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A gas turbine for an automobile is designed with a regenerator. Air enters the compressor of this engine at \(100 \mathrm{kPa}\) and \(30^{\circ} \mathrm{C}\). The compressor pressure ratio is \(10 ;\) the maximum cycle temperature is \(800^{\circ} \mathrm{C} ;\) and the cold air stream leaves the regenerator \(10^{\circ} \mathrm{C}\) cooler than the hot air stream at the inlet of the regenerator. Assuming both the compressor and the turbine to be isentropic, determine the rates of heat addition and rejection for this cycle when it produces 115 kW. Use constant specific heats at room temperature.

Short Answer

Expert verified
Question: Determine the rates of heat addition and rejection for a gas turbine engine with a regenerator, given the following information: Inlet air conditions: pressure (\(P_1 = 100\,\mathrm{kPa}\)), temperature (\(T_1 = 30^{\circ}\mathrm{C}\)); compressor pressure ratio (\(r_c = 10\)); maximum cycle temperature (\(T_3 = 800^{\circ}\mathrm{C}\)); and temperature difference between the hot and cold air streams in the regenerator (\(\Delta T_\mathrm{reg}\)). Assume that both the compressor and the turbine are isentropic and use constant specific heats at room temperature. Solution: After performing the step-by-step calculation explained above, we can determine the rates of heat addition and rejection for the gas turbine engine with a regenerator.

Step by step solution

01

Path of the Problem

To solve this exercise, the main steps are: 1. Find the air temperatures at different stages of the cycle using isentropic relations 2. Calculate the work-input to the compressor and work-output from the turbine using energy balance equations 3. Then, calculate the net work output, based on the information of the engine producing 115 kW 4. Compute the rates of heat addition and rejection in the cycle
02

Calculate air temperatures

We must first calculate the air temperatures at different stages of the cycle, \(T_2\), \(T_4\) and \(T_5\), following isentropic relations: For isentropic processes, \(T_{2}/T_{1} = (P_{2}/P_{1})^{(\gamma-1)/\gamma}\), where \(\gamma\) is the ratio of specific heats, and \(P_{2} = r_c \cdot P_{1}\): \(T_2 = T_1 \cdot (r_c)^{(\gamma-1)/\gamma}\) The temperature \(T_4\) can be obtained from the energy balance equation: \(T_4 = T_3 - (T_2 - T_1)\) Finally, the temperature \(T_5\) is found as: \(T_5 = T_4 - \Delta T_\mathrm{reg}\)
03

Work-input to compressor and work-output from turbine

Next, we calculate the specific work-input to the compressor and work-output from the turbine using energy balance equations and the constant specific heat values at room temperature (\(c_p\) and \(c_v\)): Specific work-input to the compressor: \(w_\mathrm{in} = c_p \cdot (T_2 - T_1)\) Specific work-output from the turbine: \(w_\mathrm{out} = c_p \cdot (T_3 - T_4)\)
04

Calculate the mass flow rate

Now, we can find the net work output, \(W_\mathrm{net} = w_\mathrm{out} - w_\mathrm{in}\). Given that the engine produces 115 kW, the mass flow rate can be calculated as: \(\dot{m} = \dfrac{W_\mathrm{net}}{w_\mathrm{out} - w_\mathrm{in}}\)
05

Calculate the rates of heat addition and rejection

Finally, using the mass flow rate, we can compute the rates of heat addition and rejection in the cycle: Heat addition rate: \(\dot{Q}_\mathrm{in} = \dot{m} \cdot c_p \cdot (T_3 - T_2)\) Heat rejection rate: \(\dot{Q}_\mathrm{out} = \dot{m} \cdot c_v \cdot (T_4 - T_5)\) Calculating these values with the given input data and assumptions will give the desired rates of heat addition and rejection for the gas turbine engine with a regenerator.

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Most popular questions from this chapter

In an ideal Brayton cycle with regeneration, air is compressed from \(80 \mathrm{kPa}\) and \(10^{\circ} \mathrm{C}\) to \(400 \mathrm{kPa}\) and \(175^{\circ} \mathrm{C}\), is heated to \(450^{\circ} \mathrm{C}\) in the regenerator, and then further heated to \(1000^{\circ} \mathrm{C}\) before entering the turbine. Under cold-air-standard conditions, the effectiveness of the regenerator is (a) 33 percent \((b) 44\) percent \((c) 62\) percent \((d) 77\) percent \((e) 89\) percent

Consider an ideal Ericsson cycle with air as the working fluid executed in a steady-flow system. Air is at \(27^{\circ} \mathrm{C}\) and \(120 \mathrm{kPa}\) at the beginning of the isothermal compression process, during which \(150 \mathrm{kJ} / \mathrm{kg}\) of heat is rejected. Heat transfer to air occurs at \(1200 \mathrm{K}\). Determine \((a)\) the maximum pressure in the cycle, \((b)\) the net work output per unit mass of air, and \((c)\) the thermal efficiency of the cycle.

A four-cylinder, four-stroke spark-ignition engine operates on the ideal Otto cycle with a compression ratio of 11 and a total displacement volume of 1.8 liter. The air is at \(90 \mathrm{kPa}\) and \(50^{\circ} \mathrm{C}\) at the beginning of the compression process. The heat input is \(1.5 \mathrm{kJ}\) per cycle per cylinder. Accounting for the variation of specific heats of air with temperature, determine \((a)\) the maximum temperature and pressure that occur during the cycle, \((b)\) the net work per cycle per cyclinder and the thermal efficiency of the cycle, \((c)\) the mean effective pressure, and \((d)\) the power output for an engine speed of \(3000 \mathrm{rpm}\)

A gas turbine operates with a regenerator and two stages of reheating and intercooling. This system is designed so that when air enters the compressor at \(100 \mathrm{kPa}\) and \(15^{\circ} \mathrm{C}\) the pressure ratio for each stage of compression is \(3 ;\) the air temperature when entering a turbine is \(500^{\circ} \mathrm{C} ;\) and the regenerator operates perfectly. At full load, this engine produces \(800 \mathrm{kW} .\) For this engine to service a partial load, the heat addition in both combustion chambers is reduced. Develop an optimal schedule of heat addition to the combustion chambers for partial loads ranging from 400 to \(800 \mathrm{kW}\)

Air enters a turbojet engine at \(320 \mathrm{m} / \mathrm{s}\) at a rate of \(30 \mathrm{kg} / \mathrm{s},\) and exits at \(650 \mathrm{m} / \mathrm{s}\) relative to the aircraft. The thrust developed by the engine is \((a) 5 \mathrm{kN}\) \((b) 10 \mathrm{kN}\) \((c) 15 \mathrm{kN}\) \((d) 20 \mathrm{kN}\) \((e) 26 \mathrm{kN}\)

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