STUDY OF MANUFACTURING OF GAS

TURBINE
A
INDUSTRIAL ORIENTED MINI PROJECT REPORT
Submitted by
MOHAMMED ABDULLAH
(14E01A0351)

In partial fulfillment for the award of degree

Of
BACHELOR OF TECHNOLOGY
in
MECHANICAL ENGINEERING

Under the guidance

Of

Mr. MOHD ZUBAIR NIZAMI

B.TECH, M.TECH CAD/CAM

Assistant professor

DEPARTMENT OF MECHANICAL ENGINEERING

NIZAM INSTITUTE OF ENGINEERING AND TECHNOLOGY

Deshmukhi village,NearRamoji Film City,Yadadri District -508284

July 2017
 Nizam Institute Of Engineering & Technology
(Estd:2001,Approved by AICTE,Govt. of Telangana & Affiliated to JNTU-H)
(A Self Financing Co-Education Muslim Minority Institution)
(Managed by UmmulQura Education Society)
Near Ramoji Film City,Deshmukhi,Pochampally(Mandal),
Yadadri (Bhongiri) District -508284.Telanagana State, INDIA.
Ph: 08685-226161, 23236256, website: www.nizamengineering.ac.in,
e_mail: nizamgroupofinstitution@rediffmail.com

Date:04/10/2017

CERTIFICATE

This is to certify that the industry oriented mini project „STUDY OF

MANUFACTURING OF GAS TURBINE‟ submitted by MOHAMMED
ABDULLAH, bearing hall ticket no. 14E01A0351, Student of B.techin Mechanical
Engineering,pursuing 4th year 1st semester from Nizam Institute Of Engineering and
Technology, in the partial fulfillment in the award of the degree of Bachelor of
Technology in Mechanical engineering, is bonafide work carried out by him during
the academic year 2017-2018.

Internal guide Head of the Department

Mr. MOHD ZUBAIR NIZAMI Mr. M.A MATEEN

Assistant Professor Associate Professor

Department of Mechanical Engineering

 ACKNOWLEDGEMENT

I would like to express my sincere gratitude to Mr. Ashok Kumar, External project

guide whose constant help and encouragement helped in the successful completion of

the project.

I express our special thanks to Mr. K. Narendra, Assistant engineer, HRDC of

BHEL for their help and support without which have not been possible to understand

the technology.

I express thanks to staff of gas turbine parts manufacturing department and other

empolyees team at BHEL who extended their heartly support to us during our stay at

BHEL.

I am grateful to my internal guide Mr. MOHD ZUBAIR NIZAMI, Assistant

professor, Department of Mechanical Engineering and all the other faculties of Nizam

Institute of Engineering and Technology for their perseverance, Patience, Gracious

cooperation extended by them in the execution of the project.

 DECLARATION

I Mohammed Abdullah, Bearing H.T.No:14E01A0351, Department of

Mechanical Engineering, Nizam Institute of Engineering and Technology,
Deshmukhi. Declare that work reported in the present thesis titled “ STUDY OF
MANUFACTURING OF GAS TURBINE” is a record of work done by me in the
Department of Mechanical Engineering, N.I.E.T, Deshmukhi. No part of the thesis is
copied from book/journal/internet and where ever the portion is taken; the same has
been duly referred in the text. The reports are based on the project work done entirely
by us and not copied from any other resource.

Place: Hyderabad MOHAMMED ABDULLAH

Date: 04/09/2017 14E01A0351

 ABSTRACT
The following report describes the basic principle of gas turbine. Power plant market
requirements have changed in recent years. The tendency for highly flexible and
efficient power plants with long revision intervals, lifetimes ≥ 2,00,000 hours as well
as low investment costs have resulted in an increased effort in the improvement of
design and materials. One possible way to meet high efficiency requirements is to
install sub-critical gas power plant with live gas temperatures of T ≥ 565°C and an
optimized gas cycle path. As a result, new challenges have arisen for the design of a
two cylinder gas turbine line for a capacity up to 700 MW. The combined cycle power
plant market demands constantly high, reliability and operating flexibility at moderate
prices for competitive life cycle costs. For this power range, two cylinder design are
also typically applied for the gas turbine.

This training report aims at providing an inside into the basics and improvements of
the gas turbine technology with special reference to BHEL turbines.
 About BHEL
BHEL is an integrated power plant equipment manufacturer and one of the largest
engineering and manufacturing companies in India in terms of turnover. We were
established in 1964, ushering in the indigenous Heavy Electricals Equipment industry
in India – a dream that has been more than realize with a well-recognized track record
of performance. The company has been earning profits continuously since 1971-72
and paying dividends since 1976-77.

We are engaged in the design, engineering, manufacturing, construction, testing,

commissioning and servicing of a wide range of products and services for the core
sectors of the economy, viz. Power, Transmission, Industry, Transportation,
Renewable Energy, Oil & Gas and Defence. We have 15 manufacturing divisions,
two repair units, four regional offices, eight service centres, eight overseas offices and
15 regional centres and currently operate at more than 150 project sites across India
and abroad. We place strong emphasis on innovation and creative development of
new technologies. Our research and development (R&D) efforts are aimed not only at
improving the performance and efficiency of our existing products, but also at using
state-of-the-art technologies and technologies and processes to develop new products.
This enables us to have a strong customer orientation, to be sensitive to their needs
and respond quickly to the changes in the market.

The high level of quality and reliability of our products is due to adherence to
international standards by acquiring and adapting some of the best technologies from
leading companies in the world including General Electric Company, Alstom SA,
Siemens AG and Mitsubishi Heavy Industries Ltd., together with technologies
developed in our own R&D centres. Most of our manufacturing units and other
entities have been accredited to Quality Management Systems (ISO 9001:2008),
Environment Management Systems (14001:2004) and Occupational Health & Safety
Management Systems (OHSAS 18001:2007).

We have a share of around 59% in India’s total installed generating capacity

contributing 69% (approx.) to the power generated from utility sets (excluding no-
conventional capacity) as of March 31, 2012. We have been exporting our power and
industry segment products and services for approximately years. We have exported
our products and, services to more than 70 countries. We had cumulatively installed
capacity of over 8,500 MW outside of India in 21 countries, including Malyasia. Iraq,
the UAE, Egypt and New Zealand. Our physical exports range from turnkey projects
to after sales services.

We work with a vision of becoming a world-class engineering enterprise, committed

to enhancing stakeholder value.

Our greatest strength is our highly skilled and committed workface of over 49,000
employees. Every employee is given an equal opportunity to develop himself and
grow in his career. Continuous training and retraining, career planning, a positive
work culture and participate style of management – all these have engendered
development of a committed and motivated workface setting new benchmarks in
terms of productivity, quality and responsiveness.
 LIST OF FIGURES

Fig. 1.1 Brayton cycle 4

Fig. 1.2 Compressor section of gas turbine 5

Fig.1.3 Gas turbine rotor 6

Fig .1.4 Schematic view of stator blades 7

Fig.2.1 Profile of blades 8

Fig.2.2 Guide vane 8

Fig.2.3 Combustion section 9

Fig.2.4 Spark plug 10

Fig.2.5 Flame detector device 10

Fig.2.6 Types of fuel nozzles 11

Fig.2.7 Cross fire tube nozzle 11

Fig.2.8 Transition pieces 12

Fig.3.1 Turbine rotor assembly 13

Fig.3.2 Bearings 14

Fig.3.3 Couplings 15
 CONTENTS

PRELIMINARIES PAGE NUMBER

Title page i
Certificate ii
Acknowledgement iii
Declaration iv
Abstract v
List of figures vi
CHAPTER 1 : INTRODUCTION 1-5

1.1 The gas turbine cycle 2

1.2 Basic principle of gas turbine 3

1.3 Brayton cycle 4

1.4 Gas turbine description 5

CHAPTER 2 : BLADING 8-12

2.1 Combustion section 9

2.2 Fuel and nozzles 11

2.3 Cross fire tube 11

2.4 Transition pieces 12

2.5 Turbine section 12

CHAPTER 3 : ROTOR ASSEMBLY 12-15

3.1 Bearings 13

3.2 Lubrication system 14

3.3 Coupling 15
CHAPTER 4 : PERFORMANCE AND EFFICENCY 15-18

4.1 Engine section 16

4.2 Advances in technology 18

CHAPTER 5 : APPLICATION OF GAS TURBINE 19-20

5.1Advantages and disadvantages 20

CHAPTER 6 : CONCLUSION 22

CHAPTER 7 : REFERENCES 23
 1. Introduction

A turbine is any kind of spinning device that uses the action of a fluid to produce
work. Typical fluids are: air, wind, water, steam and helium. Windmills and
hydroelectric dams have used turbine action for decades to turn the core of an
electrical generator to produce power for both industrial and residential consumption.
Simpler turbines are much older, with the first known appearance dating to the time of
ancient Greece. In the history of energy conversion, however, the gas turbine is
relatively new. The first practical gas turbine used to generate electricity ran at
Neuchatel, Switzerland in 1939, and was developed by the Brown Boveri Company.
The first gas turbine powered airplane flight also took place in 1939 in Germany,
using the gas turbine developed by Hans P. von Ohain. In England, the 1930s’
invention and development of the aircraft gas turbine by Frank Whittle resulted in a
similar British flight in 1941.

The name "gas turbine" is somewhat misleading, because to many it implies a turbine
engine that uses gas as its fuel. Actually a gas turbine (as shown schematically in Fig.
1) has a compressor to draw in and compress gas (most usually air); a combustor (or
burner) to add fuel to heat the compressed air; and a turbine to extract power from the
hot air flow. The gas turbine is an internal combustion (IC) engine employing a
continuous combustion process. This differs from the intermittent combustion
occurring in Diesel and automotive IC engines. Because the 1939 origin of the gas
turbine lies simultaneously in the electric power field and in aviation, there have been
a profusion of "other names" for the gas turbine. For electrical power generation and
marine applications it is generally called a gas turbine, also a combustion turbine
(CT), a turboshaft engine, and sometimes a gas turbine engine. For aviation
applications it is usually called a jet engine, and various other names depending on the
particular engine configuration or application, such as: jet turbine engine; turbojet;
turbofan; fanjet; and turboprop or prop jet (if it is used to drive a propeller). The
compressorcombustor-turbine part of the gas turbine (Fig. 1) is commonly termed the
gas generator.

1
1.1 THE GAS TURBINE CYCLE

The basic principle of the airplane turbine engine is identical to any and all engines
that extract energy from chemical fuel. The basic 4 steps for any internal combustion
engine are:

 Intake of air (and possibly fuel).

 Compression of the air (and possibly fuel).
 Combustion, where fuel is injected (if it was not drawn in with the intake air)
and burned to convert the stored energy.
 Expansion and exhaust, where the converted energy is put to use.

In the case of a piston engine, such as the engine in a car or reciprocating airplane
engine, the intake, compression, combustion, and exhaust steps occur in the same
place (cylinder head) at different times as the piston goes up and down. In the turbine
engine, however, these same four steps occur at the same time but in different places.
As a result of this fundamental difference, the turbine has engine sections called:

 The inlet section

 The compressor section
 The combustion section (the combustor)
 The turbine (and exhaust) section.

The turbine section of the gas turbine engine has the task of producing usable output
shaft power to drive the propeller. In addition, it must also provide power to drive the
compressor and all engine accessories. It does this by expanding the high temperature,
pressure, and velocity gas and converting the gaseous energy to mechanical energy in
the form of shaft power. A large mass of air must be supplied to the turbine in order to
produce the necessary power. This mass of air is supplied by the compressor, which
draws the air into the engine and squeezes it to provide high-pressure air to the
turbine. The compressor 2 does this by converting mechanical energy from the turbine
to gaseous energy in the form of pressure and temperature. If the compressor and the
turbine were 100% efficient, the compressor would supply all the air needed by the
turbine. At the same time, the turbine would supply the necessary power to drive the
compressor. In this case, a perpetual motion machine would exist. However, frictional
losses and mechanical system inefficiencies do not allow a perpetual motion machine

2
to operate. Additional energy must be added to the air to accommodate for these
losses. Power output is also desired from the engine (beyond simply driving the
compressor); thus, even more energy must be added to the air to produce this excess
power. Energy addition to the system is accomplished in the combustor. Chemical
energy from fuel as it is burned is converted to gaseous energy in the form of high
temperatures and high velocity as the air passes through the combustor. The gaseous
energy is converted back to mechanical energy in the turbine, providing power to
drive the compressor and the output shaft.

1.2 BASIC PRINCIPLES OF GAS TURBINE

As air passes through a gas turbine engine, aerodynamic and energy requirements
demand changes in the air’s velocity and pressure. During compression, a rise in the
air pressure is required, but not an increase in its velocity. After compression and
combustion have heated the air, an increase in the velocity of gases is necessary in
order for the turbine rotors to develop power. The size and shape of the ducts through
which the air flows affect these various changes. Where a conversion from velocity to
pressure is required, the passages are divergent. Conversely, if a conversion from
pressure to velocity is needed, a convergent duct is used. Before further discussion, an
explanation of convergent ducts, divergent ducts, and the behavior of air within these
ducts should be made. An understanding of the difference between static pressure
(Ps), impact pressure, (Pi), and total pressure (Pt) is also needed. The difference
between static, impact, and total pressures is as follows. Static pressure is the force
per unit area exerted on the walls of a container by a stationary fluid. An example is
the air pressure within a car tire. Impact pressure, on the other hand, is the force per
unit area exerted by fluids in motion. Impact pressure is a function of the velocity of
the fluid. An example of impact pressure is the pressure exerted on one's hand held
outside a moving car’s window. Total pressure is the sum of static and impact
pressures.

3
1.3 BRAYTON CYCLE

The Brayton cycle is a thermodynamic cycle named after George Bailey Brayton that
describes the workings of a constant-pressure heat engine. The original Brayton
engines used a piston compressor and piston expander, but more modern gas
turbine engines and airbreathing jet engines also follow the Brayton cycle. Although
the cycle is usually run as an open system (and indeed must be run as such if internal
combustion is used), it is conventionally assumed for the purposes
of thermodynamic analysis that the exhaust gases are reused in the intake, enabling
analysis as a closed system.

The engine cycle is named after George Brayton (1830–1892), the

American engineer who developed it originally for use in piston engines, although it
was originally proposed and patented by Englishman John Barber in 1791. It is also
sometimes known as the Joule cycle. The Ericsson cycle is similar to the Brayton
cycle, but uses external heat and incorporates the use of a regenerator. Two types of
Brayton cycles are open to the atmosphere and using internal combustion chamber or
closed and using a heat exchanger.

Fig.1.1 Brayton Cycle

4
1.4 GAS TURBINE DESCRIPTION :

The main sections of Gas turbine are

 Compressor section
 Combustion section
 Turbine section

COMPRESSOR SECTION

The axial-flow seventeen stage compressor section consists of the compressor rotor
and casing, variable inlet guide vanes, and two exit guide vanes.

In the compressor, air is confined to the space between the rotor and stator blading
where it is compressed in stages by an alternate series of rotating ( rotor ) and
stationary ( stator ) air foil-shaped blades. Rotor blade supply the force needed to
compress the air in each stage and the stator blades guide the air so that it enters the
following rotor stage at the proper angle. The compressed air exits through the
compressor discharge casing to the combustion chamber. Air is also extracted from
the compressor for turbine cooling and for bearing oil sealing.

Fig.1.2 Compressor Section Of Gas Turbine.

5
Rotor :

The axial - flow compressor rotor assembly consists of 16 blade and wheel assemblies
and one blade and stub shaft assembly. The blade and stub shaft assembly and the
blade wheel assemblies are rabbeted and bolted together concentrically around the
rotor axis. The bolt holes are countersunk in the stub shaft. This machining keeps the
bolt heads and nuts flush with the wheel face and reduces windage loss.

The stub shaft is machined to provide the forward and aft thrust faces and the journal
for the No1 bearing assembly, and the sealing surfaces for the No1 bearing oil seals
and the compressor low pressure air seal.

The compressor rotor assembly is dynamically balanced before it is assembled to the

prebalanced turbine rotor assembly. This completed assembly is then dynamically
balanced. The balance corrections are carefully and properly distributed so as to
compensate for internal bending moments in the complete assembly

Fig.1.3 Gas Turbine Rotor

Stator :
The compressor casing ( Stator ) encloses the compressor portion of the rotor and is
divided into four sections

 -Inlet Casing
 -Forward Casing
 -Aft Casing
 -Discharge Casing

6
 :All of these sections are split horizontally to facilitate servicing.

Fig.1.4 Schematic View Of Stator Blades.

Inlet Casing :

The inlet section directs the flow of outside air from the air inlet equipment into the
compressor blading. This section contains thevariable inlet guide vane assembly, No 1
bearing assembly, and the low pressure air seals.

Forward Casing :

The forward section of the compressor casing is downstream of the inlet section. It
contains the stator blading for stages 0 through 3. Bleed air from the 4th rotor stage (
Between the 3rd and 4th stator stages ) can be extracted through four ports which are
located about the aft section of the compressor casing.

Aft Casing :

The aft section, downstream of the forward section, contains the stator blading for
stages 4 through 9. Bleed air from the 10th rotor stage ( Between the 9th and 10th
stator stages ) can be extracted through four ports which are located in radial
alignment with the ports used for 4th stage air extraction.

Discharge Casing :

The discharge section of the compressor casing, downstream of the aft section,
contains the stator blading for the stages 10 through 16, and exit guide vane stages 1
and 2. A radially enlarged ( Bulkhead ) portion of this section provides the mounting
surface for the combustion chambers. Ten air foil shaped support struts are secured

7
equidistantly about the aft surface of the bulkhead and angle inward to support the
inner casing assembly ( inner barrel ). The space between the forward portion of the
inner barrel and the discharge section outer shell, forms an annular air path that the
high pressure air passes through to enter the combustion section. This area is designed
to decelerate the air flow and increase static pressure of the combustion air supply.

2. BLADING

Blading :

The stator blades have dovetail-shaped bases that fit into dovetail shaped openings
into the two-piece, semi circular ring. The ring fits into the groove of the same shape
machined in the compressor casing wall. Locking keys prevent the rotating of the
blade rings. The rotor blades also have dovetailed bases of a wide angle design which
fit into the matching dovetail openings in the wheels. The rotor blades are peened in
place.

Fig.2.1 Profile Of Blades

Variable Inlet Guide Vanes:

The variable inlet guide vanes (in conjunction with 10th stage air extraction) permits
fast, smooth acceleration of the turbine without compressor surge (pulsation). A
hydraulic cylinder, mounted on a base cross member, actuates the inlet guide vanes
through a large ring gear and multiple small pinion gears.

Fig.2.2 Guide Vane

8
2.1 COMBUSTION SECTION

The combustion section consists of combustion chambers, fuel nozzles, flame

detection equipment, spark plugs, and transition pieces.

The combustion chambers are arranged concentrically around the axial-flow

compressor and are bolted to the compressor discharge section bulk head. Air for
combustion is supplied directly from the axial flow compressor to the combustion
chambers. Fuel is fed into the chambers through fuel nozzles that extend into each
chambers liner cap.

Fig.2.3 Combustion section

Combustion chambers

The high pressure air flow from the compressor discharges into the annular space
created by the aft end of the discharge casing, frame assembly and the forward section
of the turbine shell. Up to this point, the air flow has been in aft direction; now the air
flow reverses. The air enters the combustion chambers and flows forward, entering
the liner through holes and louvers in the liner wall. A portion of the air reaches the
head of the combustion chamber and enters the liner cap and the vortex generator
nozzle.

The air flow through the combustion chambers has three functions

 To oxidize the fuel

 To cool the metal parts
 And to adjust the extremely hot combustion products to the desired turbine
inlet temperature

9
Spark plugs

Combustion of fuel and air mixture is initiated by the spark plugs with retracting
electrodes. The spark plugs, installed in two of the combustion chambers, receive
power from the ignition transformers. The chambers without the spark plugs are fired
with flame from the fired chambers through interconnecting cross fire tubes.

Fig.2.4 Spark Plug

Ultra violet flame detector

During the starting sequence, it is essential that an indication of the presence or

absence of flame be transmitted to the control system. For this reason, a flame
monitoring system is used consisting of two sensors which are installed on two
adjacent combustion chambers and an electronic amplifier which is mounted in the
turbine control panel.

Fig.2.5 Flame Detector Device

10
2.2 FUEL NOZZLES

Each combustion chamber is equipped with a fuel nozzle that emits the metered
amount of fuel into the combustion liner. Gaseous fuel is admitted directly into each
chamber through metered holes located at the outer edge of the swirl plate. When the
liquid fuel is used it is atomized in the nozzle swirl chamber by means of higher
pressure air. The atomized fuel/air mixture is then sprayed into the combustion zone.
Action of swirl tip imparts a swirl to the combustion air with the result of more
complete combustion and essentially smoke free operation of the unit.

Fig.2.6 Types Of Fuel Nozzles

2.3 CROSSFIRE TUBES

The 10 combustion chambers are interconnected by means of crossfire tubes. These

tubes enable flame from the fired chambers containing spark plugs to propagate to the
unfired chambers.

Fig.2.7 Cross Fire Tubes And Chips

11
2.4 TRANSITION PIECES

The transition pieces are the hot gases path link between the combustion chambers
and the first stage nozzle. They are clamped to the forward side of the nozzle
assembly. The nozzle assembly is sealed at both its outer and inner periphery to
prevent the leakage of hot gases. Before the compressor discharge air flows into the
combustion chamber, it must first pass around the transition pieces. This encounter
affords an exchange of heat ie cooling the transition pieces and preheating the
combustion air.

Fig.2.8 Transition Pieces

2.5 TURBINE SECTION

In the turbine section, high temperature gases from the combustion section are
converted to the shaft horsepower. The power required to drive the load package and
the compressor is provided by the two stage turbine rotor in case of Fr5 design and by
three stage turbine in case of Fr6 design. In case of Fr5 design the first and second
stage wheels are bolted together to make up a single unit through which first and
second stage nozzles direct the flow of combustion gases.

3. TURBINE ROTOR ASSEMBLY

The turbine rotor assembly consists of the distance piece and the first and
second stage turbine wheels and buckets in case of Fr5 design.

The turbine wheels are forged of high temperature alloy steel. The second
stage wheel is forged with a stub shaft on which the journal and sealing surfaces is
machined for the No 2 bearing and its oil seal. At the stub shaft end is a flange to
couple the shaft to the driven device. The buckets have “ pine tree “ slots.

12
The individual components of the rotor assembly are pre-balanced and assembled so
that the complete rotor assembly will required a minimum of correction. The rotor
assembly is dynamically balanced with any required corrections carefully distributed
to compensate for internal bending moments.

The turbine rotor assembly is bolted to the pre-balanced compressor rotor

assembly This complete rotor assembly is again dynamically balanced with any
required corrections carefully distributed to compensate for internal bending
moments.

Fig.3.1 Turbine rotor assembly

Other important parts of Gas turbine:

3.1 BEARINGS

The gas turbine unit has two main bearings, one located in the inlet casing and the
other located in the exhaust frame. Both bearings support the compressor / turbine
rotor, together called unit rotor. The No 1 bearing consists of three major components:
loaded thrust bearing, unloaded thrust bearing, and journal bearing.

In addition, this bearing assembly contains an oil seal ring to ensure even
distribution of the lubricating oil on the rotor shaft.

The No 2 bearing assembly contains a journal bearing only.

The bearing assembly include oil seal assemblies, lube oil feed and drain
connections and the housing which encloses the assemblies: with the assemblies
keyed to the housing to prevent their movement with shaft rotation.
13
 Fig.3.2 Bearings

3.2 LUBRICATION SYSTEM :

The main turbine bearings are pressure lubricated by lube oil supplied from the lube
oil header. The lube oil from the header flows through branch lines to an inlet in each
bearing housing.

The high pressure oil feed piping, when practical is run within the low
pressure tank drain line, or drain channels, as a protective measure. This type of
construction is referred to as double piping. In the event of high pressure pipe leak, oil
will not be sprayed on associated equipment and create a hazardous condition.

When the lubrication oil enters the housing inlet, it flows into an annulus
around the bearing liner. From the annulus the oil flows through machined holes in
the liner to the journal bearing. Lubricating oil is prevented from escaping along the
turbine shaft by oil seals.

The drain oil, returns through passages in the bearing housing, then into the
drain line to the oil tank.

All the lube oil to the bearing is filtered and supplied at a controlled
temperature and pressure. Flow sights and thermocouples are installed in the drain
piping from each bearing. Flow sights provide a visual check of the oil flow through
the bearings and thermocouples provide indication of oil temperature on the
temperature indicator in the turbine control panel.

14
3.3 COUPLINGS

The couplings used on the turbine to connect the accessory drive gear with the turbine
shaft and to connect the turbine rotor with the load equipment.

Flexible gear-type couplings are installed on the gas turbine to do the following

a) Connect two rotating shafts in order to transmit torque from one to the other
b) Compensate for different types of misalignment ( Parallel, angular and
combination of both )
c) Compensate for axial movements of the shafts

Fig.3.3 Couplings

4.PERFORMANCE AND EFFICIENCY

The type of operation for which the engine is designed dictates the performance
requirement of a gas turbine engine. The performance requirement is mainly
determined by the amount of shaft horsepower (s.h.p.) the engine develops for a given
set of conditions. The majority of aircraft gas turbine engines are rated at standard F
and 29.92 inches Hg. This provides a baseline to which gasday conditions of 59
turbine engines of all types can be compared. The need for high efficiency in the
engine becomes more important as fuels become more costly. Engine efficiency is
primarily defined by the specific fuel consumption (s.f.c.) of the engine at a given set
of conditions. Many factors affect both the efficiency and the performance of the
engine. The mass flow rate of air through the engine will dictate engine performance.
Any restrictions acting against the smooth flow of air through the engine will limit the
engine's performance. The pressure ratio of the compressor, the engine operating
temperatures (turbine inlet temperature), and the individual component efficiencies

15
will also influence both the performance and the efficiency of the overall engine. All
these factors are considered during the design of the engine. An optimum pressure
ratio, turbine inlet temperature, and air mass flow rate are selected to obtain the
required performance in the most efficient manner. In addition, individual engine
components are designed to minimize flow losses to maximize component
efficiencies.

4.1 ENGINE SECTIONS:

Inlet: The air inlet duct must provide clean and unrestricted airflow to the engine.
Clean and undisturbed inlet airflow extends engine life by preventing erosion,
corrosion, and foreign object damage(FOD).

Consideration of atmospheric conditions such as dust, salt, industrial pollution,

foreign objects (birds, nuts and bolts), and temperature (icing conditions) must be
made when designing the inlet system. Fairings should be installed between the
engine air inlet housing and the inlet duct to ensure minimum airflow losses to the
engine at all airflow conditions.The inlet duct assembly is usually designed and
produced as a separate system rather than as part of the design and production of the
engine.

Compressor :

The compressor is responsible for providing the turbine with all the air it needs in an
efficient manner. In addition, it must supply this air at high static pressures. The
example of a large turboprop axial flow compressor will be used. The compressor is
Engine Temperature and Pressure Flow 6 assumed to contain fourteen stages of rotor
blades and stator vanes. The overall pressure ratio (pressure at the back of the
compressor compared to pressure at the front of the compressor) is approximately
9.5:1. At 100% (>13,000) RPM, the engine compresses approximately 433 cubic feet
of air per second. At standard day air conditions, this equals approximately 33 pounds
of air per second. The compressor F as the air is compressed andalso raises the
temperature of the air by about 550 moved rearward. The power required to drive a
compressor of this size at maximum rated power is approximately 7000 horsepower.
In an axial flow compressor, each stage incrementally boosts the pressure from the
previous stage. A single stage of compression consists of a set of rotor blades attached

16
to a rotating disk, followed by stator vanes attached to a stationary ring. The flow area
between the compressor blades is slightly divergent. Flow area between compressor
vanes is also divergent, but more so than for the blades. In general terms, the
compressor rotor blades convert mechanical energy into gaseous energy. This energy
conversion greatly increases total pressure (Pt). Most of the increase is in the form of
velocity (Pi), with a small increase in static pressure (Ps) due to the divergence of the
blade flow paths. The stator vanes slow the air by means of their divergent duct shape,
converting 'the accelerated velocity (Pi) to higher static pressure (Ps). The vanes are
positioned at an angle such that the exiting air is directed into the rotor blades of the
next stage at the most efficient angle. This process is repeated fourteen times as the air
flows from the first stage through the fourteenth stage.

Diffuser :

Air leaves the compressor through exit guide vanes, which convert the radial
component of the air flow out of the compressor to straight-line flow. The air then
enters the diffuser section of the engine, which is a very divergent duct. The primary
function of the diffuser structure is aerodynamic. The divergent duct shape converts
most of the air’s velocity (Pi) into static pressure (PS). As a result, the highest static
pressure and lowest velocity in the entire engine is at the point of diffuser discharge
and combustor inlet. Other aerodynamic design considerations that are important in
the diffuser section arise from the need for a short flow path, uniform flow
distribution, and low drag loss. In addition to critical aerodynamic functions, the
diffuser also provides:

 Engine structural support, including engine mounting to the nacelle

 Support for the rear compressor bearings and seals
 Bleed air ports, which provide pressurized air for
a. airframe "customer" requirements (air conditioning, etc.)
b. engine inlet anti-icing
c. control of acceleration bleed air valves
 Pressure and scavenge oil passages for the rear compressor and front turbine
 bearings. Mounting for the fuel nozzles

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4.2 ADVANCES IN TECHNOLOGY

Gas turbine technology has steadily advanced since its inception and continues to
evolve. Development is actively producing both smaller gas turbines and more
powerful and efficient engines. Aiding in these advances are computer based design
(specifically CFD and finite element analysis) and the development of advanced
materials: Base materials with superior high temperature strength (e.g., single-
crystal superalloys that exhibit yield strength anomaly) or thermal barrier
coatings that protect the structural material from ever-higher temperatures. These
advances allow higher compression ratios and turbine inlet temperatures, more
efficient combustion and better cooling of engine parts.

Computational Fluid Dynamics (CFD) has contributed to substantial improvements in

the performance and efficiency of Gas Turbine engine components through enhanced
understanding of the complex viscous flow and heat transfer phenomena involved.
For this reason, CFD is one of the key computational tool used in Design &
development of gas [74] turbine engines.

The simple-cycle efficiencies of early gas turbines were practically doubled by

incorporating inter-cooling, regeneration (or recuperation), and reheating. These
improvements, of course, come at the expense of increased initial and operation costs,
and they cannot be justified unless the decrease in fuel costs offsets the increase in
other costs. The relatively low fuel prices, the general desire in the industry to
minimize installation costs, and the tremendous increase in the simple-cycle
efficiency to about 40 percent left little desire for opting for these modifications.[75]

On the emissions side, the challenge is to increase turbine inlet temperatures while at
the same time reducing peak flame temperature in order to achieve lower NOx
emissions and meet the latest emission regulations. In May 2011, Mitsubishi Heavy
Industries achieved a turbine inlet temperature of 1,600 °C on a 320 megawatt gas
turbine, and 460 MW in gas turbine combined-cycle power generation applications in
which gross thermal efficiency exceeds 60%.

Compliant foil bearings were commercially introduced to gas turbines in the 1990s.
These can withstand over a hundred thousand start/stop cycles and have eliminated
the need for an oil system. The application of microelectronics and power

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switching technology have enabled the development of commercially viable
electricity generation by micro turbines for distribution and vehicle propulsion.

5. APPLICATIONS OF GAS TURBINES

Gas Turbines are used in various fields for various applications such as:

1) POWER GENERATION
Higher capacity gas turbines are widely used in power generation and stand by

 The grid system :Power is produced and distributed continuously to

large distances through a grid systems
 Stand by generation : Power is produced for emergency uses in
hospitals, public building only for local purpose.
2) MECHANICAL DRIVE APPLICATIO
 To pump gas and oil through pipeline.
 Instead of engines where power ranger is of range above 6 MW where
the scope of diesel engines is almost nil.
3) AUTOMOTIVE APPLICATION
 For high speed engines.
 For gas cars.
 Hybrid electric vehicles. ( The gas turbines supply power to recharge
batteries of electric motors).
 For racing cars.
 In battle tanks.
4) MARINE APPLICATION
 Merchant containers.
 Submarines.
5) AIR CRAFT APPLICATION
 Unmanned vehicle systems.
 Commercial aircrafts and military trainee.
 Advanced military fighters.
 Missiles.
6) CHEMICAL PROCESSING
 Process drivers.

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  Petroleum production.
 Natural gas manufacturing, Plasticsmanufacturing.Ethylene production

5.1 ADVANTAGES AND DISADVANTAGES OF GAS TURBINE:

 The gas turbine engine is widely used as an aircraft powerplant, because of its
unique capability to meet exacting requirements for performance, endurance
and dependability.
 Some of the exceptional qualities of the gas turbine engine as an aircraft
powerplant are: reliability, durability, compactness, high specific power
output, reasonable cost, high thermal efficiency, freedom from vibration, ease
of maintenance, operating flexibility.
 In automotive applications the main advantages of the gas turbine engine
compared to a reciprocating engine of the same power are extreme simplicity,
absolute absence of vibration, smaller dimensions, lower weight and the
possibility to use virtually any kind of fuel.
 With only one spark plug and just a fraction of the moving parts of a
conventional engine, maintenance and repair costs are minimal. A gas turbine
engine does not even need periodical tune-ups.
 The gas turbine engine is self-cooled by its own aspiration air, therefore a
cooling system does not even exist.
 At the same time, as the gas turbine engine operates with excess air, the fuel is
burned completely and virtually no noxious fumes such as carbon monoxide
are produced.
 Concerning operation, a gas turbine engine starts instantly, even in the coldest
weather, needs no warm-up and is able to provide full power within seconds,
while also providing instant heating to the passengers, if required.
 The main disadvantage of a gas turbine engine is a higher cost, compared to a
reciprocating engine of the same size, due to the high revolving speeds and
temperatures that are reached during operation. As a result very high standards
of engineering and manufacture are required. This additional cost can be
justified either by large-scale production or by high-end products.

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 Fuel consumption, which was comparatively higher at the beginning of
experimentation almost 60 years ago, no longer is an issue. Already 20 years
ago, it was almost in line with the fuel consumption of reciprocating engines
of equivalent power.
 Concerning reliability, it is worth noting that gas turbine engines have been
designed in order to continuously operate at virtually 100% of their potential,
during their entire programmed life span while ensuring complete safety in
flight.
 In an automotive application maximum power is requested only occasionally
and when this occurs it is only for extremely brief periods of time (seconds
compared to hours). Therefore, it is easily deduced that gas turbine engines
absolutely constitute the most reliable choice that can be made.
 Furthermore, with the exception of normal oil-changes, no other kind of
engine maintenance is anticipated during the entire life of a gas turbine-
powered vehicle, rendering it quite a unique ownership proposition.
 Thinking of the frequent and very costly mechanical care required by the
average supercar (and not only), the obvious conclusion is that no
reciprocating engine of comparable power could even come close to the
reliability and practicality of a gas turbine engine.
 Last but not least, the capacity of a gas turbine engine to use almost any kind
of fuel would render a turbine-powered vehicle fully usable everywhere in the
world, even in places where the quality of available fuel may not be good.
 Therefore, where other cars and certainly all other supercars would have to
stop, all the planned Project 1221 supercars will keep going virtually on
anything, if need be even ...vodka (or substitute with your favourite spirit).
 In everyday real-world conditions the gas turbine engines developed
for Project 1221 will be running on common diesel fuel while those clients
that happen to also use a private plane would be able to nonchalantly fuel-up
with kerosene and jet fuel as well.
 Incidentally all these fuels, because of their lower volatility, offer a welcome
safety advantage when compared to petrol (gasoline), the fuel of choice for the
average supercar.

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 6. CONCLUSION

In conclusion, the gas turbine represents a cost effective resource for the Balance-of-
Plant in the fuel cell system, because of its energy conversion performance and the
availability as off-the-shelf equipment. The advanced thermal integration features of
the Ztek Planar SOFC uniquely facilitate the hybrid system integration with a gas
turbine. With the hybrid system integration, the Ztek Planar SOFC and gas turbine
can mutually enhance the favorable characteristics of cost, efficiency,
packageflexibility, and environmental performance.

In this study, combined cycle power plants were investigated by energy, exergy and
thermo economic analysis. General methodologies of these methods were discussed
and also applied to case studies. The operating parameters of combined cycle power
plants were chosen to study their effect on overall thermal efficiency and exergy
destruction in different components. An empirical correlation was determined for
different set of operating variables and assessment parameters. Cost analysis was
applied to a four stage intercooling, four stage reheating and three stage regenerating
combined cycle by using software, cycle pad. Five different configurations were made
and analyzed on cost basis. Cost of electricity production per MWh was calculated for
each configuration.

After completion of this project, I have gained some skills and knowledge in this
field. I have learnt many things in terms of utilizing engineering mechanisms in a
proper manner. Finally, the experience I have obtained throughout this project will
certainly help me to be a creative engineer in the future.

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 7. REFERENCES

1. Suplee, Henry Harrison. Gas Turbine. Hardpress Publishing, 2012.

2. Gurrappa, Injeti. Gas Turbine. Sciyo, 2010.
3. P. K. Nag. Power Plant Engineering. Tata McGraw-Hill Education, 2002
4. Manoj Kumar Gupta. Power plant engineering. PHI Learning Pvt. Ltd., 12-
Jun-2012
5. R. K. Rajput.Thermal Engineering. Laxmi Publications, 2010

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