UNIT-IV

GAS TURBINES

APARNA K
Assistant Prof.
MED, JNTUH-UCES
Gas Turbine- Introduction
• Gas turbine engines derive their power from burning fuel in a
combustion chamber and using the fast-flowing combustion
gases to drive a turbine in much the same way as the high-
pressure steam drives a steam turbine.

• A simple gas turbine is comprised of three main sections: a

compressor, a combustor, and a power turbine.

• The gas turbine operates on the principle of the Brayton cycle,

where compressed air is mixed with fuel and burned under
constant pressure conditions.

• The resulting hot gas is allowed to expand through a turbine

to perform work.
Working principle
• As the principle of the gas turbine, a working gas (air) is
compressed by a compressor and heated by combustion
energy of the fuel at the first. The working gas becomes the
high temperature and high pressure. The engine converts the
energy of working gas into the rotating energy of the blades,
making use of the interaction between the gas and the blades.
Classification
• According to cycle of operation
1. Closed cycle
2. Open cycle
3. Semi-closed cycle

• According to fuel used

1. Solid fuel
2. Liquid fuel
3. Gaseous fuel

• According to process of combustion/ process of heat absorption

1. Constant volume combustion (Atkinson cycle)
2. Constant pressure combustion (Brayton cycle)

• According to Thermodynamic cycle

1. Brayton/Joule cycle
2. Atkinson cycle
3. Ericsson cycle
• According to Action of expanding gases
1. Impulse turbine
2. Reaction turbine
• According to Direction flow
1. Radial Flow
2. Axial Flow
• According to arrangement
1. Single shaft& Multi-shaft
2. Cycle with Reheater
3. Cycle with Regenerator
4. Cycle with Intercooler
5. Cycle with Reheater, regenerator and Intercooler
• According to Application
1. Stationary
2. Aircraft
3. Marine
4. Locomotive
5. Automotive
Classification
Applications
• Turbocharging in I.C. Engines
• Jet propulsion- Up to 40 MW
• Marine Engines- Ship propulsion
• Automotive application- Road transport
• Power plants-Electric power generation
• Industrial/ Stationary Applications – Up to 260 MW

• peak load plant/ base load/ stand by load/ Transmission load/

Industrial load
Turbocharger
Merits over I.C. engines
1. The mechanical efficiency of a gas turbine (95%) is quite high
as compared with I.C engine (85%) since the I.C. engine has a
large many sliding parts.

2. The weight of gas turbine per H.P. developed is less than that
of an I.C. engine.

3. The gas turbine can be driven at a very high speeds (40,000

r.p.m.) whereas this is not possible with I.C. engines.

4. The work developed by a gas turbine per kg of air is more as

compared to an I.C. engine. This is due to the fact that gases
can be expanded up to atmospheric pressure in case of a gas
turbine whereas in an I.C. engine expansion up to
atmospheric pressure is not possible.
1. A gas turbine does not require a flywheel as the torque on the shaft is
continuous and uniform. Whereas a flywheel is a must in case of an
I.C. engine.

2. The components of the gas turbine can be made lighter since the
pressures used in it are very low, say 5 bar compared with I.C. engine,
say 60 bar.

3. In the gas turbine the ignition and lubrication systems are much
simpler as compared with I.C. engines.

4. Cheaper fuels such as paraffin type, residue oils or powdered coal can
be used whereas special grade fuels are employed in petrol engine to
check knocking or pinking.

5. The exhaust from gas turbine is less polluting comparatively since

excess air is used for combustion.

6. Because of low specific weight the gas turbines are particularly

suitable for use in aircrafts.
Demerits of gas turbines
1. The thermal efficiency of a simple turbine cycle is low (15 to
20%) as compared with I.C. engines (25 to 30%).

2. With wide operating speeds the fuel control is

comparatively difficult.

3. Due to higher operating speeds of the turbine, it is

imperative to have a speed reduction device.

4. It is difficult to start a gas turbine as compared to an I.C.

Engine.

5. The gas turbine blades need a special cooling system.

Simple GT plant
Ideal Joule/ Brayton Cycle
Gas turbine for Jet Propulsion
Working
• A gas turbine plant may be defined as one “in which the
principal prime-mover is of the turbine type and the working
medium is a permanent gas”
• A simple gas turbine plant consists of the following :
1. Turbine.
2. A compressor mounted on the same shaft or coupled to
the turbine.
3. The combustor.
4. Auxiliaries such as starting device, auxiliary lubrication
pump, fuel system, oil system and the duct system etc.

A modified plant may have in addition to above an intercooler,

regenerator, a reheater etc. The working fluid is compressed in
a compressor which is generally rotary, multistage type.
Cont..
• Heat energy is added to the compressed fluid in the
combustion chamber. This high energy fluid, at high
temperature and pressure, then expands in the turbine unit
thereby generating power. Part of the power generated is
consumed in driving the compressor and accessories and the
rest is utilized in electrical energy. The gas turbines work on
open cycle, semi-closed cycle or closed cycle. In order to
improve efficiency, compression and expansion of working
fluid is carried out in multistage.
Centrifugal compressors are superior to the axial flow as they develop high pressure
ratio in single stage but at the cost of lowering efficiency due to radial flow of gas and
increased frontal area.

Axial flow machines are used in Aircraft applications as they can handle large mass of
working fluid and highly efficient due to the movement of gas is parallel to the axis of
rotation.
Actual Brayton Cycle
Deviations from Ideal cycle
• K.E is not considered into account though the gas velocities
are very high.

• Specific heat of gases changes with respect to temperature

unlike solids and liquids.

• Heat loss to surroundings.

• Other frictional losses Pressure drop due to resistance to flow

of Gas inside the system components
(Compressors/Combustion chamber/turbine/ pre-cooler)
Irreversibility
Closed cycle GT
Merits &Demerits of CCGT over OCGT
Semi-closed Cycle (type-1)
SCC
• It consists of 2 compressors i.e., an Auxiliary compressor and
a Main compressor both are driven by a turbine.
• It consists of 2turbines, one is to drive compressors and an
another one is to draw power from flue gases.
• Air is drawn from the atmosphere and fed to the main
compressor.
• After compression, air is allowed into the combustion
chamber in two ways.
• Some quantity of air is made an indirect contact with fuel and
gets heated to expand on First turbine, generates power and
drive compressors.
• Some other quantity of air is made direct contact with fuel
and gets heated to form hot flue gas to expand on Power
turbine and generates power.
Semi-closed Cycle (type-II)
SC
• This type of Gas turbine is combined with steam turbine.
• The exhaust Flue gases from the exit of gas turbine are
allowed into a heat recovery steam generator(HRSG), where
the water is converted into steam utilizing the heat of exhaust
gases.
• Thus this combined plant facilitates power generation from
gas turbine as well as steam turbine.
• The efficiency of the combined plant may go up-to 65%.
• The heat of Exhaust flue gases is also utilized to preheat the
air after compression and before it enters into the combustion
chamber of gas turbine plant.
Performance parameters
• Pressure Ratio- Ratio of compressor delivery pressure to that of suction pressure.

• Work Ratio- Ratio of Net work to the turbine work

• Air -fuel ratio- Ratio of mass of air required to the mass of fuel.

• Compressor Efficiency- Ratio of Ideal/Isentropic work to the Actual work

(or)
Ratio of Isentropic temperature rise to the Actual temperature rise

• Engine/Mechanical/Turbine Efficiency- Ratio of Actual work to the Isentropic

work
(or)
Ratio of Actual Enthalpy/Heat drop to the Isentropic Enthalpy/Heat Drop

• Combustion Efficiency- Ratio of Actual heat supplied to Ideal Heat supplied.

• Thermal Efficiency- Ratio of Net work output to the Heat supplied

Methods to improve GT thermal efficiency

• Reheating- Increases Work output

• Regeneration- Increases thermal efficiency, reduces heat
input
• Intercooling- reduces compressor work
• Combination of RH, RG&IC
Reheat GT Cycle
Regenerative GT Cycle
Cycle with Intercooling
Cycle with IC, RH& RG
Combustion Chamber
Whittle CC
CC
• A combustion chamber is a component or area of a gas turbine,
ramjet, or scramjet engine where combustion takes place.

• It is also known as a burner, combustor or flame holder.

• In a gas turbine engine, the combustor or combustion chamber is

fed high pressure air by the compression system.

• The combustor then heats this air at constant pressure. After

heating, air passes from the combustor through the nozzle guide
vanes to the turbine.

• In the case of a ramjet or scramjet engines, the air is directly fed to

the nozzle.
Requirements of CC
• Low pressure loss as it is constant pressure heat addition
• High combustion efficiency at any altitude
• Uniform outlet temperature of the flame to save blade life
from overheating
Parts
• Snout- passage for primary Air into CC

• Fuel nozzle Injectors/Atomizers –Passage for fuel/ for spraying of fuel

into CC

• Swirl vanes- for turbulence mixing of air and fuel

• Interconnectors- to connect flame tubes or chambers or cans or tubes.

• Primary zone- high temperature zone where the initial combustion

process takes place.

• Flame tube where the real or whole combustion occurs.

• Air casing- to supply air to secondary and tertiary zones for cooling and
dilution purpose.

• Seal ring to seal the CC into Gas turbine

Combustion process
Types Of Combustion Chambers
• There are three basic types of burners:
1. CAN (or Tubular) Type Combustor
2. CANNULAR (can-annular or Tubo-annular) Type Combustor.
3. ANNULAR Combustor
CAN
CAN type
• Also known as Tubular/ multiple combustion chamber.
• Multiple cylindrical cans located around the shaft connecting
compressor and turbine
• Each can has separate combustion chambers(Pressure Vessel) or Flame
tubes.
• They are interconnected with each other this allows them to work at
same pressure.
• Each “can” has its own fuel injector, igniter, liner, and casing.
• Compressed air is directed through ducts into individual cans
• Air passes through Snout and also the space between flame tube and
outer casing.
• Easy to test, maintain and repair, as only a single can needs to be
removed, rather than the whole combustion section.
• Used for axial& centrifugal compressors
• Most modern gas turbine engines (particularly for aircraft applications)
do not use can combustors as the Weight is quite larger.
• High pressure loss.
• Additionally, the pressure drop across the can is generally
higher than other combustors (on the order of 7%).
• Most modern engines that use can combustors are turbo-
shafts featuring centrifugal compressors.
• Well suited to engines with centrifugal compressors, where
the flow is divided into separate streams in the diffuser.
• Easier development (could be carried out on a single can
using only a fraction of the overall airflow and fuel flow).
• Increased volume, weight and frontal area.
• Increased Pressure drop (more surface area in contact with
air/gas).
CANNULAR
Can annular/ Cannular type
• Combination of both Can and Annular combustion chamber
and had advantage of both types.
• Consists of a series of cans arranged within a common single
Annulus
• Cans are interconnected and open to supply fuel-Air mixture
within the Annulus.
• No. of flame tubes are fitted with a Common air casing
• Easy for testing and inspection
• System is compact and efficient.
• This type of combustor is also lighter than the can type, and
has a lower pressure drop (on the order of 6%).
• The exit flow from the cannular combustor generally has a
more uniform temperature profile, which is better for the
turbine section.
• Like the can type combustor, can annular combustors have
discrete combustion zones contained in separate liners with
their own fuel injectors.
• Unlike the can combustor, all the combustion zones share a
common ring (annulus) casing. Each combustion zone no
longer has to serve as a pressure vessel.
• The combustion zones can also communicate with each other
via liner holes or connecting tubes that allow some air to flow
circumferentially.
• It also eliminates the need for each chamber to have its own
igniter. Once the fire is lit in one or two cans, it can easily
spread to and ignite the others.
• However, a cannular combustor can be more difficult to
maintain than a can combustor.
• An example of a gas turbine engine utilizing a cannular
combustor is the Rolls-Royce Tay turbofans use this type of
combustor as well.
ANNULAR
Annular
• Contains Single flame tube completely in Annular form
• Contains inner and outer casing
• Air flows through flame tube
• The chamber is open to compressor at the front and open to turbine
nozzles at the rear end.
• For the same power output length is less than can-annular type
• Resulting in reduction of weight and production cost
• Elimination of combustion propagation problems between one
flame tube to the other.
• Requires less cooling air to prevent burning of flame tube wall due
to less wall area and thus prevents pollution
• Allows better mixing of fuel and air, Eliminates unburnt fuel and
increases combustion efficiency.
• Difficult to maintain stable outlet temperature
• Difficult to test, maintain and repair.
• Annular combustors do away with the separate combustion
zones and simply have a continuous liner and casing in a ring
(the annulus).
• There are many advantages to annular combustors, including
more uniform combustion, shorter size (therefore lighter), and
less surface area.
• Additionally, annular combustors tend to have very uniform
exit temperatures. They also have the lowest pressure drop of
the three designs (on the order of 5%).
• The annular design is also simpler, although testing generally
requires a full size test rig.
• An engine that uses an annular combustor is the CFM
International CFM56.
• Most modern engines use annular combustors; likewise, most
combustor research and development focuses on improving
this type.
Double annular
• One variation on the standard annular combustor is the double
annular combustor (DAC).
• Like an annular combustor, the DAC is a continuous ring without
separate combustion zones around the radius.
• The difference is that the combustor has two combustion zones
around the ring; a pilot zone and a main zone.
• The pilot zone acts like that of a single annular combustor, and is the
only zone operating at low power levels.
• At high power levels, the main zone is used as well, increasing air
and mass flow through the combustor.
• GE’s implementation of this type of combustor focuses on reducing
NOx and CO2 emissions.
• Extending the same principles as the double annular combustor,
triple annular and “multiple annular” combustors have been
proposed and even patented.
The three types
Gas Turbine- Types
(1) heavy frame engines and
(2) Aero derivative engines such as turbofan, turbo prop, turbo
shaft and turbo jets.
• aero derivative and heavy-duty gas turbines feature an output
range from 34 MW to 571 MW. They are proven performers in
simple and combined-cycle operation for pure power
generation, cogeneration, mechanical drive, and waste-to-
power.
• Heavy frame engines are characterized by lower pressure
ratios (typically below 20) and tend to be physically large. They
are used for Industrial applications.
• NOTE: Pressure ratio is the ratio of the compressor discharge pressure and the inlet air
pressure.
Heavy-Frame type vs. Aero derivative type
Aero derivative engines
• The aero derivative gas turbine is a lighter weight variation of a gas
turbine. Despite being classified as a gas turbine, the fuel source for the
aero derivative turbine is not really gas. Actually, they are designed so
that fuel and air are mixed and then ignited to achieve the desired
output.
• Aero derivative engines tend to be very compact and are useful where
smaller power outputs are needed. As large frame turbines have higher
power outputs, they can produce larger amounts of emissions, and must
be designed to achieve low emissions of pollutants, such as NOx.
• They can provide cheaper power, a better-quality grid, and cleaner
power with lower emissions—compared to heavy fuel oil reciprocating
engines, the current source running in many regions of the world.
• One area of widespread use of aero derivative gas turbine technology is
in aviation where the power harnessed by the turbine is used to power
a compressor. The hot air that exits the turbine is used for thrust by
forcing the air into the atmosphere via an exhaust nozzle.