WR21 Intercooled Recuperated (ICR) Gas Turbine Engine System Level Development Test Program Summary

2000 ◽  
Author(s):  
Jay T. Janton ◽  
Chai Uawithya
Keyword(s):  
Gas Turbine ◽  
Cooling System ◽  
Gas Turbine Engine ◽  
System Level ◽  
Second Phase ◽  
Gas Generator ◽  
Endurance Test ◽  
Test Program ◽  
Engine Operation ◽  
Turbine Engine

The WR21 Intercooled Recuperated (ICR) Gas Turbine engine has undergone system level development testing from July of 1994 to December 1999. There have been a total of ten engine builds and 2126 hours of engine operation performed through December of 1999. A significant number of unique development tests (experiments) have been performed over the ten engine builds. The last development test just completed and that was a USN specified 500-hour endurance test from 4 October through 16 December of 1999. All the development testing to date has been performed at the Defense Evaluation and Research Agency (DERA), Pyestock, England which is part of the UK Ministry of Defense (MOD). The last 500-hour endurance test was performed at the Advanced Propulsion & Power Generation Test Site (APPGTS) located at the Naval Surface Warfare Center Carderock Division (NSWCCD), Philadelphia, PA. The system level testing performed has evaluated the gas generator, power turbine, enclosure systems, recuperator, intercooler, and engine electronic controller (EEC). The enclosure systems include two off-engine skids (lube oil module and Intercooler Heat Exchanger module), accessory gearbox, fire protection system, enclosure cooling system, water wash, structureborne and airborne noise, fuel system and air start system. A three-phase development test strategy was employed. The first phase was to demonstrate the ICR technology and identify the highest-risk areas. Due to the unique challenges introduced by the intercooler, recuperator, variable area nozzles, and new EEC the test program was continually reviewed and revised. The second phase focused on component and system improvements. The final phase is the verification of the ICR in a 500-hr endurance test. At the completion of development testing a final design review will be held (DR5), followed by qualification testing. The qualification tests will include a 3150-hr endurance test and shock test. This paper summarizes and discusses the major tests performed during the development phases. The plan for the final development 500-hr endurance test and 3150-hr qualification test will be presented.

Telemetry System Integrated in a Small Gas Turbine Engine

2012 ◽  
Vol 134 (4) ◽  
Author(s):  
Stephen A Long ◽  
Stephen L Edney ◽  
Patrick A Reiger ◽  
Michael W Elliott ◽  
Frank Knabe ◽  
...  
Keyword(s):  
Gas Turbine ◽  
Cooling System ◽  
Turbine Rotor ◽  
Gas Turbine Engine ◽  
Telemetry System ◽  
Test Program ◽  
Turbine Engine ◽  
Power Turbine ◽  
Successful Execution ◽  
Integration Effort

For the purpose of assessing combustion effects in a small gas turbine engine, there was a requirement to evaluate the rotating temperature and dynamic characteristics of the power turbine rotor module. This assessment required measurements be taken within the engine, during operation up to maximum power, using rotor mounted thermocouples and strain gauges. The acquisition of this data necessitated the use of a telemetry system that could be integrated into the existing engine architecture without affecting performance. As a result of space constraints, housing of the telemetry module was limited to placement in a hot section. To tolerate the high temperature environment, a cooling system was developed as part of the integration effort to maintain telemetry module temperatures within the limit allowed by the electronics. Finite element thermal analysis was used to guide the design of the cooling system. This was to ensure that sufficient airflow was introduced and appropriately distributed to cool the telemetry cavity, and hence electronics, without affecting the performance of the engine. Presented herein is a discussion of the telemetry system, instrumentation design philosophy, cooling system design and verification, and sample of the results acquired through successful execution of the full engine test program.

LV100 AIPS Technology—For Future Army Propulsion

1992 ◽  
Author(s):  
Walter Brockett ◽  
Angelo Koschier
Keyword(s):  
Control Systems ◽  
Gas Turbine ◽  
Fuel Consumption ◽  
Cooling System ◽  
Gas Turbine Engine ◽  
Air Filtration ◽  
Turbine Engine ◽  
Overall Design ◽  
Armored Vehicle ◽  
And Control

The overall design of and Advanced Integrated Propulsion System (AIPS), powered by an LV100 gas turbine engine, is presented along with major test accomplishments. AIPS was a demonstrator program that included design, fabrication, and test of an advanced rear drive powerpack for application in a future heavy armored vehicle (54.4 tonnes gross weight). The AIPS design achieved significant improvements in volume, performance, fuel consumption, reliability/durability, weight and signature reduction. Major components of AIPS included the recuperated LV100 turbine engine, a hydrokinetic transmission, final drives, self-cleaning air filtration (SCAF), cooling system, signature reduction systems, electrical and hydraulic components, and control systems with diagnostics/prognostics and maintainability features.

scholarly journals A Parametric Starting Study of an Axial-Centrifugal Gas Turbine Engine Using a One-Dimensional Dynamic Engine Model and Comparisons to Experimental Results: Part 1 — Model Development and Facility Description

1998 ◽  
Author(s):  
A. Karl Owen ◽  
Anne Daugherty ◽  
Doug Garrard ◽  
Howard C. Reynolds ◽  
Richard D. Wright
Keyword(s):  
Gas Turbine ◽  
Initial Conditions ◽  
Model Development ◽  
Ground Level ◽  
Gas Turbine Engine ◽  
Calibration Data ◽  
Gas Generator ◽  
Turbine Engine ◽  
One Dimensional ◽  
Engine Model

A generic one-dimensional gas turbine engine model, developed at the Arnold Engineering Development Center, has been configured to represent the gas generator of a General Electric axial-centrifugal gas turbine engine in the six kg/sec airflow class. The model was calibrated against experimental test results for a variety of initial conditions to insure that the model accurately represented the engine over the range of test conditions of interest. These conditions included both assisted (with a starter motor) and unassisted (altitude windmill) starts. The model was then exercised to study a variety of engine configuration modifications designed to improve its starting characteristics and thus quantify potential starting improvements for the next generation of gas turbine engines. This paper discusses the model development and describes the test facilities used to obtain the calibration data. The test matrix for the ground level testing is also presented. A companion paper presents the model calibration results and the results of the trade-off study.

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.

Review of the von Karman Institute Compression Tube Facility for Turbine Research

2013 ◽  
Author(s):  
G. Paniagua ◽  
C. H. Sieverding ◽  
T. Arts
Keyword(s):  
Heat Transfer ◽  
Gas Turbine ◽  
Measurement Techniques ◽  
Gas Turbine Engine ◽  
Modern Technology ◽  
Forced Response ◽  
Engine Operation ◽  
Turbine Engine ◽  
Von Karman ◽  
Von Kármán

Advances in turbine-based engine efficiency and reliability are achieved through better knowledge of the mechanical interaction with the flow. The life-limiting component of a modern gas turbine engine is the high-pressure (HP) turbine stage due to the arduous environment. For the same reason, real gas turbine engine operation prevents fundamental research. Various types of experimental approaches have been developed to study the flow and in particular the heat transfer, cooling, materials, aero-elastic issues and forced response in turbines. Over the last 30 years short duration facilities have dominated the research in the study of turbine heat transfer and cooling. Two decades after the development of the von Karman Institute compression tube facility (built in the 90s), one could reconsider the design choices in view of the modern technology in compression, heating, control and electronics. The present paper provides first the history of the development and then how the wind tunnel is operated. Additionally the paper disseminates the experience and best practices in specifically designed measurement techniques to both experimentalists and experts in data processing. The final section overviews the turbine research capabilities, providing details on the required upgrades to the test section.

Investigation of Vapor-Phase Lubrication in a Gas Turbine Engine

1997 ◽  
Author(s):  
Kenneth W. Van Treuren ◽  
D. Neal Barlow ◽  
William H. Heiser ◽  
Matthew J. Wagner ◽  
Nelson H. Forster
Keyword(s):  
Gas Turbine ◽  
Vapor Phase ◽  
Gas Turbine Engine ◽  
Rolling Contact ◽  
Phosphate Ester ◽  
Lubrication System ◽  
Oil Lubrication ◽  
Vapor Phase Lubrication ◽  
Engine Operation ◽  
Turbine Engine

The liquid oil lubrication system of current aircraft jet engines accounts for approximately 10–15% of the total weight of the engine. It has long been a goal of the aircraft gas turbine industry to reduce this weight. Vapor-Phase Lubrication (VPL) is a promising technology to eliminate liquid oil lubrication. The current investigation resulted in the first gas turbine to operate in the absence of conventional liquid lubrication. A phosphate ester, commercially known as DURAD 620B, was chosen for the test. Extensive research at Wright Laboratory demonstrated that this lubricant could reliably lubricate railing element bearings in the gas turbine engine environment. The Allison T63 engine was selected as the test vehicle because of its small size and bearing configuration. Specifically, VPL was evaluated in the number eight bearing because it is located in a relatively hot environment, in line with the combustor discharge, and it can be isolated from the other bearings and the liquid lubrication system. The bearing was fully instrumented and its performance with standard oil lubrication was documented. Results of this baseline study were used to develop a thermodynamic model to predict the bearing temperature with VPL. The engine was then operated at a ground idle condition with VPL with the lubricant misted into the #8 bearing at 13 ml/hr. The bearing temperature stabilized at 283°C within 10 minutes. Engine operation was continued successfully for a total of one hour. No abnormal wear of the rolling contact surfaces was found when the bearing was later examined. Bearing temperatures after engine shutdown indicated the bearing had reached thermodynamic equilibrium with its surroundings during the test. After shutdown bearing temperatures steadily decreased without the soakback effect seen after shutdown in standard lubricated bearings. In contrast, the oil lubricated bearing ran at a considerably lower operating temperature (83°C) and was significantly heated by its surroundings after engine shutdown. In the baseline tests, the final bearing temperatures never reached that of the operating VPL system.

Application of a Miniature Telemetry System in a Small Gas Turbine Engine

2011 ◽  
Author(s):  
Stephen A. Long ◽  
Patrick A. Reiger ◽  
Michael W. Elliott ◽  
Stephen L. Edney ◽  
Frank Knabe ◽  
...  
Keyword(s):  
Gas Turbine ◽  
Cooling System ◽  
Turbine Rotor ◽  
Gas Turbine Engine ◽  
Telemetry System ◽  
Strain Gages ◽  
Turbine Engine ◽  
Power Turbine ◽  
Successful Execution ◽  
Integration Effort

For the purpose of assessing combustion effects in a small gas turbine engine, there was a requirement to evaluate the rotating temperature and dynamic characteristics of the power turbine rotor module. This assessment required measurements be taken within the engine, during operation up to maximum power, using rotor mounted thermocouples and strain gages. The acquisition of this data necessitated the use of a telemetry system that could be integrated into the existing engine architecture without affecting performance. Due to space constraints, housing of the telemetry module was limited to placement in a hot section. In order to tolerate the high temperature environment, a cooling system was developed as part of the integration effort to maintain telemetry module temperatures within the limit allowed by the electronics. Finite element thermal analysis was used to guide the design of the cooling system. This was to ensure that sufficient airflow was introduced and appropriately distributed to cool the telemetry cavity, and hence electronics, without affecting the performance of the engine. Presented herein is a discussion of the telemetry system, instrumentation design philosophy, cooling system design and verification, and sample of the results acquired through successful execution of the full engine test program.

Updating the Helicopter Gas Turbine Engine Mass Model for the Defining of the Turboshaft Engine Optimal Operating Cycle Parameters

2019 ◽  
Author(s):  
D. S. Kalabuhov ◽  
V. A. Grigoriev ◽  
A. O. Zagrebelnyi ◽  
D. S. Diligensky
Keyword(s):  
Gas Turbine ◽  
Power Unit ◽  
Cooling System ◽  
Gas Turbine Engine ◽  
Parameters Optimization ◽  
Operational Parameters ◽  
Mass Model ◽  
Operating Cycle ◽  
Turbine Engine ◽  
Turboshaft Engine

Abstract The article describes the adjusted parametrical turboshaft gas turbine engine mass model that is applied for the helicopter engine operating cycle parameters optimization during a conceptual engineering. During the operation of the take-off mass, which indirectly characterizes the cost of materials for the entire designed aircraft system, one of the main components which determines the coordination of the helicopter and its engine parameters is a mass of the gas turbine power unit. Moreover, during the parametrical studies the designed mass of a power unit should be defined by the parameters of a gas turbine engine; however, this type of dependencies is not that well enough studied for today. Therefore the evaluation of the dependency between the engine mass and its operational parameters is performed by using either generalized statistical data for existing designs or by parametrical mass models since there is nothing more precise up to date. However as new types of gas turbine engines appear it is required to update the values of parametrical model coefficients. This article describes the influence of different cooling system units on the engine mass and also clarifies the coefficients that specify the engine mass advance by introducing the structural-technological measures. The last one is highly dependent on the designed gas turbine engine (GTE) serial production year. It also has been proposed to represent some coefficients that are used in the model as dependencies of the main operational parameters. This has allowed to perform the parametrical study and to gain predictive solutions in correspondence to the modern engine design level.

scholarly journals Analysis of NOx Formation in a Hydrogen Fueled Gas Turbine Engine

2008 ◽  
Author(s):  
Peter Therkelsen ◽  
Tavis Werts ◽  
Vincent McDonell ◽  
Scott Samuelsen
Keyword(s):  
Natural Gas ◽  
Gas Turbine ◽  
Full Range ◽  
Gas Turbine Engine ◽  
System Level ◽  
Stable Operation ◽  
No Production ◽  
No Emission ◽  
Nox Formation ◽  
Turbine Engine

A commercially available natural gas fueled gas turbine engine was operated on hydrogen. Three sets of fuel injectors were developed to facilitate stable operation while generating differing levels of fuel/air premixing. One set was designed to produce near uniform mixing while the others have differing degrees of non-uniformity. The emissions performance of the engine over its full range of loads is characterized for each of the injector sets. In addition, the performance is also assessed for the set with near uniform mixing as operated on natural gas. The results show that improved mixing and lower equivalence ratio decreases NO emission levels as expected. However, even with nearly perfect premixing, it is found that the engine, when operated on hydrogen, produces a higher amount of NO than when operated with natural gas. Much of this attributed to the higher equivalence ratios that the engine operates on when firing hydrogen. However, even at the lowest equivalence ratios run at low power conditions, higher NO was observed. Analysis of the potential NO formation effects of residence time, kinetic pathways of NO production via NNH, and the kinetics of the dilute combustion strategy used are evaluated. While no one mechanism appears to explain the reasons for the higher NO, it is concluded that each may be contributing to the higher NO emissions observed with hydrogen. In the present configuration with the commercial control system operating normally, it is evident that system level effects are also contributing to the observed NO emission differences between hydrogen and natural gas.

A Simple Thermal Model of Bearings With Transient Effects

2010 ◽  
Author(s):  
Karleine M. Justice ◽  
Ian Halliwell ◽  
Jeffrey S. Dalton
Keyword(s):  
Steady State ◽  
Gas Turbine ◽  
Thermal Management ◽  
Heat Load ◽  
Transient Behavior ◽  
Gas Turbine Engine ◽  
System Level ◽  
Lubrication System ◽  
Transient Effects ◽  
Turbine Engine

In thermal management, system-level models provide an understanding of interactions between components and integration constraints — issues which are exacerbated by tighter coupling in both real life and simulation. A simple model of the steady-state thermal characteristics of the bearings in a two-spool turbofan engine has been described in previous work [1], where it was compared with a more comprehensive tribology-based simulation. Since failure is more likely to occur during transient rather than steady-state operating conditions, it is important that transient behavior is also studied. Therefore, development of models capable of capturing transient system-level performance in air vehicles is critical. In the current paper, the former simple model is used for the generation of a method to replicate the transient effects of heat loads within the lubrication system of a gas turbine engine. The simple engine model that defined the lubrication system is representative of a twin-spool, mid-size, high bypass ratio turbofan used in commercial transport. In order to demonstrate the range and versatility of the parametric heat load model, the model is now applied to the transient operation of a low-thrust unmanned aerial vehicle (UAV) engine, similar to that found on the Global Hawk. There are five separate bearings in the oil loop model and four separate oil sump locations. Contributions to the heat load calculations are heat transfer through the bearing housings and friction caused by station temperatures and shaft speeds, respectively. The lubrication system has been simplified by applying general assumptions for a proof-of-concept of the new transient parametric model. The fuel flow rate for the fuel-cooled oil cooler (FCOC) is set via the full authority digital electronic control (FADEC) in the transient engine model which is coupled to the parametric heat load model. Initially, it is assumed that total heat transfer from the bearings to the oil correspond to oil temperature changes of 150–250°F (83–139°C). The results show that successful modeling of the transient behavior on the thermal effects in the bearings of a gas turbine engine using the MATLAB/Simulink environment have been achieved. This is a valuable addition to the previous steady-state simulation, and the combined tools may be used as part of a more sophisticated thermal management system. Because it is so simple and scalable, the tool enables thermal management issues to be addressed in the preliminary design phase of a gas turbine engine development program.

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