. Care
velocities at Stations 2, 3, and 4, the stagnation values are essentially must be taken to follow all the safety procedures precisely as
the same as the static values. Thus, we only have to determine h5a outlined in the laboratory and stated by your lab instructors. The
from the stagnation value ho5a = f(To5a). following description of the setup is provided by the manufacturer.
h The Model SR-30 turbojet engine is the primary system component.
po5a Operational sound and smell are hard to distinguish from any idling,
ho5a small business jet. The engines axial turbine wheel and vane guide
ring are vacuum investment castings produced from modern, high
p5a p atm cobalt and nickel content super alloys (MAR -M-247 and Inconnel
h5a 718). The combustion chamber consists of an annular, counter-
flow system, including internal film cooling strips. Fuel and oil
s tanks, filters, oil cooler, all necessary wiring and plumbing are
Figure 7h-s (Mollier) Diagram for State 5 located in the lower part of the Mini-Lab structure. A throttle
We will assume that the increase in pressure between States 5a lever is located on the right side of the operator on the slanted
and o5a is due to an isentropic compression as shown in Figure 7. instrument panel. The throttle enables the operator to perform
smooth power changes between idle and maximum. Digital
engine RPM and exhaust gas temperature (EGT) gauges, Oil,
3
A jet engine on a real aircraft would have as desired outputted
Fuel, Air start pressure gauges are also part of the standard panel.
work both thrust and shaft work to run, say, an electric generator to Annunciator lights indicate low oil pressure, igniter on, and air-
power avionics. start bus. Other panel-mounted switches control igniter, air start,
Last Rev.: 17 JUL 08 BRAYTON CYCLEJET ENGINE : MIME 3470 Page 6

and activate fuel flow. The SR-30 engines fuel system is very directs the combustion products into a converging nozzle for
similar to large-scale enginesfuel atomization via 6 return flow further expansion. Details of the engine may be viewed from the
high-pressure nozzles that allow operation with a wide variety of cutaway provided in Figure 10.
kerosene based liquid fuels (e.g., diesel, Jet A, JP-4 through 8).
Instrumentation, Data Acquisition, and Data Import to Mathcad
The sensors are routed to a central access panel and interfaced
with data acquisition hardware and software from National
Instruments. The manufacturer provides the following description
of the sensors and their location. Along with fuel flow and digital
thrust readouts the data acquisition system (LabVIEW) creates the
following eleven data files as functions of time:
Shaft rpm (SPEED)
Compressor Inlet: Static Pressure (P1)
Static Temperature (T1)
Compressor Outlet: Stagnation Pressure (P2)
Stagnation Temperature (T2)
Combustion chamber/Turbine Inlet:
Static Pressure (P3)
Stagnation Temperature (T3)
Turbine Outlet: Stagnation Pressure (P4)
Stagnation Temperature (T4)
Figure 9MiniLab Jet Engine and Experimental Setup
Thrust Nozzle Exit: Stagnation Pressure (P5)
Engine Components and Measurement Locations
Stagnation Temperature (T5)
The engine consists of a single stage radial compressor, a counter-
flow annular combustor and a single stage axial turbine which

RADIAL TURBINE COMBUSTOR

COMPRESSOR

INLET
NOZZLE OUTLET
NOZZLE

OIL PORT
Compressor
Inlet
COMPRESSOR/TURBINE FUEL
Compressor SHAFT INJECTOR
Outlet
Turbine Inlet
Turbine Outlet Figure 10Cut-Away View of Turbine Technologies SR-30 Engine
To
read LabVIEWs data Exit
Nozzle files (*.lvm) into Mathcad:
1. With Mathcad open, select from the menu
INSERT / DATA /FILE INPUT.
2. The dialog box below will appear
Last Rev.: 17 JUL 08 BRAYTON CYCLEJET ENGINE : MIME 3470 Page 7

data file P1_Data above into pressure and time vectors,

proceed as shown below. Remember: Temperature data is in
degrees Celsius and must be converted to Kelvin degrees by
adding 273.15K. Further, pressure data is in psig and must be
converted to psia by adding 14.696psi.
Compressor Inlet
0
Time Data: tP1 P1_Data
1
Pressure Data: P1 P1_Data 14.696
The length of these vectors is:
length tP1 364
0 0
0 0 0 14.696
The File Format should be Text. The second field contains the
file path name relative to the C Directory, i.e., c:\**. 1 0.36 1 14.696
3. Click NEXT and get the following dialog box. Change nothing 2 0.621 2 14.696
3 0.891 3 14.696
4 1.162 4 14.696
5 1.432 5 14.696
6 1.722 6 14.696
tP1 7 2.003 P1 7 14.696
In the above
8 example
2.303 we have used the
8 Mathcad
14.696 function
length. It merely tells us how many elements are in the vector
starting9with the2.594
0th element. 9 14.696
10 2.894 10 14.696
EXPERIMENTAL 11 PROCEDURE
3.194 11 14.696
SAFETY NOTES
4.Click FINISH and the item below appears 1. Make sure 12you are3.495 12 If 14.696
wearing ear protection. you are not sure
how the earplugs
13 are properly used, ask 13
3.805 you lab14.696
instructor for a
demonstration. NEVER stay in the laboratory without ear
14 4.116 14 14.696
protection while the engine is in operation.
2. The SR-30 15engine4.426 15 speeds.
operates at high rotational 14.696Although
Note: when the Mathcad object is closed, the file icon remains but
the path name to the file is not displayed. In the place holder type there is a protective pane that separates the engine from the
P1_data. Now if one lists P1_data (as shown below), the times will operator, make certain that you do not lean too close to this pane.
appear in Column 0 and the pressures in Column 1. 3. Make sure the low-oil-pressure light goes off immediately
after an engine start. If it stays on or comes on at any time
during the engine operation cut off the fuel flow immediately.
4. There is a vibration sensor whose indicator is to the far right of
the operators panel. If this indicator shows any activity
(increase in voltage) shut-off the engine immediately.
5. If at any time you suspect something is wrong shut off the fuel
immediately and notify the lab instructor.
6. If the engine is hung (starts but does not speed up to idle speed
of about 50,000 rpm) turn the air-start back on for a short
while until the engine speeds up to about 30,000 rpm. Then
turn off the air-start switch.
MAKE SURE NEITHER YOU NOR ANY OF YOUR BELONGINGS
ARE PLACED IN FRONT OF THE INTAKE TO OR THE EXHAUST
4. This experiment measures many temperature and pressures as
FROM THE ENGINE WHEN THE ENGINE IS RUNNING.
well as rpms. LabVIEW is instructed to sample all of these
items every so many seconds. However, when these items are PROCEDURE
measured, they are measured one at a time and the exact time 1. Ask your TA to load the data acquisition program and run the
of each measurement recorded. Thus, p1 will be measured at a preprogrammed LabVIEW VI for this lab. The screen should
slightly different time than T1. To separate the data in the display readings from all sensors. Review the readouts to make
sure they are working properly.
individual columns into vectors, choose the Matrix icon, , 2. Make sure that the air pressure in the compressed-air-start line
is at least 100 psia (not exceeding 120 psia). Ask your lab
instructor to check the oil level.
3. Have your lab instructor turn on the system and start the engine.
from the Math Tool Bar. From the Matrix Pallet, , After starting the engine, you must first allow it to achieve the idle
we will use the function noted as M<>. M<i >chooses the ith speed before making any measurements. Make sure the throttle is
column of the matrix. REMEMBER: Matrix and vector at its lowest point. The idle position is nearly vertical, and is close
indicing begins from 0 and not from 1. Thus, to partition the to the engine (away from the operator).
Last Rev.: 17 JUL 08 BRAYTON CYCLEJET ENGINE : MIME 3470
4. Slowly open the throttle. Make sure that you allow the engine
time to reach steady state by monitoring the digital engine rpm
indicator on the panel. The reading fluctuates somewhat so use
your judgment.
5. Take data at 3 different engine speeds. You will use the data to
study how cycle and component efficiencies change with speed.
6. After you are done taking data, turn off the fuel flow switch first.
7. The data will be stored in LabVIEW files (*.lvm) which can
be read by Mathcad.
DATA ANALYSIS & REPORT
1. First, read your data files and plot all 11 data values (5
pressures, 5 temperatures, and rpms vs. time) on one plot
similar to that shown below.
FOR THE DISCUSSION
REFERENCES
Page 8
2. From this plot, select three points in time where you consider
the gas turbine to be operating at steady state. Then determine
the indices of the data vectors corresponding to these times.
For the example plot above, the first steady-state time chosen
was 95sec. In the previous column, a time vector of tP1 was
established. The student needs to find (by trial and error) what
index of the vector corresponds to about 95sec (or what ever
time the student chooses from his or her data).
3. For the 3 steady-state operating conditions, calculate com-
pressor isentropic efficiency, turbine isentropic effici-
ency, actual thermodynamic efficiency (based on thrust),
and the ideal Brayton cycle thermodynamic efficiency
based on thrust for the jet engine. For the reference
temperature in computing enthalpy, use Tref = 273.15K.
4. On one graph, plot comp isen vs. rpm, turb isen vs. rpm,
th vs. rpm and th isen vs. rpm for the 3 steady-state
conditions.
1. How do the compressor and turbine efficiencies affect the
cycle efficiency?
2. How does the actual cycle efficiency compare with the ideal
Brayton cycle efficiency?
1. Turbine Technologies, Ltd., Brayton CycleJet Engine Experi-
ment, http://www.turbinetechnologies.com/minilab/Technical Papers/ Univ
of Toledo.pdf
2. engel, Yunus A., and Boles, Michael A., Thermodynamics
An Engineering Approach, 4th ed., McGraw-Hill, 2002
3. Moran, Michael J., and Shapiro, Howard N., Fundamentals of
Engineering Thermodynamics, 2nd ed., John Wiley & Sons, 1992
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ORDERED DATA, CALCULATIONS, and RESULTS

Mathcad object, DOUBLE CLICK to open
Data: Temperatures are in degrees Celcius and Pressures are in psig--change both to absolute values
Ambient Pressure (1 atm): Patm 14.696 Celsius to Kelvin Conversion: Kelvin 273.15
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DISCUSSION OF RESULTS CONCLUSIONS

1. How do the compressor and turbine efficiencies affect the
cycle efficiency?
Answer:

2. How does the actual cycle efficiency compare with the ideal
Brayton cycle efficiency?
Answer:
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APPENDICES
APPENDIX AGEORGE BAILEY BRAYTON
George Bailey Brayton and two cylinders arranged in a V, having a much higher power-to-weight ratio;
with the exception of electric starting, which would not be introduced until 1924,
b. 3 October 1830, Compton, Rhode Island
most modern gasoline engines are descended from Daimler's engines.
d. 17 December 1892, London, England.
Evolution of the Turbine Engine
Brayton was the son of a cotton mill superintendent who
John Barber received the first patent for a turbine engine in England in 1791.
was himself an inventor. He was fascinated with engines
His design was for propelling a 'horseless carriage.' The turbine was designed
and began seriously experimenting with combustion in a
with a chain-driven, reciprocating type of compressor. It had a compressor, a
cylinder at age thirteen. After minimal public schooling, he
combustion chamber, and a turbine. The gas-turbine engine was first
apprenticed in a machine shop in Providence and became a master machinist.
successfully tested by F. Whittle in 1937, and first applied by the Heinkel Aircraft
At age 18 he invented a new type of steam boiler, and later worked for the
Company in 1939. Today, gas-turbines are used by practically all aircraft except
Corliss Machine Works that produced the great Corliss steam engines. By age
smaller ones, by many fast boats, and increasingly been used for stationary
24, he was already experimenting with a concept for an internal combustion
power generation, particularly when both power and heat are of interest.
engine that could run on liquid fuels; he would work on the idea for 18 years
before receiving a patent on it in 1872 for the Ready Motor gas engine. The
Patent Office identifies this, 2-cycle engine as a hot-air engine that ran quietly
with kerosene. Brayton's engine was an interesting one. It used two cylinders,
connected, with the pistons running in opposite phase. One was the compres-
sion cylinder, which compressed the fuel-air mixture to a somewhat higher
pressure than the pressure in the power cylinder. Introducing the new principle
of fuel injection, it pumped the combustible mixture into the power cylinder,
where it was continuously ignited and burned during the power stroke, keeping
the pressure up in the cylinder as the piston was displaced, thus accomplishing
work per unit of fuel. However, much of the efficiency gained by this method was
lost due to the lack of an adequate method of compressing the fuel mixture prior
to ignition. The power cylinder, operating at a slightly lower pressure than the
compression cylinder, was quite a bit larger. Although this engine was not very
successful, it was considered the first safe and practical oil engine.
These engines were commercially available gas or oil burning hot air designs
from which the Brayton, or isobaric combustion, cycle originated.
A gas turbine, if you think about it, operates much the same way. This constant-
pressure combustion cycle is known by engineers as the Brayton cycle, though
few could draw a picture of a Brayton engine.
Another source reports: George Bailey Brayton was an inventor of engines. He
constructed a number of different patterns of these engines, some of which he
put into small boats or launches; they were the primitive naphtha launches now
in general use. Probably the most highly finished engine he ever built was sent
to the Centennial at Philadelphia, afterwards it ran the shop on Potter Street,
Providence, RI, and later it was sent to Sayles' Bleachery; he invented an eyelet
and rivet machine, The patents of these machines were probably the most
remunerative of any he ever obtained, netting him nearly fifty thousand dollars.
He went to England on business in Oct., 1892, and while there died; his body
was brought home in 1893. His home was Boston; his family still resides there."
Birth: 1839, East Greenwich, Kent, Rhode Island
Death: Bet Oct 1892 and 1893, Leeds, West Yorkshire,
England
Father: William H. Brayton
Mother Minerva Bailey
Married: Rhonda V. Dean, 23 Oct 1862 In Providence, RI
Daughter: Mavelle Clifton Brayton
Evolution of the Internal-Combustion Engine
Braytons engine was displayed at the 1876 Philadelphia Centennial Exhibition.
Although more impressive steam engines were displayed, Braytons engine
pointed to the future. The Otto & Company engine, patented in 1876 was not
ready in time to be displayed at Philadelphia. Ottos engine for first time placed
internal combustion on a soundly competitive footing with steam power. It was
on display in Paris in 1878.
Inspired by Braytons mammoth internal combustion engine at the Centennial
Exposition, George B. Seldon (inventor and lawyer, 1846-1922) began working
on a smaller lighter version, succeeding by 1878 in producing a one cylinder, 2
HP, 370 pound version which featured an enclosed crankshaftthe Road
Engine. He filed for a patent in 1879not just for the engine but the entire
concept of an automobile. Through legal maneuvers, this was granted in 1895
poised to reap royalties from the fledgling American auto industry. George
Braytons Ready Motor
Selden, despite never actually producing a working model of an automobile,
Exhibit Title: Brayton, Geo. B., Philadelphia, Pa., Exhibit #590b,
had a credible claim to have patented the automobile.
Machinery Hall,
The first person to experiment with an internal-combustion engine was the Bldg. #2.George B. Brayton's hydro-carbon Ready
Dutch physicist Christian Huygens, about 1680. But no effective gasoline- Motor engine.
powered engine was developed until 1859, when the French engineer J. J. Centennial Photographic Co. / Centennial Exhibition Digital Collection
tienne Lenoir built a double-acting, spark-ignition engine that could be
http://genweb.whipple.org/d0041/I55267.html
operated continuously. In 1862 Alphonse Beau de Rochas, a French scientist,
http://libwww.library.phila.gov/CenCol/cedcimgview.taf?CEDCNo=c012140
patented but did not build a four-stroke engine; sixteen years later, when
Culp, John S., M.D., http://www.atis.net/stationary-engine/digest/v03.n502
Nikolaus A. Otto built a successful four-stroke engine, it became known as the
http://imartinez.etsin.upm.es/bk3/c17/Power.htm
Otto cycle. The first successful two-stroke engine was completed in the same
http://www.asme.org/history/brochures/h135.pdf
year by Sir Dougald Clerk, in a form which (simplified somewhat by Joseph Day
http://www.nationmaster.com/encyclopedia/George-B.-Selden
in 1891) remains in use today. George Brayton, an American engineer, had
http://personalwebs.oakland.edu/~leidel/SAE_PAPER_970068.pdf
developed a two-stroke kerosene engine in 1873, but it was too large and too
http://www.infoplease.com/ce6/sci/A0858862.html
slow to be commercially successful. In 1885 Gottlieb Daimler constructed what
http://www.asme.org/history/biography.html#Brayton
is generally recognized as the prototype of the modern gas engine: small and
http://www.cre8tivenergy.com/brayton.html
fast, with a vertical cylinder, it used gasoline injected through a carburetor. In
http://www.hw.ac.uk/mecWWW/research/whm/term2_2000/part2.PDF
1889 Daimler introduced a four-stroke engine with mushroom-shaped valves
http://www.maritime.org/fleetsub/diesel/chap1.htm
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