MAK478-PPS1 Ch1 Introduction

MAK 478 – Power & Propulsion Systems I

2022 – Summer Semester
Sıtkı UsLu
Department of Mechanical Engineering
20 May 2022 TOBB ETÜ – Mechanical Engineering[ Sıtkı UsLu ] 1

Lecture Hours
Tuesday : 11:30 - 13.20 - 355
Thursday : 10:30 – 12:20 - 253
Attendance : ??
Office Hours : Mondays (early afternoon)
Grading: %
MT Exam : 30
Project : 30
Final exam : 40
Course & Project Assistant: Baran İper

10 May 2022
1 ‐ Induction
2 ‐ Compression
3 ‐ Power
4 ‐ Exhaust
Dr. Sıtkı UsLu

Email: suslu@etu.edu.tr
Office: Z69
Tel: 0312 – 292 – 4266
Course Assistant:
Baran İper - b.iper@etu.edu.tr

References (ICE)
1. John B. Heywood (1988)
1. Internal Combustion Engine Fundementals
2. McGraw Hill Book Co., 6th Edition, 2007
2. Willard W. Pulkrabek (2004)

1. Engineering Fundementals of the
2. Internal Combustion Engine
3. McGraw Hill Book Co., 6th Edition, 2007
3. Colin Ferguson & Allan T. Kirkpatrick (2001)

1. Internal Combustion Engines
2. John Wiley & Sons, Inc., 2nd Edition, 2004
4. Ismail Hakki Öz, Oguz Borat, Ali Sürmen(2003

1. İçten Yanmalı Motorlar
2. Birsen Yayinevi
References (GTs)
1. HIH Saravanamutto, GFC Rogers and H Cohen

Gas Turbine Theory
2. Philip Walsh & Paul Fletcher
Gas Turbine Performance
3. Jack L. Kerrebrock
Aircraft Engines and Gas Turbines
4. Rolls-Royce
The Jet Engine

• http://en.wikipedia.org/wiki/Internal_combustion_engine
• http://www.youtube.com/watch?v=qXA3tAROnBw
• http://auto.howstuffworks.com/engine1.htm
• http://www.grc.nasa.gov/WWW/K-12/airplane/engopt.html
• http://www.answers.com/topic/internal-combustion-engine

Importance of Attendance: 2013 - Autumn

The Importance of Attendance: 2015 Autumn

The Importance of Attendance : 2016 Autumn

Average Mark vs Attendance
90
80
70
--> Average Mark
60
50
40 DD
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100
--> Attendance

MAK302 - Isı Transferi, 2017 Güz Dönemi 41 141501071 5 1 0 70 54 6 26.2 FF 0
TOBB ETÜ - Makine Mühendisliği
42 141501069 70 75 15 5 44 11 33.6 FF 5
0.1 0.1 0.1 0.1 0.3 0.4 1 0.1
Öğrenci No Q1 Q2 Q3 Q4 MT Final Ave. Grade Min Q 43 141501020 15 1 20 1 30 48 31.8 FF 1
1 151501023 100 90 100 70 95 95 95.5 AA 70 44 131501037 10 35 15 0 26 38 29 FF 0
2 131501018 100 95 20 100 83 100 94.4 AA 20
45 91501034 0 1 0 70 17 1 12.6 FF 0
3 141501008 98 100 100 70 82 97 93.2 AA 70
4 141501013 90 85 10 100 89 96 92.6 AA 10
46 141501051 35 10 15 5 46 30 31.8 FF 5
5 141501056 98 100 20 5 95 91 86.7 BA 5 47 141501004 70 30 5 0 31 19.8 FF 0
6 141501015 95 75 20 25 87 100 85.6 BA 20 48 141501027 1 10 1 1 40 16 19.6 FF 1
7 141501007 35 100 20 85 78 96 83.8 BA 20
49 161520006 35 5 1 5 16 20 17.3 FF 1
8 151501064 90 90 15 5 85 88 80.2 BB 5
9 141501030 55 80 1 85 72 89 79.2 BB 1
50 151501041 45 10 5 0 35 16.5 FF 0
10 141501028 93 95 25 15 71 91 79 BB 15 51 131501026 25 10 20 0 35 16 FF 0
11 141501031 80 100 75 70 87 64 77.2 CB 70 52 121501062 15 30 25 0 24 10 18.2 FF 0
12 141501011 92 30 5 70 67 93 76.5 CB 5
53 141501078 25 10 20 0 12 9.1 FF 0
13 141501021 55 10 1 80 70 100 75.5 CB 1
14 141501029 83 100 10 1 50 100 74.3 CB 1
54 141501050 10 25 20 0 11 8.8 FF 0
15 141501003 65 100 20 65 80 65 73 CB 20 55 141501077 15 0 10 1 19 8.3 FF 0
16 141501041 55 85 15 40 47 91 68.5 CC 15 56 141501019 40 10 15 0 2 7.1 FF 0
17 141501039 25 95 15 1 70 85 68.5 CC 1
57 141501018 30 10 0 0 10 7 FF 0
18 141501002 75 90 5 80 48 70 66.9 CC 5
19 151501025 100 65 15 70 71 54 66.4 CC 15
58 141501010 25 0 0 0 14 6.7 FF 0
20 141501014 35 30 20 70 68 78 65.1 CC 20 59 131501040 25 1 15 0 6 5.9 FF 0
21 141501016 88 30 10 100 62 56 62.8 CC 10 60 141501055 0 0 0 0 18 1 5.8 FF 0
22 141501043 100 95 50 0 54 55 62.7 CC 0
61 151501070 15 5 5 0 9 5.2 FF 0
23 131501052 80 20 15 80 54 68 61.4 CC 15
24 141501034 40 100 20 15 62 60 58.6 DC 15
62 141501009 10 1 10 0 8 4.5 FF 0
25 151501006 85 10 0 70 50 65 57.5 DC 0 63 121501074 5 1 0 0 12 4.2 FF 0
26 111501062 65 90 20 65 52 34 51.2 DD 20 64 141501037 25 10 5 0 4 FF 0
27 141501022 85 25 20 0 55 53 50.7 DD 0
65 141501064 25 5 5 0 3.5 FF 0
28 161520002 40 80 0 25 44 56 50.1 DD 0
29 141501024 65 10 15 30 26 78 50 DD 10
66 141501006 35 0 0 0 3.5 FF 0
30 151501048 15 10 5 1 83 55 49.9 DD 1 67 131501034 10 0 0 0 7 3.1 FF 0
31 151501012 45 40 15 1 59 55 49.7 DD 1 68 121501042 10 0 0 0 2 1.6 FF 0
32 151501059 65 10 10 20 64 49 48.3 DD 10
69 131501005 0 1 10 0 1.1 FF 0
33 111501066 38 30 15 10 60 55 48.3 DD 10
34 151501079 5 100 70 30 20 53 47.2 DD 5
70 121501020 10 0 0 0 1 FF 0
35 141501033 10 75 20 1 49 54 46.8 DD 1 71 141501012 0 10 0 0 1 FF 0
36 141501045 73 100 1 5 30 46 45.2 DD 1 72 141501073 10 0 0 0 1 FF 0
37 141501058 25 70 15 0 56 38 43 DD 0
73 101501046 10 0 0 0 1 FF 0
38 141501040 30 10 20 0 55 50 42.5 DD 0
39 131501058 20 10 15 60 40 46 39.9 DD 10
74 131501056 0 0 0 0 0 FF 0
40 111501020 25 5 20 1 45 51 38.9 DD 1 75 141501046 0 0 0 0 0 FF 0
Sınava girmedi
Bütünleme Notu
4 Quiz Sınavından en iyi not alınan 3 Quiz notu ortalamaya dahil edildi
Final sınavına giren 50 öğrenciden 40 öğrenci geçti -> Başarı Yüzdesi %80

Hafta Konu
1 ICE Classification and Fundamentals
2 ICE Thermodynamic Cycles

4 Thermo-Chemistry and Fuels
5 Fuel-Air Mixing
6 In-Cylinder Flow
8 Combustion
9 Exhaust
10 Chemical Pollutants
11 Heat Transfer in ICE
12 CFD (Computational Fluid Dynamics) in ICE

4-stroke SI engine:
1 ‐ Induction
2 ‐ Compression
3 ‐ Power
4 ‐ Exhaust
SI: Spark Ignition (Gasoline)

CI: Compression Ignition (Diesel)

Diagram of a cylinder as
found in 4-stroke gasoline
engines.:
C – crankshaft
E – exhaust camshaft
I – inlet camshaft
P – piston
R – connecting rod
S – spark plug
V – valves.
red: exhaust,
blue: intake.
W – cooling water jacket
gray structure – engine
block
1. exhaust camshaft
2. exhaust valve bucket
3. spark plug
4. intake valve bucket
5. intake camshaft
6. exhaust valve
7. intake valve
8. cylinder head
9. piston
10. piston pin
11. connecting rod
12. engine block
13. crankshaft

Air/Fuel intake Compression Combustion Exhaust
TDC : Top Dead Centre

BDC : Bottom Dead Centre s
S: Stroke = 2a
B: Bore (Cylinder diameter)
l: Connecting Rod Length
s: Piston location
a: Crankshaft diameter
θ : Degree Crank Angle (DCA)
1.camshaft
2.piston
3.crankshaft
4.connecting rod
5.valve
6.valve bucket
7.camshaft


P-V and T-s diagrams for Otto Cycle



k = 1.4 for diatomic gases (air)

k = 1.667 for Monatomic gases (noble gasses)


High Efficiency Hybrid Cycle" (HEHC)

Pressure Ratio
rp = P2/P1
Air intake Compression Combustion Exhaust
Compression Ratio
rc = V1/V2
Air/Fuel intake Compression Combustion Exhaust Ref: RR The Jet Engine
A comparison between the working cycle of a turbo-jet and an ICE

Detz Engine
http://www.youtube.com/watch?v=qXA3tAROnBw
Toyota Technologies (DOHC, Variable Inlet, VVT)

How an engine works - comprehensive tutorial animation
featuring Toyota engine technologies
http://www.youtube.com/watch?v=zA_19bHxEYg
Nissan Juke 1.6 Liter Turbo

http://www.youtube.com/watch?v=ZpDNjGVzTKs

ICE – Highly Multi-disciplinary

• Thermo-Fluid
 Thermodynamics
 Fluid Mechanics
 Combustion Chemistry
 Heat Transfer
- Conduction, Convection, Radiation
• Structura & Materials
 Strength of Materials
 PLM
• Dynamics
 Vibration
 Acoustics
 Noise
• Control (ECU – Engine Control Unit, EMS-Engine Management System )
 Vibration
 Acoustics
 Noise

(a)
Piston Movement:
a. Reciprocal ICE
b. Rotary ICE
(b) Wankel Engine

Reciprocal Wankel Radyal

(MAZDA)

12 May 2022
1 ‐ Induction
2 ‐ Compression
3 ‐ Power
4 ‐ Exhaust
1973
• TEL was phased out
• Oil prices
Leaded Fuel
Compression Ratio, CR
1923
• Introduction of TEL
( Tetraethyl Lead, (C2H5)4Pb )

A) INITIAL
B) INDUCTION
4 Stroke Engine
TDC  BDC
A B C C) COMPRESSIONNI
BDC  TDC
D) IGNITION
E) POWER
TDC  BDC
F) EXHAUST
D E F

a. Power
TDC  BDC
2 Stroke Engine
b. Exhaust
c. Intake
d. Compression
BDC  TDC
e. Combustion

Swirl Tumble

Swirl
Tumble Squish
Generated tumble

Squish
Squish flow:
(a) cylinder head cavity
with wedge shape
(b) piston bowl

In-Cylinder Pressure

Strok: S = 2a
ICE Kinematics Piston ortalama hızı:=
Up 2 SN → 5 - 10 m/s
Pistonun aldığı yol: S= a cos θ + l 2 − a 2 sin 2 θ
ds π  cos θ 
= sin θ 1 + 
dt 2  R − sin θ 
2 2
l
R=
a
πB 2
Vdisp = VBDC − VTDC = S
4
s
VBDC Vdis
CR = = +1
VTDC VTDC
 1 l l
2  
 
V (θ ) = VTDC 1 + ( rc − 1)  + 1 − cos θ −   − sin 2 θ  
 2  a a  

R-3
R-5
𝑼𝑼𝒑𝒑 R - 10
� 𝒑𝒑
𝑼𝑼
R=l/a R
Small Engines 3-4
Large Engines 5-10

Cylinder Volume
450
Cylinder Volume [cm^3]
θ θ V(θ)
400
deg rad cm3
350
0 0 54
5
300 0,087 55
10
250
0,175 58
15 0,262 62
200
20 0,349 68
25
150 0,436 75
30 0,524 84
100
35 0,611 95
Volume
50
40 0,698 106
45
0 0,785 119
50 0 0,873100 132 200 300 400 500 600 700
55 0,96 147
60 1,047 162
~10 dca aTDC (xb=50% )

Full throttle – Full Load
Full Throttle
40-60 dca
bBDC
P Ignition
+W
EVO
10 - 20 dca
bTDC
IVO
IVC
P0
EVC
50 - 70 dca
-W aBDC
TDC BDC
15 - 30 dca V
V2 aTDC V1
Part load MAK 478 – Power & Propulsion Systems I

With Super or Turbocharger
+W
+Wp

Turbocharger
The radial compressor
is driven by a radial
turbine that is run by
the exhaust gasses
Compressor
 Aftercooler
 Cylinder


Turbocharger

Air is compressed with a

radial compressor.
As a result a higher mass is

charged in the cylinders
and hence a higher amount
of fuel can be burnt with
higher amount of available
O2
Increase in NOx

Effect of TEL
(CH3CH2)4Pb + 13 O2 ⇒ 8 CO2 + 10 H2O + Pb
lead can oxidize further to give

lead oxide (PbO):
2 Pb + O2 ⇒ 2 PbO
TEL, (C2H5)4Pb
1 g/lt  ∆(ON)=12 !!

Fossil Fuels
Fuel HHV(MJ/kg) LHV(MJ/kg) HHV/LHV
Coal
Coal
CO
Methane
Natural gas
Propane
Gasoline
Diesel
Hydrogen
Fuel
20 May 2022 HHV(MJ/kg) LHV(MJ/kg) HHV/LHV
TOBB ETÜ – Mechanical Engineering[ Sıtkı UsLu ] 69
Fossil Fuels
Fuel HHV(MJ/kg) LHV(MJ/kg) HHV/LHV

Coal 34.1 33.3 1.024
CO 10.9 10.9 1.000
Methane 55.5 50.1 1.108
Natural gas 42.5 38.1 1.115
Propane 48.9 45.8 1.068
Gasoline 46.7 42.5 1.099
Diesel 45.9 43.0 1.067
Hydrogen 141.9 120.1 1.182

Cylinder Work
W ∫=
F * dx ∫=
Pρ Adx ∫ ρ
P dv
P: Silindir içindeki basınç

A: Piston yüzey alanı
dx: Piston yer değiştirmesi
W
Özgül iş: ω =
m
Özgül hacim: ν =
V
ω = Pρ dv ∫
m
Indicated Work
P-V diyagramındaki işe “indikativ iş” denir. Krank miline iletilen iş
indikativ işten daha düşüktür.
i) Mekanik kayıplar
ii) Parazit yükler: yağ pompası, süpercharger, klima
kompresörü vb…
Krank miline iletilen işe fren işi (brake work) adı verilir.
W=
b Wi − W f
W
=net Wbrüt + W pompa
Wnet =Wbrüt − W pompa → Net indike iş (Net induced work)


Mechanical Efficiency

BSFC – Brake Specific Fuel Consumption
bscf
g/(kW.h)

bscf - g/(kW.h)
Brake Specific Fuel Consumption

Brake Specific Fuel Consumption
bscf - g/(kW.h)

ICE Performance Characteristics


HEHC Cycle
High Efficiency Hybrid Cycle
https://www.google.com/search?sxsrf=ALeKk02LICLzhdnEuozqe51y6OcQQTM0_A:16081297
78911&source=univ&tbm=isch&q=HEHC+Cycle&client=opera&sa=X&ved=2ahUKEwiL1uWh3
tLtAhVPqaQKHVI5AhIQjJkEegQIBRAB&biw=1386&bih=829#imgrc=nynqXumW8qFvQM

https://www.greencarcongress.com/2011/01/lpi-20110126.html

https://www.greencarcongress.com/2012/10/lpix2-20121018.html

SI: Spark Ignition
CI: Compression Ignition
GDI: Gasoline Direct Injection
HCCI: Homogeneous Charge Compression Ignition
PCCI: Premixed Charge Compression Ignition
In HCCI combustion well mixed air and fuel enter the combustion chamber and are
compressed to the point of auto-ignition while in PCCI combustion fuel is injected in
compression stroke and so we have the hybrid of HCCI and diesel combustion. in PCCI
combustion we can use more EGR than HCCI
RCCI: Reactivity controlled compression ignition
During RCCI combustion, well-mixed low-reactivity fuel and oxidizer (typically air) are
compressed but not reaching auto-ignition. Later, still during compression cycle, high-
reactivity fuel is injected to form a local mixture of low- and high-reactivity fuel. Finally, the
whole fuel charge is ignited near top dead center of the piston by injection of high-reactivity
fuel. The RCCI combustion process requires two different fuels. Low-reactivity fuel gets
injected into the intake ports with low pressure during the intake stroke. High-reactivity fuel
gets injected into the cylinder with high pressure at the end of compression stroke. The dual-
fuel RCCI can produce ultra-low NOx and soot emissions and higher thermal efficiency
compared to conventional diesel combustion


Stationary GTs
For Power Generation

1830 - 1892

Thermodynamic Cycle For Gas Turbines

BRAYTON CYCLE
Simple Brayton Cycle

Brayton cycle
 The Brayton cycle was proposed by George Brayton in
1870 for use in reciprocating engines
 Modern day gas turbines operate on Brayton cycle and
work with rotating machinery
 Gas turbines operate in open-cycle mode, but can be
modelled as closed cycle using air standard
assumptions
 Combustion and exhaust replaced by constant pressure
heat addition and rejection

• • •  V 2
  V 2
 
Q12 − W 12 = m×  h + + gz  −  h + + gz  
 2 2  2 1 
kg kj
≡ [kW ]
s kg
Brayton Cycle with Regeneration

(HEX)

IC – Intercooled Cycle
𝑾𝑾𝒄𝒄 = 𝑪𝑪𝒑𝒑 𝑻𝑻𝟐𝟐 − 𝑻𝑻𝟏𝟏
𝑻𝑻𝟐𝟐
= 𝑪𝑪𝒑𝒑 𝑻𝑻𝟏𝟏 − 𝟏𝟏
𝑻𝑻𝟏𝟏
𝜸𝜸−𝟏𝟏
𝜸𝜸
=𝑪𝑪𝒑𝒑 𝑻𝑻𝟏𝟏 𝒓𝒓𝒑𝒑 − 𝟏𝟏

RH – Reheat Cycle
𝑻𝑻𝟒𝟒 𝟏𝟏
𝑾𝑾𝒄𝒄 = 𝑪𝑪𝒑𝒑 𝑻𝑻𝟑𝟑 − 𝑻𝑻𝟒𝟒 = 𝑪𝑪𝒑𝒑 𝑻𝑻𝟑𝟑 𝟏𝟏 − =𝑪𝑪𝒑𝒑 𝑻𝑻𝟑𝟑 𝟏𝟏 − 𝜸𝜸−𝟏𝟏
𝑻𝑻𝟑𝟑 𝜸𝜸
𝒓𝒓𝒑𝒑

Intercooling with Regeneration

 IC+HEX+RH


Intercooling with Regeneration

 IC+HEX+RH

Power Generation

Radial vs Axial Compressor
Radial
High Stage Pressure Ratio
PR < 5
Low Mass Flow Rate
Axial
Low Stage Pressure Ratio
PR ~ 1.5
High Mass Flow Rate


Pressure Ratio
rp = P2/P1
Compression Ratio
rc = V1/V2
Air/Fuel intake Compression Combustion Exhaust RR: The Jet Engine

Frank Whittle Hans von Ohain

(1907-1996) (1911-1998)
Dr. Hans von Ohain & Sir Frank Whittle

are both recognized as being the co-inventors of the jet
engine. Each worked separately and knew nothing of the
other's work. Hans von Ohain is considered the designer
of the first operational turbojet engine.
• Frank Whittle’s patent for the turbojet engine in 1930

o However, Frank Whittle's jet first flew in 1941.
• Hans von Ohain’s patent for his turbojet engine in 1934

o However, Hans von Ohain's jet was the first to fly
in 1939

Sir Frank Whittle was an English aviation engineer and pilot, the
son of a mechanic, Frank Whittle joined the RAF as an apprentice.
He joined an RAF fighter squadron in 1928 and became a test
pilot in 1931. The young RAF officer was only 22 when he first
thought to use a gas turbine engine to power an airplane. While
often regarded as the father of modern jet propulsion systems,
the young Frank Whittle tried without success to obtain official
support for study and development of his ideas. He had to persist
his research on his own initiative and received his first patent on
turbojet propulsion in January 1930.
With private financial support, he began construction of his first
engine in 1935. This engine, which had a single-stage centrifugal
compressor coupled to a single-stage turbine, was successfully
bench tested in April 1937; it was only a laboratory test rig,
never intended for use in an aircraft, but it did demonstrate the
feasibility of the turbojet concept. The modern turbojet engine
used in many British and American aircraft is based on the
prototype that Frank Whittle invented.
Frank Whittle: June 1, 1907, Coventry, Warwickshire, England
Aug. 8, 1996, Columbia, Md., U.S.

Dr. Hans Von Ohain was a German airplane designer who invented an operational
jet engine. Hans Von Ohain obtained his doctorate in Physics at the University of
Göttingen in Germany and then became the junior assistant to Hugo Von Pohl,
director of the Physical Institute at the University. German aircraft builder, Ernst
Heinkel asked the university for assistance in new airplane propulsion designs and
Pohl recommended his star pupil. Hans Von Ohain, was investigating a new type
of aircraft engine that did not require a propeller. Only twenty-two years old when
he first conceived the idea of a continuous cycle combustion engine in 1933, Hans
Von Ohain patented a jet propulsion engine design similar in concept to that of Sir
Frank Whittle but different in internal arrangement in 1934.
Hans Von Ohain joined Ernst Heinkel in 1936 and continued with the development
of his concepts of jet propulsion. A successful bench test of one of his engines was
accomplished in September 1937. A small aircraft was designed and constructed
by Ernst Heinkel to serve as a test bed for the new type of propulsion system - the
Heinkel He178.
The Heinkel He178 flew for the first time on August 27, 1939. The pilot on this
historic first flight of a jet-powered airplane was Flight Captain Erich Warsitz.
Hans Von Ohain developed a second improved jet engine, the He S.8A, which was
first flown on April 2, 1941.
Hans Von Ohain: Dec. 14, 1911, Dessau Germany
March 13, 1998 Melbourne, Fla US

August 27, 1939

He 178
Engine: HeS 8 (Heinkel Strahltriebwerk)

https://www.youtube.com/watch?time_continue=22&v=nw37TZzyxzg

Hürkuş
29 August 2013
He 178
27 August 1939
It is not a delay of only 2 days !

Hürkuş – TAI MİLGEM

İstanbul Tersanesi Komutanlığı
2 x MTU 16V595TE90 Diesel Motor

PW PT6A-68T
Altay - OTOKAR
MTU
1 LM2500 Gaz Türbini
SSM
• TÜMOSAN Mart 2015
• BMC Nisan 2018
TB2 1 × 100 hp (75 kW)

Rotax 912-iS ICE

Akıncı Varyantları
Model Motor Güç Toplam Güç
Akıncı A Ivchenko AI-450C 450 hp 900 hp
AKINCI Akıncı B
Akıncı C
PW Canada
Bilinmiyor
PT6A-135A
Bilinmiyor
750 hp
950 hp
1.500 hp
1.900 hp

Akıncı Varyantları
Model Motor üreticisi Motor modeli Motor Gücü Toplam Güç
Akıncı A Ivchenko AI-450C 450 hp 900 hp
Akıncı B PW Canada PT6A-135A 750 hp 1.500 hp
Akıncı C Bilinmiyor Bilinmiyor 950 hp 1.900 hp
PT6A-135A
AI-450C

Ukrayna'ya çok sayıda Bayraktar TB2 silahlı insansız hava aracı (SİHA) ihraç eden
Baykar ile Ivchenko Progress arasında Muharip İnsansız Uçak Sistemi'ne (MİUS)
yönelik AI-322F Turbofan Motor Tedarik Anlaşması imzalandı. Kasım 2021

Is it that people who work in

the field of Power and
Propulsion are more lazy
OR
is that just because it is more
difficult ?

Experimental techniques
- Older
- But more
- difficult and costy

In 2000s
Any one can do CFD !!!
When you are fed up

seeing only bw

Simulation vs Testing
It can be difficult and costy

but w/o testing
Final product is not possible !
C=Cost
Installation Costs
Ctest centre ≈ (10-100) x Csimulation Lab
Running Cots
It is even worse

• • •  V2   V2  
Q12 − W 12 = m×  h + + gz  −  h + + gz  
 2 2  2 1 
kg kj
≡ [kW ]
s kg
 V2   V2 
q12 − w 12 =  h + + gz  −  h + + gz 
 2 2  2 1
Compressor Turbine
wC = − w12 = ( h2 − h1 ) = C p (T2 − T1 ) wT = w34 = (h3 − h4 ) = C p (T3 − T4 )
Combustion Chamber
qout = −q 41 = (h4 − h1 ) = C p (T4 − T1 )
qin = q 23 = ( h3 − h2 ) = C p (T3 − T2 )

Pressure Ratio
rp = P2/P1
Compression Ratio
rc = V1/V2
Air/Fuel intake Compression Combustion Exhaust RR: The Jet Engine

A comparison between a typical GT

and an ICE of the same size shows
that the GT produces 20 times more
power due to the increased airflow
through the engine
GT vs ICE
3H
Put your heart

in whatever you do !
Saint Francis of Assisi
1181 – 1226

Stay hungry, stay foolish !

Should our foolishness have some limits??

MAK478-PPS1 Ch1 Introduction

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MAK 478 – Power & Propulsion Systems I

MAK 478 – Power & Propulsion Systems I

20 May 2022 TOBB ETÜ – Mechanical Engineering[ Sıtkı UsLu ] 1

Course & Project Assistant: Baran İper

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Dr. Sıtkı UsLu

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2. Willard W. Pulkrabek (2004)

3. Colin Ferguson & Allan T. Kirkpatrick (2001)

4. Ismail Hakki Öz, Oguz Borat, Ali Sürmen(2003

1. HIH Saravanamutto, GFC Rogers and H Cohen

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Importance of Attendance: 2013 - Autumn

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The Importance of Attendance: 2015 Autumn

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The Importance of Attendance : 2016 Autumn

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1 ICE Classification and Fundamentals

2 ICE Thermodynamic Cycles

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SI: Spark Ignition (Gasoline)

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Air/Fuel intake Compression Combustion Exhaust

TDC : Top Dead Centre

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P-V and T-s diagrams for Otto Cycle

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k = 1.4 for diatomic gases (air)

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High Efficiency Hybrid Cycle" (HEHC)

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Air intake Compression Combustion Exhaust

Air/Fuel intake Compression Combustion Exhaust Ref: RR The Jet Engine

A comparison between the working cycle of a turbo-jet and an ICE

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Toyota Technologies (DOHC, Variable Inlet, VVT)

Nissan Juke 1.6 Liter Turbo

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ICE – Highly Multi-disciplinary

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(b) Wankel Engine

Reciprocal Wankel Radyal

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~10 dca aTDC (xb=50% )

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