Instrumenting and Acquiring Data for the WR21 Gas Turbine Development Programme

2001 ◽  
Author(s):  
Grant Bridgeman ◽  
Chai Uawithya ◽  
Côme Crance
Keyword(s):  
Gas Turbine ◽  
Gas Turbines ◽  
Development Programme ◽  
Endurance Running ◽  
Marine Propulsion ◽  
Test House ◽  
Aero Engines ◽  
Data Acquisition And Processing ◽  
Difference Test ◽  
Engine Power

The development of the WR-21 Intercooled / Recuperated gas turbine started in 1991 and is now well advanced, having successfully completed ten engine tests at the Admiralty Test House (ATH) DERA Pyestock, NSWC Philadelphia and now having commenced endurance running at DCN, Indret. The WR21 is the next generation of gas turbine prime mover, providing a significant annual fuel saving over the current marine propulsion gas turbines. Based on the RB211 family of commercial aero engines, the components are modified to incorporate an intercooler and recuperator into the simple cycle engine arrangement, improving the engine power and specific fuel consumption respectively. The paper briefly outlines the engine tests of the WR21 development programme, and describes the instrumentation, data acquisition and processing systems that have been developed by Rolls Royce and the three difference test facilities to meet the varying demands of such gas turbine testing. The paper discusses the high levels of instrumentation used, its reliability and accuracy, the DAS architecture and the methods used to handle and process the data.

Determination of Cycle Configuration of Gas Turbines and Aircraft Engines by Optimization Procedure

1990 ◽  
Author(s):  
Yoshiharu Tsujikawa ◽  
Makoto Nagaoka
Keyword(s):  
Gas Turbine ◽  
Gas Turbines ◽  
Specific Impulse ◽  
Optimization Procedure ◽  
Turbine Engines ◽  
Gas Turbine Engines ◽  
Aircraft Engines ◽  
Scramjet Engine ◽  
Aero Engines

This paper is devoted to the analyses and optimization of simple and sophisticated cycles, particularly for various gas turbine engines and aero-engines (including scramjet engine) to achive the maximum performance. The optimization of such criteria as thermal efficiency, specific output and total performance for gas turbine engines, and overall efficiency, non-dimensional thrust and specific impulse for aero-engines have been performed by the optimization procedure with multiplier method. The comparisons of results with analytical solutions establishes the validity of the optimization procedure.

Cycle Optimization Potential of Composite Cycle and Turbocompound Aero-Engines

2020 ◽  
Vol 142 (6) ◽  
Author(s):  
Felix Klein ◽  
Stephan Staudacher
Keyword(s):  
Gas Turbine ◽  
Gas Turbines ◽  
Pressure Ratio ◽  
Exchange Process ◽  
Aircraft Engine ◽  
Time Frame ◽  
Fuel Burn ◽  
Component Efficiency ◽  
Low Efficiency ◽  
Aero Engines

Abstract Fair comparison of future aircraft engine concepts requires the assumption of similar technological risk and a transparent book keeping of losses. A 1000 km and a 7000 km flight mission of a single-aisle airplane similar to the Aribus A321neo LR have been used to compare composite cycle engines, turbocompound engines and advanced gas turbines as potential options for an entry-into-service time frame of 2050+. A 2035 technology gas turbine serves as reference. The cycle optimization has been carried out with a peak pressure ratio of 250 and a maximum cycle temperature of 2200 K at cruise as boundary conditions. With the associated heat loss and the low efficiency of the gas exchange process limiting piston component efficiency, the cycle optimization filtered out composite cycle concepts. Taking mission fuel burn (MFB) as the most relevant criterion, the highest MFB reduction of 13.7% compared to the 2035 reference gas turbine is demonstrated for an air-cooled turbocompound concept with additional combustion chamber. An intercooled, hectopressure gas turbine with pressure gain combustion achieves 20.6% reduction in MFB relative to the 2035 reference gas turbine.

Dual Mode Hydromechanical Transmission as Applied to Gas Turbines

1969 ◽  
Author(s):  
R. H. Guedet ◽  
J. E. Louis
Keyword(s):  
Gas Turbine ◽  
Gas Turbines ◽  
Variable Ratio ◽  
Potential Candidate ◽  
Dual Mode ◽  
Vehicle Performance ◽  
Testing Stage ◽  
Engine Power

In applying gas turbines to vehicular applications, gas turbine designers have been faced with design restraints imposed by the limitations of conventional transmissions. Development of an automatic, infinitely variable ratio, hydromechanical transmission, the Dual Mode Transmission, now gives the designer the opportunity to concentrate on developing engine power in the most efficient, lightest, smallest, and lowest cost manner, independent of vehicle requirements. Because of the DMT characteristics, vehicle performance is similar if either a free or a fixed turbine is used. Therefore, the fixed turbine now becomes a potential candidate for many vehicle applications. Still in the development and testing stage, the DMT is presently operating in several highway trucks.

From Provider to Decider: The Changing Face of Royal Navy Gas Turbine Support

2007 ◽  
Author(s):  
Ian Timbrell ◽  
Howard Startin
Keyword(s):  
Life Cycle ◽  
Gas Turbine ◽  
Gas Turbines ◽  
Strategic Plan ◽  
Life Cycle Management ◽  
Royal Navy ◽  
Service Support ◽  
Marine Propulsion ◽  
Care Package ◽  
Total Care

Marine Propulsion Systems Integrated Project Team (MPSIPT), part of the UK’s Defence Logistics Organisation (DLO), has traditionally provided gas turbine life cycle management to a collaboration of four European navies operating the Rolls Royce Olympus, Tyne and Spey marine gas turbines. With the drive towards the need to deliver greater efficiencies, a shrinking supplier base and in keeping with DLO’s Strategic Plan to transform in-service support arrangements, MPSIPT explored ways by which they could move from a provider to intelligent decider role. This transformation was realised in the form of a Total Care Package (TCP), introduced in April 2005, whereby Rolls Royce has taken responsibility for the support of Olympus and Tyne marine gas turbines. The issues raised should be of interest to Navies and other organisations facing similar challenges in gas turbine support. This paper gives a brief history behind how gas turbine life cycle management has been provided to the Royal Navy in the past, before concentrating on the reasons behind and the practical issues raised by our move to the TCP arrangement. The paper sets out the philosophy behind the DLO’s Strategic Plan, what that means in practical terms, how it has been applied for gas turbine support and the implications for the future. It explains how TCP has been approached in partnership with Rolls Royce, describes the issues that were faced, what the benefits are, what it means for the front line and our partners and how the contract is being managed. It concludes by identifying the lessons from the first year of operation of the TCP contract.

Operational Experience With Internal Coatings in Aero- and Industrial Gas Turbine Airfoils

2002 ◽  
Author(s):  
G. A. Kool ◽  
K. S. Agema ◽  
J. P. van Buijtenen
Keyword(s):  
Gas Turbine ◽  
Cross Sections ◽  
Film Cooling ◽  
Gas Turbines ◽  
Operational Experience ◽  
Operational Conditions ◽  
Internal Surfaces ◽  
Industrial Gas Turbines ◽  
Aero Engines ◽  
Turbine Airfoils

The internal surfaces of air cooled gas turbine airfoils will oxidize severely during service depending upon operational conditions, chosen design, substrate alloy and the presence of an internal coating. Contradictory experiences by Dutch operators about the need and the performance of internal coatings lead to a research project within the Dutch Gas Turbine Association (VGT). The work focussed on internally coated and non-coated airfoils of civil and military aero engines and industrial gas turbines. Cross-sections from airfoils for metallographic evaluation were selected from the civil aero engines, GE CF6-50 and -80C2 and PW4000, from military engines, PW F100-200 and -220, and from industrial engines, GE Frames 6 and 9. Coating thickness distributions, oxidation resistance and blockage of drilled film cooling holes were reviewed. Particularly the field experiences on the gas turbine airfoils are highlighted in this paper.

The Gas Turbine as Applied to Marine Propulsion

1948 ◽  
Vol 158 (1) ◽  
pp. 103-116 ◽  
Author(s):  
T. A. Crowe
Keyword(s):  
Gas Turbine ◽  
Air Temperature ◽  
Heat Exchangers ◽  
Gas Turbines ◽  
Constant Pressure ◽  
Calorific Value ◽  
Historical Survey ◽  
Gross Calorific Value ◽  
Creep Tests ◽  
Marine Propulsion

The paper commences with an historical survey of gas-turbine development, and deals briefly with the constant-volume and constant-pressure principles. Under the latter are included the open, closed, and semi-closed cycles. Notes are added on air heaters and heat exchangers, materials required for gas-turbine components, and systems of control. The latter portion of the paper covers the application to marine purposes, and describes some current marine-turbine installations. In view of the small number of the moving parts, gas turbines should eventually prove as reliable as older forms of propulsion machinery. Life should not be less than 100,000 hours at full load and temperature, but, as creep tests of this duration are impracticable, the designer must at present base his calculation on rather meagre data. Up-keep costs should, once the initial difficulties have been overcome, compare favourably with those of other forms. A gas turbine of 5,000-10,000 s.h.p. per shaft can be constructed to give a fuel consumption of 0·44-0·46 lb. per s.h.p.-hr. (giving a thermal efficiency of more than 30 per cent on the gross calorific value of the fuel), and the figure should improve to 0·38 lb. (comparable with the Diesel consumption) when metallurgical developments allow the initial air temperature to be raised by 150 deg. F. It should be able to burn the cheaper grades of boiler oil. The gas turbine is lighter in weight and occupies less space than the corresponding steam-turbine or Diesel installation. The author concludes that it will earn a fundamental place in marine propulsion during the course of the next few years.

scholarly journals Royal Navy Experience of Propulsion Gas Turbines and How and Why This Experience is Being Incorporated Into Future Designs

1999 ◽  
Author(s):  
James Rand ◽  
Nigel Wright
Keyword(s):  
Gas Turbine ◽  
Gas Turbines ◽  
Electric Propulsion ◽  
High Speed ◽  
Turbine Engines ◽  
Gas Turbine Engines ◽  
Royal Navy ◽  
Electric Ship ◽  
Prime Movers ◽  
Aero Engines

The Royal Navy (RN) has in-service experience of both marinised industrial and aero derivative propulsion gas turbines since the late 1940’s. Operating through a Memorandum of Understanding (MOU) between the British, Dutch, French and Belgian Navies the current in-service propulsion engines are marinised versions of the Rolls Royce Tyne, Olympus and Spey aero engines. Future gas turbine engines, for the Royal Navy, are expected to be the WR21 (24.5 MW), a 5 to 8 MW engine and a 1 to 2 MW engine in support of the All Electric Ship Project. This paper will detail why the Royal Navy chose gas turbines as prime movers for warships and how Original Equipment Manufacturers (OEM) guidance has been evaluated and developed in order to extend engine life. It will examine how the fleet of engines has historically been provisioned for and how a modular engine concept has allowed less support provisioning. The paper will detail the planned utilisation of advanced cycle gas turbines with their inherent higher thermal efficiency and environmental compliance and the case for all electric propulsion utilising high speed gas turbine alternators. It will examine the need for greater reliability / availability allowing single generator operation at sea and how by using a family of 3 engines a nearly flat Specific Fuel Consumption (SFC) down to harbour loads can be achieved.

Design and Performance Features of the Marine LM1600 Gas Turbine

1990 ◽  
Author(s):  
J. M. Thames ◽  
H. B. Stueber ◽  
C. T. Vincent
Keyword(s):  
Gas Turbine ◽  
Gas Turbines ◽  
Prime Mover ◽  
Modular Construction ◽  
Marine Propulsion ◽  
Commercial Installation ◽  
And Performance ◽  
Marine Applications ◽  
System Configurations ◽  
Marine Propulsion System

The GE LM1600 gas turbine is a lightweight, efficient prime mover for commercial and military marine applications. This gas turbine is a derivative of the F404 fighter jet engine whose mission objectives strongly emphasize reliability and ease of maintenance in an austere marine environment. These objectives were important to the U.S. Navy because the F/A-18 fighter jets powered by this engine are based on aircraft carriers where parts warehousing and maintenance capabilities are limited. To achieve these objectives, component designs were simplified and the total number of components was substantially reduced. These features and its modular construction make the LM1600 attractive for marine applications. Numerous marine propulsion system configurations are possible, including various combinations with diesel engines and steam gas turbines as well as options for shaft or electric drive. The first commercial installation of the marine LM1600 gas turbine is in progress and sea trials will commence in late 1990. This paper describes the design, performance, installation, and maintenance features of the marine LM1600 gas turbine.

scholarly journals Future Prospects for Naval Propulsion Gas Turbines

1978 ◽  
Author(s):  
F. W. Armstrong ◽  
M. G. Philpot
Keyword(s):  
Gas Turbines ◽  
Power Plants ◽  
Current Practice ◽  
Future Prospects ◽  
Propulsion Systems ◽  
Naval Power ◽  
Marine Propulsion ◽  
Aero Engine ◽  
Aero Engines ◽  
Major Cycle

The continuing evolution of gas turbine propulsion systems for naval vessels is discussed. Following a brief historical survey, the reasons for the current practice of using adapted aero-engines are reviewed. The forward prospect for naval power-plants is then examined in the light of the progression of aero-engine technology and the trends in major cycle parameters. The extent to which these can be exploited in marine propulsion engines is assessed. Finally, some elaborations of the simple-cycle engine which might be suitable for naval applications are considered.

Royal Navy Experience of Propulsion Gas Turbines and How and Why This Experience is Being Incorporated Into Future Designs

2000 ◽  
Vol 122 (4) ◽  
pp. 680-684 ◽  
Author(s):  
James Rand ◽  
Nigel Wright
Keyword(s):  
Gas Turbine ◽  
Gas Turbines ◽  
Electric Propulsion ◽  
High Speed ◽  
Turbine Engines ◽  
Gas Turbine Engines ◽  
Royal Navy ◽  
Electric Ship ◽  
Prime Movers ◽  
Aero Engines

The Royal Navy (RN) has in-service experience of both marinized industrial and aero derivative propulsion gas turbines since the late 1940s. Operating through a Memorandum of Understanding (MOU) between the British, Dutch, French, and Belgian Navies the current in-service propulsion engines are marinized versions of the Rolls Royce Tyne, Olympus, and Spey aero engines. Future gas turbine engines, for the Royal Navy, are expected to be the WR21 (24.5 MW), a 5 to 8 MW engine and a 1 to 2 MW engine in support of the All Electric Ship Project. This paper will detail why the Royal Navy chose gas turbines as prime movers for warships and how Original Equipment Manufacturers (OEM) guidance has been evaluated and developed in order to extend engine life. It will examine how the fleet of engines has historically been provisioned for and how a modular engine concept has allowed less support provisioning. The paper will detail the planned utilization of advanced cycle gas turbines with their inherent higher thermal efficiency and environmental compliance and the case for all electric propulsion utilizing high speed gas turbine alternators. It will examine the need for greater reliability/availability allowing single generator operation at sea and how by using a family of 3 engines a nearly flat Specific Fuel Consumption (SFC) down to harbour loads can be achieved. [S0742-4795(00)01203-5]

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