The Method of Matching the Joint Work of the Auxiliary Power Unit and Turbostarter and Determining the Start Time of the Gas Turbine Engine

2020 ◽  
Author(s):  
Grigorii M. Popov ◽  
Oleg Baturin ◽  
Vasilii M. Zubanov ◽  
Yulia Novikova ◽  
Anastasia Korneeva ◽  
...  
Keyword(s):  
Gas Turbine ◽  
Power Unit ◽  
Gas Turbine Engine ◽  
Joint Work ◽  
Start Time ◽  
Turbine Engine ◽  
Auxiliary Power Unit ◽  
Auxiliary Power

Optimization of an Air Turbo Starter Considering its Joint Work With an Auxiliary Power Unit

2020 ◽  
Author(s):  
Grigorii Popov ◽  
Vasilii Zubanov ◽  
Oleg Baturin ◽  
Daria Kolmakova ◽  
Yulia Novikova ◽  
...  
Keyword(s):  
Gas Turbine ◽  
Power Unit ◽  
Gas Turbine Engine ◽  
Joint Operation ◽  
Start Time ◽  
Turbine Engine ◽  
Auxiliary Power Unit ◽  
Auxiliary Power ◽  
Short Time ◽  
Engine Start

Abstract The authors of the paper have developed and successfully tested a method for optimizing the air starter of a gas turbine engine, considering its joint operation with the auxiliary power unit. As a result, a way to increase the efficiency of the existing launch system during the modernization of the gas turbine engine was found. Hereinafter, start efficiency is a reduction in engine start-up time and possibility of the engine start under all operating conditions. When designing and modernizing a gas turbine engine, the greatest attention is usually paid to its main components: compressor, combustion chamber, turbine, etc. Huge efforts are spent to improve the parameters of these components, as evidenced by the huge number of publications. However, there are several “secondary” elements in the gas turbine engine. One of them is the launch system with the turbo starter, which is a small turbine driven by compressed air from the auxiliary power unit (APU). It is used to spin the engine rotor at the startup. Even though this element is small compared to the engine and it works only for a short time, the operation of a gas turbine engine is impossible without it. This system must start the engine in a short time (for military aircraft in a very short time) at any operating conditions. The presented work appeared while verifying the possibility of using existing turbo starter for a modernized engine using modern APU fulfilling all existing operational limitations. To solve this problem, a methodology was developed for determining the possibility of joint operation of the starter turbine and the APU, and for the calculation of the parameters of the air system there. The essence of the methodology is that a characteristic of the form “flow parameter is the function of the pressure drop across the turbine” is determined for an air turbine of a turbo starter based on CFD modeling in the NUMECA program. The calculated characteristic of the turbine was obtained considering the correction factors found during verification. The calculated characteristics is in a good agreement with the experimental data. The obtained characteristic was combined with the characteristic of the APU using the same coordinates for different flight conditions. The intersection points of the characteristics of the turbine and the APU corresponded to the operating points of the launch system. Non-intersection of the characteristics of the APU and the turbine signals the impossibility of the launch system operation at this mode. At the found operating points, the main parameters of the launch system were determined using CFD modeling. In particular, the torque values on the output shaft were checked. If it exceeded the limit value under the conditions of structural strength, work in this mode was considered as impossible. The torque value was also used to calculate the engine start time. Based on the developed methodology for determining the possibility of joint operation of the launch system, an optimization algorithm for the turbo starter turbine was developed and implemented. Based on the developed tools, the possibility of using existing turbo starters to launch the modernized engine was analyzed. It was found that the considered variants for air turbo starters do not meet the requirements: the first variant has a long start time, and the second one provides torque above the permissible. Using the developed algorithms, the shape of the second air turbo starter blades was optimized, which provides the modernized variant for that the permissible value of the torque on the shaft is provided with minimal changes in the design and with an acceptable start time at all operating modes.

scholarly journals Method of coordinating air starter and auxiliary power unit joint operation

2020 ◽  
pp. 5-13
Author(s):  
Grigory Popov ◽  
◽  
Vasily Zubanov ◽  
Valeriy Matveev ◽  
Oleg Baturin ◽  
...  
Keyword(s):  
Gas Turbine ◽  
Power Unit ◽  
Gas Turbine Engine ◽  
Working Process ◽  
Joint Operation ◽  
Turbine Engine ◽  
Auxiliary Power Unit ◽  
Auxiliary Power ◽  
Start Up ◽  
Air Turbine

The presented work provides a detailed description of the method developed by the authors for coordinating the working process of the main elements of the starting system for a modern gas turbine engine for a civil aviation aircraft: an auxiliary power unit (APU) and an air turbine – starter. This technique was developed in the course of solving the practical problem of selecting the existing APU and air turbine for a newly created engine. The need to develop this method is due to the lack of recommendations on the coordination of the elements of the starting system in the available literature. The method is based on combining the characteristics of the APU and the turbine, reduced to a single coordinate system. The intersection of the characteristic’s lines corresponding to the same conditions indicates the possibility of joint operation of the specified elements. The lack of intersection indicates the impossibility of joint functioning. The calculation also takes into account losses in the air supply lines to the turbine. The use of the developed method makes it possible to assess the possibility of joint operation of the APU and the air turbine in any operating mode. In addition to checking the possibility of functioning, as a result of the calculation, specific parameters of the working process at the operating point are determined, which are then used as initial data in calculating the elements of the starting system, for example, determining the parameters of the turbine, which in turn allow providing initial information for calculating the starting time or the possibility of functioning of the starting system GTE according to strength and other criteria. The algorithm for calculating the start-up time of the gas turbine engine was also developed by the authors and implemented in the form of an original computer program. Keywords: gas turbine engine start-up, GTE starting system, air turbine, methodology, joint work, auxiliary power unit, power, start-up time, characteristics matching, coordination, operational characteristics, computer program.

scholarly journals Using an Auxiliary Power Unit (APU) Gas Turbine Engine to Start the LSD-41 Class Diesel Engines

1996 ◽  
Author(s):  
Jeffrey S. Patterson
Keyword(s):  
Gas Turbine ◽  
Power Unit ◽  
Diesel Engines ◽  
Test Site ◽  
Gas Turbine Engine ◽  
Proof Of Concept ◽  
Test Procedures ◽  
Turbine Engine ◽  
Auxiliary Power Unit ◽  
Auxiliary Power

The LSD-41 Whidbey Island Class of Amphibious dock landing ships are powered by two Colt-Pielstick PC2.5V Block 16 cylinder Main Propulsion Diesel engines. These engines represent the largest diesels in the U.S. Navy. Currently, they are started without the use of a mechanical starter, by injecting 100 cfm [47.2 LPs] of 3,000 psig [206.9 barr] high pressure air, reduced to 425 psig [29.3 barr] directly into one block of eight engine cylinders. Naval Surface Warfare Center, Carderock Division (NSWCCD) was tasked to perform a proof of concept test that would demonstrate the capability of an Auxiliary Power Unit (APU) gas turbine engine to start these large, medium speed diesel engines. This paper will present the background, installation and initial testing for this proof of concept test. The background section will discuss the test philosophy, the LSD-41 Land Based Engineering Site (LBES) and initial prototype testing. The installation section will discuss the modifications made to the LBES for this test and the characteristics and specifications of the test hardware. The testing section will discuss the test plan and the test procedures. This paper will not present any results or data analysis from this proof of concept test. Test site availability and equipment procurement delays postponed the start of this test until March, 1996. Therefore, the test results will be discussed at the upcoming Turbo Exposition conference.

scholarly journals Gemini T-20G-8 XM1 Tank APU

1981 ◽  
Author(s):  
C. Rodgers ◽  
J. Zeno ◽  
E. A. Drury ◽  
A. Karchon
Keyword(s):  
Gas Turbine ◽  
Power Unit ◽  
Weather Conditions ◽  
Cold Weather ◽  
Turbine Engine ◽  
Auxiliary Power Unit ◽  
Auxiliary Power ◽  
Generator Sets ◽  
Main Engine ◽  
The U.S

Auxiliary power is often provided on combat vehicles in the U.S. Army for battery charging, operation of auxiliary vehicle equipment when the main engine is not running, or to provide assistance in starting the main engine in extreme cold weather conditions. The use of a gas turbine for these applications is particularly attractive, due to its small size and lightweight. In November 1978, the U.S. Army Tank-Automotive Research and Development Command, Warren, MI awarded a contract to the Turbomach Division of Solar Turbines International, San Diego, CA, for the development of a 10 kW 28 vdc gas turbine powered auxiliary power unit (APU) for installation in the XM1 main battle tank. This paper describes the general features of the Solar Turbomach T-20G-8 Auxiliary Power Unit, a single-shaft gas turbine driven generator set which has been developed under this contract. This APU is one of the family of Gemini powered APUs and is a derivative of the U.S. Army 10 kW gas turbine engine-driven, 60 and 400 Hz generator sets developed by Solar. The electrical components were newly developed for this particular application. Currently, the APU is in qualification testing both in the laboratory and in the XM1 main battle tank.

Analysis of Gas Turbine Engines Auxiliary Power Units

2014 ◽  
Vol 533 ◽  
pp. 13-16
Author(s):  
Yu Yu Zuo
Keyword(s):  
Gas Turbine ◽  
Power Unit ◽  
Turbine Engines ◽  
Gas Turbine Engines ◽  
Turbine Engine ◽  
Ground Support ◽  
Auxiliary Power Unit ◽  
Aircraft Systems ◽  
Auxiliary Power ◽  
Auxiliary Power Units

As aircraft became more complex a need was created for a power source to operate the aircraft systems on the ground without the necessity for operating the aircrafts main engines. This became the task of the Auxiliary Power Unit (APU). The use of an APU on an aircraft also meant that the aircraft was not dependant on ground support equipment at an airfield. It can provide the necessary power for operation of the aircrafts Electrical, Hydraulic and Pneumatic systems. It should come as no surprise that the power unit selected to do this task is a Gas Turbine Engine.

Permanent Magnet High Speed Starter/Generator System Development Directly Coupled to Gas Turbine Engine for Mobile Auxiliary Power Unit

2004 ◽  
Author(s):  
H. S. Yang ◽  
M. S. Rho ◽  
H. Y. Park ◽  
J. H. Choi ◽  
Y. B. Cha ◽  
...  
Keyword(s):  
Permanent Magnet ◽  
Gas Turbine ◽  
High Speed ◽  
System Development ◽  
Gas Turbine Engine ◽  
Generator System ◽  
Turbine Engine ◽  
Auxiliary Power Unit ◽  
Auxiliary Power ◽  
Starter Generator

This paper shows that high-speed starter/generator system is more efficient for gas turbine engine for mobile auxiliary power unit. The system is rated at 25kW, 325Vdc, 60krpm. The system also provides 4kw to start the 100kW engine. The system consists of a high speed machine directly coupled to the gas turbine engine, a power control unit (PCU), and an electronics controller. The PCU is consist of boost converter that boost from 24V (Battery of Vehicle) to 235V for driving high-speed motor, inverter drive PMSM (Permanent Magnet Synchronous Motor), and buck converter drop the voltage to 28V. For PMSM driving the system applied SVPWM (Space Vector Pulse Width Modulation), sensorless algorithm. And then, to supply optimized power, “Constant Power Control Algorithm” is applied. For the system development, electromagnetic analysis, structure analysis, rotor dynamic analysis, and heat transfer analysis are done. After manufacturing, we have tested the system many times to produce verified performance.

scholarly journals Method of coordinating joint operation of air starter and auxiliary power unit and determining the gas turbine engine starting time

2020 ◽  
Vol 19 (3) ◽  
pp. 39-50
Author(s):  
G. M. Popov ◽  
O. V. Baturin ◽  
Yu. D. Novikova ◽  
V. M. Zubanov ◽  
A. A. Volkov ◽  
...  
Keyword(s):  
Gas Turbine ◽  
Operating Mode ◽  
Gas Turbine Engine ◽  
Joint Work ◽  
Working Process ◽  
Joint Operation ◽  
Turbine Engine ◽  
Auxiliary Power ◽  
Air Turbine ◽  
Time Required

The article describes the method developed by the authors to coordinate the working process of the auxiliary power plant (APP) and the starter air turbine (SAT) used for starting a gas turbine engine (GTD). This method is used to test the possibility of joint operation of the APP and the air turbine in the gas turbine engine starting system in given operating modes. The method is based on combining the APP and turbine characteristics shown in the same coordinates on the same field and checking for intersection points. The condition of joint operation is fulfilled in them. Non-crossing graphs indicate the impossibility of joint work in the selected operating mode. The developed method takes into account losses and leaks in the engine starting system pipes. The data obtained using the developed method are source data for calculating and optimizing the air turbine's working process and for determining the time required to start the GTE, as well as for testing the operability of the GTE system by strength and other criteria. An algorithm for calculating the time required to start the GTE was also developed by the authors and implemented as a computer program. The obtained data can be used to analyze the possibility of starting the engine and to calculate its main parameters for specific elements of the engine starting system, to select the APP and SAT to meet the specifications.

NMHC and VOC Speciation of the Exhaust Gas From a Gas Turbine Engine Using Alternative, Renewable and Conventional Jet A-1 Aviation Fuels

2014 ◽  
Author(s):  
Mohamed A. Altaher ◽  
Hu Li ◽  
Simon Blakey ◽  
Winson Chung
Keyword(s):  
Gas Turbine ◽  
Gas Turbine Engine ◽  
Aviation Fuel ◽  
Exhaust Gas ◽  
Turbine Engine ◽  
Fuel Blends ◽  
Auxiliary Power ◽  
Unburned Hydrocarbons ◽  
Full Power ◽  
Two Stages

This paper investigated the emissions of individual unburned hydrocarbons and carbonyl compounds from the exhaust gas of an APU (Auxiliary Power Unit) gas turbine engine burning various fuels. The engine was a single spool, two stages of turbines and one stage of centrifugal compressor gas turbine engine, and operated at idle and full power respectively. Four alternative aviation fuel blends with Jet A-1 were tested including GTL, hydrogenated renewable jet fuel and fatty acid ester. C2-C4 alkenes, benzene, toluene, xylene, trimethylbenzene, naphthalene, formaldehyde, acetaldehyde and acrolein emissions were measured. The results show at the full power condition, the concentrations for all hydrocarbons were very low (near or below the instrument detection limits). Formaldehyde was a major aldehyde species emitted with a fraction of around 60% of total measured aldehydes emissions. Formaldehydes emissions were reduced for all fuels compared to Jet A-1 especially at the idle conditions. There were no differences in acetaldehydes and acrolein emissions for all fuels; however, there was a noticeable reduction with GTL fuel. The aromatic hydrocarbon emissions including benzene and toluene are decreased for the alternative and renewable fuels.

Low-Emissions Technology Development for Auxiliary Power Unit Combustion Systems

2021 ◽  
Author(s):  
Thomas Bronson ◽  
Rudy Dudebout ◽  
Nagaraja Rudrapatna
Keyword(s):  
Gas Turbine ◽  
Power Unit ◽  
Fuel Injection ◽  
Oxides Of Nitrogen ◽  
Combustion System ◽  
Auxiliary Power Unit ◽  
Criteria Pollutants ◽  
Auxiliary Power ◽  
Combustion Systems ◽  
Aircraft Application

Abstract The aircraft Auxiliary Power Unit (APU) is required to provide power to start the main engines, conditioned air and power when there are no facilities available and, most importantly, emergency power during flight operation. Given the primary purpose of providing backup power, APUs have historically been designed to be extremely reliable while minimizing weight and fabrication cost. Since APUs are operated at airports especially during taxi operations, the emissions from the APUs contribute to local air quality. There is clearly significant regulatory and public interest in reducing emissions from all sources at airports, including from APUs. As such, there is a need to develop technologies that reduce criteria pollutants, namely oxides of nitrogen (NOx), unburned hydrocarbons (UHC), carbon monoxide (CO) and smoke (SN) from aircraft APUs. Honeywell has developed a Low-Emissions (Low-E) combustion system technology for the 131-9 and HGT750 family of APUs to provide significant reduction in pollutants for narrow-body aircraft application. This article focuses on the combustor technology and processes that have been successfully utilized in this endeavor, with an emphasis on abating NOx. This paper describes the 131-9/HGT750 APU, the requirements and challenges for small gas turbine engines, and the selected strategy of Rich-Quench-Lean (RQL) combustion. Analytical and experimental results are presented for the current generation of APU combustion systems as well as the Low-E system. The implementation of RQL aerodynamics is well understood within the aero-gas turbine engine industry, but the application of RQL technology in a configuration with tangential liquid fuel injection which is also required to meet altitude ignition at 41,000 ft is the novelty of this development. The Low-E combustion system has demonstrated more than 25% reduction in NOx (dependent on the cycle of operation) vs. the conventional 131-9 combustion system while meeting significant margins in other criteria pollutants. In addition, the Low-E combustion system achieved these successes as a “drop-in” configuration within the existing envelope, and without significantly impacting combustor/turbine durability, combustor pressure drop, or lean stability.

Fiber Metal Acoustic Material for Gas Turbine Exhaust Environments

1989 ◽  
Vol 111 (1) ◽  
pp. 181-185
Author(s):  
M. S. Beaton
Keyword(s):  
Gas Turbine ◽  
Power Unit ◽  
Broad Band ◽  
Acoustic Energy ◽  
Acoustic Properties ◽  
Roll Forming ◽  
Sound Waves ◽  
Auxiliary Power Unit ◽  
Auxiliary Power ◽  
Fiber Metal

FELTMETAL® fiber metal acoustic materials function as broad band acoustic absorbers. Their acoustic energy absorbance occurs through viscous flow losses as sound waves pass through the tortuous pore structure of the material. A new FELTMETAL® fiber metal acoustic material has been designed for use in gas turbine auxiliary power unit exhaust environments without supplemental cooling. The physical and acoustic properties of FM 827 are discussed. Exposure tests were conducted under conditions that simulated auxiliary power unit operation. Weight gain and tensile strength data as a function of time of exposure at 650°C (1202°F) are reported. Fabrication of components with fiber metal acoustic materials is easily accomplished using standard roll forming and gas tungsten arc welding practices.

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