ISSN 1068-7998, Russian Aeronautics, 2019, Vol. 62, No. 4, pp. 651–660. © Allerton Press, Inc., 2019.

Russian Text © The Author(s), 2019, published in Izvestiya Vysshikh Uchebnykh Zavedenii, Aviatsionnaya Tekhnika, 2019, No. 4, pp. 115–123.

AIRCRAFT AND ROCKET ENGINE

DESIGN AND DEVELOPMENT

Micro Gas Turbine Engine for Unmanned Aerial Vehicles

V. A. Sychenkova, A. S. Limanskiia, W. M. Yousefa, V. V. Ankudimova, *, and S. S. Seyid Jafaria
a
Tupolev Kazan National Research Technical University, ul. Karla Marksa 10, Kazan, 420111 Tatarstan, Russia
*e-mail: [email protected]
Received July 19, 2019; in final form, October 28, 2019

Abstract—The results of development and manufacture of a micro gas turbine engine for
an unmanned aerial vehicle are presented. The calculation features of the main elements of the engine
blading section, namely, a centrifugal compressor, a reverse-flow combustor, and a radial-axial
turbine are considered. The design of the inlet and output duct, rotor bearings, and lubrication system
is described.
DOI: 10.3103/S1068799819040160
Keywords: micro gas turbine engine, unmanned aerial vehicle, turbocharger, centrifugal compressor,
reverse-flow combustor, radial-axial turbine.

Design and attempts to manufacture micro gas turbine engines (MGTE) that started in the 1960s,
resulted in the first works in this line [1, 2]. The subsequent works [3, 4] generated wide attention and
increased the concern in the MGTE development. Recently, a number of papers have been published
[5–11] that describe current approaches to the design of MGTEs using numerical methods for modeling
processes and new technologies. Nevertheless, there is the lack of papers describing the practical
application of the MGTE design technique.
This paper discusses the development and manufacture of a low thrust engine (up to 100 N). Due to
the fact that the scaling principle of large-sized gas turbine engines cannot be applied during its design,
a calculation technique was developed that takes into account the small size of its main components, flow
regimes (Reynolds numbers, hydraulic loss coefficients in the engine paths, etc.) and their influence on
the efficiency of parts. In [12], the authors consider the problem of selecting a structural design,
the compressor and turbine model, a combustor scheme, the design of bearing joints, etc.
Figure 1 shows a CAD model of the MGTE created in the KOMPAS 3D software.

Fig. 1.

The MGTE inlet consists of a head fairing, in which the electric starter is located, and an air intake
made by the additive polylactide technology (providing the reduced structural weight) and having
a layout close to the lemniscate.

651
652 SYCHENKOV et al.

DEVELOPMENT OF A TURBOCHARGER
Taking into account that the creation of a novel MGTE requires certain design, production and
technological expenditures, the development of its turbocharger was carried out on the basis of
the existing TKR-7S-6 prototype that is used to pressurize the internal combustion engine of the KamAZ-740
automobile. The initial turbocharger consists of a centrifugal compressor, a radial-axial turbine connected
by a common shaft, where swing bearings are used as sliding bearings (they are lubricated from
the internal combustion engine lubrication system). A vaneless diffuser is located behind the impeller of
the centrifugal compressor and a snail-shaped nozzle assembly is arranged in front of the impeller of
the radial-axial turbine.
In order to reduce the dimensions of the turbocharger, the prototype underwent the following
modification: the vaneless diffuser of the centrifugal compressor was replaced by a vaned diffuser [13],
and its blades were made rectilinear with a wedge angle γ = 8 deg , with rounded inlet and outlet edges
(Fig. 2). The following radial dimensions were selected: D3 = 0.084 m, D4 = 0.14 m , the blade height
hd = 5.1 mm ; curvature profile: r3 = 0.5 mm, r4 = 1 mm, R4 = 5 mm.
In shaping the vaned diffuser (Fig. 3), the number of blades was selected to get the angle of diffuser
(the diffuser inlet) no more than θd = 8 − 9 deg , which ensures an uninterrupted flow in the blade passage,
and the number of blades is determined by the dependence [14]:
π D4 sin α 4 b D3 sin α 3b
zd = , (1)
2bd θd
where the blade angle at the inlet to the vaned diffuser α 3b = 27 deg was determined from the velocity
triangle at the exit of the impeller of the centrifugal compressor, the blade angle at the exit is determined as
⎛ D ⎞
α 4 b = arc cos ⎜ cos α 3b 3 ⎟ . (2)
⎝ D4 ⎠
In the calculations we have α 4 b = 57.7 deg .
The blade chord is determined by the following relation:
D4 sin ( α 4 b − α 3b )
bd = . (3)
2 cos α 3b
In the calculations bd = 31.5 mm . The number of blades obtained is zd = 20.

R4
α 4b
r4
D4 γ
θd bd
α3b

r3
D3

Fig. 2. Fig. 3.

In thermogasdynamic calculation of the flow section of the centrifugal compressor [15], the following
inlet data were selected: the air flowrate as in the prototype Ga = 0.275 kg/s , the optimum rotor speed for

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a turbocharger n = 84000 min −1 , the gas temperature in front of the radial-axial turbine Tg = 1100 K . In
this case, the optimal pressure coefficient of the centrifugal compressor was taken
H cS
H cS = = 0.56 , (4)
uc 2
whence the isentropic pressure H cS = 62846 J/kg [13], at a peripheral speed of the outer diameter of
the impeller uc = 335 m/s .
The compressor pressure ratio is
k
⎛ ⎞ k −1
⎜ H ⎟
π*c = ⎜ cS
+ 1⎟ , (5)
⎜⎜ k RaTatm ⎟⎟
⎝ k −1 ⎠
J
where k = 1.4 ; Ra = 287 ; Tatm = 288 K . In calculations π*c = 2 .
kg ⋅ K
The compressor outlet pressure is
Pc* = π*c Patm
*
σ*in , (6)
*
where the standard atmospheric pressure is Patm = 101325 Pa , the input pressure recovery coefficient
σ*in = 0.98 . In calculations Pc* = 1.986 × 10 5 Pa .
The compressor outlet temperature is
k −1
* k ηst
T =T π
c
* *
atm c , (7)
where the polytropic stage efficiency is ηst = 0.75 . In calculations Tc* = 375 K .
According to the results of calculating the pressure loss, the pressure recovery coefficient in the vaned
diffuser of the centrifugal compressor was σ*d = 0.985 . In the outer annular path, taking into account
the axial flow rotation, σ*tr = 0.98 , in the combustor σ*comb = 0.95 . Therefore, the pressure at the inlet to
the nozzle apparatus of the radial-axial turbine is determined as
Pg*0 = Pc* σΣ , (8)
where the total pressure recovery coefficient in the nodes listed is
σΣ = σ*d σ*tr σ*comb = 0.92 . (9)
In calculations Pg*0 = 1.827 × 105 Pa .
A vaned nozzle apparatus was used in the radial-axial turbine instead of a snail-shaped nozzle
apparatus as in the prototype. To simplify the design, we selected the type of shaping the nozzle blades of
simple shape with rectilinear parallel generators, the so-called wing-shaped blades, the profile of which
has a relatively thickened profiled outer edge (Fig. 4) [15]. In the design calculation of the nozzle blades
of the radial-axial turbine, the following basic geometric dimensions of the prototype were taken:
the outer diameter of the nozzle apparatus D0 = 0.102 m ; the diameter at the exit of nozzle blades
D1nb = 0.078 m ; the impeller outer diameter D1im = 0.0735 m ; the outer diameter at the exit of
the impeller D2 im = 0.0643 m ; the impeller hub diameter Dimh = 0.0225 m ; the nozzle blade height
h1nb = 0.0096 m .

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654 SYCHENKOV et al.

Shaping of the nozzle apparatus (Fig. 5) was carried out with the number of blades znb = 20 . A larger
number suggests a reduced size of the “throat”, namely, the narrowest point of the channel, which causes
technological difficulties during machining.

din rnb
Δs
cmax
D0
γ anb
α1g Δα
dout

D1nb

Fig. 4. Fig. 5.

With a given number of blades, their wedge angle, deg, is

360
γ= = 18 . (10)
znb
The optimal parameter of the radial-axial turbine was chosen [11]:
⎛ u1im ⎞
⎜ ⎟ = 0.67 , (11)
⎝ ctS ⎠opt
where u1im = 323.1 m/s is the peripheral velocity of the peripheral part of the impeller. Hence,
the isentropic velocity is ctS = 482.24 m/s .
Then the available heat drop of the radial-axial turbine is determined [16]:
ctS 2
LtS = . (12)
2
In the calculations LtS = 11628 kJ/kg. .
In choosing the degree of reaction of the turbine stage ρt , the condition [17] was fulfilled:

ρt > ρt min ,
where the minimum reactivity is
2
⎛u ⎞
( )
ρt min = ⎜ 1im ⎟ 1 − μ av 2 = 0.293 . (13)
⎝ ctS ⎠
D2 av
Here the radial coefficient is µ av = = 0.59 , where the average diameter at the impeller exit is
D1im
D2 im + Dim.h
D2 av = = 0.0434 ; the optimal degree of reaction is ρt = 0.38 .
2
The isoentropic work of gas expansion in a nozzle blade is:
LnbS = LtS (1 − ρt ) . (14)

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 MICRO GAS TURBINE ENGINE FOR UNMANNED AERIAL VEHICLES 655

In calculations LnbS = 72.09 kJ/kg.

The speed at the exit of the nozzle blade is
c1 = ϕnb 2 LnbS , (15)
where ϕnb = 0.92 is the nozzle blade speed coefficient; in calculations c1 = 349.3 m/s .
In constructing the profile of a radial nozzle blades, in comparison with the axial ones, there is
a special feature, namely, the effective angle α1e , which for the known gas flowrate and the height of
the blades is determined from the flowrate equation
Gg
α1e = arcsin , (16)
πD1nb ρ1c1h1nb
where the gas density at the exit of the nozzle apparatus is ρ1 = 0.511 kg/m 3 . We get the angle
α1e = 38.4 deg in calculations.
The geometric angle at the exit of the nozzle apparatus is related to the effective angle α1e by the ratio

α1g = α1e − Δα . (17)

Here the additional rotation α1e in comparison with the geometric angle α1g by Δα is due to the
feature of the radial flow and is half the angle between the blades:
γ
Δα = =9. (18)
2
Thus, α1g = 29.4 deg.
The dependence of the “throat” anb on the effective angle is written as follows:

t1nb sin α1e

anb = − dout . (19)
knb
Here the experimental coefficient is knb = 1.05 [17], the outlet edge diameter is dout = 0.4 mm ; in
calculations anb = 6.8 mm.
'
The nozzle blade pitch taken along the chord t1nb can be replaced by the step calculated along the arc t1nb :
πD1nb
t1nb ≅ t1' nb ; t1' nb = . (20)
znb
Therefore, the step is t1nb = 0.0122 m.
Let us now present the main design relationships for shaping the nozzle blades and channels.
The nozzle blade chord is
D − D1nb
bnb = 0 . (21)
2 cos α1e
In calculations bnb = 19.3 mm .
The nozzle blade width is
snb = anb tan α1e + Δs , (22)
1
where Δs = anb ≅ 3.4 mm . In calculations snb = 8.8 mm .
2

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656 SYCHENKOV et al.

The diameter of the input edge of the nozzle blade can be presented as
din = cmax , (23)
where the maximum thickness of the blade profile is
cmax = 2 snb tanΔα + dout . (24)
In calculations din = 3.2 mm.
The radius of curvature of the blade back is determined by the following equation
rnb = (3 − 4)anb . (25)
We select rnb = 20 mm.
Further, flow around the impeller in relative motion is considered. Since the working blades of the
radial-axial turbine are straightforward, that is α1im = 90 deg , the angle of attack (deg) is

i = 90 − β1 , (26)
where β1 is the angle of gas leakage in relative motion and is determined by the following relation

c1' cos ( α1e − u1im )

β1 = arccot , (27)
c1' sin α1e
D1nb
where c1' = c1 .
D1im
In a cascade with a radial gas flow taking place in a radial-axial turbine, the following feature is
revealed, namely, the angle α1e is constant within the nozzle blade pitch. Note that the working blades,
moving around the circle within a step, rotate in space by an angle of γ = 18 deg , so the angles α1e and
β1 will change. At the beginning of a step in motion α1' e = 38.4 deg, at the end of a step
γ
α1'' e = α1' e −
= 29.4 deg. In this regard, the angle β1 and the magnitude of velocity w1 will change and
2
this phenomenon, a change in the velocity w1 with regard to the angle β1 and magnitude, will occur
unevenly at the point of passage of the edge of an adjacent nozzle blade; β1' = 88.4 deg is obtained for the
angle α1e
'
and β1'' = 80.4 deg is obtained for the angle α1e
''
. Note that in our case the angles of attack i are
always positive. The angles i in the flow around the blades are i ' = +1.6 deg and i '' = +9.6 deg.
In addition to gas-dynamic edge tracks, additional disturbances arise, the frequency of which is
ν = nznb . (28)
In calculations ν = 28000 Hz.
In determining the angles of attack, a gas-dynamic calculation of the turbine was made with
determining the relative velocity of the flow on the blades [13]:

w1 = c1' 2 + u1im 2 − 2c1' u1im cos α1e . (29)

In calculations, we obtain w1' = 203 m/s at α1' e = 38.4 deg and w1'' = 182 m/s at α1'' e = 29.4 deg.
The impeller outlet gas velocity in the relative motion is

(
w2 = ψ im w12 + 2 LimS − u1im 2 1 − μ av 2 , ) (30)

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 MICRO GAS TURBINE ENGINE FOR UNMANNED AERIAL VEHICLES 657

where the velocity coefficient is ψ im = 0.85 , the available work of the impeller is
LimS = LtS ρt = 47.47 kJ/kg. In calculations, we obtain w = 221.8 m/s
'
2 at w = 203 m/s
'
1 and
w = 208.2 m/s at w = 182 m/s.
''
2
''
1

The MGTE thrust was determined by the total gas pressure behind the turbine Pt* using the equation
of the power balance of the compressor and turbine [13]:
kg
⎡ k g − 1 Ga H cS ⎤ kg −1
Pt* = Pg*0 ⎢1 − ⎥ . (31)
⎢⎣ k g Gg RgTg*0 η*c η*t ⎥⎦

J
Here k g = 1.34 , Rg = 287.5 , Ga Gg = 0.98 , Tg*0 = 1100 K , η*c = 0.7 , η*t = 0.76 were taken. In
kg ⋅ K
calculations Pt* = 1.244 × 10 5 Pa .
According to the pressure drop, taking into account hydraulic losses in the nozzle and gas-dynamic
functions, the outlet nozzle velocity is
2kg
cn = ϕn λ n Rg Tt* , (32)
kg + 1

where the nozzle velocity coefficient is ϕn = 0.98 , the reduced speed is λ n = 0.59 , the gas temperature
behind the turbine is Tt* = 840 K . In calculations cn = 304 m/s.
Then the MGTE thrust is
R = Gg cn sin α 2 . (33)
Here the angle of gas exit from the turbine is α 2 = 83.8 deg , mass flow gas through the nozzle is
Gg = 0.275 kg/s . In the calculations, the thrust value was obtained R = 82.7 N .

COMBUSTOR DESIGN
A combustor was developed and manufactured for the MGTE created (Fig. 6). This combustor is made
according to the reverse-flow scheme as shown in Fig. 7. The flame tube consists of the main part—
the primary zone (PZ), the combustion zone (CZ), and the rotary (90 deg) outlet section—the mixing
zone (MZ). After turning through 90 deg, the air from the compressor enters the intershaft duct and
moves in the direction of the head, flowing into the flame tube through the three hole belts (P1, P2 and
P3), then turns around the head, rotates by 180 deg and moves in the turbine direction flowing into
the flame tube through two belt holes in its inner shell (P4 and P5). Let us present the distribution of the
area of the holes in the air supply belts (in percent): F1 = 21.6 ; F2 = 15.3 ; F3 = 15.3 ; F4 = 27.1 ;
F5 = 20.8 ; FΣ = 100 .

Ga P3 P2 P1
HMZ

MZ CZ q
PZ
HCZ

HPZ

P5 P4

Fig. 6. Fig. 7.

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658 SYCHENKOV et al.

The outer diameter of the combustor is predetermined by the dimensions of the rotary part of
the compressor diffuser, and the inner diameter of the combustor corresponds to the outer diameter of
the wall of the output part of the turbine impeller. Taking into account the combustor inlet velocity
wcinomb ≤ 40 − 60 m/s , the dimensions of the external hisc
ext int
and internal inter-sleeve channel hisc are
selected. The height of the flame tube in the primary zone H PZ
ft is selected so that it has one toroidal
vortex.
Then the primary zone length is
LPZ = 1.1H PZ
ft ; (34)
the combustion zone length is
LCZ = 2.5 H av
ft , (35)

ft + H ft
H PZ CZ

ft =
where H av is the average height of the flame tube in the combustion zone, and the length of
2
the rotary section of the mixing zone is (Fig. 7):
LPZ = 1 − 1.1H MZ
ft , (36)

where H MZ
ft is the height of the flame tube in the mixing zone.
For the selected dimensions, the structure of the flow and combustion in the combustor was calculated
using the CFD ANSYS Fluent with the following boundary conditions: Pc* = 1.986 ×10 5 Pa,
Tc* = 375 K , Ga = 0.275 kg/s , α comb = 3.3 .
Based on the calculation results it may be concluded that in the main part by air jets entering through
the first belt of holes P1, a powerful vortex structure in the form of a toroidal vortex (Fig. 8) is formed in
the outer shell of the flame tube (Fig. 7), providing efficient mixing of fuel with air and forming
a combustible mixture with composition α PZ ≈ 0.5 ÷ 0.6 , at Tg* = 1500 ÷ 1600 K (Fig. 9). Further, this
mixture is diluted with secondary air (entering through the belt of holes in the inner ring P4), forming
a mixture with composition αCZ ≈ 1 ÷ 1.5 , and burns out intensively at a temperature of
Tg* = 1800 ÷ 2000 K . After this, the combustion products are diluted by mixing them with air entering
through the belts of the openings P5, P2 and the primary zone to a temperature of Tg* = 1100 ÷ 1200 K . In
this case, the temperature field at the inlet to the nozzle apparatus of the turbine has a uniform profile as
in Fig. 9.

Fig. 8. Fig. 9.

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 MICRO GAS TURBINE ENGINE FOR UNMANNED AERIAL VEHICLES 659

These calculations were performed without taking into account the cooling of the walls of the flame
tube, which allowed us to reduce them in time by simplifying the computational grid and to determine the
most heated regions of the walls of the flame tube, which should be supplied with cooling air during
engine refinement tests.
Unlike large-size gas turbine engines, taking into account a need to reduce weight, there is no benefit
in installing a separate lubrication system in a MGTE. In this case, the rotor bearings are lubricated with
aviation kerosene from the engine fuel supply system (subsequently discarded into the jet nozzle). As
a result, difficulties arise with the organization of bearings in the liquid friction mode, which leads to
intensive wear of liners and shaft pins due to friction. It is also worth noting that the MGTE is
characterized by significantly higher shaft speeds than those currently used in large-sized gas turbine
engines.

CONCLUSIONS
Thus, in order to ensure an acceptable overhaul life and rotor speed during the creation of the MGTE,
it became necessary to replace the bearings used in the turbocharger prototype. Currently, one of the most
acceptable options that meet the requirements are full-metal-ceramic bearings, i.e. with ceramic rolling
elements. Also note that in connection with the design changes of the turbocharger, it became necessary
to reduce the initial shaft length.
As an output device, a subsonic jet nozzle with an extension pipe is used, the design of which is
an extension tube ending with a fixed-geometry jet nozzle.
Analyzing the results of the work, we can conclude that the developed and manufactured MGTE can
be used to create:
—a line of engines for flying models and special-purpose aircraft;
—a small-sized gas turbine power plant, using biogas or pure methane as a fuel, obtained from
the processing of household waste;
—methodologies for the practical development of the MGTE, taking into account their design features
and operating modes, including with the use of the ready-made assemblies of similar products.

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