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THE HISTORICAL EVOLUTION OF TURBOMACHINERY 293 compressor supercharging the boiler in which gas or liquid fuel was burned, with the hot gases being expanded through a turbine that drove the compressor. Brown Boveri developed actual industrial gas turbines from 1939, but most of their sales were for the Velox boiler. Details may be found in Stodola (1927). Figure 31. Holzworth Explosion Gas Turbine. (Sawyer, 1945) In 1936, Sulzer studied and produced some gas turbine engines. A closed cycle gas turbine was designed at Escher Wyss by Jacob Ackeret and Curt Keller with the working fluid being air. It might be mentioned parenthetically that Dr. Aurel Stodola’s book published in 1903, called Steam Turbines (with later editions being renamed Steam and Gas Turbines), was truly a classic and detailed work in the art and science of turbomachinery engineering, containing both theoretical and practical aspects of thermodynamics, aerodynamics, rotordynamics, and mechanical design, with elegant theoretical treatments of several common problem areas such as turbine stresses, critical speeds, and overspeed problems. Sir Frank Whittle read this book when he was a student and it probably had a considerable impact on his pioneering turbojet development work. In the early 1930s, A. J. R. Lysholm, who was chief engineer at the Ljungstrom Steam Turbine Company, started investigating gas turbine engines and built some experimental units that suffered severe surging problems with the centrifugal compressor. Because of this, he then turned to a Roots type blower but, as it could not make the pressure ratio required, Lysholm invented the helical screw compressor that is widely used in process industries today. Elliott Company tested a gas turbine incorporating a Lysholm compressor but the tests were unsuccessful. A screw compressor design is shown in Figure 32. BRITISH GAS TURBINE DEVELOPMENTS The turbojet revolution was pioneered by Sir Frank Whittle in England and Hans von Ohain in Germany, their work being extensively documented by Constant (1980), Schlaifer (1950), von Ohain (1979), Scott (1995), Jones (1989), Gunston (1995), Meher- Homji (1996, 1997), Meher-Homji and Prisell (1999), and Neville and Silsbee (1948). Both these pioneers, who envisioned flight speeds in excess of 500 mph at altitudes of 30,000 ft, had their revolutionary ideas as students, and developed their engines without the help of the traditional aeroengine companies. In 1919, when the gas turbine was an established prime mover, the British Air Ministry asked Dr. W. J. Stern to report on the Figure 32. Lysholm Compressor. prospect for the use of gas turbines for aircraft propulsion. His study was flawed in its assumptions and he concluded that the gas turbine was not a feasible proposition. Stern based his compu- tations on industrial technology taking, for example, 1250 lb for fuel pumps and drive gears (Jones, 1989). This report was to have an adverse impact on Whittle’s quest for support years into the future. Dr. A. A. Griffith, a brilliant scientist who started work at the Royal Aircraft Establishment (RAE) at Farnborough in 1915 and had made fundamental contributions to airfoil theory, was also a gas turbine pioneer. He focused on an exceedingly complex model of an axial flow gas turbine (a turboprop) and could not appreciate the fact that Whittle’s centrifugal design had an inherent simplicity that would help promote its success. Griffith did groundbreaking work on aerodynamic theory in the 1920s where he treated turbomachine blades as airfoils. Griffith played an important part in gas turbine development but, as seen later, initially rejected Whittle’s concept, thereby delaying government assistance at a most critical juncture. Whittle’s Early Work As a flight cadet attending the Royal Air Force College at Cranwell in 1928, Whittle wrote a thesis titled “Future Developments in Aircraft Design.” In this thesis, he proposed a propulsion concept that utilized a piston engine-driven compressor to blow air over fuel jets, exhausting the high temperature air through a propulsion nozzle. In October 1929, he realized that he could increase the blower pressure ratio and replace the piston engine with a turbine. Whittle approached Britain’s air ministry with his concept but was told that it was not feasible. This assessment was made by Griffith who was eager to pursue his own complex gas turbine scheme and failed to see the elegant simplicity of Whittle’s engine. On January 16, 1930, Whittle filed for Patent No. 347206 for “Improvements in Aircraft Propulsion” (Figure 33). This figure depicts a single shaft turbojet with an axial-centrifugal compressor, tubular combustor, and two-stage turbine. Between 1934 and 1936, he studied for his Tripos at Cambridge and, in 1935, allowed his patent to lapse because the Air Ministry would not pay the £5 renewal fee. Whittle however, doggedly pursued his goal and, in March 1936, a company called Power Jets Limited was launched with a nominal capital of £10,000, with Whittle acting as the Chief Engineer. On May 18, 1935, he filed for Patent No. 459980 for an experimental turbojet, which would be called the WU. Whittle proceeded to design a double entry compressor with a 19 inch diameter made of high strength aluminum alloy and having 30PDF Image | THE HISTORICAL EVOLUTION OF TURBOMACHINERY
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