Low Emission Variable Area Combustor for Vehicular Gas Turbines

1973 ◽  
Vol 95 (3) ◽  
pp. 191-198 ◽  
Author(s):  
D. J. White ◽  
P. B. Roberts ◽  
W. A. Compton
Keyword(s):  
Power Systems ◽  
Gas Turbine ◽  
Environmental Protection Agency ◽  
Gas Turbines ◽  
Gas Turbine Engine ◽  
Protection Agency ◽  
Engine Emissions ◽  
Turbine Engine ◽  
Automotive Engine ◽  
Low Emission

In recent years automotive engine emissions have become subject to stringent Federal legislation. The most severe of these regulations pertains to the 1976 Emission Standards as defined by the Advanced Automotive Power Systems (AAPS) Division of the Environmental Protection Agency (EPA). A unique combustor concept has been developed by Solar which has demonstrated the feasibility of meeting these emission requirements. The integrated emissions of a typical regenerative gas turbine engine employing this combustor type were each below one half of the levels specified by the Federal 1976 Standards, when tested over a simulated federal driving cycle. The success of the feasibility tests for this combustor concept has lead to more fundamental studies and the planned development of a prototype combustor for demonstration on the EPA-AAPS baseline gas turbine engine. The prototype combustor for the baseline engine is described together with its variable area port mechanisms, which has been demonstrated as necessary for emission control.

Expectations and Recent Experience for Gas Turbine Reliability, Availability, and Maintainability (RAM)

2007 ◽  
Author(s):  
Robert F. Steele ◽  
Dale C. Paul ◽  
Torgeir Rui
Keyword(s):  
Power Systems ◽  
Gas Turbine ◽  
Gas Turbines ◽  
Advanced Technology ◽  
Recent Experience ◽  
Reliability Growth ◽  
Market Place ◽  
New Product Introductions ◽  
Low Emission ◽  
The Cost

Since the early 1990’s there have been significant changes in the gas turbine, and power generation market place. The ‘F-Class’ Gas Turbines, with higher firing temperatures, single crystal materials, increased compressor pressure ratios and low emission combustion systems that were introduced in the early 1990’s have gained significant field experience. Many of the issues experienced by these new product introductions have been addressed. The actual reliability growth and current performance of these advanced technology machines will be examined. Additionally, the operating profiles anticipated for many of the units installed during this period has been impacted by both changes in the anticipated demand and increases in fuel costs, especially the cost of natural gas. This paper will review how these changes have impacted the Reliability, Availability, and Maintainability performance of gas turbines. Data from the ORAP® System, maintained by Strategic Power Systems, Inc, will be utilized to examine the actual RAM performance over the past 10 to 15 years in relation to goals and expectations. Specifically, this paper will examine the reliability growth of the F-Class turbines since the 1990’s and examine the reliability impact of duty cycle on RAM performance.

scholarly journals Comparison of Coriolis and Turbine Type Flow Meters for Fuel Measurement in Gas Turbine Testing

1993 ◽  
Author(s):  
J. D. MacLeod ◽  
W. Grabe
Keyword(s):  
Steady State ◽  
Gas Turbine ◽  
Mass Flow ◽  
Gas Turbines ◽  
Gas Turbine Engine ◽  
Turbine Engine ◽  
Turbine Flowmeter ◽  
Turbine Performance ◽  
Coriolis Flowmeter ◽  
Project Objectives

The Machinery and Engine Technology (MET) Program of the National Research Council of Canada (NRCC) has established a program for the evaluation of sensors to measure gas turbine engine performance accurately. The precise measurement of fuel flow is an essential part of steady-state gas turbine performance assessment. Prompted by an international engine testing and information exchange program, and a mandate to improve all aspects of gas turbine performance evaluation, the MET Laboratory has critically examined two types of fuel flowmeters, Coriolis and turbine. The two flowmeter types are different in that the Coriolis flowmeter measures mass flow directly, while the turbine flowmeter measures volumetric flow, which must be converted to mass flow for conventional performance analysis. The direct measurement of mass flow, using a Coriolis flowmeter, has many advantages in field testing of gas turbines, because it reduces the risk of errors resulting from the conversion process. Turbine flowmeters, on the other hand, have been regarded as an industry standard because they are compact, rugged, reliable, and relatively inexpensive. This paper describes the project objectives, the experimental installation, and the results of the comparison of the Coriolis and turbine type flowmeters in steady-state performance testing. Discussed are variations between the two types of flowmeters due to fuel characteristics, fuel handling equipment, acoustic and vibration interference and installation effects. Also included in this paper are estimations of measurement uncertainties for both types of flowmeters. Results indicate that the agreement between Coriolis and turbine type flowmeters is good over the entire steady-state operating range of a typical gas turbine engine. In some cases the repeatability of the Coriolis flowmeter is better than the manufacturers specification. Even a significant variation in fuel density (10%), and viscosity (300%), did not appear to compromise the ability of the Coriolis flowmeter to match the performance of the turbine flowmeter.

Gas Turbine Power Systems for Military Tracked Vehicles

1983 ◽  
Author(s):  
Geoffrey D. Woodhouse
Keyword(s):  
Power Systems ◽  
Gas Turbine ◽  
Gas Turbines ◽  
Waste Heat ◽  
High Reliability ◽  
Turbine Engines ◽  
Tracked Vehicles ◽  
Turbine Engine ◽  
Response Characteristics ◽  
Air Inlet

The gas turbine engine has been examined as a power plant for military tracked vehicles for over 30 years. Advocates have stressed the potentially high power density and high reliability as factors in favor of the turbine. Several turbine engines have been evaluated experimentally in military tracked vehicles resulting in a better understanding of such aspects as response characteristics and air inlet filtration requirements. Moreover, although the small volume and light weight of aircraft derivative gas turbines have certain virtues, it generally has been concluded that some form of waste heat recuperation is essential to achieve an acceptable level of fuel consumption, despite the increased weight and volume incurred. The selection of the AVCO Lycoming AGT1500 recuperated gas turbine as the power unit for the U.S. Army new M1 “Abrams” main battle tank was a major milestone in the evolution of gas turbine engines for tank propulsion.

Analysis of Indirectly Fired Gas Turbine Power Systems

2007 ◽  
Author(s):  
J. E. Donald Gauthier
Keyword(s):  
Power Generation ◽  
Power Systems ◽  
Gas Turbine ◽  
Gas Turbines ◽  
Turbine Engines ◽  
Inlet Temperature ◽  
Turbine Engine ◽  
Engine Design ◽  
Wide Range ◽  
System Configurations

This paper describes the results of modelling the performance of several indirectly fired gas turbine (IFGT) power generation system configurations based on four gas turbine class sizes, namely 5 kW, 50 kW, 5 MW and 100 MW. These class sizes were selected to cover a wide range of installations in residential, commercial, industrial and large utility power generation installations. Because the IFGT configurations modelled consist of a gas turbine engine, one or two recuperators and a furnace; for comparison purpose this study also included simulations of simple cycle and recuperated gas turbine engines. Part-load, synchronous-speed simulations were carried out with generic compressor and turbine maps scaled for each engine design point conditions. The turbine inlet temperature (TIT) was varied from the design specification to a practical value for a metallic high-temperature heat exchanger in an IFGT system. As expected, the results showed that the reduced TIT can have dramatic impact on the power output and thermal efficiency when compared to that in conventional gas turbines. However, the simulations also indicated that several configurations can lead to higher performance, even with the reduced TIT. Although the focus of the study is on evaluation of thermodynamic performance, the implications of varying configurations on cost and durability are also discussed.

Blade Erosion in Automotive Gas Turbine Engine

1995 ◽  
Vol 117 (1) ◽  
pp. 213-219 ◽  
Author(s):  
M. Metwally ◽  
W. Tabakoff ◽  
A. Hamed
Keyword(s):  
Gas Turbine ◽  
Three Dimensional ◽  
Gas Turbine Engine ◽  
Particulate Flow ◽  
Particle Impact ◽  
Surface Erosion ◽  
Blade Surface ◽  
Erosion Model ◽  
Turbine Engine ◽  
Automotive Engine

In this work, a study has been conducted to predict blade erosion and surface deterioration of the free power turbine of an automotive gas turbine engine. The blade material erosion model is based on three-dimensional particle trajectory simulations in the three-dimensional turbine flow field. The particle rebound characteristics after surface impacts were determined from experimental measurements of restitution ratios for blade material samples in a particulate flow tunnel. The trajectories provide the spatial distribution of the particle impact parameters over the blade surfaces. A semi-empirical erosion model, derived from erosion tests of material samples at different particulate flow conditions, is used in the prediction of blade surface erosion based on the trajectory impact data. The results are presented for the three-dimensional particle trajectories through the turbine blade passages, the particle impact locations, blade surface erosion pattern, and the associated erosion parameters. These parameters include impact velocity, impact angle, and impact frequency. The data can be used for life prediction and performance deterioration of the automotive engine under investigation.

Exploration of Compact Combustors for Reheat Cycle Aero Engine Applications

2006 ◽  
Author(s):  
J. Zelina ◽  
D. T. Shouse ◽  
J. S. Stutrud ◽  
G. J. Sturgess ◽  
W. M. Roquemore
Keyword(s):  
Gas Turbine ◽  
Temperature Rise ◽  
Gas Turbines ◽  
Gas Turbine Engine ◽  
Operating Conditions ◽  
Combustion System ◽  
Turbine Engine ◽  
Lean Blowout ◽  
Power Extraction ◽  
Wide Range

An aero gas turbine engine has been proposed that uses a near-constant-temperature (NCT) cycle and an Inter-Turbine Burner (ITB) to provide large amounts of power extraction from the low-pressure turbine. This level of energy is achieved with a modest temperature rise across the ITB. The additional energy can be used to power a large geared fan for an ultra-high bypass ratio transport aircraft, or to drive an alternator for large amounts of electrical power extraction. Conventional gas turbines engines cannot drive ultra-large diameter fans without causing excessively high turbine temperatures, and cannot meet high power extraction demands without a loss of engine thrust. Reducing the size of the combustion system is key to make use of a NCT gas turbine cycle. Ultra-compact combustor (UCC) concepts are being explored experimentally. These systems use high swirl in a circumferential cavity about the engine centerline to enhance reaction rates via high cavity g-loading on the order of 3000 g’s. Any increase in reaction rate can be exploited to reduce combustor volume. The UCC design integrates compressor and turbine features which will enable a shorter and potentially less complex gas turbine engine. This paper will present experimental data of the Ultra-Compact Combustor (UCC) performance in vitiated flow. Vitiation levels were varied from 12–20% oxygen levels to simulate exhaust from the high pressure turbine (HPT). Experimental results from the ITB at atmospheric pressure indicate that the combustion system operates at 97–99% combustion efficiency over a wide range of operating conditions burning JP-8 +100 fuel. Flame lengths were extremely short, at about 50% of those seen in conventional systems. A wide range of operation is possible with lean blowout fuel-air ratio limits at 25–50% below the value of current systems. These results are significant because the ITB only requires a small (300°F) temperature rise for optimal power extraction, leading to operation of the ITB at near-lean-blowout limits of conventional combustor designs. This data lays the foundation for the design space required for future engine designs.

Experimental Results of Hot Section Metal Temperature Measurements of Rolls-Royce Allison 501KH Under Massive Steam Injection

2002 ◽  
Author(s):  
Dah Yu Cheng ◽  
Albert L. C. Nelson
Keyword(s):  
Gas Turbine ◽  
Gas Turbines ◽  
Steam Injection ◽  
Gas Turbine Engine ◽  
Injection Rate ◽  
Experimental Results ◽  
Turbine Engine ◽  
Second Stage ◽  
Before And After ◽  
Internally Cooled

It has always been thought by the gas turbine industry that steam injection will shorten the effective life of certain gas turbine parts. Recently it was shown that a number of steam injected Cheng Cycle Rolls-Royce Allison 501KH gas turbines, accumulated more than 2.5 million logged hours of operation and with a prolonged parts life. The “hot parts” of a Rolls-Royce Allison 501KH gas turbine engine that are of concern, are the first stage nozzle, the first stage blade, and the second stage nozzle. These parts are all air cooled through the first stages internal passages. (The second stage blades and on down are not internally cooled.) The concern raised in many gas turbine institutions is that the metal temperatures of these hot parts, due to the heat conductivity properties of injected steam, will make them deteriorate faster. An experiment was completed using a steam injected Cheng Cycle, on an Allison 501KH gas turbine engine. In the experiment, a substantial number of thermocouples were attached to the surfaces of the turbines hot parts. This engine had a steam injection rate of up to 18% airflow. The experimental results showed that if steam could be properly mixed with the cooling air before the air enters into the cooling passages of the hot parts, the metal temperatures did not increase. During the operation of the engines, it was recorded that the hot parts lifetime increased from 25,000 hours before the hot parts section had to be overhauled, to 42,000 hours (on average) before they needed to be overhauled. This paper will report the measurement installation in detail. The results before and after steam injection in the hot parts sections of the Rolls-Royce Allison 501KH engine will also be discussed.

Technological Trend of Aircraft Gas Turbines and its Effect on the Development for Ship Propulsion Plants

1970 ◽  
Author(s):  
N. K. H. Scholz
Keyword(s):  
Gas Turbine ◽  
Gas Turbines ◽  
Pressure Ratio ◽  
Gas Turbine Engine ◽  
Design Parameters ◽  
Turbine Engines ◽  
Gas Turbine Engines ◽  
Compression Pressure ◽  
Turbine Engine ◽  
Ship Propulsion

The effect of the main design parameters of the aero gas turbine engine cycle, namely combustion temperature and compression pressure ratio, on the specific performance values is discussed. The resulting development trend has been of essential influence on the technology. Relevant approaches are outlined. The efforts relating to weight and manufacturing expense are also indicated. In the design of aero gas turbine engines increasing consideration is given to the specific flight mission requirements, such as for instance by the introduction of the by-pass principle. Therefore direct application of aero gas turbine engines for ship propulsion without considerable modifications, as has been practiced in the past, is not considered very promising for the future. Nevertheless, there are possibilities to take advantage of aero gas turbine engine developments for ship propulsion systems. Appropriate approaches are discussed. With the experience obtained from aero gas turbine engines that will enter service in the early seventies it should be possible to develop marine gas turbine engines achieving consumptions and lifes that are competitive with those of advanced diesel units.

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