U.S. Navy Refinement of Electronic Fuel Controls and Air Assist Fuel Nozzles to Meet Upgraded Power Requirements for the 501-K34 Marine Gas Turbines

2004 ◽  
Author(s):  
Matthew G. Hoffman ◽  
Brian J. Connery ◽  
Helen J. Kozuhowski ◽  
Iva´n Pin˜eiro
Keyword(s):  
Control System ◽  
Gas Turbine ◽  
Transient Response ◽  
Gas Turbines ◽  
Test Results ◽  
Turbine Generators ◽  
Fuel Nozzle ◽  
New Type ◽  
Qualification Testing ◽  
The U.S

The U.S. Navy operates Rolls Royce 501-K34 powered Gas Turbine Generators (GTGs) on DDG 51 Class destroyers. The design of these GTGs has evolved significantly over the course of the shipbuilding program. One significant change is that GTGs on DDG 51 to 90 are rated to provide 2,500 KW while those on DDG 91 and follow are rated at 3,000 KW. The 3,000 KW rating has been accepted by the Navy and demonstrated on several new GTGs during qualification testing. However, test results indicate that one area where very little performance margin exists is full load transient response. This paper discusses extensive transient testing performed on a DDG 51 Class GTG at the U.S. Navy’s Land Based Engineering Site (LBES) in Philadelphia, Pennsylvania. It details control system modifications that optimize performance and explores changes to GTG transient response that result from operation with a new type of 501-K34 fuel nozzle.

Model Based Performance Correction Methodology — A Case Study

2014 ◽  
Author(s):  
Koldo Zuniga ◽  
Thomas P. Schmitt ◽  
Herve Clement ◽  
Joao Balaco
Keyword(s):  
Control System ◽  
Control Systems ◽  
Gas Turbine ◽  
Gas Turbines ◽  
Performance Test ◽  
Test Results ◽  
Model Based ◽  
Test Conditions ◽  
Partial Load

Correction curves are of great importance in the performance evaluation of heavy duty gas turbines (HDGT). They provide the means by which to translate performance test results from test conditions to the rated conditions. The correction factors are usually calculated using the original equipment manufacturer (OEM) gas turbine thermal model (a.k.a. cycle deck), varying one parameter at a time throughout a given range of interest. For some parameters bi-variate effects are considered when the associated secondary performance effect of another variable is significant. Although this traditional approach has been widely accepted by the industry, has offered a simple and transparent means of correcting test results, and has provided a reasonably accurate correction methodology for gas turbines with conventional control systems, it neglects the associated interdependence of each correction parameter from the remaining parameters. Also, its inherently static nature is not well suited for today’s modern gas turbine control systems employing integral gas turbine aero-thermal models in the control system that continuously adapt the turbine’s operating parameters to the “as running” aero-thermal component performance characteristics. Accordingly, the most accurate means by which to correct the measured performance from test conditions to the guarantee conditions is by use of Model-Based Performance Corrections, in agreement with the current PTC-22 and ISO 2314, although not commonly used or accepted within the industry. The implementation of Model-based Corrections is presented for the Case Study of a GE 9FA gas turbine upgrade project, with an advanced model-based control system that accommodated a multitude of operating boundaries. Unique plant operating restrictions, coupled with its focus on partial load heat rate, presented a perfect scenario to employ Model-Based Performance Corrections.

Integrating a Hybrid Electric Drive Propulsion System With the Existing DDG 51 Class Machinery Control System

2011 ◽  
Author(s):  
Richard Halpin ◽  
Frank Sapienza
Keyword(s):  
Control System ◽  
Gas Turbine ◽  
Electric Drive ◽  
Gas Turbines ◽  
Fuel Efficiency ◽  
Data Logging ◽  
Turbine Generators ◽  
Control Interface ◽  
Hybrid Electric ◽  
Electric Loads

The destroyers of the USS Arleigh Burke Class all have 4 propulsion gas turbines and 3 gas turbine generators (GTGs). A typical at-sea “condition 3” operating profile consists of having 2 gas turbine generators running at approximately 50% capacity, and one propulsion gas turbine online at low to intermediate ship speeds. Having 2 GTGs online at all times at 50% load each provides the obvious advantage of maintaining all electric loads should one GTG shut down unexpectedly. This luxury does come at the cost of fuel efficiency, as gas turbines efficiency improves continuously as they move away from idle. On the propulsion end, a single gas turbine is capable of generating enough horsepower to propel the ship at speeds in excess of 20 knots. Depending upon the specific mission that the destroyer may be on, however, quite a bit of operating profile may be at speeds below 15 knots where the LM2500 is operating at less than 20% capacity. In this range of operation specific fuel consumption ratios are also relatively low. The proposed Hybrid Electric Drive (HED) system has the potential to address both of these inefficient ranges of operation. By installing one 2000 horsepower electric motor on each shaft, the electric motors can be used to propel the ship at speeds below 14 knots (projected) while running the GTGs up to 90% operating range where they are most efficient. The LM2500 is shut down completely at this range, and the potential fuel savings in this configuration is substantial. While there are many engineering challenges with installing such a HED system on board an in-service DDG, the focus of this paper is on how to integrate HED with the existing Machinery Control System (MCS). Such challenges include interfacing MCS to the HED supervisory controller, developing a new HED control interface for the propulsion control operator, integrating HED into the existing shaft speed control algorithm, transitioning to and from HED propulsion, and updating data logging to include HED. Managing the interface between current electric load, changing electric loads, and current available HED power will also be addressed.

scholarly journals The Use of Compressor-Inlet Prewhirl for the Control of Small Gas Turbines

1963 ◽  
Author(s):  
J. R. Anderson ◽  
A. R. Shouman
Keyword(s):  
Control System ◽  
Gas Turbine ◽  
Gas Turbines ◽  
Engine Performance ◽  
Test Results ◽  
Turbine Engine ◽  
Instantaneous Power ◽  
Compressor Inlet ◽  
Power Response ◽  
Principal Elements

The objective of this paper is to describe a control system recently developed to provide nearly instantaneous power response with a two-shaft gas turbine. The principal elements in this system are movable guide vanes in the compressor inlet. The effects of air prewhirl on centrifugal compressor and gas-turbine-engine performance are discussed and test results are presented.

Increased Life for Gas Turbine Combustion Systems Burning Residual Fuel

1956 ◽  
Author(s):  
R. W. MaCaulay ◽  
C. M. Gardiner
Keyword(s):  
Gas Turbine ◽  
Test Data ◽  
Gas Turbines ◽  
Field Experience ◽  
Operating Experience ◽  
Considerable Improvement ◽  
General Electric ◽  
Fuel Nozzle ◽  
New Type ◽  
Asme Paper

ASME Paper 48-A-109 described combustion liners and fuel nozzles which were originally used in General Electric gas turbines. Operating experience has shown certain shortcomings of these, particularly in regard to liner life and frequency of changing required by the fuel nozzles. This paper describes a new type of liner and fuel nozzle which, on the basis of limited field experience, have shown considerable improvement in these respects. It also gives a brief review of test data and operating experience on combustion liners and fuel nozzles.

The Use of Compressor-Inlet Prewhirl for the Control of Small Gas Turbines

1964 ◽  
Vol 86 (2) ◽  
pp. 136-140 ◽  
Author(s):  
A. R. Shouman ◽  
J. R. Anderson
Keyword(s):  
Control System ◽  
Gas Turbine ◽  
Gas Turbines ◽  
Engine Performance ◽  
Test Results ◽  
Turbine Engine ◽  
Instantaneous Power ◽  
Compressor Inlet ◽  
Power Response ◽  
Principal Elements

The objective of this paper is to describe a control system recently developed to provide nearly instantaneous power response with a two-shaft gas turbine. The principal elements in this system are movable guide vanes in the compressor inlet. The effects of air prewhirl on centrifugal compressor and gas-turbine engine performance are discussed and test results are presented.

Integrated Testing of the Full Authority Digital Control and Redundant Independent Mechanical Start System for the U.S. Navy’s DDG-51 Ship Service Gas Turbine Generator Sets

1998 ◽  
Author(s):  
Helen J. Kozuhowski ◽  
Matthew G. Hoffman ◽  
C. David Mako ◽  
Leonard L. Overton ◽  
William E. Masincup
Keyword(s):  
Control System ◽  
Gas Turbine ◽  
Phase Ii ◽  
Systems Engineering ◽  
Digital Control ◽  
Primary Objective ◽  
Integrated System ◽  
Turbine Generators ◽  
Plant Operations ◽  
The U.S

The U.S. Navy and Allison Engine Company successfully completed a second round of testing which integrated a new Woodward Governor Full Authority Digital Control (FADC) system for gas turbine control and a Redundant Independent Mechanical Start System (RIMSS). This integrated system will be installed on Allison Model AG9140 Ship Service Gas Turbine Generators (SSGTGs) on hull numbers DDG-86 and follow of the U.S. Navy’s Arleigh Burke (DDG-51) class destroyers. The Full Authority Digital Control (FADC) Local Operating Panel (LOCOP) will be a direct replacement of the original AG9140 LOCOP and will control both the Allison 501-K34 gas turbine and the RIMSS unit. RIMSS is a gas turbine powered, mechanically coupled start system for the SSGTGs and is designed to replace the high pressure start air system on DDG-51 class ships. This paper describes the FADC and RIMSS systems and details Phase II testing that was conducted on the AG9140 SSGTG located at the Naval Surface Warfare Center, Carderock Division - Ship Systems Engineering Station (NSWCCD-SSES) DDG-51 Land Based Engineering Site (LBES), Figure 1. The test program embodied the second portion of RIMSS testing which included the addition of the final prototype FADC control system. The test agenda included electric plant operations with the FADC and a second 500 start endurance test of RIMSS. The primary objective of Phase II testing was to evaluate the FADC control system and to further validate engine life predictions for the RIMSS engine.

A Control System for a High-Quality Generating Set Equipped With a Two-Shaft Gas Turbine

1991 ◽  
Vol 113 (2) ◽  
pp. 290-295 ◽  
Author(s):  
H. Kumakura ◽  
T. Matsumura ◽  
E. Tsuruta ◽  
A. Watanabe
Keyword(s):  
Control System ◽  
Gas Turbine ◽  
Gas Turbines ◽  
High Quality ◽  
Constant Frequency ◽  
Generating Set ◽  
Generating Sets ◽  
Power Turbine ◽  
Computer Centers ◽  
Supply Systems

A control system has been developed for a high-quality generating set (150-kW) equipped with a two-shaft gas turbine featuring a variable power turbine nozzle. Because this generating set satisfies stringent frequency stability requirements, it can be employed as the direct electric power source for computer centers without using constant-voltage, constant-frequency power supply systems. Conventional generating sets of this kind have normally been powered by single-shaft gas turbines, which have a larger output shaft inertia than the two-shaft version. Good frequency characteristics have also been realized with the two-shaft gas turbine, which provides superior quick start ability and lower fuel consumption under partial loads.

Rolls Royce/Allison 501-K Gas Turbine Anti-Fouling Compressor Coatings Evaluation

2002 ◽  
Author(s):  
Daniel E. Caguiat
Keyword(s):  
Gas Turbine ◽  
Fuel Consumption ◽  
Gas Turbines ◽  
Performance Degradation ◽  
Specific Fuel Consumption ◽  
Inlet Temperature ◽  
Test Results ◽  
Turbine Inlet ◽  
Compressor Performance ◽  
Compressor Efficiency

The Naval Surface Warfare Center, Carderock Division (NSWCCD) Gas Turbine Emerging Technologies Code 9334 was tasked by NSWCCD Shipboard Energy Office Code 859 to research and evaluate fouling resistant compressor coatings for Rolls Royce Allison 501-K Series gas turbines. The objective of these tests was to investigate the feasibility of reducing the rate of compressor fouling degradation and associated rate of specific fuel consumption (SFC) increase through the application of anti-fouling coatings. Code 9334 conducted a market investigation and selected coatings that best fit the test objective. The coatings selected were Sermalon for compressor stages 1 and 2 and Sermaflow S4000 for the remaining 12 compressor stages. Both coatings are manufactured by Sermatech International, are intended to substantially decrease blade surface roughness, have inert top layers, and contain an anti-corrosive aluminum-ceramic base coat. Sermalon contains a Polytetrafluoroethylene (PTFE) topcoat, a substance similar to Teflon, for added fouling resistance. Tests were conducted at the Philadelphia Land Based Engineering Site (LBES). Testing was first performed on the existing LBES 501-K17 gas turbine, which had a non-coated compressor. The compressor was then replaced by a coated compressor and the test was repeated. The test plan consisted of injecting a known amount of salt solution into the gas turbine inlet while gathering compressor performance degradation and fuel economy data for 0, 500, 1000, and 1250 KW generator load levels. This method facilitated a direct comparison of compressor degradation trends for the coated and non-coated compressors operating with the same turbine section, thereby reducing the number of variables involved. The collected data for turbine inlet, temperature, compressor efficiency, and fuel consumption were plotted as a percentage of the baseline conditions for each compressor. The results of each plot show a decrease in the rates of compressor degradation and SFC increase for the coated compressor compared to the non-coated compressor. Overall test results show that it is feasible to utilize anti-fouling compressor coatings to reduce the rate of specific fuel consumption increase associated with compressor performance degradation.

Design Parameters Prediction of New Type Gas Turbine Based on a Hybrid GRA-SVM Prediction Model

2017 ◽  
Author(s):  
Tingting Wei ◽  
Dengji Zhou ◽  
Jinwei Chen ◽  
Yaoxin Cui ◽  
Huisheng Zhang
Keyword(s):  
Prediction Model ◽  
Gas Turbine ◽  
Gas Turbines ◽  
Technology Development ◽  
Design Parameters ◽  
Support Vector ◽  
Performance Parameters ◽  
New Type ◽  
Equipment Manufacture ◽  
Grey Relational

Since the late 1930s, gas turbine has begun to develop rapidly. To improve the economic and safety of gas turbine, new types were generated frequently by Original Equipment Manufacture (OEM). In this paper, a hybrid GRA-SVM prediction model is established to predict the main design parameters of new type gas turbines, based on the combination of Grey Relational Analysis (GRA) and Support Vector Machine (SVM). The parameters are classified into two types, system performance parameters reflecting market demands and technology development, and component performance parameters reflecting technology development and coupling connections. The regularity based on GRA determines the prediction order, then new type gas turbine parameters can be predicted with known system parameters. The model is verified by the application to SGT600. In this way, the evolution rule can be obtained with the development of gas turbine technology, and the improvement potential of several components can be predicted which will provide supports for overall performance design.

1000 Hour Qualification Test of the Textron Lycoming TF40B Marine Gas Turbine Engine for the U.S. Navy LCAC Craft

1988 ◽  
Author(s):  
Michael J. Zoccoli
Keyword(s):  
Gas Turbine ◽  
High Power ◽  
Duty Cycle ◽  
Development Program ◽  
Continuous Operation ◽  
Qualification Test ◽  
Turbine Engine ◽  
Qualification Testing ◽  
Carbon Erosion ◽  
The U.S

This paper describes the qualification testing of the TF40B marine gas turbine in accordance with the duty cycle as specified in MIL-E-17341C, but with modifications that reflect the specific engine application to the U.S. Navy LCAC vehicle. Among the particular requirements of the 1000 hour test are continuous operation in a salt-laden environment of given concentration and humidity, and frequent shutdowns from relatively high power with an ensuing soakback interval. The narrative discusses the method of test, the duty cycle, and the results which were obtained. In an epilogue which focuses on posttest activities, a description is given of the corrective actions taken to resolve certain problems that arose during the course of the test. One such problem, namely the occurrence of carbon erosion upon certain hot section components, was eliminated by modification to the combustor, in a very successful posttest test development program.

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