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Research Papers: Gas Turbines: Aircraft Engine

# Mathematical Model of Two-Stage Turbocharging Gasoline Engine Propeller Propulsion System and Analysis of Its Flying Characteristic

[+] Author and Article Information
Peng Shan

School of Jet Propulsion,
Beijing University of Aeronautics and Astronautics,
Beijing 100191, China
e-mail: PShan@buaa.edu.cn

Yicheng Zhou

School of Jet Propulsion,
Beijing University of Aeronautics and Astronautics,
Beijing 100191, China
e-mail: zhouyc@sjp.buaa.edu.cn

Dexuan Zhu

School of Jet Propulsion,
Beijing University of Aeronautics and Astronautics,
Beijing 100191, China
e-mail: zhudexuan@comac.cc

Contributed by the Aircraft Engine Committee of ASME for publication in the JOURNAL OF ENGINEERING FOR GAS TURBINES AND POWER. Manuscript received July 22, 2014; final manuscript received August 5, 2014; published online November 25, 2014. Editor: David Wisler.

J. Eng. Gas Turbines Power 137(5), 051201 (May 01, 2015) (11 pages) Paper No: GTP-14-1424; doi: 10.1115/1.4028664 History: Received July 22, 2014; Revised August 05, 2014; Online November 25, 2014

## Abstract

A flying characteristic simulation method was studied for two-stage turbocharging compression ignition (CI) engine propeller propulsion system, intended for medium/high altitude low-speed long-endurance multirole aerial vehicle systems at 10–20 km high. Introducing the simulation method for gas turbine engine with component models, based upon component maps or algebraic equations, this method solved joint-working equations of the propulsion system by Newton iteration method to obtain cooperation points of the system. A full-power holding (FPH) requirement and turbocharger-engine collaboration condition were stated. The regulating rules in both FPH mode and power lapse (PL) mode were analyzed. The influences of regulating rules on turbocharger operating lines were placed. Finally, the altitude–velocity characteristics of the propulsion system and components were investigated. The research shows three results. This method converges rapidly that usually it needs only 5–6 iterations to obtain one operating point. The regulation scheme of two gas-bypass valves cannot only meet the design objectives but also allow an effective adjusting to the operating points of the turbochargers. This method can be extended conveniently to the simulations of more complex multistage turbocharging systems.

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## References

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## Figures

Fig. 1

Schematic diagram of two-stage turbocharged compression ignition engine propeller propulsion system

Fig. 2

Ground characteristic of gasoline engine Rotax 914 and operating points

Fig. 3

Schematic diagram of the component level simulation method of two-stage turbocharging CI engine

Fig. 6

Operating point variations on compressor maps under three regulating rules of compressor power ratio (a) LP compressor and (b) HP compressor

Fig. 7

Compressor operating points in regulating plan two for engine power states from speed 4300 to 5800 rpm, throttle 55 to 115%, altitude 0 to 18 km (a) LP compressor and (b) HP compressor

Fig. 5

Altitude characteristics of total pressure ratios under three cases of prescribed real compressor power ratios

Fig. 4

Three cases of prescribed regulating plans of real compressor power ratios Wkl/Wkh

Fig. 14

Turbine operating point variations in turbine maps with altitude (a) HP turbine and (b) LP turbine

Fig. 15

Two-stage total pressure ratio, total temperature ratio, expansion ratio, temperature drop ratio variation with altitude

Fig. 16

Propeller performance map and operating points

Fig. 8

Altitude characteristics of the rotational speeds and similar rotational speeds of two compressors

Fig. 9

Altitude characteristics of power and specific fuel consumption of the engine

Fig. 10

Variations of turbine expansion ratios and turbine bypass ratios with altitude

Fig. 11

Total pressure variations of engine system main sections with altitude

Fig. 12

Total temperature variations of engine system main sections with altitude

Fig. 13

Compressor inlet, turbine outlet Mach number variations with altitude

Fig. 21

Altitude–velocity characteristic of total efficiency of propulsion system

Fig. 17

Altitude–velocity characteristic of the propeller pitch

Fig. 18

Altitude–velocity characteristic of propeller thrust

Fig. 19

Altitude–velocity characteristic of propeller efficiency

Fig. 20

Altitude–velocity characteristic of the specified fuel consumption of propulsion system

## Errata

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