The WR-21 Intercooled Recuperated Gas Turbine Engine: Operation and Integration Into the Royal Navy Type 45 Destroyer Power System

2002 ◽  
Author(s):  
Steven J. McCarthy ◽  
Ian Scott
Keyword(s):  
Power System ◽  
Gas Turbine ◽  
Electric Propulsion ◽  
Electrical Power ◽  
Gas Turbine Engine ◽  
Prime Mover ◽  
Royal Navy ◽  
Turbine Engine ◽  
Diesel Generators ◽  
Electrical Generation

The WR-21 gas turbine engine will be employed by the Royal Navy and potentially by the United States and French Navies in their future Integrated Full Electric Powered Surface Combatants. The Intercooled Recuperated (ICR) advanced cycle means that in a Warship power system a single WR-21 engine sits on the throne of the realm that traditionally would have been occupied by two gas turbine engines, one for ‘cruise’ and one for ‘boost’; not forgetting that it is also doing the job of at least two diesel generators in our traditional example. This performance will provide Warship operators with an unprecedented opportunity to configure the Warship propulsion plant to return exceptional Platform Life Cycle Cost reductions in peacetime while retaining warfighting operational capability in time of conflict. The Royal Navy is the first user of the WR-21 ICR gas turbine engine in its Type 45 Air Defense destroyer, an artists impression of which is shown in Figure 1. The vessel is a 7500 tonne monohull, fitted with an integrated electric propulsion plant comprising two WR-21 Gas Turbine Alternators (GTAs), the prime mover side of which is capable of delivering 25 MW (ISO) and the Alternator side of which is rated at 21.6 MWe (0.9 pf lagging), 4.16KV. These GTAs in combination with a pair of diesel generators rated at around 2 MWe (0.9 pf lagging) will provide electrical power to two 20 MWe (0.9 pf lagging) 4.16 KV electric propulsion motors and to the ship’s non propulsion consumer electrical distribution system. Any combination of generator set can provide any consumer with electrical power. In their crudest form any generator set that forms part of the Type 45 power system may be simply regarded as Mega Watts towards the installed power total. The division of priority and delivery of power to meet the Command’s requirements will require skilful and subtle engineering of the control systems that will be used to operate the power system and precise definition of the operating philosophy and principles for the platform. In a Warship that has only four sources of electrical power the principles of survivability and prime mover independence are fundamental. The limitations of operating electrical generation machinery are established. This paper examines how the WR-21 will be capable of providing power to the Command of the Type 45 as an integral part of the Warship power system in all states of operational readiness for war.

Integration of the WR-21 Intercooled Recuperated Gas Turbine Into the Royal Navy Type 45 Destroyer

2001 ◽  
Author(s):  
Steven J. McCarthy ◽  
Ian Scott
Keyword(s):  
Gas Turbine ◽  
Distribution System ◽  
Life Cycle Cost ◽  
Electric Propulsion ◽  
Electrical Power ◽  
The United States ◽  
Gas Turbine Engine ◽  
Prime Mover ◽  
Royal Navy ◽  
Turbine Engine

The WR-21 gas turbine engine will be employed by the Royal Navy and potentially by the United States and French Navies in their future Integrated Full Electric Powered Surface Combatants. The WR-21 is an advanced cycle gas turbine that will not only meet the high power generator prime mover requirements of these ships but also offer an efficient cruise generator engine in one power dense package. The engine gives ship designers the freedom to procure, install and maintain one engine to power the vessel over its entire operating profile in place of the traditional two engine ‘cruise’ and ‘boost’ fit. Warship operators will also have a new freedom to configure the warship propulsion plant to return unprecedented Platform Life Cycle Cost reductions in peacetime while retaining operational capability in time of conflict. The Royal Navy is the first user of the WR-21 Intercooled and Recuperated (ICR) gas turbine engine in its Type 45 Area Defense destroyer. The vessel is a 6000 tonne monohull, fitted with an integrated electric propulsion plant comprising two WR-21 Gas Turbine Alternators (GTAs), the prime mover side of which are capable of delivering 25 MW (ISO) and the Alternator side of which is rated at 21.6 MWe (0.9 pf lagging), 4.16KVA. These GTAs in combination with a pair of diesel generators rated at around 2 MWe (0.9 pf lagging) will provide electrical power to two 20 MWe (0.9 pf lagging) 4.16 KVA electric propulsion motors and to the ship’s non propulsion consumer electrical distribution system. Any combination of generator set can provide any consumer with electrical power. This flexibility of propulsion plant configuration will demand a step change in operating culture if its ultimate benefits are to be truly harnessed. Every part of warship propulsion and gas turbine engine operating philosophy must be examined to check its relevance in the modern machinery outfit. The engines themselves must be scrutinized to ensure that they can fulfill the requirements of true ship generation machinery and are not regarded as ‘propulsion generators’. In a Warship that has only four sources of electrical power the principles of survivability and prime mover independence are fundamental.

scholarly journals U.S. Navy MK 105 Minesweeping System Upgrade Program: Installation of Pratt & Whitney Canada ST6L-813 Turbine

1995 ◽  
Author(s):  
Sheldon Levine ◽  
David G. Jarvis ◽  
J. Michael Lehman
Keyword(s):  
Gas Turbine ◽  
High Speed ◽  
Electrical Power ◽  
Gas Turbine Engine ◽  
Prime Mover ◽  
Test Program ◽  
Minimum Risk ◽  
Turbine Engine ◽  
Marine Application ◽  
The U.S

The U.S. Navy has in its arsenal a helicopter-towed magnetic minesweeping system for the task of sweeping seas of underwater magnetic influence mines. The EDO MK 105 Airborne Minesweeping System is a helicopter-towed, unmanned hydrofoil platform which operates at high speed in varied ocean environments with minimum risk to personnel and equipment. A gas turbine engine-generator set aboard the platform provides electrical power solely for the minesweeping operation. Based on a need to improve its supportability, as well as reliability and maintainability, the U.S. Navy decided to update the present operational system. This decision necessitated the re-engining of the existing power plant Accordingly, the Pratt & Whitney Canada PT6 aircraft gas turbine engine was selected as the replacement prime mover. This paper discusses the gas turbine engine, the system design that was developed to integrate an aircraft turbine into this unusual Naval craft and the successful test program. The turbine was designated Model ST6L-813 for this marine application.

Design, Analysis, and Manufacture of an Axial Length-Saving Disk-Oriented Engine

2020 ◽  
Vol 143 (1) ◽  
Author(s):  
Bennett M. Staton ◽  
Brian T. Bohan ◽  
Marc D. Polanka ◽  
Larry P. Goss
Keyword(s):  
Gas Turbine ◽  
Axial Length ◽  
Electric Propulsion ◽  
Guide Vane ◽  
Combustion Process ◽  
Gas Turbine Engine ◽  
Inlet Temperature ◽  
Turbine Engine ◽  
Power Extraction ◽  
Turbine Inlet

Abstract A disk-oriented engine was designed to reduce the overall length of a gas turbine engine, combining a single-stage centrifugal compressor and radial in-flow turbine (RIT) in a back-to-back configuration. The focus of this research was to understand how this unique flow path impacted the combustion process. Computational analysis was accomplished to determine the feasibility of reducing the axial length of a gas turbine engine utilizing circumferential combustion. The desire was to maintain circumferential swirl from the compressor through a U-bend combustion path. The U-bend reverses the outboard flow from the compressor into an integrated turbine guide vane in preparation for power extraction by the RIT. The computational targets for this design were a turbine inlet temperature of 1300 K, operating with a 3% total pressure drop across the combustor, and a turbine inlet pattern factor (PF) of 0.24 to produce a cycle capable of creating 668 N of thrust. By wrapping the combustion chamber about the circumference of the turbomachinery, the axial length of the entire engine was reduced. Reallocating the combustor volume from the axial to radial orientation reduced the overall length of the system up to 40%, improving the mobility and modularity of gas turbine power in specific applications. This reduction in axial length could be applied to electric power generation for both ground power and airborne distributive electric propulsion. Computational results were further compared to experimental velocity measurements on custom fuel–air swirl injectors at mass flow conditions representative of 668 N of thrust, providing qualitative and quantitative insight into the stability of the flame anchoring system. From this design, a full-scale physical model of the disk-oriented engine was designed for combustion analysis.

scholarly journals Development of the WR-21 Gas Turbine Recuperator

1999 ◽  
Author(s):  
Robert C. Sanders ◽  
George C. Louie
Keyword(s):  
Gas Turbine ◽  
Failure Modes ◽  
Waste Heat ◽  
Operating Experience ◽  
Gas Turbine Engine ◽  
Analytical Models ◽  
Royal Navy ◽  
Engine Exhaust ◽  
Turbine Engine ◽  
Technical Requirements

WR-21 is an intercooled and recuperated (ICR) gas turbine engine being developed by the U. S. Navy (USN) with contributions from the Royal Navy and the French Navy. A key component of the WR-21 engine is the recuperator used to recover waste heat from engine exhaust gas. The recuperator is being designed and fabricated by AlliedSignal Aerospace Company under subcontract to Northrop Grumman Marine Services, the prime contractor for the WR-21 gas turbine engine. One of the most challenging developmental items for the WR-21 engine has proven to be the recuperator. This paper discusses the development of the recuperator, including the advanced development (AD) recuperator which failed after a few hours of operation, the limited operating unit (LOU) recuperator which has supported much of the WR-21 engine development testing and the engineering development model (EDM) recuperator which will be used for a 3000 hour engine endurance test. Included is an overview of USN technical requirements for the recuperator and a review of operating experience with the AD and LOU recuperators. Failure modes that have been experienced are discussed in detail, including root cause evaluations and design modifications. Steps taken to extend the life of the LOU recuperator are discussed. In addition, testing (both single core and full size recuperator) and analytical models that have been used to improve the design and reliability of the recuperator are addressed.

Direct Off-Design Performance Prediction of Micro Gas Turbine Engine for Distributed Power Generation

2017 ◽  
Author(s):  
Valentyn Barannik ◽  
Maksym Burlaka ◽  
Leonid Moroz ◽  
Abdul Nassar
Keyword(s):  
Power Generation ◽  
Gas Turbine ◽  
Power Plants ◽  
Gas Turbine Engine ◽  
Small Scale ◽  
Turbine Engine ◽  
Design Performance ◽  
Exhaust Heat ◽  
Electrical Generation ◽  
Central Station

Central-station power plants (CSPP) are the main provider of energy today. In the process of power generation at central-power stations, about 67% of primary energy is wasted. Distributed cogeneration or combined heat and power (CHP) systems are an alternative to central-station power plants. In these systems, an electrical generation system located in a residence or at a commercial site consumes natural gas to generate electricity locally and then the exhaust heat is utilized for local heating needs (in contrast to being wasted at central-stations). Microturbines offer a number of potential advantages compared to other technologies for small-scale power generation. For example, compact size and low-weight leading to reduced civil engineering costs, a small number of moving parts, lower noise and vibration, multi-fuel capabilities, low maintenance cost as well as opportunities for lower emissions. Inverter generators allow using micro-turbines of different shaft rotation speed that opens opportunities to unit optimization at off-design modes. The common approach to predict the off-design performance of gas turbine unit is the mapping of the compressor and the turbine separately and the consequent matching of common operation points. However, the above-mentioned approach might be rather inaccurate if the unit has some secondary flows. In this article an alternative approach for predicting off-design performance without using component maps is presented. Here the off-design performance is done by direct calculation of the components performances. On each off-design mode, the recalculation of the characteristic of all scheme components, including a compressor, gas turbine, combustor, recuperator and secondary flow system is performed. The different approaches for obtaining the performance at off-design modes considering the peculiarities of the gas turbine engine are presented in this paper.

Analysis of U.S. Navy Rolls Royce 501-K34 Turbine Engine Removals 2008 to 2018

2019 ◽  
Author(s):  
Dennis Russom ◽  
Jeffrey Patterson ◽  
Ivan Pineiro
Keyword(s):  
Gas Turbine ◽  
Gas Turbine Engine ◽  
Turbine Engines ◽  
Prime Mover ◽  
Turbine Engine ◽  
Removal Process ◽  
Turbine Generators ◽  
The U.S

Abstract The Rolls Royce 501-K34 gas turbine engine serves as the prime mover in the Ship Service Gas Turbine Generators (SSGTGs) of the U.S Navy’s USS ARLEIGH BURKE (DDG 51) Class Flight I and Flight II ships. At the time of this writing, there are 65 ships and 195 shipboard 501-K34 turbine engines which operate a total of about 400,000 hours per year. Engines periodically require removal from ships for depot repair. This paper discusses the guidelines that govern the removal process then discuss the 156 engine removals that occurred between January 2008 and November 2018.

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