Integrated Vehicle Comparison of Turbo-Ramjet Engine and Pulsed Detonation Engine

2002 ◽  
Vol 125 (1) ◽  
pp. 257-262 ◽  
Author(s):  
T. Kaemming
Keyword(s):  
Life Cycle Cost ◽  
High Speed ◽  
Fuel Efficiency ◽  
Pressure Rise ◽  
Propulsion System ◽  
Cross Sectional ◽  
Pulsed Detonation Engine ◽  
Pulsed Detonation ◽  
Large Matrix ◽  
Detonation Engine

The pulsed detonation engine (PDE) is a unique propulsion system that uses the pressure rise associated with detonations to efficiently provide thrust. A study was conducted under the direction of the NASA Langley Research Center to identify the flight applications that provide the greatest potential benefits when incorporating a PDE propulsion system. The study was conducted in three phases. The first two phases progressively screened a large matrix of possible applications down to three applications for a more in-depth, advanced design analysis. The three applications best suited to the PDE were (1) a supersonic tactical aircraft, (2) a supersonic strike missile, and (3) a hypersonic single-stage-to-orbit (SSTO) vehicle. The supersonic tactical aircraft is the focus of this paper. The supersonic, tactical aircraft is envisioned as a Mach 3.5 high-altitude reconnaissance aircraft with possible strike capability. The high speed was selected based on the perceived high-speed fuel efficiency benefits of the PDE. Relative to a turbo-ramjet powered vehicle, the study identified an 11% to 21% takeoff gross weight (TOGW) benefit to the PDE on the baseline 700 n.mi. radius mission depending on the assumptions used for PDE performance and mission requirements. The TOGW benefits predicted were a result of the PDE lower cruise specific fuel consumption (SFC) and lower vehicle supersonic drag. The lower vehicle drag resulted from better aft vehicle shaping, which was a result of better distribution of the PDE cross-sectional area. The reduction in TOGW and fuel usage produced an estimated 4% reduction in life cycle cost for the PDE vehicle. The study also showed that the simplicity of the PDE enables concurrent engineering development of the vehicle and engine.

scholarly journals A multi-physics simulation approach for energy and cost analysis during the deceleration of high-speed trains

2018 ◽  
Vol 24 ◽  
pp. 8-14 ◽  
Author(s):  
David Meinel ◽  
Tallal Javied ◽  
Sebastian Rast ◽  
Christian Zipp ◽  
Jörg Franke
Keyword(s):  
Cost Analysis ◽  
High Speed ◽  
Simulation Approach ◽  
Physics Simulation ◽  
High Speed Trains

High Speed Locomotive Development: A European Experience

2010 ◽  
Author(s):  
Janis Vitins
Keyword(s):  
Power Unit ◽  
High Speed ◽  
Propulsion System ◽  
European Experience ◽  
History Of ◽  
And Performance

Europe has a long history of high speed locomotive and power unit development. This paper focuses on these developments in Sweden, Germany, Switzerland and Spain starting from high speed locomotives for 125 mph and ending with the AVE S112 high speed power unit for 206 mph. The major technical objectives starting in the 1970’s were to increase the speed and performance, while reducing the axle load from typically 21t at 125 mph to 17t at ≥ 156 mph. Developments of the propulsion system and vehicle concepts took place in many incremental steps, constantly improving the performance of high speed services. It is shown how American high speed locomotives relate to these developments and how one can learn from the European experience going forward.

Control of Rapid Transit Propulsion System Noise

1984 ◽  
Vol 106 (2) ◽  
pp. 270-277
Author(s):  
P. J. Remington ◽  
N. R. Dixon
Keyword(s):  
High Speed ◽  
Propulsion System ◽  
Laboratory Model ◽  
Rapid Transit ◽  
Blade Passage ◽  
Community Noise ◽  
System Noise ◽  
Cooling Fan ◽  
Urban Rail ◽  
Noise Impact

An extensive series of diagnostic measurements was carried out on an urban rail propulsion system of the type that was found to have the greatest community noise impact. At high speed, 3000 to 4000 rpm, the fan dominates all other sources by 10–15 dBA. At low speed, 1000 to 1500 rpm, fan, gears, and drive motors make comparable noise. A series of tests on a laboratory model of the fan/end housing of a Westinghouse 1447 propulsion motor showed that by modifying the geometry of the end housing posts and reducing the diameter of the cooling fan, the tone at the blade passage frequency was virtually eliminated. In addition, the overall noise was reduced by over 10 dBA while the same airflow was maintained through the fan. When these treatments were applied to the motor itself, it was possible to maintain the same airflow as in the unmodified motor by redesigning the grill over the inlet at the commutator end of the motor. Noise reductions, however, were not as significant as in the laboratory model. Although the blade passage tone was virtually eliminated, overall noise reduction was in the 3 to 6 dBA range, depending on the combination of treatments used.

Gas Turbine Propulsion for High-Speed Railcars

1967 ◽  
Author(s):  
P. B. Garner ◽  
W. L. Hull
Keyword(s):  
Power Plant ◽  
Gas Turbine ◽  
High Speed ◽  
Long Island ◽  
Experimental Tests ◽  
Propulsion System ◽  
Drive System ◽  
Market Potential ◽  
Demonstration Program ◽  
Gas Turbine Power Plant

Experimental tests of a turbine-powered, self-propelled, high-speed railcar are presently being conducted on a section of the Long Island Railroad. This paper describes the railcar, the unique gas turbine power plant and mechanical drive system, and the expected railcar performance. The objectives of the demonstration program, the merits of the selected turbomechanical drive system, and the market potential for production turbine-powered railcars are discussed. A summary of test experience to date and a preview of propulsion-system innovations that may be tested in follow-on programs are presented.

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