Genoa Bridge Collapse: Lessons Amid the Rubble

Table of Contents

Introduction

Since the induction of the gas turbine turbojet, the gas turbine technology has developed with turbofan engines being designed to increase engine efficiency. Further research is still ongoing to create even more powerful gas turbine engines to usher in the future of air travel with gas turbine engines without any rotating parts. Propeller driven aircraft are still conventional in the current world despite being the oldest and pioneer means of aircraft propulsion, and they will always be here in the near foreseeable future. This is due to the fact their exploitation in terms of power production and to improve efficiency is far from reaching the limit.

However, with the most significant disadvantage of using propellers for propulsion being that at high speeds, the propellers, especially the propeller tips, reach supersonic speeds as earlier stated. This is due to the simple fact that in a circular motion, the further away a body is from the axis or center of rotation, the higher the velocity it experiences. Thus the propeller tips, due to their distance away from the propeller hub, experience the highest velocities of the entire propeller assembly. Thus at high speeds, the tips of propeller blades can reach supersonic speeds while all other sections of the propeller blade from the tip to the hub are still running at subsonic speeds.

Due to this differential velocity of the various propeller sections, in propeller-driven aircraft, a reduction gearbox is almost a mandatory requirement for incorporation between the power plant and the propeller shaft. An engine reduction gearbox allows the engine to operate at a higher RPM, which is due to combustion producing more power while slowing down the propeller RPM to helps to deter the propeller efficiency from decreasing. However, this reduction gearing has to withstand extremely high stresses when reducing the engine speeds to appropriate propeller efficiency speeds. Therefore, the gears are made of steel forgings. This use of steel forgings, however, leads to a lot of weight increase in the system. Thus it is clear that mechanical linkage using gears is the preferred mode of reduction system of engine RPMs to propeller RPM.

With the current technology used in automatic transmission vehicles, torque converters are employed, which offer excellent and efficient power transmission to vehicle transmission gearbox. They are a fluid flywheel with a repeater unit incorporated between the impeller and the turbine unit. They have been extensively used to replace the frictional clutches limiting clutches to manual transmission vehicles. A significant advantage of these units is that due to lack of mechanical linkages as employed in frictional clutches, a lot of wear and tear is avoided reducing maintenance costs.

The Idea

This concept of torque converters inspires this presentation. With a fluid being used to couple the engine crankshaft and the output shaft, it offers advantageous features such as the possibility of slipping the output shaft to prevent its rotation. This can enable engine running without rotating the propeller, aiding in idling the engine, and for power plant inspection.

The Physics Involved

Using torque converters in place of reduction gearbox in an aircraft engine would require a deep understanding of torque converters first. A torque converter is a type of fluid coupling, which allows the engine to spin somewhat independently of the transmission.

Figure 1:Torque Converter

There are four components inside the robust housing of the torque converter:

Pump
Turbine

Stator

Transmission fluid

As the turbine causes the fluid to change direction, the fluid causes the turbine to spin. This results in a fluid coupling system.

If the torque is taken as positive if it tends to produce rotation in the same direction as the engine rotation, the fluid motion is a reaction to engine torque. The turbine torque is negative (it rotates in the same direction as the engine rotation). Stator torque is positive (it turns in the opposite direction as engine rotation). By changing the dimensions of the turbine, stator, and the volume of Transmission fluid, given rotation speed can be achieved at the propeller shaft that is lower than the engine speed.

During the design of the torque converter for incorporation in a propeller-driven aircraft, the main idea behind is guided by trying to utilize it as a speed reduction. The main area of focus is, therefore, to ensure that the turbine section of the unit will rotate with its maximum speed matching the propeller blade maximum allowable revolutions per minute. These maximum permissible revolutions per minute for a propeller unit are significantly reduced compared to the impeller speed, which happens to match the engine speed. The speed ratio of most propeller-driven aircraft is about 15:1 for turboprop engines, which is quite a significant speed difference. For propeller-driven aircraft, which are fitted with piston engines or other rotary engines, the speed ratio is still substantial but less than that due to gas turbine power generators in turboprops.

Conclusion

Modern torque converters can multiply the torque of the engine by two to three times. If this advantage can be harnessed, the slow rotating propellers can be given more torque despite the fast-rotating gas turbine engines attached to them. One main advantage of such a system would be the weight savings where the reduction gear is replaced with a lighter torque converter. Weight savings are an essential part of aviation. They directly translate to fuel savings and fewer emissions.

References

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