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Shaft Engines
Published in Ahmed F. El-Sayed, Aircraft Propulsion and Gas Turbine Engines, 2017
As previously explained for turbojet and turbofan engines, fuel consumption is identified by the thrust specific fuel consumption (TSFC), defined as TSFC=m˙f/T and expressed in terms of kg fuel/N ⋅ h.
Impact of nanofluids on combustion and emission characteristic of the micro gas turbine
Published in International Journal of Ambient Energy, 2022
TSFC is defined as the fuel put away by the engine with respect to per unit of thrust. At low speed, the consumption of the fuel is very low due to the low thrust production. When the RPM of the engine is augmented, the consumption of the fuel is elevated to higher values. Initially, all blends showed better argument in the consumption of fuel than Jet A owing to the oxygen content and timing of combustion (Vinay and Yadav 2020). On the contrary, no positive effects were reported at higher RPM due to the instability in the fuel combination. Figure 4 represents the thermal efficiency at different throttle settings. Thermal efficiency is usually affected due to the lack of oxygen and Air/Fuel mixture (Manigandan et al. 2020). Furthermore, the thermal efficiency is also affected by the equivalence ratio (Dewangan et al. 2019). The blends B20 showed a superior enhancement in the thermal efficiency than the blends B5 and B10. On the other hand, all blends showed a better efficiency than Jet fuel.
Production of Medium Chain Fatty Acid Ethyl Ester, Combustion, and Its Gas emission using a Small-Scale Gas Turbine Jet Engine
Published in International Journal of Green Energy, 2019
Nhan Thi Thuc Truong, Arnupong Suttichaiya, Wikanda Hiamhoen, Peerapat Thinnongwaeng, Chaloemkwan Ariyawong, Pailin Boontawan, Jürgen Rarey, Manida Tongroon, Ekarong Sukjit, Atit Koonsrisuk, Apichat Boontawan
Furthermore, a thrust is the force that drives the engine forward. It was measured in this work using a propulsion kit installed in the rear of the engine. The relationship between engine speeds and thrust of fossil kerosene and bio-kerosene was calculated as shown in Figure 7(b). For both types of fuels, the thrust increases expectedly with increasing engine speed. However, the amount of thrust generated by both fuels is comparable at the studied engine speeds between 70,000 and 130,000 RPM even though the molecular weight of kerosene is less than that of bio-kerosene. Moreover, the thrust-specific fuel consumption (TSFC) can also be calculated. This parameter is used to describe the fuel efficiency of an engine with respect to thrust output. TSFC may also be thought of as fuel consumption per unit of thrust. It is thus thrust-specific, meaning that the fuel consumption is divided by the thrust. The relationship between speeds and TSFC is demonstrated in Figure 7(c). It can be seen that at low speeds, the TSFC of bio-kerosene is slightly lower than that of fossil kerosene. This is consistent with the ϕ values shown in Figure 7(a), the bio-kerosene mixture is lower than fossil kerosene at speeds lower than 90,000 RPM. As a result, bio-kerosene fuel is burned in smaller quantities compared to the fossil kerosene at the low speeds. In contrast, when the engine speed was increased to above 90,000 RPM, the fossil kerosene achieved a lower TSFC value, indicating a higher thrust-specific efficiency. Curve fits for the relationships of TSFC and engine speed for both fossil kerosene and bio-kerosene are given in Equations 6 and 7, respectively.