scholarly journals High Impact Shock Test of a General Electric LM2500 Propulsion Gas Turbine Module

1973 ◽  
Author(s):  
W. R. Bobo
Keyword(s):  
Gas Turbine ◽  
Electric Propulsion ◽  
High Impact ◽  
Propulsion System ◽  
Test Results ◽  
General Electric ◽  
Shock Test ◽  
Shock Testing ◽  
System Components ◽  
Impact Shock

This paper discusses the high impact shock testing of a General Electric Propulsion Gas Turbine Module to the requirements of Military Specification MIL-S-901C. This shock qualification is just one of a comprehensive program of tests to be, performed to fully qualify the LM2500 Gas Turbine and the DD-963 Propulsion System components specifically for the Spruance (DD-963) Class Destroyers. The description of the gas turbine and the preparation for, and the conduct of the shock test, and a review of the shock test results are presented.

scholarly journals Application of Heavy Fuel Test Results to Gas Turbine Operation

1982 ◽  
Author(s):  
R. S. Rose ◽  
A. Caruvana ◽  
A. Cohn ◽  
H. Von Doering
Keyword(s):  
Gas Turbine ◽  
Operating Conditions ◽  
Ash Deposition ◽  
Test Results ◽  
General Electric ◽  
Demonstration Program ◽  
On Line ◽  
Actual Field ◽  
Ash Removal ◽  
Stage 1

The results of ash deposition tests with simulated residual oil are presented. Both air-cooled and water-cooled nozzles were tested over a range of firing temperature, fuel contaminant levels, and metal surface temperatures. Extensive ash cleaning tests were also completed under full, steady-state operating conditions. Various online ash removal techniques were tested including small nutshells, large nutshells, coke particles, and water droplets. The results of these tests were applied to a General Electric gas turbine to predict actual field operation at turbine inlet temperatures up to 2300°F (1260°C). Use of on-line ash removal and optimum water washing intervals are shown to significantly improve the economics of gas turbine operation on heavy fuels. The improvements in heavy fuel operation were larger with a water-cooled stage 1 nozzle than with an air-cooled nozzle. This work was jointly sponsored by the Electric Power Research Institute and General Electric under the Advanced Cooling, Full-Scale Engine Demonstration Program.

Vacuum Plasma Spray Turbine Bucket Coating Development

1985 ◽  
Author(s):  
J. H. Wood ◽  
P. W. Schilke ◽  
M. F. Collins
Keyword(s):  
Low Temperature ◽  
Gas Turbine ◽  
Plasma Spray ◽  
Hot Corrosion ◽  
Development Work ◽  
Vacuum Plasma Spray ◽  
Test Results ◽  
General Electric ◽  
Vacuum Plasma ◽  
Turbine Bucket

This paper describes the vacuum plasma spray (VPS) turbine bucket coating development work conducted by the General Electric Company, Gas Turbine Division. The potential for corrosion in gas turbine buckets is described, and examples of the different types of hot corrosion are shown. Development of the first VPS coating (PLASMAGUARD* GT-29) is discussed, and corrosion laboratory burner test and field test results are presented. Coating development work aimed at low-temperature hot-corrosion conditions is also summarized. Laboratory test results on a new PLASMAGUARD coating (GT-43) developed for low-temperature hot corrosion are presented. The new General Electric Gas Turbine Division VPS coating manufacturing facility used to apply these coatings is also described.

Life Cycle Analysis for a Powertrain in a Concept for Electric Power Generation in a Hybrid Electric Aircraft

2020 ◽  
Author(s):  
Michael Schneider ◽  
Jens Dickhoff ◽  
Karsten Kusterer ◽  
Wilfried Visser
Keyword(s):  
Life Cycle ◽  
Gas Turbine ◽  
Electric Propulsion ◽  
Aircraft Engine ◽  
Propulsion System ◽  
Civil Aviation ◽  
Propulsion Systems ◽  
Hybrid Propulsion ◽  
Hybrid Electric ◽  
The Impact

Abstract In the recent decades, civil aviation was growing 4.7% per annum. In order to reduce emissions promoting the global warming process, alternative propulsion systems are needed. Full-electric propulsion systems in aviation might have the potential for emission-free flights using renewable energy. However, several research efforts indicate electric propulsion only seems feasible for small aircraft. Especially due to the low energy density of batteries compared to fossil fuels. For this reason, hybrid propulsion systems came into focus, combining the benefits of all-electric and conventional propulsion system concepts. It is also considered as bridging technology, system test and basis for component development — and therewith paves the way towards CO2 free aviation. In the ‘HyFly’ project (supported by the German Luftfahrtforschungsprogramm LuFo V-3), the potential of a hybrid electric concept for a short/mid-range 19 PAX aircraft is assessed — not only on system but also on single component basis. In a recent study, the propulsion architecture and the operating mode of the gas turbine and the electric components have been defined [1]. In this paper, the advantages of the hybrid propulsion architecture and a qualitative assessment of component life are presented. Methods for life time prediction for the aircraft engine, the electric motor, the reluctance generator and the battery are discussed. The impact of turbine inlet temperature on life consumption is analyzed. The life cycle of the aircraft engine and the electric components including gradual component deterioration and consequent performance degradation is simulated by using an in-house gas turbine simulation tool (GTPsim). Therefore, various effects on electric propulsion system can be predicted for the entire drivetrain system in less than one hour.

Simulation Study on the Work Characteristics of Combined Diesel-Electric and Gas Turbine (CODLAG)

2018 ◽  
Author(s):  
Zhitao Wang ◽  
Jian Li ◽  
Tielei Li ◽  
Weitian Wang ◽  
Shuying Li
Keyword(s):  
Gas Turbine ◽  
Working Conditions ◽  
Electric Propulsion ◽  
Simulation Method ◽  
Propulsion System ◽  
Future Research ◽  
Work Condition ◽  
Loop Control ◽  
Integrated Simulation ◽  
Variable Condition

The combined diesel-electric and gas turbine (CODLAG) plant is a new type of ship power plant combining the advantages of electric propulsion system and mechanical propulsion system. The requires about ship power grid is lower than full electric propulsion mode, at the same time it can gain the quiet of electric propulsion in the low working conditions and increase the mobility of the ship in the high working conditions. Unlike traditional mechanical propulsion methods and forward-looking all-electric propulsion methods, the CODLAG plant has a coupling between mechanical propulsion and electric propulsion mode. The cooperative working characteristics of two different nature systems is still need further research. For the in-depth research of CODLAG device’s characters, this study built a simulation model of CODLAG device based on Matlab/Simulink and C/C++ platform. A kind of torque-shaft speed double closed-loop control strategy based on PID was used on the CODLAG device. And the typical work condition of CODLAG, including merging, merging off and variable work condition, was simulated in this study. Through the simulation, the dynamic response of main parameters at typical condition have been got. Then, characters of CODLAG device with CPP was simulated at variable condition. And the thrust response was compared with FPP’s. Through comparative analysis, the effectiveness of integrated simulation method specifying to CODLAG device was verified, and some useful conference was provided for the future research.

High impact shock testing of fiber-optic components

1990 ◽  
Vol 9 (4) ◽  
pp. 381-392
Author(s):  
Gair D. Brown ◽  
Joseph P. Ingold ◽  
Scote Spence ◽  
Jack G. Paxton
Keyword(s):  
Fiber Optic ◽  
High Impact ◽  
Shock Testing ◽  
Impact Shock

U.S. Navy Qualification of a GE LM2500+ Gas Turbine Engine

2005 ◽  
Author(s):  
Shaun Hatcher ◽  
Tom Batory ◽  
Robert Neff ◽  
Pat Kane
Keyword(s):  
Gas Turbine ◽  
Gas Turbine Engine ◽  
High Impact ◽  
Endurance Test ◽  
Turbine Engine ◽  
Shock Testing ◽  
Us Navy ◽  
Post Shock ◽  
Overall Performance ◽  
Test Requirements

This report is a comprehensive document citing the events pertaining to the qualification of the GE LM2500+ gas turbine engine for US Navy Service. The purpose of this report is to serve as documentation of the entire Qualification process that includes the 500-hour Rating Qualification Test and subsequent teardown inspection, High Impact Shock Testing, and the subsequent 100-hour post shock endurance test and teardown inspection. This report includes an assessment of the overall performance of the engine, General Electric’s capacity to meet specified test requirements, any questions or concerns that may have arisen during testing, and a conclusive statement about the outcome of the tests.

Physics-Based Thermal Management System Components Design for All-Electric Propulsion Systems

2021 ◽  
Author(s):  
Soheil Jafari ◽  
Theoklis Nikolaidis ◽  
Roopesh Chowdary Sureddi
Keyword(s):  
Electric Propulsion ◽  
Lithium Ion ◽  
Optimal Operation ◽  
Propulsion System ◽  
System Level ◽  
Thermal Loads ◽  
Electric Motors ◽  
Design For All ◽  
System Components ◽  
Battery Packs

Abstract Although electrification allows a significant reduction in fuel burn, noise, and emissions, one of the main challenges in this technology is to deal with the thermal loads generated by the electrified propulsion system components. This is to guarantee the safe and optimal operation of the propulsion system as well as the aircraft. This challenge needs to be addressed to enable this important technology to be adopted by aircraft manufacturers. This paper presents a methodological approach to calculate the heat load values generated by electric components in All-Electric Propulsion (AEP) architectures. Initially, the architecture of an AEP system will be presented and explained. Then, for each component, physics-based models based on associated heat loss mechanisms will be developed and presented. For this purpose, thermal models for battery packs, electric motors, inverters, and rectifiers are generated and a MATLAB/Simulink library is developed to calculate the thermal loads generated by each component at different working conditions. The developed models’ results are validated against publicly available data to confirm the effectiveness of the proposed approach. The simulation results confirm that the developed library is able to predict the thermal loads generated by lithium-ion battery packs, permanent magnet synchronous electric motors, multi-stage inverters, and rectifiers with less than 1%, 9.9%, 9.2%, and 0.5% errors respectively. Finally, an AEP architecture is simulated as the case study and the total heat loads generated by different components have been calculated at the design point to confirm the capability of the developed framework in system-level analyses.

Qualification Testing the WR21 Intercooled and Recuperated Gas Turbine

2001 ◽  
Author(s):  
C. R. English ◽  
S. J. McCarthy
Keyword(s):  
Gas Turbine ◽  
United States Navy ◽  
Low Cost ◽  
Royal Navy ◽  
Considerable Time ◽  
Endurance Test ◽  
Shock Test ◽  
Shock Testing ◽  
Cost Of Ownership ◽  
Qualification Testing

The WR21 Intercooled and Recuperated (ICR) gas turbine has been developed to meet the future military needs for a fuel efficient, low cost of ownership, high power marine gas turbine. The engine is rated at 25.6MW (ISO) and has an outstanding pedigree derived from its two parent engines, the Rolls-Royce aero RB211 and Trent. Having completed development in February 2000, a 3000 hour endurance test is now underway and a shock test is planned to qualify the engine for entry into service in the Royal Navy, United States Navy and French Navy. The 3000 hour endurance test commenced at DCN Indret, France in January 2001 and is planned to complete April 2002. Shock testing, conducted on the unrefurbished endurance engine, will complete in late 2002. The three Navies have invested considerable time and effort in developing comprehensive running profiles that will thoroughly test the engine to the satisfaction of all parties. The first 1500 - 2000 hours will be conducted with the engine operating in the mechanical drive configuration, with the remaining running simulating the engine driving a conventional constant speed alternator.

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