bluuebunny/crossref_metadata_2025_split huggingface dataset:
Methods for Desensitizing Tip Clearance Effects in Turbines
Authors: Tallman J. , Lakshminarayana B. 
Published: July 2014

This study is an attempt to reduce the effect of the leakage vortex in axial flow turbines. A 3D Navier-Stokes CFD solver with k-ε turbulence modeling was used compute the flow through an axial flow turbine with modified blade tip designs. A baseline flat tip case and three modified tip cases were simulated and the leakage flow and vortex for each was analyzed in detail. The three modified blade tip designs each involved adding a chamfer to the tip of the blade, in an attempt to diffuse the leakage flow through the gap and obstruct the leakage flow with the outer casing’s shear layer. Chamfering of the blade tip near the leading edge of the gap and across the entire gap region both failed to reduce the size and strength of the leakage vortex. By chamfering the blade tip near the trailing edge of the gap, the leakage flow inside the gap was turned toward the direction of the blade’s camber. This turning resulted in a decrease in the size and the strength of the leakage vortex and its subsequent losses, while at the same time, did not reduce the blade loading by an appreciable amount.
This paper is available in color on the World Wide Web at http://navier.aero.psu.edu/∼jat/research.html
Operational Behavior of a Complex Transonic Test Turbine Facility
Authors: Neumayer F. , Kulhanek G. , Pirker H.-P. , Jericha H. , Seyr A. , Sanz W. 
Published: July 2014

This paper describes the operation of a continuously operating cold flow test stand for axial turbine stages. The interesting feature of this test stand is the fact that the power generated by the test turbine is used for driving a compressor, which supplies additional air to drive the turbine. The brake compressor was a donation from industry and was a very welcome alternative to a water brake. The advantages of using this compressor lie in the low installation costs and the power savings. The performance of the test turbine stage influences the capabilities of the test stand. A suction blower driven by a helicopter engine can be used to decrease the exhaust pressure allowing to increase the turbine expansion ratio.
The performance of the whole test facility and the complex interaction of the components will be described. In general, design engineers are interested in the performance of their test stages at different operating conditions (i.e. corrected speed, pressure ratio). It will be shown by which control mechanisms different operation points can be obtained and which range of the values can be achieved.
Enhancing Reliability and Reducing O&M Expenditures in Advanced Combined Cycle Gas Turbine Power Plants
Authors: Kallianpur V. , Akita E. , Tsukuda Y. 
Published: July 2014

Explosive growth in power plants in the US and elsewhere is occurring through combined cycle advanced gas turbine technology. Significant fuel expenditure savings are possible through such technology. Much of the recent advances have been possible through the transfer of aero engine design tools, elevated temperature materials, coatings, and sealing technologies. A balanced approach that melds the aero engine technologies and longstanding field experience from large industrial frame gas turbines is key to ensuring Reliability, Availability, Maintainability and Durability (RAM-D) design objectives are met. Future costs associated with power generation and distribution with these advanced gas turbine combined cycle power plants will undoubtedly be driven by major decisions of OEMs pertaining to design and validation approach, material selection, reparability, design criteria, and design features for quicker maintainability.
In this paper, MHI’s approach for enhancing RAM-D performance and reducing O&M expenditures of advanced combined cycle gas turbines are described.
Comparative Evaluation of Power Plants With Regard to Technical, Ecological and Economical Aspects
Authors: Lezuo Alex , Taud Robert 
Published: July 2014

The development of efficiency of gas turbine based combined cycle plants has been very fast during the last 10 years and has reached now a value of close to 60 %. This value is well above that of coal power plants or other technologies. Even though development has been going on in these fields as well.
For a fairly comprehensive reorientation and status evaluation with the time frame of 2005 in focus, a comparative study with equal boundary conditions has been performed considering coal steam plants with various steam parameters, fluidized bed combustion, coal gasification and natural gas fired combined cycle plants. Besides investment also technical differences and ecological data are given.
The final evaluation of power generation technologies is based however mainly on its electricity generation costs or life cycle cost. Considering today’s fuel prices and price development projections over the plant life times, an economical analysis has been performed and will be presented, serving also as framework for project and investment decisions.
Ceramic Stationary Gas Turbine Development Program: Eighth Annual Summary
Authors: Price Jeffrey , Jimenez Oscar , Miriyala Narendernath , Kimmel Josh B. , Leroux Don R. , Fahme Tony 
Published: July 2014

The Ceramic Stationary Gas Turbine (CSGT) program has been performed under the sponsorship of the United States Department of Energy, Office of Industrial Technologies and Office of Power Technologies. The objective of the program was to improve the performance of stationary gas turbines in cogeneration by retrofitting uncooled ceramic components into the hot section of the engine. The replacement of previously cooled metallic hot section components with the uncooled ceramics enables improved thermal efficiency, increased output power, and reduced gas turbine emissions. This review summarizes the latest progress on Phase III of the program, which involves 1) preparation for the final in-house CSGT engine test of ceramic blades, nozzles and CFCC liners, and 2) field testing of the CFCC combustor liners at two cogeneration end user sites. The field testing of CFCC combustor liners is now being performed under the Advanced Materials Program, sponsored by DOE, Office of Power Technologies.
The Solar Centaur 50S engine, which operates at a turbine rotor inlet temperature (TRIT) of 1010°C, was selected for the developmental program. The program goals include an increase in the TRIT to 1121°C, accompanied by increases in thermal efficiency and output power. This is to be accomplished by the incorporation of ceramic first stage blades and nozzles, and a “hot wall” ceramic combustor liner. The performance improvements are attributable to the increase in TRIT and the reduction in cooling air requirements for the ceramic parts. The “hot wall” ceramic liners also enable a reduction in gas turbine emissions of NOx and CO. This 1121°C TRIT engine test of the ceramic hot section is planned for the first quarter of 2001.
The component design and material selection have been previously definitized for the ceramic blades, nozzles and combustor liners. Each of these ceramic component designs was successfully evaluated in short-term engine tests in the Centaur 50S engine test cell facility at Solar. Environmental barrier coatings for the ceramic components are also being optimized. To date, seven field installations of the CSGT Centaur 50S engine totaling over 30,000 hours of operation have been initiated under the program at two industrial cogeneration sites. This paper briefly discusses the recent developmental efforts for the upcoming 1121°C TRIT engine test, but focuses on the various field demonstrations of CFCC combustor liners.
A Thermodynamic Analysis of Tubular SOFC Based Hybrid Systems
Authors: Rao A. D. , Samuelsen G. S. 
Published: July 2014

The goals of a research program recently completed at the University of California, Irvine were to develop analysis strategy for Solid Oxide Fuel Cell (SOFC) based systems, to apply the analysis strategy to tubular SOFC hybrid systems and to identify promising hybrid configurations.
A pressurized tubular SOFC combined with an intercooled-reheat gas turbine (SureCell™ cycle) is chosen as the Base Cycle over which improvements are sought. The humid air turbine (HAT) cycle features are incorporated to the Base Cycle resulting in the SOFC-HAT hybrid cycle which shows an efficiency of 69.05% while the Base Cycle has an efficiency of 66.23%.
Exergy analysis identified the superior efficiency performance of the SOFC component. Therefore, an additional cycle variation added a second SOFC component followed by a low pressure combustor in place of the reheat combustor of the gas turbine of the SOFC-HAT hybrid. The resulting Dual SOFC-HAT hybrid has a thermal efficiency of 75.98%.
The Single SOFC-HAT hybrid gives the lowest cost of electricity (3.54¢/kW-hr) while the Dual SOFC-HAT hybrid has the highest cost of electricity (4.02¢/kW-hr) among the three cycles with natural gas priced at $3/GJ. The Dual SOFC-HAT hybrid plant cost is calculated to be significantly higher because the fraction of power produced by the SOFC(s) is significantly higher than that in the other cases on the basis of $1100/kw initial cost for the SOFC. The Dual SOFC-HAT hybrid can only be justified in favor of the Single SOFC-HAT hybrid when price of natural gas is greater than $14/GJ or if a severe carbon tax on the order of $180/ton of CO2 is imposed while natural gas price remains at $3/GJ.
A Turbogenerator for Fuel Cell/Gas Turbine Hybrid Power Plant
Authors: Ali Sy A. , Moritz Robert R. 
Published: July 2014

The Department of Energy has encouraged the development of high temperature fuel cells in partnership with industry. These fuel cells are primarily designed for stationary power. Integrating a fuel cell with a gas turbine produces a “hybrid” system, which enhances power output and efficiency, while reducing overall system cost. Recent DOE studies on Solid Oxide and Molten Carbonate fuel cells have confirmed that the fuel cell hybrids can generate 70+% plant electrical efficiency. The studies were focused on >20 MW hybrids. The first commercial hybrids using currently available stacks are expected to exceed 60% efficiency and are likely to be of the 1-3 MW class.
Existing gas turbines are not compatible with performance or life requirements of a “hybrid.” In order to achieve these goals, a purpose-designed gas turbine was deemed necessary, which would:
• Drive oxidant flow (normally air) through the stack and cycle
• Pressurize the stack to raise its power output and efficiency
• Minimize internal gas velocities and associated parasitic losses
• Reduce system cost through a simpler overall balance of plant configuration
• Enhance and simplify balance of plant and system integration process
• Provide a means for converting fuel cell exhaust heat to as bonus electricity
The benefits of a purpose-designed gas turbine are:
• Total power improvement from 20 to 50%
• Fuel efficiency improvement of 20-30% from a given stack system
• System capital cost reduction ($/kW) of up to 40%
• Life target of approximately 100,000 hours
Fuel cells are expected to be used extensively for distributed generation application in base load mode, running predominantly steady state. The design stack life in this operating mode is 100,000 hours. The design of a fuel cell compatible gas turbine has been initiated. Results of this project will be presented at the conference. Turbogenerator configuration studies are continuing, under contract number DE-FC26-00NT40914, for the US Department of Energy.
Qualification Testing the WR21 Intercooled and Recuperated Gas Turbine
Authors: English C. R. , McCarthy S. J. 
Published: July 2014

The WR21 Intercooled and Recuperated (ICR) gas turbine has been developed to meet the future military needs for a fuel efficient, low cost of ownership, high power marine gas turbine. The engine is rated at 25.6MW (ISO) and has an outstanding pedigree derived from its two parent engines, the Rolls-Royce aero RB211 and Trent.
Having completed development in February 2000, a 3000 hour endurance test is now underway and a shock test is planned to qualify the engine for entry into service in the Royal Navy, United States Navy and French Navy. The 3000 hour endurance test commenced at DCN Indret, France in January 2001 and is planned to complete April 2002. Shock testing, conducted on the unrefurbished endurance engine, will complete in late 2002.
The three Navies have invested considerable time and effort in developing comprehensive running profiles that will thoroughly test the engine to the satisfaction of all parties. The first 1500 - 2000 hours will be conducted with the engine operating in the mechanical drive configuration, with the remaining running simulating the engine driving a conventional constant speed alternator.
Integration of the WR-21 Intercooled Recuperated Gas Turbine Into the Royal Navy Type 45 Destroyer
Authors: McCarthy Steven J. , Scott Ian 
Published: July 2014

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.
Instrumenting and Acquiring Data for the WR21 Gas Turbine Development Programme
Authors: Bridgeman Grant , Uawithya Chai , Crance Côme 
Published: July 2014

The development of the WR-21 Intercooled / Recuperated gas turbine started in 1991 and is now well advanced, having successfully completed ten engine tests at the Admiralty Test House (ATH) DERA Pyestock, NSWC Philadelphia and now having commenced endurance running at DCN, Indret.
The WR21 is the next generation of gas turbine prime mover, providing a significant annual fuel saving over the current marine propulsion gas turbines. Based on the RB211 family of commercial aero engines, the components are modified to incorporate an intercooler and recuperator into the simple cycle engine arrangement, improving the engine power and specific fuel consumption respectively.
The paper briefly outlines the engine tests of the WR21 development programme, and describes the instrumentation, data acquisition and processing systems that have been developed by Rolls Royce and the three difference test facilities to meet the varying demands of such gas turbine testing. The paper discusses the high levels of instrumentation used, its reliability and accuracy, the DAS architecture and the methods used to handle and process the data.
The Operating Experience of the Next Generation M501G/M701G Gas Turbine
Authors: Tsukuda Y. , Akita E. , Arimura H. , Tomita Y. , Kuwabara M. , Koga T. 
Published: July 2014

The combined cycle power plant is recognized as one of the best thermal power plant for its high efficiency and cleanliness. As the main component of the combined cycle power plant, the gas turbine is the key for improvement of the combined cycle power plant.
The next generation G class gas turbine, with turbine inlet gas temperature in 1,500°C range has been developed by Mitsubishi Heavy Industries, Ltd. (MHI). Many advanced technologies; a high efficiency compressor, a steam cooled low NOx combustor, a high temperature and high efficiency turbine, etc., are employed to achieve high combined cycle performance. Actually, MHI has been accumulating the operating experiences of M501G (60Hz machine) a combined cycle verification plant in MHI Takasago, Japan, and achieving the high performance and reliability. Also, M701G (50Hz machine) has been accumulating the operating experience in Higashi Niigata Thermal Power Station of Tohoku Electric Power Co., Inc. in Japan.
This paper describes the technical features of M501G/M701G, and up-to-date operating status of the combined cycle power plant in MHI Takasago, Japan.
501F/M701F Gas Turbine Uprating
Authors: Akita E. , Arimura H. , Tomita Y. , Kuwabara M. , Tsukagoshi K. 
Published: July 2014

The share of the gas turbine combined cycle plants tends to increase rapidly in the world of power generation. Under the circumstances, MHI is developing the several kinds of gas turbine to meet each customer’s needs.
The ‘F’ series’ engine, which has a firing temperature of 1350–1400 degree C, is predominant in the current market, and the reliability improvement is constantly performed. As a result, the operational hours of 50,000, and the combined cycle efficiency of 55–57% (LHV) is achieved for F-series combined cycle.
During the operating experience, any events occurred in field operation is solved. Also, countermeasure was implemented on every machine. Furthermore, robust design improvement is introduced, and commercial operation of the design achieved higher reliability and availability.
In this paper, the operating experiences, design improvements and the F series gas turbine uprating program are introduced.
A Comparison of Different Gas Turbine Concepts Using Biomass Fuel
Authors: Ferreira Sandro B. , Pilidis Pericles , Nascimento Marco A. R. 
Published: July 2014

This paper aims to assess the performance of the Externally Fired Gas Turbine cycle (EFGT) and a variant, ICEFGT (InterCooled Externally Fired Gas Turbine), and Biomass Integrated Gasification Intercooled Recuperated cycle (BIG/ICR), all using biomass as fuel – solid in the EFGT cases and gasified in the BIG/ICR cycle. The results are compared with the performance of a Biomass Integrated Gasification Gas Turbine (BIG/GT), as a representative of the most common use of biomass in gas turbine cycles.
The energy and exergy analysis detailed here shows that if the challenges of the design and construction of the heat exchanger can be met, the externally fired cycles show great promise.
Development and Implementation of Repair Processes for Refurbishment of W501F, Row 1 Turbine Blades
Authors: Curtis Richard , Miglietti Warren , Pelle Michael 
Published: July 2014

In recent years, orders for new land-based gas turbines have skyrocketed, as the planning, construction and commissioning of new power plants based on combined-cycle technology advances at an unprecedented pace. It is estimated that 65–70% of these new equipment orders is for high-efficiency, advanced “F”, “G” or “H” class machines. The W501F/FC/FD gas turbine, an “F” class machine currently rated at 186.5 MW (simple cycle basis), has entered service in significant numbers. It is therefore of prime interest to owners/operators of this gas turbine to have sound component refurbishment capabilities available to support maintenance requirements. Processes to refurbish the Row 1 turbine blade, arguably the highest “frequency of replacement” component in the combustion and hot sections of the turbine, were recently developed. Procedures developed include removal of brazed tip plates, coating removal, rejuvenation heat treatment, full tip replacement utilizing electron beam (EB) and automated micro-plasma transferred arc (PTA), joining methods, proprietary platform crack repair and re-coating.
This paper describes repair procedure development and implementation for each stage of the process, and documents the metallurgical and mechanical characteristics of the repaired regions of the component.
Equivalent Availability Measurement for Combined-Cycle Power Plants: A New Approach
Authors: Lampert Dieter , Steele Robert F. , Rosenfelder Markus , DellaVilla Salvatore 
Published: July 2014

The Equivalent Availability Factor (EAF) is the most important RAM characteristic in statistics for benchmarks and guarantees for power plants. It represents an energy ratio of the amount available in a period and the theoretical maximum. Representing the impact of scheduled and forced outages of components along with any deratings, a large number of parameters are involved from design, operation to the environment.
In 1993, ABB and SPS commenced a cooperation on the fields of data procurement and recording.
ABB brought large experience as a power plant supplier, SPS its competence as the leading firm specialized on RAM data service for the power industry worldwide.
In May 2000 ALSTOM affiliated the whole power generation division of ABB.
ALSTOM and SPS agreed to complete their periodic reports on time based reliability and availability data with EAF data. As the available energy must be calculated from the attributes of its components — in contrast to the effective produced energy that can be measured — the question of accuracy arises. Starting from the definition formula set as standard by ISO 3977/9 (former ANSI/IEEE 762), different methods have been considered to find the most suitable approach. The accuracy of comparisons of plants of different designs and operation modes and the ability to interpret the results is a measure for the suitability of the model chosen. Finally, some recommendations to handle and apply the EAF in the power plant business are given.