scholarly journals ATTAP Ceramic Gas Turbine Technology Development

1992 ◽  
Author(s):  
J. R. Smyth ◽  
R. E. Morey
Keyword(s):  
Gas Turbine ◽  
Technology Development ◽  
Process Development ◽  
Department Of Energy ◽  
Ceramic Technology ◽  
Turbine Engine ◽  
Engineering Research ◽  
Technology Applications ◽  
Ceramic Components ◽  
Engine Testing

In the Advanced Turbine Technology Applications Project (ATTAP), Garrett Auxiliary Power Division (GAPD) continues to address critical technologies for the application of ceramics in gas turbine engines. Design methods and component and fabrication development are culminating in rig and engine testing to confirm ceramic technology development. Analytical methods for designing impact-resistant ceramic engine components have been verified in experiments, and improved regenerator seals and combustor designs have been tested. Engineered process development by selected subcontractors has resulted in delivery of high-quality ceramic components. All of these efforts are aimed at a planned all-ceramic turbine engine demonstration for 300 hours operation up to 2500F (1371C). ATTAP is a continuing program funded by the U.S. Department of Energy (DOE) Office of Transportation Technologies and administered by the NASA-Lewis Engineering Research Center under Contract No. DEN3-335.

Advanced Turbine Technology Applications Project (ATTAP): Overview, Status, and Outlook

1989 ◽  
Author(s):  
Philip J. Haley
Keyword(s):  
Process Development ◽  
Feasibility Studies ◽  
Turbine Rotor ◽  
Flow Path ◽  
Department Of Energy ◽  
General Motors ◽  
Turbine Engine ◽  
Technology Applications ◽  
Ceramic Components ◽  
Engine Testing

The ATTAP aims at proving the performance and life of structural ceramic components in the hot gas path of an automotive gas turbine engine. This Department of Energy (DOE)-sponsored, NASA-managed program is being addressed by a General Motors (GM) team drawing expertise from the Advanced Engineering Staff (AES) and from Allison. The program includes design, process development and fabrication, rig and engine testing, and iterative development of selected key ceramic components for the AGT-5 engine. A reference powertrain design (RPD) based on this engine predicts acceleration, driveability, and fuel economy characteristics exceeding those of both current engines and the DOE goals. A low-apsect-ratio ceramic turbine rotor design has been successfully engine-demonstrated at 2200°F and 100% speed, including survival of impact and other hostile flow path conditions. Turbine flow path components have been designed for the 2500°F cycle, using improved monolithic ceramics targeted for Year 2 fabrication. Major development/fabrication efforts have been subcontracted at Carborundum, GTE Labs, Corning Glass, Garrett Ceramic Components, and Manville. Feasibility studies were initiated with Ceramics Process Systems and Drexel University.

AGT101/ATTAP Ceramic Technology Development

1989 ◽  
Vol 111 (1) ◽  
pp. 158-167 ◽  
Author(s):  
G. L. Boyd ◽  
D. M. Kreiner
Keyword(s):  
Life Cycle Cost ◽  
Technology Development ◽  
Ceramic Technology ◽  
Ceramic Component ◽  
Component Reliability ◽  
Turbine Engine ◽  
Automotive Engine ◽  
Component Design ◽  
Technology Applications ◽  
Ceramic Components

The Garrett Turbine Engine Company/Ford Advanced Gas Turbine Program, designated AGT101, came to an end in June 1987. During this ceramic technology program, ceramic components were exposed to over 250 h of engine test. The 85-h test of the all-ceramic hot section to 1204C (2200F) was a significant accomplishment. However, this AGT101 test program also identified ceramic technology challenges that require continued development. These technology challenges are the basis for the five-year Advanced Turbine Technology Applications Project (ATTAP), which began in Aug. 1987. The objectives of this program include: (1) further development of analytical tools for ceramic component design utilizing the evolving ceramic material properties data base; (2) establishment of improved processes for fabricating advanced ceramic components; (3) development of improved procedures for testing ceramic components and test verification of design methods; and (4) evaluation of ceramic component reliability and durability in an engine environment. These activities are necessary to demonstrate that structural ceramic technology has the potential for competitive automotive engine life cycle cost and life.

scholarly journals Development of Ceramic Gas Turbine Components for the CGT301 Engine

1996 ◽  
Author(s):  
Mitsuru Hattori ◽  
Tsutomu Yamamoto ◽  
Keiichiro Watanabe ◽  
Masaaki Masuda
Keyword(s):  
Gas Turbine ◽  
Technology Development ◽  
Turbine Blades ◽  
High Heat ◽  
Turbine Engine ◽  
Development Organization ◽  
All Ceramic ◽  
New Energy ◽  
Ceramic Components ◽  
Resistant Ceramic

NGK Insulators, Ltd. (NGK) has undertaken the research and development on the fabrication processes of high-heat-resistant ceramic components for the CGT301, which is a 300kW recuperative industrial ceramic gas turbine engine. This program is under the New Sunshine Project, funded by the Ministry of International Trade and Industry (MITI), and has been guided by the Agency of Industrial Science & Technology (AIST) since 1988. The New Energy and Industrial Technology Development Organization (NEDO) is the main contractor. The fabrication techniques for ceramic components, such as turbine blades, turbine nozzles, combustor liners, gas-path parts, and heat exchanger elements, for the 1,200°C engine were developed by 1993. Development for the 1,350°C engine has been underway since 1994. The baseline conditions for fabricating of all ceramic components have been established. This paper reports on the development of ceramic gas turbine components, and the improved accuracies of their shapes as well as improved reliability from the results of the interim appraisal conducted in 1994.

scholarly journals AGT101 Advanced Gas Turbine Technology Update

1984 ◽  
Author(s):  
J. R. Kidwell ◽  
D. M. Kreiner ◽  
R. A. Rackley ◽  
J. L. Mason
Keyword(s):  
United States ◽  
Gas Turbine ◽  
The United States ◽  
Turbine Rotor ◽  
Department Of Energy ◽  
Screening Tests ◽  
Inlet Temperature ◽  
United States Department ◽  
Turbine Engine ◽  
Engine Testing

The Garrett/Ford Advanced Gas Turbine (AGT) Technology Project, authorized under NASA Contract DEN3-167, is sponsored by and is part of the United States Department of Energy Gas Turbine Highway Vehicle System Program. Program effort is oriented at providing the United States automotive industry the high risk long-range technology necessary to produce gas turbine powertrains for automobiles that will have reduced fuel consumption and reduced environmental impact. The AGT101 power section is a 74.6 kW (100 hp), regenerated single-shaft gas turbine engine operating at a maximum turbine inlet temperature of 1371°C (2500°F). Maximum rotor speed is 10,472 rad/sec (100,000 rpm). All high temperature components, including the turbine rotor, are ceramic. Development has progressed through aerothermodynamic testing of all components with compressor and turbine performance goals achieved. Some 200 hours of AGT101 testing has been accumulated at a nominal 871°C (1600°F) on three metal engines. Individual and collective ceramic component screening tests have been successfully accomplished at temperatures up to 1149°C (2100°F). Ceramic turbine rotors have been successfully cold spun to the required proof speed of 12,043 rad/sec (115,000 rpm), a 15-percent overspeed, and subjected to dynamic thermal shock tests simulating engine conditions. Engine testing of the ceramic structures and of the ceramic turbine rotor is planned in the near future.

scholarly journals Ceramic Applications in Turbine Engines (CATE) Development Testing

1983 ◽  
Author(s):  
H. E. Helms ◽  
S. R. Thrasher
Keyword(s):  
Gas Turbine ◽  
Process Development ◽  
Gas Turbine Engine ◽  
Turbine Engines ◽  
Development Work ◽  
Gas Turbine Engines ◽  
Turbine Engine ◽  
Proof Testing ◽  
Component Development ◽  
Ceramic Components

The objective of the CATE program was to apply ceramic components to the hot flow path of an existing vehicular gas turbine engine and thereby demonstrate the feasibility of structural ceramic components. To accomplish this the Allison IGT 404-4 gas turbine engine has operated at successively higher temperatures made possible by the introduction of ceramic components with performance and component durability demonstrations. Extensive ceramic material characterization, supplier process development work, development of non-destructive inspection (NDI) techniques, rig ceramic component development and proof testing, and engine demonstration testing have been conducted. This paper describes the CATE Project concept for development testing of ceramic components for use in vehicular gas turbine engines. Included will be the approach to development testing, a description of the CATE GT 404 engine and the ceramic components designed for that engine, a summary of the development test experience accumulated on the ceramic components, an assessment of the results and benefits gained from the program, and recommendations for follow-on component development work.

scholarly journals Ceramic Applications in Turbine Engines

1979 ◽  
Author(s):  
H. E. Helms
Keyword(s):  
Gas Turbine ◽  
Operating Temperature ◽  
Department Of Energy ◽  
Turbine Engines ◽  
Aluminum Silicate ◽  
Engine Fuel ◽  
Turbine Engine ◽  
Ceramic Components ◽  
Silicone Carbide ◽  
Cycle Efficiency

As part of the Department of Energy activities to reduce turbine engine fuel consumption, Detroit Diesel Allison (DDA) has been actively involved in a program to apply ceramic components and demonstrate improved cycle efficiency in the existing 404/505 vehicular gas turbine engine. Ceramic components will permit increased gas turbine operating temperatures and improve cycle efficiency. Initial ceramic components that have been engine tested and evaluated at an engine operating temperature of 1038°C (1900°F) include regenerators, vanes, and turbine tip shrouds. Engine test experience totals over 4000 hr on aluminum silicate regenerators, 1400 hr on silicone carbide nozzle vanes and 500 hr on silicon carbide turbine tip shrouds.

Historical Review of Addressing the Challenges of Use of Ceramic Components in Gas Turbine Engines

2006 ◽  
Author(s):  
David W. Richerson
Keyword(s):  
Gas Turbine ◽  
Thermal Efficiency ◽  
Historical Review ◽  
Cost Effective ◽  
Turbine Engines ◽  
Internal Cooling ◽  
Gas Turbine Engines ◽  
Turbine Engine ◽  
Ceramic Components ◽  
Engine Testing

Since the invention of the gas turbine engine, engineers have continuously strived to achieve higher operating temperature and improved thermal efficiency. Ceramic-based materials were considered in the 1940s and 1950s, but did not have adequate properties to survive the thermal shock and high temperature conditions. By the end of the 1960s, new materials were developed in the silicon nitride and silicon carbide families that appeared to have potential. Substantial efforts have subsequently been conducted worldwide. These efforts have identified and sought solutions for key challenges: improvement in properties of candidate materials, establishing a design and life prediction methodology, generating a material database, developing cost-effective fabrication of turbine components, dimensional and non-destructive inspection, and validation of the materials and designs in rig and engine testing. Enormous technical progress has been made, but ceramic-based turbine components still have not reached bill-of-materials status. There are still problems that must be solved. In addition, metals-based technology has not stood still. Implementation of sophisticated cast-in internal cooling passages, development of directionally solidified and later single crystal superalloy hot section components, improved alloys, and use of ceramic thermal barrier coatings have combined to allow thermal efficiency increases that exceed the 1970s goals that engineers thought could only be achieved with ceramics. As a result of these metal and design advances, the urgency for use of ceramics has decreased. Emphasis of this paper is on review of the key challenges of implementing ceramic components in gas turbine engines, progress towards solving these challenges, some challenges that still need to be resolved, and a brief review of how technology from the turbine developments has been successfully spun off to important products.

Progress on the Hybrid Vehicle Turbine Engine Technology Support (HVTE-TS) Program

1997 ◽  
Author(s):  
George T. Sinnet ◽  
J. Mark French ◽  
Lance E. Groseclose
Keyword(s):  
Gas Turbine ◽  
Process Development ◽  
Primary Objective ◽  
Department Of Energy ◽  
Current Status ◽  
Test Bed ◽  
Ceramic Component ◽  
Turbine Engine ◽  
Key Technologies ◽  
Insulation Systems

The purpose of the HVTE-TS program is to develop gas turbine engine technology in support of U.S. Department of Energy/automotive industry programs exploring the use of gas turbine generator sets in hybrid-electric automotive propulsion systems. The primary objective is the development of four key technologies to be applied to advanced turbogenerators for hybrid vehicles: • structural ceramic materials and processes • low emissions combustion systems • regenerators and seal systems • insulation systems and processes. The HVTE-TS program builds upon the significant technology base already established by the previous DoE/NASA Advanced Turbine Technology Applications Project (ATTAP). HVTE-TS activities during 1996 included: ceramic component design, materials and component characterization, ceramic component process development and fabrication, ceramic component rig testing, and test-bed engine installation and setup. Progress has also been made in the durability testing of various regenerator materials and components, as well as in the application of unique insulation systems. This paper highlights recent progress and current status of each of the four key technologies described above.

scholarly journals ATTAP/AGT101 Ceramics Technology Update

1989 ◽  
Author(s):  
G. L. Boyd ◽  
D. M. Kreiner
Keyword(s):  
Data Base ◽  
Gas Turbine ◽  
Design Methods ◽  
Ceramic Technology ◽  
Fabrication Technology ◽  
Ceramic Component ◽  
Technology Design ◽  
Methods Development ◽  
Technology Applications ◽  
Ceramic Components

The feasibility of applying ceramics to the gas turbine was demonstrated during the AGT101 Program, when over 250 hours were accumulated on ceramic components in engine tests at temperatures up to 1204C (2200F). The follow-on program, designated the Advanced Turbine Technology Applications Project (ATTAP), began in late August 1987 to further develop ceramic technology. This program addresses ceramic component fabrication technology, design methods development and the supporting data base, and verification of ceramic component durability in an operating engine environment. These technologies must be demonstrated so that a commercialization development decision can be made at the end of ATTAP.

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.

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