Algae Based Hydroprocessed Fuel Use on a Marine Gas Turbine

2012 ◽  
Vol 134 (12) ◽  
Author(s):  
Martín Quiñones ◽  
Richard Leung ◽  
Sherry Williams
Keyword(s):  
Gas Turbine ◽  
Total Duration ◽  
Engine Performance ◽  
Start Time ◽  
Engine Operation ◽  
Turbine Engine ◽  
Alternate Fuel ◽  
Fuel Demand ◽  
Test Parameters ◽  
First Time

The Naval Surface Warfare Center, Carderock Division (NSWCCD) Philadelphia conducted a full scale gas turbine engine test using Rolls Royce engine models 501-K34 and 250-KS4 to assess engine performance and fuel combustion characteristics of an algae based hydroprocessed fuel. The fuel, hereafter described as alternate fuel, consisted of a 50/50 blend of NATO F-76 fuel and the algae based formulation. It is the first time that the U.S. Navy has used a nonpetroleum based fuel on a marine gas turbine. The test was conducted at the DDG 51 Land Based Engineering Site (LBES) of NSWCCD during Jan. 16–21, 2011. The alternate fuel test conducted on the 501-K34 engine consisted of seven cycles of engine operation, one using NATO F-76 fuel to develop a baseline run and six cycles using alternate fuel. Each cycle was 7 h and 20 min in duration and was composed of 27 distinct load scenarios. The total duration of the test was 44 h. The 250-KS4 engine was used as the starter mechanism for the 501-K34 engine. During the test, parameters for combustion temperature, fuel demand, fuel manifold pressure, engine start time, and operation under various load conditions were recorded. This paper discusses the results of the above test by comparing engine operation using alternate fuel to engine performance using NATO F-76 fuel.

Algae Based Hydroprocessed Fuel Use on a Marine Gas Turbine

2012 ◽  
Author(s):  
Martín Quiñones ◽  
Richard Leung ◽  
Sherry Williams
Keyword(s):  
Gas Turbine ◽  
Total Duration ◽  
Engine Performance ◽  
Start Time ◽  
Engine Operation ◽  
Turbine Engine ◽  
Alternate Fuel ◽  
Fuel Demand ◽  
Test Parameters ◽  
First Time

The Naval Surface Warfare Center, Carderock Division (NSWCCD) Philadelphia conducted a full scale gas turbine engine test using Rolls Royce engine models 501-K34 and 250-KS4 to assess engine performance and fuel combustion characteristics of an algae based hydroprocessed fuel. The fuel, hereafter described as alternate fuel, consisted of a 50/50 blend of NATO F-76 fuel and the algae based formulation. It is the first time that the U.S. Navy uses a non-petroleum based fuel on a marine gas turbine. The test was conducted at the DDG 51 Land Based Engineering Site (LBES) of NSWCCD during 16–21 January 2011. The alternate fuel test conducted on the 501-K34 engine consisted of 7 cycles of engine operation, one using NATO F-76 fuel to develop a baseline run and six cycles using alternate fuel. Each cycle was 7 hours, twenty minutes in duration and was composed of 27 distinct load scenarios. The total duration of the test was forty four hours. The 250-KS4 engine was used as the starter mechanism for the 501-K34 engine. During the test, parameters for combustion temperature, fuel demand, fuel manifold pressure, engine start time, and operation under various load conditions were recorded. This paper discusses the results of the above test by comparing engine operation using alternate fuel to engine performance using NATO F-76 fuel.

Review: Sub-Idle Performance of Aero Gas Turbine Engine

2017 ◽  
Author(s):  
Vimala Narayanan ◽  
Kishore Prasad Deshkulkarni
Keyword(s):  
Gas Turbine ◽  
Performance Prediction ◽  
Research Work ◽  
Engine Performance ◽  
Theoretical Work ◽  
Gas Turbine Engine ◽  
Engine Operation ◽  
Turbine Engine ◽  
Starting Process ◽  
Initial Starting

Attaining the design point of any mechanism necessitates undergoing the initial processes satisfactorily. Gas turbine engines used on land, air and water also undergo the initial starting process with the help of external sources. A typical operation cycle of a gas turbine engine consists of zero to idle speed, idle to max speed and max speed to full reheat, the latter being the case for military engine application. It is found that gas turbine engine performance prediction has improved with the usage of computers where the physics of engine behaviour are mathematically coded. The performance prediction software also helps in designing the control systems which governs the engine response to throttle inputs, define the safe operational limits and provide a trouble free automated engine operation during the entire mission. This paper gives an overview of the experimental research work undertaken on compressor and combustor components and engine to improve upon the starting phenomenon since 1950s. The review also looks into the theoretical work undertaken to model the starting process that may help reducing the expensive and time-consuming testing of developmental engine.

Performance Calculation of a Three-Shaft Gas Turbine: Experiment Evaluation and Analysis

2013 ◽  
Author(s):  
Xingxing Ji ◽  
Chunwei Gu ◽  
Hong Liu ◽  
Weihong Xie
Keyword(s):  
Gas Turbine ◽  
Engine Performance ◽  
Prediction Method ◽  
Gas Generator ◽  
Engine Operation ◽  
Error Matrix ◽  
Turbine Engine ◽  
Matching Constraints ◽  
Stagger Angle ◽  
Experimental Researches

Analytical and experimental researches on the characteristics of a three-shaft gas turbine are presented in the paper. The concerned gas turbine engine includes a twin-shaft gas generator and a third shaft — the free turbine for power generation. The free turbine uses a variable-angle nozzle (VAN) for fuel saving and load-adjusting flexible. The engine performance is calculated by using the multi-dimensional Newton-Raphson method, which is based on a set of matching constraints described by the error matrix and the performance maps of the related components. It has a better accuracy and stability than those of some other methods (e.g. parameter cycle method) and is well suitable for solving the off-design problem. The suggested prediction method, presented as a computer program written in Fortran 95, is extremely flexible and can be employed to various engine configurations. Experiments are carried out on the concerned engine by controlling the stagger angle of the VAN, then adjusting the fuel consumption for different outputs. The accuracy of the prediction method is validated by the experiment. Detailed performance characteristic of the engine is investigated under five different stagger angles of the VAN when the T3 value was controlled from 85% to 105% of its design value, revealing how the T3 and the stagger angle of the VAN affect the gas turbine performance. The results are useful for the engine operation and components optimization.

Design, Development and Application of Vehicle Gas Turbine Engines

1966 ◽  
Vol 181 (1) ◽  
pp. 149-172
Author(s):  
P. A. Phillips ◽  
Peter Spear
Keyword(s):  
Gas Turbine ◽  
Gas Turbines ◽  
Low Cost ◽  
Engine Performance ◽  
Turbine Engines ◽  
Gas Turbine Engines ◽  
Design Development ◽  
Turbine Engine ◽  
Wide Range ◽  
Cycle Temperature

After briefly summarizing worldwide automotive gas turbine activity, the paper analyses the power plant requirements of a wide range of vehicle applications in order to formulate the design criteria for acceptable vehicle gas turbines. Ample data are available on the thermodynamic merits of various gas turbine cycles; however, the low cost of its piston engine competitor tends to eliminate all but the simplest cycles from vehicle gas turbine considerations. In order to improve the part load fuel economy, some complexity is inevitable, but this is limited to the addition of a glass ceramic regenerator in the 150 b.h.p. engine which is described in some detail. The alternative further complications necessary to achieve satisfactory vehicle response at various power/weight ratios are examined. Further improvement in engine performance will come by increasing the maximum cycle temperature. This can be achieved at lower cost by the extension of the use of ceramics. The paper is intended to stimulate the design application of the gas turbine engine.

Simple Instrumentation Rake Designs for Gas Turbine Engine Testing

1996 ◽  
Author(s):  
Peter D. Smout ◽  
Steven C. Cook
Keyword(s):  
Gas Turbine ◽  
Mechanical Damage ◽  
Engine Performance ◽  
Leading Edge ◽  
Gas Turbine Engine ◽  
Calibration Data ◽  
Turbine Engine ◽  
Industry Standard ◽  
Repair Costs ◽  
Engine Testing

The determination of gas turbine engine performance relies heavily on intrusive rakes of pilot tubes and thermocouples for gas path pressure and temperature measurement. For over forty years, Kiel-shrouds mounted on the rake body leading edge have been used as the industry standard to de-sensitise the instrument to variations in flow incidence and velocity. This results in a complex rake design which is expensive to manufacture, susceptible to mechanical damage, and difficult to repair. This paper describes an exercise aimed at radically reducing rake manufacture and repair costs. A novel ’common cavity rake’ (CCR) design is presented where the pressure and/or temperature sensors are housed in a single slot let into the rake leading edge. Aerodynamic calibration data is included to show that the performance of the CCR design under uniform flow conditions and in an imposed total pressure gradient is equivalent to that of a conventional Kiel-shrouded rake.

Training Future Gas Turbine Performance Engineers

2007 ◽  
Author(s):  
V. Pachidis ◽  
P. Pilidis ◽  
I. Li
Keyword(s):  
Gas Turbine ◽  
Thermal Power ◽  
Engine Performance ◽  
Gas Turbine Engine ◽  
Performance Simulation ◽  
Turbine Engine ◽  
Turbine Performance ◽  
Auxiliary Power ◽  
Engine Testing ◽  
The Uk

The performance analysis of modern gas turbine engine systems has led industry to the development of sophisticated gas turbine performance simulation tools and the utilization of skilled operators who must possess the ability to balance environmental, performance and economic requirements. Academic institutions, in their training of potential gas turbine performance engineers have to be able to meet these new challenges, at least at a postgraduate level. This paper describes in detail the “Gas Turbine Performance Simulation” module of the “Thermal Power” MSc course at Cranfield University in the UK, and particularly its practical content. This covers a laboratory test of a small Auxiliary Power Unit (APU) gas turbine engine, the simulation of the ‘clean’ engine performance using a sophisticated gas turbine performance simulation tool, as well as the simulation of the degraded performance of the engine. Through this exercise students are expected to gain a basic understanding of compressor and turbine operation, gain experience in gas turbine engine testing and test data collection and assessment, develop a clear, analytical approach to gas turbine performance simulation issues, improve their technical communication skills and finally gain experience in writing a proper technical report.

Modeling of Cyclic Life for Compressor Rotor of Gas Turbine Engine Taking Into Account Production Deviations

2020 ◽  
Author(s):  
Alexandr N. Arkhipov ◽  
Yury A. Ravikovich ◽  
Anton A. Matushkin ◽  
Dmitry P. Kholobtsev
Keyword(s):  
Gas Turbine ◽  
Low Cycle Fatigue ◽  
Probabilistic Modeling ◽  
Gas Turbine Engine ◽  
Critical Zone ◽  
Design Stage ◽  
Cyclic Life ◽  
Engine Operation ◽  
Turbine Engine ◽  
Compressor Rotor

Abstract The regional aircraft with a turbofan gas turbine engine, created in Russia, is successfully operated in the world market. Further increase of the life and reduction of the cost of the life cycle are necessary to ensure the competitive advantages of the engine. One of the units limiting the engine life is the compressor rotor. The cyclic life of the rotor depends on many factors: the stress-strain state in critical zones, the life of the material under low-cycle loading, the regime of engine operation, production deviations (within tolerances), etc. In order to verify the influence of geometry deviations, the calculations of the model with nominal dimensions and the model with the most unfavorable geometric dimensions (worst cases) have been carried out. The obtained influence coefficients for geometric and weight tolerances are then used for probabilistic modeling of stresses in the critical zone. Rotor speed and gas loads on the blades for different flight missions and engine wear are determined from the corresponding aerodynamic calculations taking into account the actual flight cycles (takeoff, reduction, reverse) and are also used for stress recalculations. The subsequent calculation of the rotor cyclic life and the resource assessment is carried out taking into account the spread of the material low-cycle fatigue by probabilistic modeling of the rotor geometry and weight loads. A preliminary assessment of the coefficients of tolerances influence on stress in the critical zone can be used to select the optimal (in terms of life) tolerances at the design stage. Taking into account the actual geometric and weight parameters can allow estimating the stress and expected life of each manufactured rotor.

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