HARNESSING ELECTRIC POWER USING HEAT ENERGY GENERATED FROM

FABRICATED GAS TURBINE ENGINE

Anushka Bhalerao
B.tech , Department of Aerospace engineering Rushikesh Jaware
Sandip university B.tech , Department of Aerospace engineering
Nashik, India Sandip university
Email: bhalerao24anu@gmail.com Nashik, India
Email: rushikeshjaware09@gmail.com
Priyanka Khandagale
B.tech, Department of Aerospace engineering
Sandip university
Nashik, India
Email: priyakhandagale2000@gmail.com

Abstract— The respective research paper describes in detail combustion. Then it gets combusted and expanded through
the goal of major qualifying project to design and manufacture a turbine.
with all required phases to set-up prototype of a gas turbine
engine and generating electricity from heat dissipated through According to Newton’s second law of motion, required
nozzle to the atmosphere. The manufactured model includes
thrust is created.
diffuser, axial turbine, compressor, centrifugal compressor,
inlet, shaft, outer casing, combustion chamber, exhaust nozzle
and inlet flange, along with TEG. Based on principal of conservation of momentum, the thrust
force generated is equal to mass flow rate of exhaust gas
The aircraft industry has inspired to move towards more times velocity relative to free stream velocity of air entering
electric solutions because of the constant growth in air traffic, the compressor. So the thrust produced by the turbojet
need for performance optimization as well as reducing both engine is directly proportional to the fuel consumed. 1
operating and maintenance cost. As a result, major changes in
electric power system architectures have been done as electric
power required on board of aircraft has increased significantly
through the years. This paper gives a review of the evolution of
electric power generation systems in aircraft and the trends
towards modern generation systems are also considered, giving
prominence to their challenges and feasibility.

Keywords- Turbojet engine, thermoelectric generator, seebeck

effect.

I. INTRODUCTION
A gas turbine engine is essentially a heat engine using air as
a working fluid to provide thrust. Gas turbine engines power
most modern military and passenger aircraft, also called jet
engines7.

Turbojet engine works according to Brayton cycle to covert

Fig 1: Turbojet engine5
the energy into an useable form. In Gas turbines, there are
three main components: a compressor, combustor and
turbine. The air enters the engine, is accelerated and
compressed across the compressor stage, then directed
toward combustion chamber. Fuel gets mixed in a Design and construction of turbojet engine needs accuracy
combustion chamber with high pressure air to ignite for as engine components experience very high temperatures
 and high rotational speeds. Hence, during manufacturing,
the knowledge of thermodynamics and accurate material
selection is essential.
The respective project is rounded off in manufacture of
following major components:
1. Compressor
2. Combustion chamber
3. Turbine
4. Nozzle
The modelling of every component mentioned above of this
project has done in CATIA software. Further manufacturing
process of the components includes manual and CNC
milling, turning, welding, sheet metal forming.
II. LITERATURE SURVEY
In conventional aircraft, pneumatic, hydraulic, mechanical
and electric power combines to form secondary power
systems and their energy consumption represents
approximately 5% of the total fuel burnt during the flight.
For instance, several loads, which were supplied by
pneumatic bleed system before, are now electrically-driven
in the B787. These loads include wing ice protection,
environmental control system (ECS) and the engine starting
system. Therefore, an on-board electrical power generation
is very essential.
The first DC generators were usually rated for less than 500
W and generally followed 6 Vdc and 12 Vdc voltage levels.
As cited before, the electric power requirements have been
multiplied because of the installation of lighting, signalling
and heating systems. Hence, the generator capacity rose to 1
kW and the voltage level, which was increased to 28 Vdc.
Electric power on aircraft was used for ignition and
communication purpose.8
The no-bleed electric system architecture gives greater
efficiency in terms of reduce fuel burn. It offers benefits
including:
 Improved fuel consumption
 Reduced maintenance cost
 Improved reliability
 Expanded range due to lower overall weight
The installation of the bleed-less architecture allows to
electrically supply services, which were pneumatically
operated on conventional aircraft. In no-bleed technology,
no HP air is extracted from the engines, permits more
efficient thrust production and engine operations. The no-
bleed architecture of the B787 decreases the fuel
consumption by 2% at cruise condition.8
Thermoelectric generator (TEG) is such a system that
generates electricity by voltage difference caused, which we
can store in batteries. As we know, generators can never be
100% efficient, so we can use this electricity in case of
cruise, at emergency or can also use it for electric switches
and air conditioning system.
A. Thermoelectric module: In 1823, the first important
discovery related to thermoelectricity has occurred. A
German scientist, Thomas Seebeck, found that an electric
current would flow continuously in a closed circuit
maintained at two different temperatures. A French
watchmaker and part-time physicist Jean Charles Athanase
Peltier has discovered the Peltier effect in 1834. Peltier
observed that after applying the current at an interface
between two dissimilar materials, it leads to the absorption
or release of heat. At the subatomic level, this is often a
result of the various energy levels of materials, especially n
and p-type materials. As electrons move from p-type
material to n-type material, electrons jump to a higher
energy state, absorbing energy. During this case, heat from
the surrounding area. The reverse is also true. As electrons
move from n-type material to p-type material, electrons fall
to a lower energy level, releasing energy to the surrounding
area. The principle of Peltier effect is that the inverse of the
principle of see beck effect.9
B. Working principal of thermoelectric module: An
ordinary thermoelectric module is constructed from two
ceramic materials that works as a foundation and electrical
insulation for P-type and N-type Bismuth Telluride dice.
They are connected electrically in series whereas, thermally
in parallel between the ceramics. The ceramics also work as
insulation between the module internal electrical elements
and a heat sink that has got to be in contact with the hot side
and an object against the cold side surface. The Peltier effect
is operating working principal of thermoelectric module
(TEM). The Peltier effect is about a temperature difference
created by applying a voltage between two electrodes
attached to a sample of semiconductor material. One of the
TEM sides is cooling while the another side is heating. 9
C. TEC1-12706 Thermoelectric Peltier Cooler:
TEC1- 12706 is an electronic semiconductor component
that works as a small heat pump. Thermoelectric coolers are
also known as TEC or Peltier Module that create a
temperature differential on both sides. One side gets hot and
the another side gets cool. As a result, they can be used to CATIA DESIGN
either warm something up or cool something down,
providing on which side is to use. A thermoelectric cooling Inlet flange
(TEC) module is a semiconductor-based electronic
component and has a function as a small heat pump. By
supplying the DC power source to a TEC, it will carry heat
from one side of the module to opposite. It consequently
generates a cold and hot side.

In order to generate a heat flux between the junctions of

two different types of materials, thermoelectric cooling uses
the Peltier effect. Dependent upon the direction of the
current, heat is transferred from one side of the device to
another one, with a consumption of electrical energy by a
Peltier cooler, heater or thermoelectric heat pump, which is
a solid-state active heat pump. Such an instrument is
additionally called a Peltier device, Peltier heat pump, solid
state refrigerator, or thermoelectric cooler (TEC). It can be
used either for heating or for cooling, although in practice, Fig 3
the main application is cooling and can also be used as a
temperature controller that either heats or cools. 2. Compressor: Turbine engines have compressor in
order to increase pressure of incoming air before it
This phenomenon implies heating or cooling of the junction goes into combustor. There are two types of
of two thermoelectric materials (bismuth and telluride) by compressor: Axial compressor and Centrifugal
passing current through the junction. Throughout the compressor. For this project, we have used
operation, direct current flows through the module, resulting centrifugal compressor in which the flow through
heat to be carried out from one side to the other. Hence, it compressor turned perpendicular to the axis of
creates a cold and hot side. As the direction of the current is rotation.6
reversed, the hot and cold sides are changed. By changing
its operating current, its cooling power can also be Construction
adjusted.9
The construction of compressor includes the impeller,
III. METHODOLOGY diffuser and air intake system. Ball bearing and roller
bearing are used to rotate the impeller shaft. 7 Material used
1. Inlet flange: We have designed a simple inlet for manufacturing compressor was Aluminium and went
flange in order to cover the compressor side of the under processes with 4 axis milling machine.
outer casing and to hold the assembly.
Operation

Centrifugal flow compressors have single or double-sided

impeller. The impeller is rotated at high speed by the turbine
and centrifugal action causes it to flow radially outwards.
The air, on leaving the impeller, passes into diffuser section.

In order to increase the efficiency of the compressor, it is

necessary to prevent excessive air leakage between the
impeller and casing.7

Fig 2: Inlet flange

 Fig 6: Shaft housing

4. Combustion Chamber: Combustion chamber is a

very complicated design since it has the difficult
task of burning large quantities of fuel, supplied by
compressor, and to release the heat in such a way
that it gives uniformly heated gas at all conditions
required by the turbine. Like turbine stage,
combustion chamber must bear high temperature.

There are three main types of combustion chamber, i.e. the

multiple combustion chamber, the turbo annular chamber
and the annular chamber. For this project, we will focus on
small annular combustion chamber.1,3,7

Fig 4 : Centrifugal compressor Construction

CATIA DESIGN: Combustion chamber is divided into primary, secondary and

tertiary zone associated with three distinct hole sizes on
inner and outer liner of combustion chamber. According to
hole sizes, the largest holes makes primary zone where the
gas mixture ignites, the second large makes secondary zone
in which further air is injected and combustion process is
completed and the last section, tertiary zone with the
smallest holes, is where any leftover air is injected to get
sufficient air temperature for entry in turbine stage. 1 During
manufacture, material we have used is, SS 304 and the
processes performed were drilling, welding and sheet
rolling.

Operation

A combustion chamber must be capable of allow fuel in

Fig:5 order to burn efficiently without having large pressure loss.
Air entering combustion chamber from engine compressor
3. Shaft housing: For the accommodation of shaft and is of very high velocity. At this velocity, air speed is too
bearing dimensions, shaft housing is required. high for combustion. So, chamber must diffuse it first. An
electric spark initiates combustion and flame is then self-
sustained. Good ignition characteristic depends on fuel
injection.
The heat released by a combustion chamber is dependent on
the volume of combustion area7.
Fig 7: combustion chamber
CATIA DESIGN:
Fig 8: Combustion chamber
5. Fuel injector: The fuel system provides the engine
with fuel for suitable combustion. It is also very
essential for in order to get required quantity of
flow and steady running at all operating conditions.
There are some fuel qualities such as
1) It should flow easily under all operating conditions.
2) It must give efficient combustion.
3) Provide sufficient lubrication.
4) It should minimize the harmful effects on combustion
system as well as on turbine blades.
5) Reduce fire hazards.
The satisfactory ignition also depends on the volatility of of
the fuel and the degree of atomization.
Fig 9: Fuel ring
6. Turbine: The main purpose of the turbine is to
provide the power to the compressor and
components by extracting energy from hot gases
released from combustion system as well as to
expand them to low pressure and temperature.
While designing a small gas turbine engine, single
stage axial turbines are used.
Construction
The turbine rotor should handle the centrifugal forces at
respective high velocities. The basic components of turbines
consists of nozzle guide vanes, the turbine disc and the
turbine blades. The bearings mounted on turbine casing
carry the rotating assembly.
Nozzle guide vanes: The nozzle guide vanes are of an
airofoil shape placed in turbine casing. It allows air for
expansion.
Turbine blades: The turbine blades are also of an airofoil
shape. It is designed in order to provide a steady
acceleration.
Turbine disc: Turbine disk are generally manufactured from
machine forging with an integral shaft.1,7

The balancing of turbine is a very important operation

during engine assembly. For turbine manufacturing, we
have used SS 304.

Fig 11: Nozzle

CATIA DESIGN:

Fig 10: Turbine

7. Nozzle: The exhaust system has a task to pass the

turbine discharge gases in a required direction at a
velocity. This velocity generates the resultant thrust
in the turbo-jet engine. During designing and
manufacturing of this project, the main objective of
nozzle was to avoid choked flow to ensure efficient
results.7

Construction

During manufacturing, SS 304 is used as nozzle must be

able to bear high temperatures. We used CATIA software
for modelling of the exhaust system.
8.
Fig: 12
Outer casing : It is the outer wall of main flow duct
to remain reasonably concentric and hence enables
control of leakage past the turbine rotor tips. At
the turbine rotor stage, the casing defines the
boundary of the gas flow duct.
 CATIA DESIGN: Assembly

Fig 13: Outer casing

Fig :16
CATIA DESIGN:
IV. THERMOELECTRIC GENERATOR

Nowadays, the performance of aero engines has been

optimized to a high level. New technologies have to be
considered in order to reduce the fuel consumption and
environmental pollution of future aircrafts and to move
closer to the specified goals. So, improvement in
management of heat flow is necessary to decrease the
amount of low grade heat of the engine that is lost to the
environment.
Thermoelectric generator (TEG) is the main part of our
project, which converts heat into electrical
energy. Thermoelectric generator works on Seebeck effect.
A thermoelectric device generates voltage difference when
there are different temperatures on both the sides. This
temperature difference is used to generate electricity and
Fig: 14 can be stored in the batteries.

After assembly of the project, we have mounted

9. Assembly design: During manufacturing of this
project, the modular design concept has been
maintained throughout the entire engine. All
components are designed for easy assembly.
thermocouple, i.e. thermoelectric generator (TEG) on the
nozzle of the turbojet engine and heat sink over TEG in
order to absorb the heat to produce voltage difference.
Material of TEG we have used is Bismuth telluride
(Bi2Te3), which works up to 3500C to 6000C and generates
power from 1 W to 125 W.

An efficient heat transfer yields specific TEG power output

between 1 kWm-2 to 9 kWm-2, which is attainable in several
sections of the reference engine like high and low-pressure
turbine (HPT, LPT), interdicts and nozzle. Due to limited
space and technical difficulties, easy implementation and
low maintenance effort, installation is preferred at nozzle.

Fig 15: Assembly design

 The TEC1 12706 is a simple application of the Peltier
Thermoelectric effect. The module contains 127
semiconductor couples within the area of 40 x 40 mm. The
thermoelectric cooler is also known as TEC or Peltier
Module that creates a temperature differential on both sides.
One face gets hot and the other face gets cool. They use to
either warm something up or cool something down; overall,
you can use either side. Temperature difference produced is
further used to generate electricity.
A respective thermoelectric cooler (TEC) module is a
semiconductor-based electronic component that works as a
small heat pump. By supplying the DC power supply to a
TEC, heat will be transferred from one side of the module to
the other one, which creates a cold and hot side. The heat
side requires heat sink during operation.9

V. RESULTS

The fabricated turbo-jet engine, after accurate core-

assembly, successful testing was done. Following
are the pictures of the developed turbojet engine
while its testing.

Fig 17 : TEC1-12706

The TEG model we have used is- TEC1-12706. Fig 18 : Tested turbojet engine
Readings
Characteristics of TEC1-12706 :
For a single TEG, the voltage difference is
1. Operating Voltage: 12V Time Voltage
2. Maximum Voltage Vmax (V) : 15.4V
30 sec 1V
3. Maximum Current Imax (A) : 6A

4. Maximum Power: 92 W 90 sec 1.8 V

5. Maximum operating temperature: 450°C

120 sec 2V
6. Internal resistance : 1.98 Ω
150 sec 2.7 V
7. Power Cord: 200 mm

Single TEG produce, Min voltage - 0.1 V
Max voltage - 3.0 V
If power booster is used, maximum voltage
generated is about 5.7 V- 6 V.
VI. CONCLUSION
In order to design and develop a prototype of a turbojet
engine for harnessing electric power from the heat energy
generated by Gas turbine engine, a large amount of research
has been carried out. After successful assembly of a turbojet
engine, using TEG module, we have generated electricity
from heat passing through the nozzle. Because of the
thermal resistance of the convective boundary layers at the
core and bypass flow, only a fraction of the gas temperature
difference can be used in the TE material, which limits the
maximum power output and performance of the
thermocouples. The aerospace community and research
communities are investigating and studying several
technologies in order to reach such performance. This paper
provides the aircraft power requirements.
The thermoelectric recovery gives favourable effects to the
aircraft system, due to a reduced mechanical power
generated through the engine generator and the acceleration
of the bypass flow. In consequence, robust and performant
TEGs could contribute to enhance the fuel consumption of
future aircraft, which makes them a beneficial choice,
especially with regards to other unexplored installation
locations or additional positive side-results on the system
level e.g. De icing.8
The main application of this project is to generate electricity
from heat using TEG module and distribute to aid the
auxiliary power system. Also, sustainable energy
conservation and conversion of heat to electricity to back up
emergency power generation for vital operation in mid
crisis.
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