Second Paper: The M.I.R.A. Cross-Wind Generator

1973 ◽  
Vol 187 (1) ◽  
pp. 348-353
Author(s):  
M. J. Rose
Keyword(s):  
Gas Turbine ◽  
Rise Time ◽  
Internal Combustion Engines ◽  
Internal Combustion ◽  
Power Source ◽  
Combustion Engines ◽  
Electric Motors ◽  
Turbine Engine ◽  
Transient Forces ◽  
Natural Wind

The response of vehicles to the transient forces associated with gusting of the natural wind is assuming greater prominence. Total reliance upon natural gusts is unsatisfactory since these are unpredictable and unrepeatable. Major Continental manufacturers have for several years utilized gusts produced by multiple-fan installations, the power source being either electric motors or internal-combustion engines. The M.I.R.A. equipment is centred on a single Rolls-Royce Avon gas-turbine engine, the exhaust gases from which are directed across a roadway. Measurements have indicated that the gust profiles are similar to those encountered on motorways in respect of rise-time.

Second Paper: The M.I.R.A. Cross-Wind Generator

1973 ◽  
Vol 187 (1) ◽  
pp. 348-353
Author(s):  
M. J. Rose
Keyword(s):  
Gas Turbine ◽  
Rise Time ◽  
Internal Combustion Engines ◽  
Internal Combustion ◽  
Power Source ◽  
Combustion Engines ◽  
Electric Motors ◽  
Turbine Engine ◽  
Transient Forces ◽  
Natural Wind

The response of vehicles to the transient forces associated with gusting of the natural wind is assuming greater prominence. Total reliance upon natural gusts is unsatisfactory since these are unpredictable and unrepeatable. Major Continental manufacturers have for several years utilized gusts produced by multiple-fan installations, the power source being either electric motors or internal-combustion engines. The M.I.R.A. equipment is centred on a single Rolls-Royce Avon gas-turbine engine, the exhaust gases from which are directed across a roadway. Measurements have indicated that the gust profiles are similar to those encountered on motorways in respect of rise-time.

scholarly journals Future mobility without internal combustion engines and fuels?

2013 ◽  
Vol 155 (4) ◽  
pp. 3-15
Author(s):  
Hans LENZ
Keyword(s):  
Co2 Emissions ◽  
Internal Combustion Engines ◽  
Internal Combustion ◽  
Liquid Fuels ◽  
Infrastructure Investment ◽  
Combustion Engines ◽  
Foreseeable Future ◽  
Electric Motors ◽  
The Future ◽  
To Come

For many decades to come, and in the foreseeable future, internal combustion engines – in many cases with electric motors – will be with us, just like the liquid fuels they require. The importance of crude oil will decline, as these fuels will be increasingly produced on a synthetic basis without CO2 emissions. The answers to the question ”Future Mobility without Internal Combustion Engines and Fuels?“ are “no” in both cases. Purely battery-electric mobility will be applied in the future only in specific areas. Fuel-cell vehicles will hardly be used because of the extreme infrastructure investment costs. In contrast, liquid fuels will ensure the future of mobility. In this scenario, energy such as solar or wind energy will be generated without CO2 emissions.

An Investigation of the Flow in Manifolds with Open and Closed Ends

1956 ◽  
Vol 60 (551) ◽  
pp. 749-753 ◽  
Author(s):  
J. H. Horlock
Keyword(s):  
Gas Turbine ◽  
Internal Combustion Engines ◽  
Turbine Blades ◽  
Internal Combustion ◽  
Main Stream ◽  
Combustion Engines ◽  
Aircraft Wings ◽  
Gas Turbine Blades ◽  
Discharge Velocity ◽  
Detailed Nature

The possibility of control of circulation around aircraft wings and gas turbine blades by ejection of air from the aerofoil into the main stream has drawn attention to the manifold problem. Discharge velocity distributions along the length of the wing or blade must be uniform, and it is important that the detailed nature of the flow in the supply manifolds should be understood. The distributions of velocity in manifolds supplying multicylinder internal combustion engines, in gas burners and in manifolds supplying canal locks are other allied problems.

Use of combined steam-water and organic rankine cycles for achieving better efficiency of gas turbine units and internal combustion engines

2012 ◽  
Vol 59 (3) ◽  
pp. 236-241 ◽  
Author(s):  
M. A. Gotovskiy ◽  
M. I. Grinman ◽  
V. I. Fomin ◽  
V. K. Aref’ev ◽  
A. A. Grigor’ev
Keyword(s):  
Gas Turbine ◽  
Internal Combustion Engines ◽  
Internal Combustion ◽  
Combustion Engines ◽  
Organic Rankine Cycles

Chart for the Investigation of Thermodynamic Cycles in Internal Combustion Engines and Turbines

1948 ◽  
Vol 159 (1) ◽  
pp. 335-349 ◽  
Author(s):  
J. M. Gilchrist
Keyword(s):  
Internal Energy ◽  
Internal Combustion Engines ◽  
Internal Combustion ◽  
Combustion Engines ◽  
Velocity Change ◽  
Complete Combustion ◽  
Turbine Engine ◽  
Thermodynamic Cycles ◽  
Specific Heats ◽  
Work Done

The development of the internal combustion turbine engine has reawakened interest in the study of thermodynamic problems associated with internal combustion engines. Graphical solutions find favour because ( a) widely varying mixtures of gases are used in modern engines, ( b) the specific heats of the gases vary with temperature and pressure, and ( c) the complete combustion of hydrogen, carbon, etc., cannot occur at high temperatures owing to dissociation. In the paper it is shown by suitable selection of scales how the temperature-internal energy graph may be used to indicate enthalpy, and, for engine expansions, the work done and the energy supplied. In turbines and turbo-compressors the heat drop, velocity change, losses, etc., are given by readings from the temperature and internal energy graph. The method is applied to a general cycle which embraces the Otto, Diesel, Atkinson, Humphrey, etc., cycles. To determine the work done and efficiency calculation is eliminated entirely. An indicator diagram taken from an oil engine is examined and the heat exchange for arbitrarily chosen parts of the cycle estimated. Internal combustion turbine cycles are discussed and the advantages of stage reheating and inter-cooling demonstrated. Energy-mixture strength tables, for temperature intervals of 200 deg. C. (360 deg. F.), are supplied for mixtures between 100 per cent weak and 20 per cent rich.

scholarly journals Operation Evaluation Method for Marine Turbine Combustion Engines in Terms of Energetics

2016 ◽  
Vol 23 (4) ◽  
pp. 67-72
Author(s):  
Marek Dzida ◽  
Jerzy Girtler
Keyword(s):  
Energy Conversion ◽  
Internal Energy ◽  
Internal Combustion Engines ◽  
Combustion Engine ◽  
Internal Combustion ◽  
Combustion Engines ◽  
Combustion Chambers ◽  
Engine Operation ◽  
Turbine Engine ◽  
The Impact

Abstract An evaluation proposal (quantitative determination) of any combustion turbine engine operation has been presented, wherein the impact energy occurs at a given time due to Energy conversion. The fact has been taken into account that in this type of internal combustion engines the energy conversion occurs first in the combustion chambers and in the spaces between the blade of the turbine engine. It was assumed that in the combustion chambers occurs a conversion of chemical energy contained in the fuel-air mixture to the internal energy of the produced exhaust gases. This form of energy conversion has been called heat. It was also assumed that in the spaces between the blades of the rotor turbine, a replacement occurs of part of the internal energy of the exhaust gas, which is their thermal energy into kinetic energy conversion of its rotation. This form of energy conversion has been called the work. Operation of the combustion engine has been thus interpreted as a transmission of power receivers in a predetermined time when there the processing and transfer in the form (means) of work and heat occurs. Valuing the operation of this type of internal combustion engines, proposed by the authors of this article, is to determine their operation using physical size, which has a numerical value and a unit of measurement called joule-second [joule x second]. Operation of the combustion turbine engine resulting in the performance of the turbine rotor work has been presented, taking into account the fact that the impeller shaft is connected to the receiver, which may be a generator (in the case of one-shaft engine) or a propeller of the ship (in the case of two or three shaft engine).

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