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perfectz
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please help me out folks
pleasezzzzzzzzzzzzzzzzz
please help me out folks
pleasezzzzzzzzzzzzzzzzz
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You only describe a diffuser or, in a way, a centrifugal compressor. Most engine applications, especially the large scale engines, use axial compressors that definitely compress the air after every stage of compression. When we develop a compressor, we measure the pressure ratio across each stage of compression. If you'll notice in any compressor cross section, the flow annulus decreases in size as you progress along the length of the axial compressor section. If your statement were true, the static pressure would actually decrease through the stages until you got to the diffuser. This is absolutely not what happens. The diffuser is a final stage of compression. It is not the only one though. On our engines we add a centrifugal compressor stage after the axial stages.nickyfs said:Gas turbine compressors only accelerate air. The pressure rise comes when the fast moving air is dumped into the larger volume combustion section. Its all about Bernoullis principle.
FredGarvin said:On our engines we add a centrifugal compressor stage after the axial stages.
Danger said:Cool picture, Fred. I'm still a bit confused, though. Dare I assume that this is something done with turboshaft engines as opposed to 'thrust' engines? I'm asking because it appears to me that the burner, and thus the exhaust, are at a right angle to the inlet flow. Is that the burner 'above' the centrifugal stage? (The shiny thing looks like it might be a fuel valve.)
Sorry for not getting back with you Danger. The use of a radial or centrif. compressor does not depend on engine. We make thrust producing engines with a tandem axial/centrif set up. Avco-Lycoming (Now owned by Textron) produces my beloved T-55 power turbine which does not have a centrif. So you can see that it really depends on the cycle we are working with and the engine envelope as well.Danger said:Cool picture, Fred. I'm still a bit confused, though. Dare I assume that this is something done with turboshaft engines as opposed to 'thrust' engines? I'm asking because it appears to me that the burner, and thus the exhaust, are at a right angle to the inlet flow. Is that the burner 'above' the centrifugal stage? (The shiny thing looks like it might be a fuel valve.)
perfectz said:hmmm... i din know that...
so other than compression what does a compressor do?
The compressor in a jet engine works by taking in large amounts of air and compressing it into a smaller space. This compressed air is then mixed with fuel and ignited, creating a high-pressure, high-velocity stream of hot gases that propel the aircraft forward.
The main purpose of a jet-engine compressor is to increase the pressure and density of the air entering the engine. This allows for more efficient combustion and ultimately more power to be generated, resulting in faster and smoother flight.
A jet-engine compressor uses a series of rotating blades, called compressor stages, to compress the air. As the blades spin, they create a decrease in volume, causing the air molecules to become more tightly packed together, thus increasing the pressure and density of the air.
There are two main types of jet-engine compressors: axial compressors and centrifugal compressors. Axial compressors use a series of rotating and stationary blades to compress the air, while centrifugal compressors use a spinning impeller to accelerate the air and a diffuser to slow it down and increase its pressure.
A jet-engine compressor differs from a piston engine compressor in several ways. Jet engines use axial or centrifugal compressors, while piston engines use reciprocating compressors. Jet engines also operate at much higher speeds and temperatures than piston engines, and are more efficient for producing high levels of thrust for aircraft propulsion.