PROJECT REPORT on WORKING AND THERMAL COOLING OF JET

ENGINE

MTE COMPONENT EVALUATION

DELHI TECHNOLOGICAL UNIVERSITY

DEPARTMENT OF MECHANICAL ENGINEERING
PROJECT REPORT SUBMITTED TO : PROF. Naushad Ahmad Ansari
PROJECT REPORT SUBMITTED BY : Naveen (2K20/ME/170)
NIMISH CHAUDARY(2K20/ME/176)
Contents
• Abstract
• Introduction
• Objectives
• Setup
• Conclusion
• References
 ABSTRACT
In this project we have studied the working of jet engine , components
and its cooling.
Jet engine is an engine that discharges a fast moving jet of fluid to
generate thrust in accordance with Newton's third law of motion. This
broad definition of jet engines includes turbojets, turbofans, rockets and
ramjets and water jets, but in common usage, the term generally refers
to a gas turbine Brayton cycle engine used to produce a jet of high speed
exhaust gases for special propulsive purposes.
 INTRODUCTION
The tremendous speed of a jet engine works on the Third Law of Physics . The Third Law
is set into motion by thrust generated by the gas turbines within. At the front of a jet
engine, a fan sucks in air. The air is then retained inside the engine, where a compressor
places it under pressure. The compressor contains more fans, all of which are fitted with
blades and fastened to a shaft.
After these fans have done their work of compressing the air, fuel is introduced. A spark is
then ignited, causing the mixture of fuel and air to burn. This combination then rapidly
expands and is directed through a nozzle, which is placed at the back of the engine. This
concentrated energy is the thrust which propels the airplane. The reaction takes place with
extreme speed and  the turbines in most modern jet engines spin over 10,000 times a
minute.
PARTS OF A JET ENGINE
•Fan
•Compressor
•Combustor
•Turbine
•Mixer
•Nozzle
 WORKING
Fan
 The fan is the first component in a turbofan. The large spinning fan sucks in large quantities of air. Most blades
of the fan are made of titanium. It then speeds this air up and splits it into two parts. One part continues through
the "core" or center of the engine, where it is acted upon by the other engine components.
The second part "bypasses" the core of the engine. It goes through a duct that surrounds the core to the back of
the engine where it produces much of the force that propels the airplane forward. This cooler air helps to quiet
the engine as well as adding thrust to the engine.

Compressor  
The compressor is the first component in the engine core. The compressor is made up of fans with many blades and
attached to a shaft. The compressor squeezes the air that enters it into progressively smaller areas, resulting in an
increase in the air pressure. This results in an increase in the energy potential of the air. The squashed air is forced into
the combustion chamber.
 Combustor
 In the combustor the air is mixed with fuel and then ignited. There are as many as 20
nozzles to spray fuel into the airstream. The mixture of air and fuel catches fire. This
provides a high temperature, high-energy airflow. The fuel burns with the oxygen in the
compressed air, producing hot expanding gases. The inside of the combustor is often made
of ceramic materials to provide a heat-resistant chamber. The heat can reach 2700°.

Turbine
The high-energy airflow coming out of the combustor goes into the turbine, causing the
turbine blades to rotate. The turbines are linked by a shaft to turn the blades in the
compressor and to spin the intake fan at the front. This rotation takes some energy from the
high-energy flow that is used to drive the fan and the compressor. The gases produced in the
combustion chamber move through the turbine and spin its blades. The turbines of the jet
spin around thousands of times. They are fixed on shafts which have several sets of ball-
bearing in between them.
 Nozzle
 The nozzle is the exhaust duct of the engine. This is the engine part which actually
produces the thrust for the plane. The energy depleted airflow that passed the turbine,
in addition to the colder air that bypassed the engine core, produces a force when
exiting the nozzle that acts to propel the engine, and therefore the airplane, forward.
The combination of the hot air and cold air are expelled and produce an exhaust, which
causes a forward thrust. The nozzle may be preceded by a mixer, which combines the
high temperature air coming from the engine core with the lower temperature air that
was bypassed in the fan. The mixer helps to make the engine quieter.
 COOLING OF JET ENGINE
There are three ways engineers design the engine to cool the jet
engine.

Air Cooling
Liquid Cooling
ChoosingTurbine Materials
 Air Cooling
The amount of thrust an engine produces is limited by the amount of heat that the turbine can withstand. One method of increasing
this capability is by cooling the hot surfaces. The goal is to provide the maximum amount of cooling using a minimum amount of
coolant. Lewis investigated three types of convective cooling of turbine blades: removal of heat at the blade root, air flow through
hollow blades and liquid coolant flow through hollow blades. The lab was also studying different heat resistant materials, but cooling
was a more cost-effective tactic. Air cooling, which diverts excess air flow from the compressor into hollow turbine blades to carry
away the heat, is the least expensive type of cooling.

In 1945, Lewis researchers began studying the flow of air through hollow turbine blades. They determined that the efficiency of this
system improved when fins were placed in the passages. They also experimented with modified leading or trailing edges. During
1948 and 1949, Lewis developed a method of fabricating these finned blades and established methods for predicting engine
performance relative to turbine cooling. Much of this initial research was performed on test rigs with just the turbine. By 1950, these
experimental turbines were tested on full-scale engines, including the General Electric I-40 in Cells 3 and 4 of the JPSL.

As engines increase speed, the inlet air temperature rises, which diminishes the effectiveness of air cooling. Nonetheless, internal
convective air cooling was the primary engine cooling method in the 1960s and 1970s. Since the 1970s, it has been used in
conjunction with external film cooling and impingement. Film cooling ejects cooling air from holes in the blade, resulting in a thin
layer of cool air on the blade surface. Impingement systems shoot cooling air against the inside of the blade walls to facilitate the
heat transfer. Cooling has allowed engines to operate at temperatures above the temperature limits of their materials, thus producing
more thrust.
 Liquid Cooling

Liquid-cooling systems provide the best method of moderating turbine blade temperatures, but they require
additional components and add weight to the engine. There are different liquid-cooling approaches, including
film cooling and blades with cooling passages. The earliest method of cooling with liquids, however, involved
spraying water into the airflow ahead of the turbine. The water strikes the hot blades and evaporates, carrying
away the heat as it exits the tailpipe. Early spray-cooling systems were tested on jet engines in Great Britain.
Although the cooling proved to be uneven, it was sufficient to warrant further research.
Spray cooling requires large quantities of water. Therefore, it would not be practical for normal flight, but
NACA engineers hoped it could be used to reduce turbine temperatures during takeoff and afterburning
situations. Researchers installed a spray system in a General Electric I-40 engine and tested it in the Torque
Stand in 1950 and 1951. The water cooled the blades , but resulting temperature variations caused some of the
blades to fail. The system was modified and retested at the JPSL during the summer of 1952. The I-40’s thrust
increased, but thermal shock and inadequate cooling of the blade tips and edges resulted in blade failures.
Further tests using blades cast from different alloys produced similar results. Spray cooling was thus shelved.
 Turbine Materials
In addition to cooling, NACA researchers were also studying new turbine blade materials that could perform under high
temperatures. The extreme heat causes atoms to vibrate and move, which reduces the durability of a material. The escaping atoms
can also cause corrosion as they react with other elements. Although the alloys traditionally used for turbines are reinforced with
hard particles, they can lose strength at higher temperatures. Cermets, also known as ceramels, are composite materials that
include both metals and ceramics. They are lighter than alloys, can withstand higher temperatures and do not require large
quantities of strategic materials. The disadvantages include difficulty in affixing them to the turbine wheel and The researchers
continued the study by replacing the rectangular root shape with a curved root, which simplified the design and reduced the
loads. The new root design was incorporated into an I-40 engine and tested for 150 hours in the JPSL. Unlike the previous tests,
they concentrated on the reliability of the blades for service life rather than trying to determine their maximum life. The curved
root design proved to be superior to the rectangular base, so the researchers decided to use a General Electric TG-190 to test it an
axial-flow compressor engine. The turbine wheels in axial-flow engines exert less stress on the blade than centrifugal engines
such as the I-40. The TG-190 was run 16 times in the JPSL with varied blade installations and geometries. The tests produced
only one root failure, but there was widespread chipping of the other portions of the blades. This led the researchers to conclude
that cermets were not applicable to axial flow engines.

The center continues to conduct research on cermets and other composite materials. General Electric has introduced composite
fan blades into its engines in recent years. Composites have yet to be used for turbine blades, however.
 conclusion
Therefore we conclude this project by learning the various ways to cool
a jet engine.
Also how cooling the jet engine through different methods affects the
performance and thrust generation .
We have also learned that choosing the appropriate materials also
improves the temperature tolerance of fan blades and other parts
references
• https://www1.grc.nasa.gov/historic-facilities/special-projects-laborat
ory/materials-research/
• https://www.grc.nasa.gov/WWW/K-12/UEET/StudentSite/engines.ht
ml#:~:text=Jet%20engines%20move%20the%20airplane,the%20press
ure%20of%20the%20air
.
• https://www.seminarsonly.com/mech%20&%20auto/Jet%20engine.p
hp