Bents Space Creative Corner dissertation Power from Heat

In a turbo-propellor engine the expansion (Coefficient) is completed in the turbine which is thus far more powerful; it can drive a conventional propeller besides energising the rotary air compressor. In both types of engine the air is expanded practically to atmostheric pressure, that its temperature remains much higher than atmostheric temperature, and if it were necessary to use the same air again it would need to be cooled at constant pressure before it could be taken up again by the rotary compressor. The complete cycle for this type of engine is sketced follows hereby and it is identical with what is called the `constant pressure ` cycle that used to be discussed in relation to piston engines, particularly Diesels. The idea of compressing air only, and delaying the admixture of fuel with this air until the beginning of the power stroke, occurred to several inventors, but credit is usually given to the German inventor Dr. Rudolf Diesel who possessed enough theoretical knowledge to understand that by so dosing the compression of an engine could be increased indefinitely without any risk of encountering pre-ignition. In fact the intension was to make the compression so great that the heat of compression alone would suffice to iguite the fuel when the instant came to spray it into the cylinder. Let us make a table showing how the efficiency increases with increased values of r. Step 1. r is first position 2 and second position 59.5193798449. Step 2. r = 2, log r 2 = 0.3010 and 0.41 log r 2 = 0.1234 -.41 log 2 = 1.8766, Antilog = 0.7526 and EFF y = 0.2474. In the sketch 1,2 is the compression of air in the rotary compressor; 2,3 is its heating at constant pressure in the combustion chambers; 3,4 is its expansion ( adiabatic in the turbine( with or without jet pipe ) and 4, 1 is its cooling at constant (atmostheric ) pressure before it is again taken up by the rotary compressor. In a real engine the heat given up between 4 and 1 may be communicated in part to a new charge of air in a heat exhanger. The reader is invited as an exercise, to calculate the efficiency of an engine working on the constant pressure cycle as described here. The answer is the same as for the constant volume cycle, namely: Efficiency = 1 - ( 1/r ) y-1= 1/0.3010 = 3.32225913621 x y 0.2474 - 1 = 0.7526 = 2.50033222591 - 1= 1.5003322259 called  efficient number x 0.8200 Ph water x 0.1071 natural number = 0.13176217674 x versa number 94 Hydrogen ( similar Atomic number one  ) = 12.3856446135 and usu as Specific Gravity Lbs/ft 3 x 0.01602 = 0.1984180267 grammer/cm 3  x 1000 = 198.4180264 kg/m 3 x 0.2939 = 58.3150580471 kilogramme and further 15/58.3150580471 = 0.25722344283 = 0.41 log and further 1/0.25722344283 = 3.88767053654 / 162 Atom = 0.02399796627 x 1.732 use friction = 0.04156447757 x 1000 = 41.56447757 Kilogramme_Metres  / 0.1383 = 300.538521836 Foot Pounds x 5.050 x 10-7 = 0.00015177195 Horse Power_Hours. 300.538521836 x 3.241 x 10-4 = 0.09740453492 Kilogramme_Calories. 300.538521836 x 3.766 x 10-7 = 0.0001131828 Kilowatt_Hours. 300.538521836 x 1.286 x 10-3 = 0.38649253908 British Thermal Units. Efficiency = 104+- preceding 213 = 109 and this usu in Hydro 111-2= 109 + 57 = 166 densus +- 45 = 121 use Coefficient into c. of friction 5.5 x 22 = 121 + (22 x 3.225 = 70.95) = 191.95/3.225 = 59.5193798449 into Minute 3438/59.5193798449 = 57.7335987201 usu  this something 58 and r is 59.5193798449 usu into friction cosine 60. In practice the gas turbine is not so efficient as the Diesel engine because the compression ratio employed is somewhat lower. However, the various factors that limit the employment of a higher compression are gradually being overcome, and the most stubborn of these is likely to be the deterioration of turbine blades under extreme temperatures. It is for the metallurgist rather than the engineer to make the next advance in gas turbine design.

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