Experimental Analysis of an Ultra Compact Combustor Powered Turbine Engine

2019 ◽  
Author(s):  
Brian T. Bohan ◽  
Marc D. Polanka
Keyword(s):  
Engine Performance ◽  
Combustion Products ◽  
Combustion Efficiency ◽  
Small Scale ◽  
Engine Operation ◽  
Turbine Engine ◽  
Nozzle Guide ◽  
Nozzle Guide Vanes ◽  
Length Reduction ◽  
Outside Diameter

Abstract The innovative Ultra Compact Combustor (UCC) is an alternative to traditional turbine engine combustors and has been shown to reduce the combustor volume and offer potential improvements in combustion efficiency. Prior UCC configurations featured a circumferential combustion cavity positioned around the outside diameter (OD) of the engine. This configuration would be difficult to implement in a vehicle with a small, fixed diameter and had difficulty migrating the hot combustion products at the OD radially inward across an axial core flow to present a uniform temperature distribution to the first turbine stage. The present study experimentally tested a new UCC configuration that featured a circumferential cavity that exhausted axially into a dilution zone positioned just upstream of the nozzle guide vanes. The combustor was sized as a replacement burner for the JetCat P90 RXi small-scale turbine engine and fit inside the engine casing. This combustor configuration achieved a 33% length reduction compared to the stock JetCat combustor and achieved comparable engine performance across a limited operating range. Self-sustaining engine operation was achieved with a rotating compressor and turbine making this study the first to achieve operation of a UCC powered turbine engine.

Experimental Analysis of an Ultra-Compact Combustor Powered Turbine Engine

2020 ◽  
Vol 142 (5) ◽  
Author(s):  
Brian T. Bohan ◽  
Marc D. Polanka
Keyword(s):  
Experimental Testing ◽  
Engine Performance ◽  
Combustion Products ◽  
Combustion Efficiency ◽  
Small Scale ◽  
Engine Operation ◽  
Turbine Engine ◽  
Nozzle Guide ◽  
Nozzle Guide Vanes ◽  
Length Reduction

Abstract The innovative ultra-compact combustor (UCC) is an alternative to traditional turbine engine combustors and has been shown to reduce the combustor length and offer potential improvements in combustion efficiency. Prior UCC configurations featured a circumferential combustion cavity positioned around the outside diameter (OD) of the engine. This configuration would be difficult to implement in a vehicle with a small, fixed diameter and had difficulty migrating the hot combustion products at the OD radially inward across an axial core flow to present a uniform temperature distribution to the first turbine stage. This study draws from preliminary computational analysis which enabled experimental testing of a new UCC configuration that featured a smaller diameter circumferential cavity that exhausted axially into a dilution zone positioned just upstream of the nozzle guide vanes. The combustor was sized as a replacement burner for the JetCat P90 RXi small-scale turbine engine and fit inside the engine casing. This combustor configuration achieved a 33% length reduction compared to the stock JetCat combustor and achieved comparable engine performance across a limited operating range. Self-sustained engine operation was achieved with a rotating compressor and turbine making this study the first to achieve operation of a UCC-powered turbine engine.

scholarly journals Multi-Purpose Fuel: Problems That We Face

1969 ◽  
Author(s):  
John S. Siemietkowski
Keyword(s):  
Turbine Blades ◽  
Engine Performance ◽  
Problem Area ◽  
Turbine Engine ◽  
Short Period ◽  
Marine Diesel ◽  
Fuel Filter ◽  
Nozzle Guide ◽  
Nozzle Guide Vanes ◽  
Cycle Endurance

A Pratt and Whitney FT4A Marine Gas Turbine Engine rated at 25,000 HP for a 100°F inlet day, was tested at the Naval Ship Engineering Center Philadelphia Division for a total of 201 hours, 15 minutes. The engine was subjected to an initial 30 hour “coking” run, conducted at 10,000 HP, 2380 rpm, to determine adverse effects on the engine under simulated destroyer type operation. Following the 30 hour coking run, the engine was subjected to a 150 hour cycle endurance operation. Salt was admitted to the inlet air. A combustion section inspection was performed at the end of the 30 hour coking run. No detrimental effects were noted at that time. An overall combustion section inspection was performed at the end of the test. A fuel manifold and nozzle spray check was performed with both acceptable for further use. First stage turbine blades showed some degree of sulfidation, while the nozzle guide vanes showed evidence of coating loss and partial penetration into the base metal (on only the uncoated vanes). The major problem area during the test was the failure of the coalescer fuel filter to function properly with Multi-Purpose fuel. Due to the higher pour point (with attendant “wax” precipitation) of the fuel in comparison with normal Marine Diesel (MIL-F-16884), plugging of the coalescer filter elements occurred in a very short period of time. Engine performance over the entire test was satisfactory approximating that of previous FT4A testing.

scholarly journals Fuel Effects on the TF30 Engine (Alternate Test Procedure)

1984 ◽  
Author(s):  
P. A. Karpovich ◽  
A. I. Masters
Keyword(s):  
Test Procedure ◽  
Engine Performance ◽  
Combustion Efficiency ◽  
Fuel Properties ◽  
Secondary Importance ◽  
Turbine Engine ◽  
Main Burner ◽  
Alternate Test ◽  
Fuel Nozzle ◽  
Fuel Effects

The objective of the Alternate Test Procedure (ATP) is to develop the capability to qualify new fuels for Navy aircraft use with a minimum of testing. The effect of fuel composition and properties on engine performance and component life has been shown to vary significantly from one engine configuration to another. The P&WA approach to the ATP has been to define fuel effects on the TF30 engine and then apply the methodology to other engines of interest to the Navy. Investigations of the TF30 conducted under the ATP Program and other Navy and Air Force Contracts have produced one of the most complete fuel effect characterizations available for any gas turbine engine. Major fuel effects which have been quantified are the relationships of lubricity to main fuel control reliability, viscosity and volatility to main burner and augmentor ignition limits, and hydrogen content to smoke and combustor life. The effects of fuel properties and composition on combustion efficiency and elastomeric seal life were found to be of secondary importance. Remaining uncertainties are the effects of fuel properties on turbine life and fuel nozzle fouling rate.

Fuel Effects on the TF30 Engine (Alternate Test Procedure)

1985 ◽  
Vol 107 (3) ◽  
pp. 769-774
Author(s):  
P. A. Karpovich ◽  
A. I. Masters
Keyword(s):  
Test Procedure ◽  
Engine Performance ◽  
Combustion Efficiency ◽  
Fuel Properties ◽  
Secondary Importance ◽  
Turbine Engine ◽  
Main Burner ◽  
Alternate Test ◽  
Fuel Nozzle ◽  
Fuel Effects

The objective of the Alternate Test Procedure (ATP) is to develop the capability to qualify new fuels for Navy aircraft use with a minimum of testing. The effect of fuel composition and properties on engine performance and component life has been show to vary significantly from one engine configuration to another. The P&WA approach to the ATP has been to define fuel effects on the TF30 engine and then apply the methodology to other engines of interest to the Navy. Investigations of the TF30 conducted under the ATP Program and other Navy and Air Force Contracts have produced one of the most complete fuel effect characterizations available for any gas turbine engine. Major fuel effects which have been quantified are the relationships of lubricity to main fuel control reliability, viscosity and volatility to main burner and augmentor ignition limits, and hydrogen content to smoke and combustor life. The effects of fuel properties and composition on combustion efficiency and elastomeric seal life were found to be of secondary importance. Remaining uncertainties are the effects of fuel properties on turbine life and fuel nozzle fouling rate.

Flow Field Simulations of a Gas Turbine Combustor

2002 ◽  
Vol 124 (3) ◽  
pp. 508-516 ◽  
Author(s):  
M. D. Barringer ◽  
O. T. Richard ◽  
J. P. Walter ◽  
S. M. Stitzel ◽  
K. A. Thole
Keyword(s):  
Flow Field ◽  
Gas Turbine ◽  
Large Scale ◽  
Guide Vane ◽  
Wall Region ◽  
Turbine Engine ◽  
Tunnel Section ◽  
Nozzle Guide ◽  
Nozzle Guide Vanes ◽  
Combustor Liner

The flow field exiting the combustor in a gas turbine engine is quite complex considering the presence of large dilution jets and complicated cooling schemes for the combustor liner. For the most part, however, there has been a disconnect between the combustor and turbine when simulating the flow field that enters the nozzle guide vanes. To determine the effects of a representative combustor flow field on the nozzle guide vane, a large-scale wind tunnel section has been developed to simulate the flow conditions of a prototypical combustor. This paper presents experimental results of a combustor simulation with no downstream turbine section as a baseline for comparison to the case with a turbine vane. Results indicate that the dilution jets generate turbulence levels of 15–18% at the exit of the combustor with a length scale that closely matches that of the dilution hole diameter. The total pressure exiting the combustor in the near-wall region neither resembles a turbulent boundary layer nor is it completely uniform putting both of these commonly made assumptions into question.

Validation and Comparison of Strip Seal Designs for Gas Turbine Engine Nozzle Guide Vanes

2008 ◽  
Author(s):  
Arash Farahani ◽  
Peter Childs
Keyword(s):  
Gas Turbine ◽  
Guide Vane ◽  
Gas Turbine Engine ◽  
Experimental Comparison ◽  
Cfd Modelling ◽  
Guide Vanes ◽  
Turbine Engine ◽  
Seal Design ◽  
Nozzle Guide ◽  
Nozzle Guide Vanes

Strip seals are commonly used to prevent or limit leakage flows between nozzle guide vanes (NGV) and other gas turbine engine components that are assembled from individual segments. Leakage flow across, for example, a nozzle guide vane platform, leads to increased demands on the gas turbine engine internal flow system and a rise in specific fuel consumption (SFC). Careful attention to the flow characteristics of strip seals is therefore necessary. The very tight tolerances associated with strip seals provides a particular challenge to their characterisation. This paper reports the validation of CFD modelling for the case of a strip seal under very carefully controlled conditions. In addition, experimental comparison of three types of strip seal design, straight, arcuate, and cloth, is presented. These seals are typical of those used by competing manufacturers of gas turbine engines. The results show that the straight seal provides the best flow sealing performance for the controlled configuration tested, although each design has its specific merits for a particular application.

scholarly journals Gas Turbine Testing on Naval Distillate Fuel

1971 ◽  
Author(s):  
J. S. Siemietkowski
Keyword(s):  
Gas Turbine ◽  
Diesel Fuel ◽  
Guide Vane ◽  
Engine Operation ◽  
Accelerated Corrosion ◽  
Turbine Engine ◽  
Base Materials ◽  
Nozzle Guide Vane ◽  
Nozzle Guide ◽  
Distillate Fuel

A Pratt & Whitney FT4A Marine Gas Turbine Engine rated at 22,600 hp, 3600 rpm was run at the Naval Ship Engineering Center, Philadelphia Division for 1000 hr. Fuel used was naval distillate having a vanadium level of 0.5 ppm. Basically there was no problem with engine operation on naval distillate when compared to diesel fuel. The smoke level was barely visible at high powers. Coalescent fuel filters are a problem due to their relatively short (100–130 hr) life. The corrosion rate was accelerated when compared to navy diesel fuel. The fuel parameter suspect is vanadium, however other parameters may be at fault. Additional efforts are required into definitely determining the cause of accelerated corrosion and also into optimizing nozzle guide vane and turbine blade base materials and coatings.

Algae Based Hydroprocessed Fuel Use on a Marine Gas Turbine

2012 ◽  
Author(s):  
Martín Quiñones ◽  
Richard Leung ◽  
Sherry Williams
Keyword(s):  
Gas Turbine ◽  
Total Duration ◽  
Engine Performance ◽  
Start Time ◽  
Engine Operation ◽  
Turbine Engine ◽  
Alternate Fuel ◽  
Fuel Demand ◽  
Test Parameters ◽  
First Time

The Naval Surface Warfare Center, Carderock Division (NSWCCD) Philadelphia conducted a full scale gas turbine engine test using Rolls Royce engine models 501-K34 and 250-KS4 to assess engine performance and fuel combustion characteristics of an algae based hydroprocessed fuel. The fuel, hereafter described as alternate fuel, consisted of a 50/50 blend of NATO F-76 fuel and the algae based formulation. It is the first time that the U.S. Navy uses a non-petroleum based fuel on a marine gas turbine. The test was conducted at the DDG 51 Land Based Engineering Site (LBES) of NSWCCD during 16–21 January 2011. The alternate fuel test conducted on the 501-K34 engine consisted of 7 cycles of engine operation, one using NATO F-76 fuel to develop a baseline run and six cycles using alternate fuel. Each cycle was 7 hours, twenty minutes in duration and was composed of 27 distinct load scenarios. The total duration of the test was forty four hours. The 250-KS4 engine was used as the starter mechanism for the 501-K34 engine. During the test, parameters for combustion temperature, fuel demand, fuel manifold pressure, engine start time, and operation under various load conditions were recorded. This paper discusses the results of the above test by comparing engine operation using alternate fuel to engine performance using NATO F-76 fuel.

Algae Based Hydroprocessed Fuel Use on a Marine Gas Turbine

2012 ◽  
Vol 134 (12) ◽  
Author(s):  
Martín Quiñones ◽  
Richard Leung ◽  
Sherry Williams
Keyword(s):  
Gas Turbine ◽  
Total Duration ◽  
Engine Performance ◽  
Start Time ◽  
Engine Operation ◽  
Turbine Engine ◽  
Alternate Fuel ◽  
Fuel Demand ◽  
Test Parameters ◽  
First Time

The Naval Surface Warfare Center, Carderock Division (NSWCCD) Philadelphia conducted a full scale gas turbine engine test using Rolls Royce engine models 501-K34 and 250-KS4 to assess engine performance and fuel combustion characteristics of an algae based hydroprocessed fuel. The fuel, hereafter described as alternate fuel, consisted of a 50/50 blend of NATO F-76 fuel and the algae based formulation. It is the first time that the U.S. Navy has used a nonpetroleum based fuel on a marine gas turbine. The test was conducted at the DDG 51 Land Based Engineering Site (LBES) of NSWCCD during Jan. 16–21, 2011. The alternate fuel test conducted on the 501-K34 engine consisted of seven cycles of engine operation, one using NATO F-76 fuel to develop a baseline run and six cycles using alternate fuel. Each cycle was 7 h and 20 min in duration and was composed of 27 distinct load scenarios. The total duration of the test was 44 h. The 250-KS4 engine was used as the starter mechanism for the 501-K34 engine. During the test, parameters for combustion temperature, fuel demand, fuel manifold pressure, engine start time, and operation under various load conditions were recorded. This paper discusses the results of the above test by comparing engine operation using alternate fuel to engine performance using NATO F-76 fuel.

Review: Sub-Idle Performance of Aero Gas Turbine Engine

2017 ◽  
Author(s):  
Vimala Narayanan ◽  
Kishore Prasad Deshkulkarni
Keyword(s):  
Gas Turbine ◽  
Performance Prediction ◽  
Research Work ◽  
Engine Performance ◽  
Theoretical Work ◽  
Gas Turbine Engine ◽  
Engine Operation ◽  
Turbine Engine ◽  
Starting Process ◽  
Initial Starting

Attaining the design point of any mechanism necessitates undergoing the initial processes satisfactorily. Gas turbine engines used on land, air and water also undergo the initial starting process with the help of external sources. A typical operation cycle of a gas turbine engine consists of zero to idle speed, idle to max speed and max speed to full reheat, the latter being the case for military engine application. It is found that gas turbine engine performance prediction has improved with the usage of computers where the physics of engine behaviour are mathematically coded. The performance prediction software also helps in designing the control systems which governs the engine response to throttle inputs, define the safe operational limits and provide a trouble free automated engine operation during the entire mission. This paper gives an overview of the experimental research work undertaken on compressor and combustor components and engine to improve upon the starting phenomenon since 1950s. The review also looks into the theoretical work undertaken to model the starting process that may help reducing the expensive and time-consuming testing of developmental engine.

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