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Academic literature on the topic 'Turbine propeller engines'

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Published: 4 June 2021
Last updated: 1 August 2024

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Journal articles on the topic "Turbine propeller engines"

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Korakianitis, T., and K. J. Beier. "Investigation of the Part-Load Performance of Two 1.12 MW Regenerative Marine Gas Turbines." Journal of Engineering for Gas Turbines and Power 116, no. 2 (April 1, 1994): 418–23. http://dx.doi.org/10.1115/1.2906837.

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Regenerative and intercooled-regenerative gas turbine engines with low pressure ratio have significant efficiency advantages over traditional aero-derivative engines of higher pressure ratios, and can compete with modern diesel engines for marine propulsion. Their performance is extremely sensitive to thermodynamic-cycle parameter choices and the type of components. The performances of two 1.12 MW (1500 hp) regenerative gas turbines are predicted with computer simulations. One engine has a single-shaft configuration, and the other has a gas-generator/power-turbine combination. The latter arrangement is essential for wide off-design operating regime. The performance of each engine driving fixed-pitch and controllable-pitch propellers, or an AC electric bus (for electric-motor-driven propellers) is investigated. For commercial applications the controllable-pitch propeller may have efficiency advantages (depending on engine type and shaft arrangements). For military applications the electric drive provides better operational flexibility.
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2

Filippone, A., and Z. Mohamed-Kassim. "Multi-disciplinary simulation of propeller-turboprop aircraft flight." Aeronautical Journal 116, no. 1184 (October 2012): 985–1014. http://dx.doi.org/10.1017/s0001924000007454.

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Abstract This contribution presents a novel simulation for a fixed-wing aircraft powered by gas turbine engines and advanced propellers (turboprops). The work is part of a large framework for the simulation of aircraft flight through a multi-disciplinary approach. Novel numerical methods are presented for flight mechanics, turboprop engine simulation (in direct and inverse mode), and propeller dynamics. We present in detail the integration of the propeller with the airframe, aircraft and tonal noise model. At the basic level, we address a shortfall in multi-disciplinary integration in turboprop-powered aircraft, including economical operations and environmental emissions (exhausts and noise). The models introduced are based on first principles, supplied with semi-empirical correlations, if required. Validation strategies are presented for component-level analysis and system integration. Results are presented for aerodynamics, specific air range, optimal cruise conditions, payload-range performance, and propeller noise. Selected results are shown for the ATR 72-500, powered by PW127M turboprop engines and F568-1 propellers.
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Rabeta, Bismil, Mohammad A.F Ulhaq, Aswan Tajuddin, and Agus Sugiharto. "Simulasi Graphical User Interface Analisis Termodinamika Mesin Turboprop Menggunakan Perangkat Lunak Matlab R2020a." Jurnal Teknologi Kedirgantaraan 6, no. 2 (September 1, 2021): 31–50. http://dx.doi.org/10.35894/jtk.v6i2.44.

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A turboprop engine is a hybrid engine that delivers thrust or jet thrust and also drives the propeller. This is basically similar to a turbojet except the turbine works through the main shaft which is connected to the reduction gear to rotate the propeller in front of the engine. This research was conducted to determine the development of engine performance in thermodynamic analysis so as to know the value of each parameter on a engine that has been developing for 20 to 50 years with different engine manufacturing. So that in this study a comparison of the thermodynamic analysis of the TPE-331, PT6A-42 and H85-200 engines was carried out. In the TPE331-10, PT6A-42, and H85-200 turboprop engines the value of fuel to air ratio and shaft work increases with increasing altitude while compressor work, fuel flow rate, shaft power, propeller thrust, jet thrust, total thrust, equivalent engine power and ESFC decrease with increasing altitude. Furthermore, the turbine's working value is relatively stable as the altitude increases. After that, the value of compressor work and turbine work on the PT6A-42 engine was greater than that of the TPE331-10, and H85-200 engines. However, the value of the fuel to air ratio, fuel flow rate, shaft power, jet thrust, equivalent engine power and ESFC on the H85-200 engine was greater than the TPE331-10 and PT6A engines. Furthermore, at sea level, the value of the axle, propeller thrust, and total thrust on the H85-200 engine is greater than that of the TPE331-10 and PT6A-42 engines but at an altitude of 25,000 ft, the PT6A-4 engine has a greater value than that of the TPE331-10 and PT6A-42 engines. TPE331-10, and H85-200 engines.
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Valent, Michael. "Luxury Liners Go Green." Mechanical Engineering 120, no. 07 (July 1, 1998): 72–73. http://dx.doi.org/10.1115/1.1998-jul-6.

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This article reviews that twenty-first century passengers on the Royal Caribbean International and Celebrity Cruises are set to make history in style. Up to six of Royal Caribbean’s Voyager- and Millennium-class vessels will be the first cruise ships ever powered by General Electric’s gas turbines. In addition to reducing engine-room noise and vibration and cutting emissions, this propulsion system—a departure from the traditional diesel engine—will make it possible for ships to set sail with a reduced maintenance crew and smaller parts inventory. Royal Caribbean International currently operates a fleet of 12 ships. In the Royal Caribbean application, the GE gas turbine will be used to drive generators that will provide electricity to propeller motors. The steam turbine will recover heat from the gas turbine exhaust for other uses. This combined gas turbine and steam turbine integrated electric drive system represents a departure from diesel engines in more than one respect.
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Burghardt, Andrzej, Krzysztof Kurc, and Dariusz Szybicki. "Robotic Automation of the Turbo-Propeller Engine Blade Grinding Process." Applied Mechanics and Materials 817 (January 2016): 206–13. http://dx.doi.org/10.4028/www.scientific.net/amm.817.206.

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Robotic automation of industrial processes in terms of the adaptation of the robot path to changing external conditions has recently been one of the main subjects of research and implementation studies. The presented study involved trailing plane grinding the turbine blades. The suggested automated station comprises an IRB 140 robot handling the processed element, grinding tool and an IRB 1600 robot with a 3D scanning head installed. The presented robotic automation solutions may be used for finishing operations on blades constituting elements of aircraft engines, power generating turbines and wind turbines.
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Ashley, Steven. "Fuel-Saving Warship Drives." Mechanical Engineering 120, no. 08 (August 1, 1998): 63–67. http://dx.doi.org/10.1115/1.1998-aug-4.

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This article focuses on a fuel-efficient gas turbine engine featuring intercooling and heat recuperation, which is being developed to power a new generation of warships. Modern warships are often powered by gas turbine engines so they can take advantage of the turbine’s rapid response capabilities, solid operational reliability, high power density, and compact dimensions. For medium-size surface combatants such as destroyers, aircraft-derivative gas turbines have become the dominant propulsion engine type, having largely replaced traditional steam or diesel power plants. Though the all-electric concept is far from new, having been applied previously to merchant vessels, the technology is looking better of late. The NRC panel stated that gas turbine propulsion units, modular rare-earth permanent magnetic motors, and power control module technologies have matured to the point that all-electric ships appear feasible. The technology cited “unique advantages” in reduced volume, modular flexible propulsion, lower acoustic signature, enhanced survivability, high propeller torque at low speed, and inherent reversing capability. The result would be a submarine-type propulsion design with diesel-like fuel consumption.
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Desmico Ekta W, Muhammad, and Abrar Ridwan. "STUDI KERUSAKAN HIGH PRESSURE TURBINE VANE PESAWAT ATR72-500 WINGS AIR DI BANDARA SULTAN SYARIF KASIIM II PEKANBARU." Jurnal Surya Teknika 7, no. 1 (December 13, 2020): 104–10. http://dx.doi.org/10.37859/jst.v7i1.2357.

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The aircraft can fly as there is a thrust from the engine that causes the aircraft to have speed. The components of the aircraft engines are compressor, combustion chamber, turbine and propeller. High pressure turbine vanes is a component in the Hot section or turbine section that serves to direct the hot gas flow from the combustion chamber to the turbine. The purpose to be achieved in this research is to analyze and find out the cause of high pressure turbine vane damage and know the gas engine efficiency PW127. Cause of damage due to treatment not done according to the schedule until the phenomenon of overtemperature after combustion chamber and the content of impurities in the water laundering results. After the Brayton cycle calculation is obtained the temperature value of the turbine entry 1563oC (1836 K). These results exceed the turbine inlet temperature according to manual maintenance engine. Based on laboratory test, the content of 250 mg/m2 sulfur and 1800 mg/m2 chloride is obtained. This content causes damage by erosion or corrosion of high pressure turbine vane components. The value of gas efficiency is 42% according to the outside Air tempetarure. The thermal efficiency of gases will increase with increasing temperature conditions.
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Dzida, Marek, and Jerzy Girtler. "Operation Evaluation Method for Marine Turbine Combustion Engines in Terms of Energetics." Polish Maritime Research 23, no. 4 (December 1, 2016): 67–72. http://dx.doi.org/10.1515/pomr-2016-0071.

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Abstract An evaluation proposal (quantitative determination) of any combustion turbine engine operation has been presented, wherein the impact energy occurs at a given time due to Energy conversion. The fact has been taken into account that in this type of internal combustion engines the energy conversion occurs first in the combustion chambers and in the spaces between the blade of the turbine engine. It was assumed that in the combustion chambers occurs a conversion of chemical energy contained in the fuel-air mixture to the internal energy of the produced exhaust gases. This form of energy conversion has been called heat. It was also assumed that in the spaces between the blades of the rotor turbine, a replacement occurs of part of the internal energy of the exhaust gas, which is their thermal energy into kinetic energy conversion of its rotation. This form of energy conversion has been called the work. Operation of the combustion engine has been thus interpreted as a transmission of power receivers in a predetermined time when there the processing and transfer in the form (means) of work and heat occurs. Valuing the operation of this type of internal combustion engines, proposed by the authors of this article, is to determine their operation using physical size, which has a numerical value and a unit of measurement called joule-second [joule x second]. Operation of the combustion turbine engine resulting in the performance of the turbine rotor work has been presented, taking into account the fact that the impeller shaft is connected to the receiver, which may be a generator (in the case of one-shaft engine) or a propeller of the ship (in the case of two or three shaft engine).
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Remchukov, S. S., V. S. Lomazov, R. N. Lebedinskiy, I. V. Demidyuk, and I. S. Ptitsyn. "Special Aspects of Designing High Temperature Plate Heat Exchangers for Small Gas Turbine Engines." Herald of the Bauman Moscow State Technical University. Series Mechanical Engineering, no. 3 (142) (September 2022): 57–70. http://dx.doi.org/10.18698/0236-3941-2022-3-57-70.

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An increase in the fuel efficiency of small-sized gas turbine engines can be achieved by regenerating the heat of the turbine exhaust gases. A rational layout solution in this case is a turboshaft scheme, where the effective power is generated on the shaft of a free turbine, and the turbine exhaust gases are released into the environment without doing useful work. When creating a turboshaft engine with heat recovery, the concept of developing engine family on the base of unified gas-generator was considered. The concept involves the development of a modular system, where the addition or exclusion of individual large units allows changing the type of engine at minimal cost. The article presents the layout solution of a small-sized turboshaft gas turbine engine with heat recovery, developed on the basis of a unified gas-generator and using a gearbox to transfer effective power to a propeller or a rotor. A plate heat exchanger module with a corrugated heat exchange surface for a small-sized turboshaft gas turbine engine has been designed. The heat exchange matrix was developed using a complex techniques of computer-aided design, calculation and manufacture of plate heat exchangers. Some design features of high-temperature plate heat exchangers are identified, the most important of which is the non-uniformity of temperature fields in the heat exchange matrix. Taking into account the non-uniformity of temperature fields, the heat exchanger module is a collapsible structure allowing the replacement of the heat exchange matrix and providing compensation for thermal expansion of the heat exchanger elements. The designed plate heat exchanger module for a small turboshaft gas turbine engine will be manufactured and tested on the bench
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Mikhailov, Yu S. "Reducing the effect of engine failure on the aerodynamic performance of the light transport aircraft model." Civil Aviation High Technologies 27, no. 1 (February 29, 2024): 72–87. http://dx.doi.org/10.26467/2079-0619-2024-27-1-72-87.

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Recently, aircraft engine manufacturers have shown increased interest in developing hybrid powerplants, which are a combination of gas turbine engines (GTE) with electric motor-generators. The use of the hybrid powerplant makes it possible to increase the fuel efficiency of an airplane, as well as to create new configurations with improved aerodynamic and thrust characteristics. The fuel efficiency improvement is achieved as a result of optimizing the powerplant operation mode to meet the cruising flight requirements, compensating insufficient power during the takeoff and go-around procedures by activating battery-powered electric motors. The creation of new configurations with improved performance can be ensured due to the synergetic effect of the propeller-airframe interaction. Successful flight tests of the hybrid powerplant prototypes in light aircraft configurations allow us to rely on their possible application in the future regarding the projects of new propeller-driven aircraft. The potential benefits of using new powerplants on local airlines can lead to both fuel savings and carbon emission reduction. Short-term maintaining a safe flight mode is also practical in case of one engine failure when using multiple power sources. The power, generated by an electric generator connected to the running engine, can be used both for the electric motor drive of the tip propellers and for rotating the thrust producer of the failed engine. The paper presents the study results of the critical engine failure effect on the aerodynamic performance of the light transport aircraft model obtained as under available electrical transmission as under non-available one between a running and a failed engine. Experimental studies were carried out in a low-speed wind tunnel T-102 TsAGI. The simulation of the electric transmission operation was carried out by setting the operation mode of two power-plant simulators corresponding to the half value of the load factor of one engine propeller Bo in the take-off mode.
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Dissertations / Theses on the topic "Turbine propeller engines"

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Skidmore, F. W., and n/a. "The influence of gas turbine combustor fluid mechanics on smoke emissions." Swinburne University of Technology, 1988. http://adt.lib.swin.edu.au./public/adt-VSWT20070420.131227.

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This thesis describes an experimental program covering the development of certain simple combustion chamber modifications to alleviate smoke emissions from the Allison T56 turboprop engines operated by the Royal Australian Air Force. The work includes a literature survey, smoke emission tests on two variants of the T56 engine, flow visualisation studies of the combustion system in a water tunnel and combustion rig tests of a standard combustor and four possible modifications. The rig tests showed that reductions in smoke emissions of 80% were possible by simple modifications that reduced the primary zone equivalence ratio and improved mixing in that zone.
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Ling, Jack C. L. "Compressors for miniature unmanned aerospace propulsion systems." Phd thesis, School of Aerospace, Mechanical and Mechatronic Engineering, 2009. http://hdl.handle.net/2123/6430.

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Books on the topic "Turbine propeller engines"

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United States. National Aeronautics and Space Administration., ed. Large-scale advanced prop-fan (LAP): Final report. [Windsor Locks, CT]: Hamilton Standard Division, United Technologies, 1988.

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United States. National Aeronautics and Space Administration., ed. Large-scale advanced prop-fan (LAP): Final report. [Windsor Locks, CT]: Hamilton Standard Division, United Technologies, 1988.

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Danielle, DiCicco L., Nowlin Brent C, and United States. National Aeronautics and Space Administration., eds. Experimental evaluation of a cooled radial-inflow turbine. [Washington, DC]: National Aeronautics and Space Administration, 1993.

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Litt, John. A real-time simulator of a turbofan engine. [Washington, DC]: National Aeronautics and Space Administration, 1989.

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Levin, Alan D. Aerodynamic and propeller performance characteristics of a propfan-powered, semispan model. Moffett Field, Calif: National Aeronautics and Space Administration, Ames Research Center, 1988.

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Anderson, R. D. Advanced propfan engine technology (APET) definition study, single and counter-rotation gearbox/pitch change mechanism design. [Washington, DC: National Aeronautics and Space Administration, 1987.

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Patterson, James C. Evaluation of installed performance of a wing-tip-mounted pusher turboprop on a semispan wing. [Washington, D.C.]: National Aeronautics and Space Administration, Scientific and Technical Information Office, 1987.

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Patterson, James C. Evaluation of installed performance of a wing-tip-mounted pusher turboprop on a semispan wing. [Washington, D.C.]: National Aeronautics and Space Administration, Scientific and Technical Information Office, 1987.

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Whitlow, John B. NASA advanced turboprop research and concept validation program. [Washington, DC]: National Aeronautics and Space Administration, 1988.

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Center, Lewis Research, ed. Energy efficient engine high-pressure turbine component rig performance test report. [Cleveland, Ohio: National Aeronautics and Space Administration, Lewis Research Center, 1985.

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Book chapters on the topic "Turbine propeller engines"

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Kollmann, Karl, Calum E. Douglas, and S. Can Gülen. "Drive System." In Turbo/Supercharger Compressors and Turbines for Aircraft Propulsion in WWII: Theory, History and Practice—Guidance from the Past for Modern Engineers and Students, 185–228. ASME, 2021. http://dx.doi.org/10.1115/1.884676_ch7.

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In Figure 7-1, the power to drive the supercharger is plotted as a function of the rated altitude of the engine. For a rated height of 4 to 6 km, the supercharger consumes 10 to 15% of the total engine output. By the time the 22 km altitude is reached, the supercharger consumes (in theory) the same power as the engine driving it, therefore at 22 km rated altitude an engine will provide 1,000 HP to the propeller and require 1,000 HP to the supercharger drive shaft, therefore requiring a total crankshaft output of 2,000 HP.
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Conference papers on the topic "Turbine propeller engines"

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Schmidt, Marvin F. "Propeller Design Point Calculation Method for Comparing Turbofan/Propfan Engine Performance." In ASME 1985 Beijing International Gas Turbine Symposium and Exposition. American Society of Mechanical Engineers, 1985. http://dx.doi.org/10.1115/85-igt-150.

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This paper presents a method to calculate the design point performance of both single rotation and dual contra-rotation propellers. Major propeller variables such as, power loading (shaft horsepower/prop diameter2), propeller efficiency (Prop Thrust × Acft Veloc/shaft horsepower), propeller tip speed and propeller adiabatic compression efficiency are accounted for and correlated. The resulting propeller performance is then combined with given shaft power producer (engine) performance to yield propfan engine performance. The performance trades between power loading, propeller efficiency, propeller tip speed and propeller adiabatic compression efficiency are presented. Resulting performance, with a given engine, are presented in the form of Figs 7 and 8 for both single and dual contra-rotation propellers. These engine performances can then be compared to advanced turbofan engines that utilize identical technology shaft power producer engines.
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Korakianitis, Theodosios, and Kurt Beier. "Investigation of the Part-Load Performance of Two 1.12 MW Regenerative Marine Gas Turbines." In ASME 1992 International Gas Turbine and Aeroengine Congress and Exposition. American Society of Mechanical Engineers, 1992. http://dx.doi.org/10.1115/92-gt-086.

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Regenerative and intercooled-regenerative shaft-power gas turbine engines of low pressure ratio have significant efficiency advantages over traditional aero-derivative engines of higher pressure ratios, and can compete with modern diesel engines for marine propulsion. The design-point performance is extremely sensitive to thermodynamic-cycle parameter choices. The type of components chosen affects power and efficiency significantly. The design-point and off-design-point performance of two 1.12 MW (1500 hp) regenerative gas turbines are predicted with computer simulations. One engine has single-shaft configuration, and the other has a gas-generator / power-turbine combination. The gas-generator / power-turbine engine arrangement is essential for wide off-design operating regime. The performance of each engine driving fixed-pitch and controllable-pitch propellers, or an AC electric bus (for electric-motor-driven propellers) is investigated. For commercial applications the controllable-pitch propeller may have efficiency advantages (depending on engine type and shaft arrangements). For military applications the electric drive provides better operational flexibility.
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3

Farghaly, Mohamed B., Ahmed F. El-Sayed, and Galal B. Salem. "Effect of Erodent Particle Initial Velocity on the Erosion of Propeller Blades for Turboprop Engines." In ASME 2012 Gas Turbine India Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/gtindia2012-9731.

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Propeller driven-engines operate efficiently at low speeds, and ground maneuvers, but its performance is affected by operating in unsuitable environment. Actually, it is susceptible to encounter many physical problems such as erosion, corrosion, foreign object damage, and icing. These problems not only cause changes in air path boundaries but also yield changes in the aerodynamic performance of the engine components due to the change of the propeller profile shape and increase in the overall surface roughness. This work aims to study the effect of the particle initial velocity on the propeller erosion phenomena and the subsequent deterioration for the blades profile. Particle trajectory, erosion rate, frequency and the critical erosion area on the blade are the main issues under investigation. The domain selected for computational study is a periodic sector through the propeller bounding and the boundary conditions are set corresponding to that exist in the propeller manuals. A three dimensional unstructured grid was generated and adopted using commercial turbomachinery grid generator GAMBIT software. The governing equations are solved using FLUENT6.3.26 a commercial CFD code, which uses a control volume approach on a grid over the computational domain. A Lagrangian-formulated particle equation of motion is added to predict particle velocity and trajectories once the air flow field is obtained.
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Van Zante, Dale E. "Progress in Open Rotor Research: A U.S. Perspective." In ASME Turbo Expo 2015: Turbine Technical Conference and Exposition. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/gt2015-42203.

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In response to the 1970s oil crisis, NASA created the Advanced Turboprop Project (ATP) to mature technologies for high-speed propellers to enable large reductions in fuel burn relative to turbofan engines of that era. Both single rotation and contra-rotation concepts were designed and tested in ground based facilities as well as flight. Some novel concepts/configurations were proposed as part of the effort. The high-speed propeller concepts did provide fuel burn savings, albeit with some acoustics and structural challenges to overcome. When fuel prices fell, the business case for radical new engine configurations collapsed and the research emphasis returned to high bypass ducted configurations. With rising oil prices and increased environmental concerns there is renewed interest in high-speed propeller based engine architectures. Contemporary analysis tools for aerodynamics and aeroacoustics have enabled a new era of blade designs that have both high efficiency and lower noise characteristics. A recent series of tests in the U.S. have characterized the aerodynamic performance and noise from these modern contra-rotating propeller designs. Additionally the installation and noise shielding aspects for conventional airframes and blended wing bodies have been studied. Historical estimates of ‘propfan’ performance have relied on legacy propeller performance and acoustics data. Current system studies make use of the modern propeller data and higher fidelity installation effects data to estimate the performance of a contemporary aircraft system. Contemporary designs have demonstrated high net efficiency, ∼86%, at 0.78 Mach, and low noise, >15 EPNdB cumulative margin to Chapter 4 when analyzed on a NASA derived aircraft/mission. This paper presents the current state of high-speed propeller/open rotor research within the U.S. from an overall viewpoint of the various efforts ongoing. The remaining technical challenges to a production engine include propulsion airframe integration, acoustic sensitivity to aircraft weight and certification issues.
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Maggini, Massimo, and Roberto Tonelli. "Italian Navy Application, Operation and Maintenance of Fiat - GE LM2500 Gas Turbine Propulsion Systems." In ASME 1998 International Gas Turbine and Aeroengine Congress and Exhibition. American Society of Mechanical Engineers, 1998. http://dx.doi.org/10.1115/98-gt-135.

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The LM2500 gas turbine has been used in Italian Navy (ITN) ships for more than twenty years, as the first engines were installed on board the “Lupo” class Frigates during the second half of the 1970s. The LM2500 during its service has proven to be reliable in both the “Combined Diesel or Gas” (CODOG) and the “Combined Gas and Gas” (COGAG) propulsion plant, with Controllable Pitch Propeller (CPP) and Fixed Pitch Propeller (FPP) as the ITN marine operational experience demonstrates. The last application was in the DURAND DE LA PENNE Class DDG with a CODOG arrangement and two shaft lines with Feathered Controllable Pitch Propellers (FCPP), produced by FINCANTIERI shipyard, which may range from a forward to an astern direction till the blades reach a flag position. This type of propeller allows a considerable drop in the absorbed power and therefore in fuel consumption and noise when using a single shaft. Based on the ITN experience with the DDG class, the use of FCPP achieves remarkable fuel savings with the gas turbine since, due to the high specific consumption of the engine at low speeds, it is cheaper to have a single shaft running. The maintenance approach to the engines installed on board ITN ships, based on the “on condition” concept, has been developed by the ITN and Fiat Avio to maximise the availability of the vessels. This covers both on-board corrective maintenance (inspection, special maintenance and / or introduction of improvements) and the substitution maintenance, with successive overhaul and application of decided updating of gas generators and power turbines.
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Niu, Xiying, Feng Lin, Weishun Li, Chen Liang, Shunwang Yu, and Bo Xu. "Gas-Dynamics Design of Reversible Turbine for Marine Gas Turbine Engine." In ASME Turbo Expo 2017: Turbomachinery Technical Conference and Exposition. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/gt2017-63176.

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Gas turbine engines are widely used as the marine main power system. However, they can’t reverse like diesel engine. If the reversal is realized, other ways must be adopted, for example, controllable pitch propeller (CPP) and reversible gearing. Although CPP has widespread use, the actuator installation inside the hub of the propeller lead to the decrease in efficiency, and it takes one minute to switch “full speed ahead” to “full speed astern”. In addition, some devices need to be added for the reversible gearing, and it takes five minutes to switch from “full speed ahead” “to “full speed astern”. Based on the gas turbine engine itself, a reversible gas turbine engine is proposed, which can rotate positively or reversely. Most important of all, reversible gas turbine engine can realize operating states of “full speed ahead”, “full speed astern“ and “stop propeller”. And, it just takes half of one minute to switch “full speed ahead” to “full speed astern”. Since reversible gas turbine engines have compensating advantages, and especially in recent years computational fluid dynamics (CFD) technology and turbine gas-dynamics design level develop rapidly, reversible gas turbine engines will be a good direction for ship astern. In this paper, the power turbine of a marine gas turbine engine was redesigned by three dimensional shape modification, and the flow field is analyzed using CFD, in order to redesign into a reverse turbine. The last stage vanes and blades of this power turbine were changed to double-layer structure. That is, the outer one is reversible turbine, while the inner is the ahead one. Note that their rotational directions are opposite. In order to realize switching between rotation ahead and rotation astern, switching devices were designed, which locate in the duct between the low pressure turbine and power turbine. Moreover, In order to reduce the blade windage loss caused by the reversible turbine during working ahead, baffle plates were used before and after the reversible rotor blades. This paper mainly studied how to increase the efficiency of the reversible turbine stage, the torque change under different operating conditions, rotational speed and rotational directions, and flow field under typical operating conditions. A perfect profile is expected to provide for reversible power turbine, and it can decrease the blade windage loss, and increase the efficiency of the whole gas turbine engine. Overall, the efficiency of the newly designed reversible turbine is up to 85.7%, and the output power is more than 10 MW, which can meet requirements of no less than 30% power of rated condition. Most importantly, the shaft is not over torque under all ahead and astern conditions. Detailed results about these are presented and discussed in the paper.
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Vlaskos, Ioannis, Martin Seiler, and Joachim Schulz. "Design and Performance of the ABB TPL65 Turbocharger With Variable Turbine Geometry for Medium-Speed Diesel Engines." In ASME 2002 Internal Combustion Engine Division Fall Technical Conference. ASMEDC, 2002. http://dx.doi.org/10.1115/icef2002-524.

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This paper presents the main features of the new ABB TPL65 turbocharger with variable turbine geometry (VTG) and highlights potential improvements in engine performance and emissions as demonstrated by measurements on a medium-speed 4-stroke diesel engine at different operational points on the propeller curve and different nozzle vane positions. Calibrated engine simulation computer models have been used to compare engine behaviour, firstly with and without the VTG-turbocharger, and secondly with alternative turbocharging systems. Test results and simulations show that ABB turbochargers with VTG enable: • Fuel economy; • A strong reduction in soot emissions; • Elimination of the thermal load problem during propeller part load operation while keeping the NOx emissions within the limits defined by the IMO regulations for medium-speed diesel engines. The results of various engine computer simulations show: • Lower fuel consumption and lower engine thermal load; • Reduced derate at high ambient temperatures; • Good engine acceleration with potentially smokeless transient engine operation.
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8

Romanov, V. I., O. G. Zhiritsky, V. E. Belyaev, and V. V. Lupandin. "Spa “Mashproekt” Reversible Power Turbines." In ASME 1994 International Gas Turbine and Aeroengine Congress and Exposition. American Society of Mechanical Engineers, 1994. http://dx.doi.org/10.1115/94-gt-132.

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The gas turbine engines incorporating reversible power turbines have been designed and developed by the MASHPROEKT Scientific and Production Association (SPA). They are widely used for powering the former USSR (Russia) Navy ships, as well as the CAPITAN SMIRNOV Ro-Ro type cargo vessels. The GT 3000, GT 8000, GT 15000 and D59 gas turbine engines comprise reversible power turbines. Compared with other marine reversible devices (reversing reduction gear, controllable pitch propeller), the reversible gas turbine has advantages in maneuvrability, reliability and design simplicity. This paper presents specific design features of the SPA MASHPROEKT reversible power turbines.
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9

Pakmehr, Mehrdad, Nathan Fitzgerald, Eric M. Feron, Jeff S. Shamma, and Alireza Behbahani. "Gain Scheduling Control of Gas Turbine Engines: Stability by Computing a Single Quadratic Lyapunov Function." In ASME Turbo Expo 2013: Turbine Technical Conference and Exposition. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/gt2013-96012.

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We develop and describe a stable gain scheduling controller for a gas turbine engine that drives a variable pitch propeller. A stability proof is developed for gain scheduled closed-loop system using global linearization and linear matrix inequality (LMI) techniques. Using convex optimization tools, a single quadratic Lyapunov function is computed for multiple linearizations near equilibrium and non-equilibrium points of the nonlinear closed-loop system. This approach guarantees stability of the closed-loop gas turbine engine system. Simulation results show the developed gain scheduling controller is capable of regulating a turboshaft engine for large thrust commands in a stable fashion with proper tracking performance.
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Vogeler, Konrad. "The Potential of Sequential Combustion for High Bypass Jet Engines." In ASME 1998 International Gas Turbine and Aeroengine Congress and Exhibition. American Society of Mechanical Engineers, 1998. http://dx.doi.org/10.1115/98-gt-311.

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ABB has designed a new family of industrial gasturbines for power generation using a Sequential Combustion Cycle (SCC) on a large single shaft engine. This concept allows considerable increase in power density and efficiency by only increasing pressure without raising the maximum hot gas temperature of the cycle. Instead a second combustion after an HP-turbine is used to reheat the gas before the final expansion in an LP-turbine. This concept is applied to the analysis of a high bypass ratio jet engine. In an engine with a single combustor, thrust is a function of bypass ratio and the combination of maximum pressure and temperature in the cycle. The proposed SCC allows increased thrust without pushing technology on materials and cooling. A modern twin spool engine is taken as reference. When total inlet massflow is kept constant, increasing bypass ratio decreases core mass flow. This limits the fuel flow for the HP-spool and hence total energy input to the engine. Introduction of the SCC gives another parameter of freedom to the cycle design. However the twin spool concept is now a disadvantage. The low fuel flow for the HP-spool due to high bypass ratio means there is not enough energy available to build up the necessary pressure for an economical expansion in the LP-turbine after the second combustion. Specific fuel consumption will be unacceptable. It is proposed to apply the SCC concept in a single spool engine with a geared fan. Both turbines can now support the compression. The fan is operated as a constant speed propeller with variable blade pitch. This engine concept allows for a given inlet massflow a substantially higher bypass ratio and hence decreases specific fuel consumption while specific thrust can be kept on a level which will be considerably higher than it would be in todays engines with comparable bypass ratio.
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