SoftInWay Inc. delivers time and cost saving turbomachinery solutions through industry-leading consulting services, fully in-house developed software, and customizable training courses.
We’ve done it! We have reached the finish-line for 2020, and by golly did it not come soon enough. Here at SoftInWay, the trials and tribulations brought on by the events of 2020 were felt, but thanks to the support of our partners, friends and customers, we were able to close out the year strong. So what did SoftInWay do this year?
Siemens Partnership
Right at the beginning of 2020, SoftInWay, Inc. officially entered a new partnership with Siemens Digital Industries. As SoftInWay has reigned as the turbomachinery master, we realize that turbomachinery component and system design is often part of a much greater system. As deadlines on projects become tighter, and project budgets decrease in the face of rising expenses, it has become more important than ever to have a streamlined workflow and toolset. Enter the SoftInWay/Siemens partnership. Thanks to this new enterprise, SoftInWay offers joint software solutions to mechanical engineering and turbomachinery companies. Industry standard tools like STAR-CCM+, Simcenter 3D, and NX CAD are now offered alongside the AxSTREAM platform. These gold-standard tools cover everything from component preliminary design to advanced heat transfer analysis, finite-element analysis, and CFD analysis, with results generated in a matter of hours. Read More
Update – March 1, 2023: AxSTREAM NET is our legacy software depreciated by AxSTREAM System Simulation. System Simulation was born out of the union of the legacy AxCYCLE and AxSTREAM NET software packages.
Bearings are very important machinery components since they dominate machine performance. Almost all machines and mechanisms with a rotating part, from the smallest motor to the largest power plants, from turbomachinery to reciprocating engines, and other industrial equipment our modern society relies upon, could not function without the use of bearings in some form. If one of the bearings fail, not only do the machines stop, but the assembly line also stops, and the resulting costs may be extremely high. For this reason, every bearing manufacturer makes every effort to ensure the highest quality for each bearing and that the end user subjects the bearing to careful use and properly maintains this component.
A bearing can be defined as a machine element which supports another moving machine element (known as a journal). It permits a relative motion between the contact surfaces of the members, while carrying the loads (static and dynamic). Some consideration will show that due to the relative motion between the contact surfaces, a certain amount of power is wasted in overcoming frictional resistance. If the rubbing surfaces are in direct contact, there will be rapid wear. In order to reduce frictional resistance, wear, and in some cases to carry away the heat generated, a layer of fluid (known as lubricant) may be provided. This lubricant is used to separate the journal and bearing, which allows the moving parts to move smoothly and helps to achieve more efficient machine operation. Some of the common bearing types are shown in Figure 1.
Figure 1. Common Types of Bearing Examples. SOURCE: [1]The main purpose of bearings is to prevent direct metal to metal contact between two elements that are in relative motion. This prevents friction, heat generation and ultimately, the wear and tear of parts. It also reduces the energy consumption required for moving parts. Additionally, they also transmit the load of the rotating element to the housing. This load may be axial, radial or a combination of both. Bearings also restrict the freedom of movement of moving parts to a predefined direction. With all these aspects, bearings are clearly important for the operations and the reliability of mechanical products. The right bearing can increase useful life of the machine, and enhance the machine’s overall performance. The wrong bearing can lead to premature failure, increased downtime, and increased wear and fatigue among all components of the machine. Read More
As a special tribute this Veterans Day, we decided to have a look at some of the most notable engines that have been used to propel military vehicles throughout history.
PW F135
Kicking off our list is the Pratt & Whitney 135 turbofan engine. The pride and joy of Pratt & Whitney’s military engine lineup, the 135 powers the US Military’s F35 Lightning II. Presently, two variants of the F135 are used in several different variants of the F35, although it should be noted that the F135 was developed specifically for the F35. The 3 engine variants are known as the F135-PW-100, the F135-PW-600, and the F135-PW-400, each for a different application of the F35. The 100 variant is used in the conventional take off and landing F35A, the 600 is used in the F135B for short take off and vertical landing F35B, and the 400 uses salt corrosion-resistant materials for the Naval variant F35C.
A Lockheed Martin F35A in fight, and an F35C taking off from the USS Abraham Lincoln
The F135 is capable of 28,000 lbf of thrust with the afterburner capability pushing thrust all the way to a whopping 43,000 lbf of thrust, making the Lightning II a supersonic STOVL aircraft suited to a wide variety of applications, as seen in the above illustrations. At the heart of the Pratt F135 are 3 fan stages, 6 compressor stages, and 3 turbine stages. In the STOVL variant, the F135-600 uses the same core components, but is also coupled to a drive shaft which connects the engine to the lift fans which were originally developed by Rolls-Royce, and give the Lightning the ability to hover, perform short distance takeoffs, and vertical landings.
A Royal Air Force RAF F35B Lightning II performing a vertical landing on a Royal Navy carrier.
The F35 by Pratt & Whitney and in turn the F35 Lightning II by Lockheed Martin represent the cutting edge in military aviation, and are the centerpieces of Pratt and Lockheed respectively. The Lightning variants and this line of turbofan engines will be in service with several branches of the US military and its allies around the world for the foreseeable future, with more iterations of the F135 to come. Read More
Update – March 1, 2023: AxSTREAM NET is our legacy software depreciated by AxSTREAM System Simulation. System Simulation was born out of the union of the legacy AxCYCLE and AxSTREAM NET software packages.
Even in today’s age of underwater nuclear power, the majority of the world’s submarines still use diesel engines as their main source of mechanical power, as they have done since the turn of the century. A diesel engine must operate at its optimum performance to ensure a long and reliable life of engine components and to achieve peak efficiency. To operate or keep running a diesel engine at its optimum performance, the correct lubrication is required. General motors V16-278A type engine is normally found on fleet type submarines and is shown in Figure 1. This engine has two banks of 8 cylinders, each arranged in a V-design with 40 degree between banks. It is rated at 1600 bhp at 750 rpm and equipped with mechanical or solid type injection and has a uniform valve and port system of scavenging[1].
Figure 1. GM V16-278A, Submarine Diesel Engine. SOURCE: [1]Lubrication system failure is the most expensive and frequent cause of damage, followed by incorrect maintenance and poor fuel management. Improper lubrication oil management combined with abrasive particle contamination cause the majority of damage. Therefore, an efficient lubrication system is essential to minimize risk of engine damage.
The purpose of an efficient lubrication system in a submarine’s diesel engine is to:
Prevent metal to metal contact between moving parts in the engine;
Aid in engine cooling by removing heat generated due to friction;
Form a seal between the piston rings and the cylinder walls; and
Aid in keeping the inside of the engine free of any debris or impurities which are introduced during engine operation.
All of these requirements should be met for an efficient lubrication system. To achieve this, the necessary amount of lubricant oil flow rate with appropriate pressure should circulate throughout the entire system, which includes each component such as bearings, gears, piston cooling, and lubrication. If the required amount of flow rate does not flow or circulate properly to each corner of the system or rotating components, then cavitation will occur due to adverse pressure and excessive heat will be generated due to less mass flow rate. This will lead to major damage of engine components and reduced lifetime. Read More
The release of combustible gas during the interaction of metals and acids was observed as early as the 16th century. That is, during the formation of chemistry as a science. The famous English scientist Henry Cavendish had studied the substance since 1766, and gave it the name “combustible air”. When burned, this gas produced water. Unfortunately, the scientist’s adherence to the theory of phlogiston (the theory that suggested the existence of a fire-type element in materials) prevented him from coming to the correct conclusions.
In 1783 the French chemist and naturalist A. Lavoisier, together with the engineer J. Meunier, and with the help of special gas meters carried out the synthesis of water, and then its analysis by means of decomposition of water vapor with hot iron. Thus, scientists were able to come to the correct conclusions, and dismantle the phlogiston theory. They found that “combustible air” is not only a part of water but can also be obtained from it. In 1787, Lavoisier put forward the assumption that the gas under study is a simple substance and, accordingly, belongs to the number of primary chemical elements. He named it hydrogene (from the Greek words hydor – water + gennao – I give birth), that is, “giving birth to water”.
In a free state and under normal conditions, hydrogen is a gas, and is colorless, odorless and tasteless. Hydrogen has almost 14.5 times mass less than air. It usually exists in combination with other elements, such as oxygen in water, carbon in methane, and organic compounds. Because hydrogen is chemically extremely active, it is rarely present as an unbound element. Read More
As the leading authority on turbomachinery design, redesign, analysis, and optimization, we work with a wide range of machines from small water pumps and blowers to massive steam turbines, jet engines, and liquid rocket engines. While all of these machines have a certain “cool factor” to them since, after all, we’ve proven they make the world go round; some machines take coolness to the next level. Today, we’re taking a look at 5 of the coolest specific turbomachinery inventions, according to us.
Number 5 – The Arabelle Turbines
Starting with number 5, we have a pair of steam turbines, each known as “Arabelle”. You may be asking yourself “So what, steam turbines are everywhere.” You would be right, but these two have a bit of a size advantage. In fact, they’re the largest steam turbines in the world.
Designed and built by General Electric in France, these turbines are, according to GE, “longer than an Airbus 380 and taller than the average man. A pair of them, each capable of producing 1770 megawatts, is now set to cross the English Channel to provide energy for generations” (1).
They’ll be installed in a new nuclear power plant known as Hinkley Point C in Somerset. Their 1.7 gigawatt output will be enough to power 6 million homes, which is 7% of the UK’s power consumption. (1) The output and sheer size of the turbines aren’t the only large number either, the project costs nearly 24 billion US dollars.
A CAD model of the Arabelle steam turbines, image courtesy of General Electric.
The sheer size and performance figures have earned GE a place on our list of top 5 cool turbomachines!
Number 4 – The Garrett 3571VA Variable Geometry Turbocharger
This is one only gearheads and diesel-fans may recognize, but even then, it’s an obscure one. This Garrett turbocharger was a game changer for diesel engines used in light and medium duty trucks, specifically the Navistar International VT365, also known as the Ford 6.0 Liter Powerstroke engine. Read More
While Formula racing is well known for its use of standardized turbocharged V6 engines in all races, they’re certainly not the only races where turbocharged engines are used; and in some cases, the vehicle isn’t even a car! Today’s blog is going to look at turbomachinery in racing, starting with the origin of their usage, and looking at some of the different applications where these machines are found.
As we covered in recent blog, turbocharging has been around since the turn of the 20th century, however its applications was limited for a time to heavy-duty marine applications; high-end cars and trucking; and military aviation. By the 1950’s that had changed thanks to Cummins’ entry in the Indy 500, with their advanced turbodiesel engine raising eyebrows until it catastrophically failed. The point was made though, as Indy banned turbodiesels from the races going forward. Current IndyCar engine specs call for a 2.2 liter V6 engine that is twin-turbocharged with a fixed boost level. These engines can crank out an astonishing 700 horsepower at full chat, which is around 12,000 RPM. If you’re curious about just how Honda is getting this supercar levels of horsepower out of such an engine, I definitely recommend having a look at the magnificent explanation done by Jason Fenske from Engineering Explained.
On the left #28, the Cummins Diesel special which had the famed turbodiesel engine, and on the right, the 2.2L Honda IndyCar engine. Images courtesy of Truck Trend and Engineering Explained respectively.
We’ll circle back to turbocharged road racing in a moment, but let’s talk about jet engines and the H1, first. Started in 1946, H1 Unlimited is a racing league where teams compete using hydroplanes (not to be confused with the extremely dangerous condition that occurs on wet roads). These hydroplanes rely on lift as opposed to their buoyancy to maintain high speeds and maneuverability. After World War II, the surplus of aircraft engines like the famed Rolls-Royce Merlin V12, discussed in an earlier blog, found their way into these high speed watercraft.
The Lycoming T55 turboshaft engine, powering everything from Chinooks, to race boats. Left image courtesy of Mr. Z-man
In modern times however, H1 Unlimited has now standardized the engines used in competing hydroplanes, and all craft must now use the Lycoming T55 turboshaft engine, which was originally used in the famed Boeing CH47 Chinook helicopter.
Update – March 1, 2023: AxSTREAM NET is our legacy software depreciated by AxSTREAM System Simulation. System Simulation was born out of the union of the legacy AxCYCLE and AxSTREAM NET software packages.
INTRODUCTION
In the aircraft industry, several systems are designed to provide safety and comfort for the crew and passengers.
Regarding comfort, the water and waste system is designed to provide water for galleys and lavatories. Fresh water is stored and distributed while a different system deals with wastewater. That system includes a thoughtful engineering method to dispose of the different wastes that could occur during the flight.
OVERVIEW
Water must be supplied to different parts of the plane during flight. This water is kept in a tank in the compartment aft of the bulk cargo compartment. The whole system is made up of a passenger water system that stores, delivers, monitors and controls drinkable (potable) water for the galley units and lavatory sink basins.
In this blog, we are going to focus more specifically on the 737-classic model from Boeing.
Figure 1-Representation of different parts of the water and waste system
The 3 main achievements of the water and waste system are the following:
Filling the water tank on land
Providing water during the flight
Storing toilet waste
The water and waste system is made up of:
Potable water system aims to deliver fresh water to every needed part in the plane (including every component between the water tank and sinks)
Water tank pressurization system focuses on the pressurization of the water tank and air dealing with the tank (including air compressor, pressure regulator filter, pressure relief valve)
Wastewater system focuses on water related to lavatory and sinks / galleys wastewater (including drain masts)
Toilet system includes components related to flushing and toilet water (including waste tank)
The water tank has a capacity of 34 gallons (about 0.15 m3). The water system in the plane needs to be pressurized for altitude just like the cabin, so it gets pressurized by an air inlet (linked to the pneumatic system). Therefore, the water quantity should not exceed 30 gallons (about 0.13 m3). Read More
Update – March 1, 2023: AxSTREAM NET is our legacy software depreciated by AxSTREAM System Simulation. System Simulation was born out of the union of the legacy AxCYCLE and AxSTREAM NET software packages.
INTRODUCTION
In the aircraft industry, several systems are designed to provide safety and comfort for crew and passengers while traveling. Oxygen gets rarified with altitude, so life support is a very important system
The cabin is pressurized in order to provide breathable air, but reaching a sea level pressure is not advisable since it would lead to a significant pressure differential between the aircraft exterior and the cabin interior. This difference could damage the aircraft structure.
Additionally, the cabin altitude is different from the flight altitude. In fact, the cabin altitude corresponds to the one reached according to the cabin pressure. Usually a commercial flight cruises at an altitude of 35,000 ft, but thanks to the pressurization system, the cabin altitude is around 6,000-8,000 ft. Indeed, the oxygen system provides breathable oxygen to the crew and passengers if any problem were to occur during the flight.
AIRCRAFT EMERGENCY OXYGEN SYSTEM:
In a normal situation, a bleed air system is used to provide fresh air throughout the flight duration. The air is hot and must be cooled and pressurized to make it breathable. In the event of an emergency, the plane is already equipped with oxygen systems which are linked to passengers and cabin crew through masks. In fact, there are two oxygen systems on board. One designed for the crew, and the second for the passengers.
If the cabin pressure drops making cabin altitude about 14,000 ft, the emergency system are be triggered. The emergency system provides oxygen to passengers for 15 to 20 minutes, and for the crew members for around 30 minutes. This is enough time for the aircraft to descend to a lower altitude and being the cabin altitude to a safe breathable level.
Here, the crew oxygen system schematic of the Boeing 737 class is shown in Figure 1.
Figure 1-Crew oxygen system
The main challenges of oxygen equipment are:
Fitting the dimensions of the plane
Secure (no leakage for example)
Responsive (to cabin pressure and cabin altitude)
Easy for passengers to use the oxygen system through the deployed masks quickly, before the effects of altitude are felt:
At 25,000 ft: a person has 3 minutes of consciousness
At 41,000 ft: a person has 30 seconds of consciousness
FLIGHT CREW OXYGEN
The flight crew oxygen should be designed and made with a lot of care, because if any trouble occurs during the flight, the crew must be able to handle the situation and take the airplane and its passengers down safely. Read More
Hello! Welcome back to this third and final installment in our “History of the Turbocharger” Series. If you haven’t already, you can read the previous installments by clicking the links below:
Now, let’s see how the turbocharger went from an ace-in-the-hole for aircraft engines during World War II, to the go-to way to crank out horsepower in small engines.
Up until World War II, turbochargers were not a common sight in cars, and certainly not the most popular option for adding forced induction to an engine. Even following the war, some of the most notable post-war aircraft relied on piston engines as opposed to the modern turbojet engine, did not use turbochargers. Most R&D efforts for military aircraft propulsion was moving away from piston engines, and where piston engines were being used, they didn’t have turbos.
Take, for example, the Corvair B36. This behemoth of an airplane was adopted by the US Air Force for a short period of time after the war, but before the much more famous B52 Stratofortress was adopted. This gargantuan plane made use of a Pratt and Whitney radial engine similar to (although much larger than) the engines used in other US warplanes during World War II. Much like the other engines used by warplanes, these engines were typically not turbocharged, instead used geared superchargers to force more air into the 6(!) propeller engines.
A Corvair B36 Peacemaker, which dwarfed the already big B29 Superfortress. By the time the Peacemaker Flew, piston engines were already being considered obsolete for most military and aviation applications.
From the get-go, this engine was quite dated, as the piston engines were maintenance heavy, and the unusual engine and propeller configuration gave the plane reliability issues. Additionally, the Peacemaker was retrofitted with 4 jet engines for use in takeoff as well as speed over a target to reduce the likelihood of being struck by enemy fire. It wasn’t long however, before the turbojet-powered B52 we all know and love was adopted. The B36 was more or less forgotten as a massive placeholder for the US Air Force for a short time following World War II. Read More
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![Figure 1. Common Types of Bearing Examples. SOURCE: [1]](https://blog.softinway.com/wp-content/uploads/2020/12/Figure-1.-Common-Types-of-Bearing-Example.jpg)
![Figure 1. GM V16-278A, Submarine Diesel Engine. SOURCE: [1]](https://blog.softinway.com/wp-content/uploads/2020/11/GM-V16-278A-Submarine-Diesel-Engine.png)
