Hydrodynamic bearings operating at high speeds encounter instability problems of oil whirl and whip. Instability may ruin not only the bearings but the entire machine. It is well-known that hydrodynamics bearings play an important role in determining and controlling the vibrations of a rotating machinery, because of the springs and dampers, and bearings strongly influence the critical speed and imbalance response. Under certain conditions, the bearings can create rotor instability which results in significant self-excited vibrations.
The types of stability here are for a balanced journal and are mentioned below. If, as time increases, the trajectory of the journal center goes to a point of the clearance circle and remains there indefinitely, then the bearing is considered to exhibit “point stability,” Fig. 1(a). If, as time increases, the trajectory does not go to a point, as shown in Fig. 1(b) and (c), then the bearing, is considered to exhibit “point instability”. Two types of instability are shown in Figure 1. In Fig 1(b) the trajectory continues to increases without bound, ultimately reaching the limit of the clearance circle, therefore, this case is called “unbounded “. As time increases eases, if the trajectory closes on itself forming a limit cycle, as shown in Fig 1(c), then the trajectory can be said to be “orbitally stable”.
Satisfactory dynamic characteristics are essential to good bearing design. Hence it is very important for the designers to predict the journal center motion trajectories. AxSTREAM Bearing™ is used to calculate the hydrodynamic characteristics based on the mass-conserving mathematical model by applying the finite difference method with the successive over-relaxation (SOR) algorithm.
This is an excerpt from a technical paper, presented at the ASME Power & Energy Conference in Pittsburg, Pennsylvania USA and written by Oleksii Rudenko, Leonid Moroz, and Maksym Burlaka. Follow the link at the end of the post to read the full study!
Supercritical CO2 operating in a closed-loop recompression Brayton cycle has the potential of equivalent or higher cycle efficiency versus supercritical or superheated steam cycles at similar temperatures . The current applications of the supercritical CO2 Brayton cycle are intended for the electricity production only and the questions which are related to the building of CHP plants based on Supercritical CO2 technology were not considered yet.
CHP is the concurrent production of electricity or mechanical power and useful thermal energy (heating and/or cooling) from a single source of energy. CHP is a type of distributed generation, which, unlike central station generation, is located at located at or near the point of consumption. Instead of purchasing electricity from a local utility and then burning fuel in a furnace or boiler to produce thermal energy, consumers use CHP to improve efficiency and reduce greenhouse gas (GHG) emissions. For optimal efficiency, CHP systems typically are designed and sized to meet the users’ thermal base load demand. CHP is not a single technology but a suite of technologies that can use a variety of fuels to generate electricity or power at the point of use, allowing the heat that would normally be lost in the power generation process to be recovered to provide needed heating and/or cooling. This allows for much greater improvement in overall fuel efficiency, therefore resulting in lower costs and CO2 emissions. CHP’s potential for energy saving is vast.
It should be noted that CHP may not be widely recognized outside industrial, commercial, institutional, and utility circles, but it has quietly been providing highly efficient electricity and process heat to some of the most vital industries, largest employers, urban centers, and campuses. While the traditional method of separately producing useful heat and power has a typical combined efficiency of 45 %, CHP systems can operate at efficiency levels as high as 80 % (Figure 1) .
Taking into consideration the high efficiency of fuel energy utilization of CHP plants and the high potential of the supercritical CO2 technology, the latter should be also considered as the base of future CHP plants. The comparison with traditional Steam based CHP plants also should be performed.
The study of CHP plant concepts were performed with the use of the heat balance calculation tool AxCYCLE™ .
Radial turbines are quite popular for turbochargers and micro-gas turbines. They can also be found in compact power sources like in auxiliary power units of aircrafts. In short, they are suitable in power generation applications where expansion ratios are high and mass flow rates are relatively small. In a radial turbine, the flow enters radially and exits either axially or radially depending on whether it is an inflow or outflow type radial turbine. The most commonly used type of radial turbine is a radial-inflow turbine, in which the working fluid flows from a larger radius to a smaller radius. A centripetal turbine is very similar in appearance to the centrifugal compressor, but the flow direction is reverse. Figure 1 shows the radial-inflow turbine on the left and radial-outflow turbine on the right.
Nowadays, the popularity of radial-outflow turbines, in which the flow moves in the opposite direction (from the center to the periphery), is growing. With recent advancement in waste heat recovery applications, there has been a renewed interest in this type of turbines. These radial-outflow turbines are most commonly used in applications based on organic Rankine cycles (ORC).
The radial-outflow turbine design was first invented by the Ljungström brothers in 1912, however it was rarely used for a number of reasons. One of which was related to the decrease of turbine-specific work due to the increase of the peripheral velocity from inlet to outlet while expanding the vapor. Another reason was the usage of steam as a working fluid. It is known from thermodynamics that the expansion of steam is characterized by high enthalpy drops, high volumetric flows and high volumetric ratios. Thus, a significant number of stages are needed to convert the enthalpy drop of the fluid into mechanical energy.
Macromodels are dependencies of the “black box” type with a reduced number of internal relations. This is most convenient to create such dependence in the form of power polynomials. Obtaining formal macromodels (FMM) as a power polynomial based on the analysis of the results of numerical experiments conducted with the help of the original mathematical models (OMM).
Therefore, the problem of formal macro modelling includes two subtasks:
1. The FMM structure determining.
2. The numerical values of the FMM parameters (polynomial coefficients) finding.
As is known, the accuracy of the polynomial and the region of its adequacy greatly depend on its structure and order. At the same time, obtaining polynomials of high degrees requires analysis of many variants of the investigated flow path elements, which leads to significant computer resources cost and complicates the process of calculating the coefficients of the polynomial.
Microsatellites have been carried to space as secondary payloads aboard larger launchers for many years. However, this secondary payload method does not offer the specificity required for modern day demands of increasingly sophisticated small satellites which have unique orbital and launch-time requirements. Furthermore, to remain competitive the launch cost must be as low as $7000/kg. The question of paramount importance today is how to design both the liquid rocket engine turbopump and the entire engine to reduce the duration and cost of development.
The system design approach applied to rocket engine design is one of the potential ways for development duration reduction. The development of the design system which reduces the duration of development along with performance optimization is described herein.
The engineering system for preliminary engine design needs to integrate a variety of tools for design/simulation of each specific component or subsystem of the turbopump including thermodynamic simulation of the engine in a single iterative process.
The process flowchart, developed by SoftInWay, Inc., integrates all design and analysis processes and is presented in the picture below.
The preliminary layout of the turbopump was automatically generated in CAD tool (Block 11). The developed sketch was utilized in the algorithm for mass/inertia parameters determination, secondary flow system dimensions generations, and for the visualization of the turbopump configuration. The layout was automatically refined at every iteration. Read More
This is an excerpt from a technical paper, presented at the ASME ORC 2015 Conference in Brussels, Belgium and written by Oleksii Rudenko, Leonid Moroz, Maksym Burlaka, and Clement Joly. Follow the link at the end of the post to read the full study!
Internal combustion piston engines are among the largest consumers of liquid and gaseous fossil fuels all over the world. Despite the introduction of new technologies and constant improving of engines performances they still are relatively wasteful. Indeed, the efficiency of modern engines rarely exceeds 40-45% (Seher et al. (2012), Guopeng et al. (2013)) and the remainder of the fuel energy usually dissipates into the environment in the form of waste heat. The heat balance diagram of typical engine is given in Figure 1. As is evident from Figure 1, besides the mechanical work energy the heat balance includes a heat of exhaust gas, a heat of charge air, a Jacket Water (JW) heat, a heat of lubricating oil and a radiation heat. The energy from all the heat sources except the last one (radiation), due to its ultra-low waste heat recovery potential, can be used as heat sources for WHRS (Paanu et al. (2012)) and are considered here.
Waste heat utilization is a very current task because it allows to reduce the harmful influence of ICPE operation on the environment as well as to obtain additional energy and to reduce the load on the engine’s cooling system. Different WHRS can produce heat energy, mechanical energy or electricity and combinations of the converted energy forms exist as well. In general, the type of WHRS to be used is determined by the engine type, fuel cost, available energy customers and other factors. In the presented paper, only WHRS for mechanical power and electricity production were considered because these kinds of energy are preferable for this type of applications and they can be easily converted into other forms of energy.
For vehicle engines the WHRS based on Organic Rankine Cycle (ORC) are the most commercially developed (Paanu et al. (2012)). Because of strict restrictions on weight and dimensions, the
mentioned systems typically operate on the base of a simple or recuperated ORC and utilize only high temperature waste heat from the exhaust gases and the exhaust gas recirculation. They usually produce mechanical power or electricity. More complex cycles and a larger number of heat sources are used for waste heat recovery from powerful internal combustion engines where additional weight and dimensions are not crucial factors. Waste heat from stationary, marine and another more powerful ICPE can be recovered using a typical steam bottoming cycle. Steam WHRS allow utilizing almost all a high temperature waste heat and partially utilizing a low temperature heat. The high efficiency steam WHRS are presented in (MAN Diesel & Turbo (2012), Petrov (2006)), they provide up to 14.5% of power boost for the engine.
Addition of the internal heat recuperation to a WHR cycle:
Appropriate working fluid selection;
Increment of initial parameters of bottoming cycle up to supercritical values;
Maximize waste heat utilization due to the usage of low temperature heat sources;
Bottoming cycle complexification or usage of several bottoming cycles with different fluids
This paper focuses on the development of new WHRS as an alternative to high efficiency steam bottoming cycles by accounting for the latest progress in the field of waste heat recovery. The
application range of the proposed system extends to powerful and super powerful ICPEs.
The goal of the presented work is the development of a new, high efficiency WHRS for powerful and super powerful ICPEs based on ORC principles. To solve the assigned task, a thorough study of the currently existing works was performed and the best ideas were combined. The principles of the maximum waste heat utilization, maximum possible initial cycle parameters, recuperation usage and single working fluid were assumed as a basis for the new WHRS design.
HVAC (Heat, Ventilation and Air Conditioning) is all about comfort, and comfort is a subjective feeling associated with many parameters like air quality, air temperature, surrounding surface temperature, air flow and relative humidity. For example, while it is easy to understand how the temperature of the air in your living impacts how good you feel, the surfaces with which you are in contact also strongly affect your comfort. For example, last night I got out of bed to clean up after my dog who thought it would be a good idea to swallow (and give back) her chew toy. If I was wearing my slippers, it would have been much easier to go back to sleep between the warm bed sheets without the discomfort of waiting my cold feet warm up to normal temperature.
Speaking of sleep discomfort, many stem from HVAC imbalances. If you wake up in the middle of the night quite thirsty, then you should probably check how dry your bedroom is. The recommended range is 40-60% relative humidity. A higher humidity puts you at risk for mold while lower humidity can lead to respiratory infections, asthma, etc.
Now that we know how HVAC contributes to our comfort, let’s look at the HVAC unit as a system and see its role, functioning and simulation at a high level. The following examples provided are for a house, but similar concepts apply to residential buildings, offices, and so on.
The easiest parameter to control is the air temperature. It can be set by a thermostat and regulated according to a heating or cooling flow distributed from the HVAC unit to the different rooms through ducting. Without the introduction of thermally-different-than-ambient air, the house will heat or cool itself based on a combination of outside conditions and how well the building is insulated. Therefore, to keep a constant temperature a certain amount of energy must be used to provide heating (or cooling) at the same rate the house is losing (or gaining) heat. This is a match of the house load and heating/cooling capacity. Figure 1 provides a graph of the energy needed.
The Brayton cycle is the fundamental constant pressure gas heating cycle used by all air-breathing jet engines. The Brayton cycle can be portrayed by a diagram of temperature vs. specific entropy, or T–S diagram, to visualize changes to temperature and specific entropy during a thermodynamic process or cycle. Figure 1 shows this ideal cycle as a black line. However, in the real world, the compression and expansion processes are never isentropic, and there is always a certain pressure loss in the combustor. The real Brayton cycle looks more like the blue line in Figure 1.
The four stages of this cycle are described as:
1-2: isentropic compression
2-3: constant pressure heating
3-4: isentropic expansion
4-0: constant pressure cooling (absent in open cycle gas turbines)
The most basic form of a jet engine is a turbojet engine. Figures 2a and 2b provide the basic design of a turbojet engine. It consists of a gas turbine that produces hot, high-pressure gas, but has zero net shaft power output. A nozzle converts the thermal energy of the hot, high-pressure gas at the outlet of the turbine into a high-kinetic-energy exhaust stream. The high momentum and high exit pressure of the exhaust stream result in a forward thrust on the engine. Read More
The lubrication system is one of the most important systems of an engine.
This system should ensure:
Delivery of the required oil amount to the moving parts (e.g.-Bearings);
Dissipation of the heat generated due to friction by circulation of lubricant throughout the system; and
Cleaning of the oil from contamination and impurities introduced during engine operation.
To meet the above requirements, the lubricant circulation (lubricant reaching each component) should happen at appropriate pressure and mass flow rate throughout the system. This is also required in order to avoid cavitation caused by adverse pressure, and excessive heat generation due to less mass flow rate, at any place or particularly at any component. However, sometimes lubricant does not circulate properly to each corner of the system or to the rotating components. In some cases, the rotation of the crankshaft can actually starve the bearings and increase the internal heat due to insufficient supply of lubrication.
To avoid such problems, simulation engineers must model the whole system at all operating modes. They can predict the best system by varying flow rates (volumetric or mass flow rates), system pressures, temperatures, heat flows, as well as by changing the system geometry itself. Such modelling can be performed easily and with sufficient accuracy in a 1D Thermal Fluid analysis tool, such as AxSTREAM NET™ developed by SoftInWay.
It is worthwhile to use a 1D-Analysis tool in this case, because it can be used at any stage of the system design process to explore more options for improving the final design and to reduce development cycle time. The simulation engineer can easily create a model of automotive engine lubrication system, using different elements (components) which are available in the element database of AxSTREAM NET™. The system configuration can also be easily changed at any stage in the design process without rebuilding the complex 3D models.
Let us try to understand how to build a 1D scheme for an automotive engine lubrication system in a 1D tool (AxSTREAM NET™). First, we need to identify the major elements (components) which are part of the automotive engine lubrication system as per their order or sequence in the scheme. A typical engine lubrication system involves components like Oil – sump, strainer, pump and filter, all of which are parts of the initial oil suction line. In addition, the main gallery involves components like flow passages within the connecting rods, crankshaft, and bearings. The typical connections among these elements are shown in Figure 1.
Now let’s see the arrangement of a few components with their specific purposes towards the construction of the whole model.
It is a well-known fact in the turbomachinery community that the highest temperature achievable at the inlet of the turbine is a critical performance parameter for the turbine. For any given pressure ratio and adiabatic efficiency, the turbine specific work is proportional to the inlet stagnation temperature. Typically, a 1% increase in the turbine inlet temperature can cause a 2-3% increase in the engine output.
The major limitation for the maximum achievable value of the turbine inlet temperature comes from the material used for the turbine. The maximum material temperature has to be kept in check for multiple reasons, from the physical integrity to the structural reliability, and resulting temperature needs to be less than the turbine blade material’s maximum temperature.