Gas turbines for aircraft engines. Gas turbine engine. Russian machine-building leader UEC
In this manual, only one type of gas turbine engines of gas turbine engines is considered. Gas turbine engines are widely used in aviation ground and marine technology.1 The main objects of application of modern gas turbine engines are shown. Classification of gas turbine engines by purpose and objects of application At present, in the total volume of world production of gas turbine engines in value terms, aircraft engines account for about 70 land and sea about 30.
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Lecture 1
GENERAL INFORMATION ABOUT GAS TURBINE ENGINES
1.1. Introduction
In modern technology, many different types of engines have been developed and used.
In this manual, only one type is considered - gas turbine engines (GTE), i.e. engines incorporating a compressor, a combustion chamber and a gas turbine.
GTEs are widely used in aviation, ground and marine engineering. On fig. 1.1 shows the main objects of application of modern gas turbine engines.
Rice. 1.1. Classification of gas turbine engines by purpose and objects of application
Currently, in the total volume of world production of gas turbine engines in value terms, aircraft engines account for about 70%, land and sea - about 30%. The volume of production of land and sea gas turbine engines is distributed as follows:
Power gas turbine engines ~ 91%;
GTE for driving industrial equipment and ground Vehicle ~ 5 %;
GTE for ship propulsion drive ~ 4%.
In modern civil and military aviation, gas turbine engines have almost completely replaced piston engines and have taken a dominant position.
Their widespread use in the energy sector, industry and transport has become possible due to higher energy efficiency, compactness and low weight compared to other types. power plants.
High specific parameters of gas turbine engines are provided by design features and thermodynamic cycle. The gas turbine engine cycle, although it consists of the same basic processes as the piston engine cycle internal combustion, has a significant difference. In piston engines, the processes occur sequentially, one after another, in the same engine element - the cylinder. In gas turbine engines, these same processes occur simultaneously and continuously in various elements of the engine. Due to this, in a gas turbine engine there is no such uneven operating conditions of engine elements as in a piston engine, and the average speed and mass flow working fluid is 50...100 times higher than in piston engines. This makes it possible to concentrate large capacities in small GTEs.
Aviation gas turbine engines, according to the method of creating traction force, belong to the class jet engines, the classification of which is shown in Fig. 1.2.
Rice. 1.2. Classification of jet engines.
The second group includes air-jet engines (AJE), for which atmospheric air is the main component of the working fluid, and atmospheric oxygen is used as an oxidizing agent. The involvement of the air environment can significantly reduce the stock of the working fluid and increase the efficiency of the engine.
Gas turbine WFDs, which got their name due to the presence of a turbocompressor unit, which incorporates a gas turbine as the main source of mechanical energy.
Jet engines, in which all the useful work of the cycle is spent on accelerating the working fluid, are called direct reaction engines. These include rocket engines of all types, combined engines, direct-flow and pulsating VRD, and from the group of gas turbine engines - turbojet engines (TRD) and bypass turbojet engines (TRDD). If the main part of the useful work of the cycle in the form of mechanical work on the engine shaft is transferred to a special propeller, for example, an air screw, then such an engine is called an indirect reaction engine. Examples of indirect reaction engines are a turboprop engine (TVD) and a helicopter gas turbine engine.
A piston propeller unit can also serve as a classic example of an indirect reaction engine. There is no qualitative difference in the way of creating tractive effort between it and a turboprop engine.
1.2. GTE for land and sea applications
In parallel with the development of aviation gas turbine engines, the use of gas turbine engines in industry and transport began. B1939r. Swiss company A.G. Brown Bonery commissioned the first 4 MW gas turbine-driven power plant with an efficiency of 17.4%. This power plant is currently in working condition. In 1941, the first railway gas turbine locomotive, equipped with a gas turbine engine with a capacity of 1620 kW, developed by the same company, went into operation. From the end of the 1940s. Gas turbine engines are beginning to be used to drive marine ship propulsion, and since the late 1950s. - as part of gas compressor units on main gas pipelines for driving natural gas blowers.
Thus, constantly expanding the scope and scale of their application, gas turbine engines are developing in the direction of increasing unit power, efficiency, reliability, automation of operation, and improving environmental performance.
The rapid introduction of gas turbine engines in various industries and transport was facilitated by the undeniable advantages of this class of heat engines over other power plants - steam turbines, diesel engines, etc. These advantages include:
Big power in one unit;
Compactness, small weight fig. 1.3;
Balance of moving elements;
Wide range of used fuels;
Easy and fast start-up, even when low temperatures;
Good traction characteristics;
High throttle response and good handling.
Rice. 1.3. Comparison overall dimensions GTE and diesel engine with a capacity of 3 MW
The main disadvantage of the first models on land and sea gas turbine engines was relatively low efficiency. However, this problem was quickly overcome in the process of constant improvement of engines, which was facilitated by the advanced development of technologically similar aircraft gas turbine engines and the transfer of advanced technologies to ground engines.
1.3. Areas of application for ground-based gas turbine engines
1.3.1. Mechanical drive of industrial equipment
The most widespread use of gas turbine engines of a mechanical drive is found in the gas industry. They are used to drive natural gas blowers as part of gas compressor units at compressor stations of main gas pipelines, as well as to drive units for pumping natural gas into underground storage facilities (Fig. 1.4).
Rice. 1.4. Application of GTE for direct drive of natural gas blower:
1 - gas turbine engine; 2 - transmission; 3 - supercharger
Gas turbine engines are also used to drive pumps, process compressors, blowers at oil, oil refining, chemical and metallurgical industries. GTE power range from 0.5 to 50 MW.
The main feature of the listed driven equipment is the dependence of power consumption N from rotational speed n (usually close to cubic: N~n3 ), temperature and pressure of injected media. Therefore, gas turbine engines of a mechanical drive must be adapted to work with variable speed and power. This requirement is best met by the GTE scheme with a free power turbine. Various schemes of ground gas turbine engines will be discussed below.
1.3.2. Drive of electric generators
GTE for driving electric generators fig. 1.5 are used as part of gas turbine power plants (GTPP) of a simple cycle and condensing power plants of a combined steam-gas cycle (CCGT) that produce "clean" electricity, as well as as part of cogeneration plants that produce jointly electrical and thermal energy.
Rice. 1.5. The use of gas turbine engines to drive a generator (through a gearbox):
1 - gas turbine engine; 2 - transmission; 3 - reducer; 4 - generator.
Modern simple cycle GTPPs with relatively moderate electrical efficiencyη el =25...40%, are mainly used in peak operation - to cover daily and seasonal fluctuations in demand for electricity. The operation of gas turbine engines as part of peak gas turbine power plants is characterized by a high cyclicity (a large number of cycles "start-up - load - work under load - stop"). The quick start capability is important advantage GTE when operating in peak mode.
CCGT power plants are used in the basic mode (permanent operation with a load close to the nominal one, with a minimum number of start-stop cycles for routine maintenance and repair work). Modern CCGTs based on high power gas turbine engines ( N >150 MW ), achieve power generation efficiencyη el =58...60%.
Heat in cogeneration plants exhaust gases GTE is used in the waste heat boiler for the production hot water and (or) steam for technological needs or in centralized heating systems. The joint production of electrical and thermal energy significantly reduces its cost. The fuel heat utilization factor in cogeneration plants reaches 90%.
CCGT power plants and cogeneration plants are the most efficient and dynamically developing modern energy systems. At present, the world production of power gas turbine engines is about 12,000 units per year with a total capacity of about 76,000 MW.
The main feature of the gas turbine engine for driving electric generators is the constancy of the output shaft speed in all modes (from idle move to the maximum), as well as high requirements for the accuracy of maintaining the speed, on which the quality of the generated current depends. These requirements are best met by single-shaft gas turbine engines, so they are widely used in the power industry. high power gas turbine engine ( N >60 MW ), operating, as a rule, in the basic mode as part of powerful power plants, are carried out exclusively according to a single-shaft scheme.
The power industry uses the entire power range of gas turbine engines from several tens of kW to 350 MW.
1.3.3. The main types of ground gas turbine engines
Ground-based gas turbine engines for various purposes and power classes can be divided into three main technological types:
Stationary gas turbine engines;
GTE converted from aircraft engines (aircraft derivatives);
Microturbines.
1.3. 3.1. Stationary gas turbine engines
Engines of this type are developed and manufactured at the enterprises of the power engineering complex in accordance with the requirements for power equipment:
High resource (at least 100,000 hours) and service life (at least 25 years);
High reliability;
Maintainability under operating conditions;
Moderate cost of used structural materials and fuels and lubricants to reduce the cost of production and operation;
Absence of strict size and mass restrictions essential for aviation gas turbine engines.
These requirements have shaped the appearance of stationary gas turbine engines, which are characterized by the following features:
The most simple design;
Use of inexpensive materials with relatively low performance;
Massive cases, as a rule, with a horizontal split for the possibility of excavation and repair of the GTE rotor under operating conditions;
The design of the combustion chamber, providing the possibility of repair and replacement of flame tubes under operating conditions;
The use of plain bearings.
A typical stationary gas turbine engine is shown in fig. 1.6.
Rice. sixteen . Stationary gas turbine engine (model M 501 F from Mitsubishi)
with a capacity of 150 MW.
Currently, stationary gas turbine engines are used in all areas of application of ground-based gas turbine engines in a wide power range from 1 MW up to 350 MW.
At the initial stages of development in stationary gas turbine engines, moderate cycle parameters were used. This was due to some technological lag behind aircraft engines due to the lack of powerful state financial support, which was used by the aircraft engine industry in all countries producing aircraft engines. Since the late 1980sy.y. the widespread introduction of aviation technologies began in the design of new models of gas turbine engines and the modernization of existing ones.
To date, powerful stationary gas turbine engines in terms of thermodynamic and technological perfection have come close to aircraft engines while maintaining a high resource and service life.
1.3.3.2. Ground gas turbine engines converted from aircraft engines
Gas turbine engines of this type are developed on the basis of aircraft prototypes at enterprises of the aircraft engine building complex using aviation technologies. Industrial gas turbine engines converted from aircraft engines began to be developed at the beginning of 1960- x year, when the resource of civil aviation gas turbine engines reached an acceptable value (2500 ... 4000 hours).
The first industrial units with an aircraft drive appeared in the power industry as peak or standby units. Further rapid introduction of aircraft derivatives of gas turbine engines in industry and transport was facilitated by:
Faster progress in aircraft engine building in terms of cycle parameters and reliability improvement than in stationary gas turbine building;
High quality production of aviation gas turbine engines and the possibility of organizing their centralized repair;
The possibility of using aircraft engines that have completed their flight life, with necessary repairs for operation on the ground;
The advantages of aviation gas turbine engines are small weight and dimensions, faster start-up and throttle response, lower required power of starting devices, lower required capital costs in the construction of application objects.
When converting the base aircraft engine into a ground-based gas turbine engine, if necessary, the materials of some parts of the cold and hot parts are replaced, most subject to corrosion. So, for example, magnesium alloys are replaced by aluminum or steel ones, more heat-resistant alloys with a high chromium content are used in the hot part. The combustion chamber and fuel supply system are modified to operate on gaseous fuel or for a multi-fuel version. Engine units and systems are being finalized (starting, automatic control(ACS), fire-fighting, oil system, etc.) and piping to ensure operation in ground conditions. If necessary, some stator and rotor parts are reinforced.
The volume of design modifications to the base aircraft engine in the ground modification is largely determined by the type of aircraft gas turbine engine.
A comparison of a converted gas turbine engine and a stationary gas turbine engine of the same power class is shown in fig. 1.7.
Aviation theater and helicopter gas turbine engines are functionally and structurally more than other aircraft engines adapted to work as ground-based gas turbine engines. They actually do not require modification of the turbocharger part (except for the combustion chamber).
In the 1970s, the ground-based gas turbine engine HK-12CT was developed on the basis of the single-shaft aviation theater HK-12, which was operated on TU-95, TU-114 and AN-22 aircraft. The converted HK-12CT engine with a capacity of 6.3 MW was made with a free CT and operates as part of many GPUs to this day.
At present, converted aircraft gas turbine engines of various manufacturers are widely used in energy, industry, marine conditions and transport.
Rice. 1.7. Comparison of typical designs of a GTE converted from an aircraft engine and a stationary GTE of the same power class 25 MW :
1 - thin cases; 2 - rolling bearings; 3 - remote CS;
4 - massive buildings; 5 - plain bearings; 6 - horizontal connector
Power range - from several hundred kilowatts to 50 MW.
This type of gas turbine engine is characterized by the highest effective efficiency when operating in a simple cycle, which is due to the high parameters and efficiency of the basic aircraft engine units.
1.3.3.3. Microturbines
In the 1990s, ultra-low power gas turbine engines (from 30 to 200 kW), called microturbines, began to be intensively developed abroad.
Note: it must be borne in mind that in foreign practice, the terms "turbine", "gas turbine" denote both a separate turbine unit and a gas turbine engine as a whole).
Features of microturbines are due to their extremely small dimension and scope. Microturbines are used in small-scale power generation as part of compact cogeneration plants (GTU-CHP) as autonomous sources of electrical and thermal energy. Microturbines have the simplest possible design - a single-shaft circuit and a minimum number of parts Fig. 1.8.
Rice. 1.7. Microturbine (model TA-60 from Elliot Energy Systems with a capacity of 60 kW)
A single-stage centrifugal compressor and a single-stage centripetal turbine are used, made in the form of monowheels. The rotor speed due to the small dimension reaches 40000 ... 120 000 rpm Therefore, ceramic and gas-static bearings are used. The combustion chamber is multi-fuel and can operate on gaseous and liquid fuels.
Structurally, the gas turbine engine is integrated as much as possible into the power plant: the rotor of the gas turbine engine is combined on the same shaft with the rotor of the high-frequency electric generator.
The efficiency of microturbines in a simple cycle is 14...18%. Exhaust gas heat regenerators are often used to increase efficiency. The efficiency of the microturbine in the regenerative cycle reaches 28...32%.
The relatively low efficiency of microturbines is explained by the small size and low cycle parameters that are used in this type of GTE to simplify and reduce the cost of installations. Since microturbines operate as part of cogeneration plants (GTU-CHP), the low efficiency of gas turbine engines is compensated by the increased thermal power generated by the mini GTU-CHP due to exhaust gas heat.
The fuel heat utilization factor in these units reaches 80%.
1.4. The main global manufacturers of gas turbine engines
General Electric USA. General Electric Company (GE ) is the world's largest manufacturer of aviation, land and marine gas turbine engines. The division of General Electric Aircraft Engines (GE AE) is currently engaged in the development and production of various types of aircraft gas turbine engines - turbofan engines, turbofan engines, turbofan engines and helicopter gas turbine engines.
Pratt & Whitney, USA. Argy & Whitney (PW) is part of the company United Technologies Corporations (UTC).Currently, PW is engaged in the development and production of medium and high thrust aircraft turbofans.
Pratt & Whitney Canada , (Canada). Pratt & Whitney Canada (PWC) is also part of UTC's PW Group. PWC is engaged in the development and production of small-sized turbofan engines, theater engines and helicopter gas turbine engines.
Rolls-Royce (UK). Rolls-Royce currently designs and manufactures wide range GTE for aviation, land and sea applications.
Honeywell (USA) . Honeywell is engaged in the development and production of aviation gas turbine engines - turbofan engines and turbofan engines in a small thrust class, theater engines and helicopter gas turbine engines.
Snecma (France). The company is engaged in the development and production of aviation gas turbine engines - military turbofan engines and civil turbofan engines together with GE. Together with Rolls-Royce, they developed and produced the Olimp turbofan engine.
Turbomeca (France). Turbomeca mainly designs and manufactures small and medium power HPTs and helicopter GTEs.
Siemens (Germany). The profile of this large company is stationary land-based gas turbine engines for power and mechanical drive and marine applications in a wide power range.
Alstom (France, UK).Alstom develops and manufactures stationary single-shaft power gas turbine engines of low power.
Solar (USA). Solar is part of Caterpillar and is engaged in the design and manufacture of low power stationary gas turbine engines for power and mechanical drive and marine applications.
OJSC Aviadvigatel (Perm). It develops, manufactures and certifies aviation gas turbine engines - civil turbofan engines for mainline aircraft, military turbofan engines, helicopter gas turbine engines, as well as aircraft derivatives of ground-based industrial gas turbine engines for mechanical and power drives.
GUNPP "Plant named after V.Ya. Klimov (St. Petersburg). State unitary research and production enterprise "Plant named after. V.Ya. Klimov" in recent years specializes in the development and production of aircraft gas turbine engines. The range of developments is wide - military turbofan engines, aircraft theater engines and helicopter gas turbine engines; tank gas turbine engines, as well as converted industrial gas turbine engines.
JSC "LMZ" (St. Petersburg).OJSC "Leningrad Metallic Plant" develops and manufactures stationary power gas turbine engines.
Federal State Unitary Enterprise "Motor" (Ufa).The Federal State Unitary Enterprise "Research and Production Enterprise "Motor"" is developing military turbojet engines and turbofan engines for fighters and attack aircraft.
"Omsk MKB" (Omsk).JSC "Omsk Motor-Building Design Bureau" is engaged in the development of small-sized gas turbine engines and auxiliary control systems.
OAO NPO Saturn (Rybinsk). JSC "Scientific and Production Association "Saturn"" in recent years develops and manufactures military turbofan engines, theater engines, helicopter gas turbine engines, converted ground-based gas turbine engines. Together with NPO "Mashproekt" (Ukraine) participates in the program of single-shaft gas turbine engine with a capacity of 110 MW.
JSC "SNTK im. N.D. Kuznetsova.OJSC "Samara Scientific and Technical Complex named after. N.D. Kuznetsova develops and produces aircraft gas turbine engines (TVD, turbofan engines, turbofan engines) and ground gas turbine engines converted from aircraft engines.
AMHTK Soyuz (Moscow).OJSC "Aviamotor Scientific and Technical Complex "Soyuz"" develops and manufactures aviation gas turbine engines - turbofan engines, turbofan engines, lift-and-flight turbofan engines.
Tushino MKB "Soyuz" (Moscow). The state enterprise "Tushino machine-building design bureau "Soyuz"" is engaged in fine-tuning and modernization of military turbofan engines.
NPP "Mashproekt" (Ukraine, Nikolaev). Research and Production Enterprise "Zorya-Mashproekt" (Ukraine, Nikolaev) develops and manufactures gas turbine engines for marine power plants, as well as ground-based gas turbine engines for power and mechanical drives. Land engines are modifications of marine application models. GTE power class: 2...30 MW . Since 1990 NPP Zorya-Mashproekt is also developing a stationary single-shaft power engine UGT-110 with a capacity of 110 MW.
SE "ZMKB" Progress "im. A.G. Ivchenko" (Ukraine, Zaporozhye).State Enterprise Zaporizhia Machine-Building Design Bureau Progress named after Academician A.G. Ivchenko" specializes in the development, manufacture of prototypes and certification of aviation gas turbine engines - turbofan engines in the thrust range 17 ... 230 kN , aircraft theater engines and helicopter gas turbine engines with a capacity of 1000 ... 10000 kW , as well as industrial ground gas turbine engines with a capacity of 2.5 to 10000 kW.
Engines developed by ZMKB Progress are mass-produced inOJSC "Motor Sich" (Ukraine, Zaporozhye). The most massive serial aircraft engines and promising projects:
TVD and helicopter gas turbine engines - AI-20, AI-24, D-27;
TRD - AI-25, DV-2, D-36, D-18T, D-436T1 / T2 / LP.
Ground gas turbine engines:
D-336-1/2, D-336-2-8, D-336-1/2-10.
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Aircraft engines are also often used to generate electrical power, due to their ability to start, stop and change load faster than industrial machines.
Types of gas turbine engines
Single-shaft and multi-shaft engines
The simplest gas turbine engine has only one turbine, which drives the compressor and at the same time is a source of useful power. This imposes a restriction on the operating modes of the engine.
Sometimes the engine is multi-shaft. In this case, there are several turbines in series, each of which drives its own shaft. The high-pressure turbine (the first one after the combustion chamber) always drives the engine compressor, and the subsequent ones can drive both an external load (helicopter or ship propellers, powerful electric generators, etc.) and additional compressors of the engine itself, located in front of the main one.
The advantage of a multi-shaft engine is that each turbine operates at optimum speed and load. With a load driven from the shaft of a single-shaft engine, the throttle response of the engine, that is, the ability to quickly spin up, would be very poor, since the turbine needs to supply power both to provide the engine with a large amount of air (power is limited by the amount of air) and to accelerate the load. With a two-shaft scheme, a light high-pressure rotor quickly enters the mode, providing the engine with air, and the turbine low pressure plenty of gas for acceleration. It is also possible to use a less powerful starter for acceleration when starting only the high pressure rotor.
Turbojet engine
Scheme of a turbojet engine: 1 - input device; 2 - axial compressor; 3 - combustion chamber; 4 - turbine blades; 5 - nozzle.
In flight, the air flow is decelerated in the inlet device in front of the compressor, as a result of which its temperature and pressure increase. On the ground in the inlet, the air accelerates, its temperature and pressure decrease.
Passing through the compressor, the air is compressed, its pressure rises by 10-45 times, and its temperature rises. Compressors of gas turbine engines are divided into axial and centrifugal. Nowadays, multistage axial compressors are the most common in engines. Centrifugal compressors are typically used in small power plants.
Then the compressed air enters the combustion chamber, in the so-called flame tubes, or in the annular combustion chamber, which does not consist of individual pipes, but is an integral annular element. Today, annular combustion chambers are the most common. Tubular combustion chambers are used much less frequently, mainly on military aircraft. The air entering the combustion chamber is divided into primary, secondary and tertiary. Primary air enters the combustion chamber through a special window in the front, in the center of which there is a nozzle attachment flange and is directly involved in the oxidation (combustion) of the fuel (formation fuel-air mixture). Secondary air enters the combustion chamber through holes in the walls of the flame tube, cooling, shaping the flame and not participating in combustion. Tertiary air is supplied to the combustion chamber already at the exit from it, to equalize the temperature field. When the engine is running, a vortex of hot gas always rotates in the front part of the flame tube (due to the special shape of the front part of the flame tube), which constantly ignites the air-fuel mixture that is being formed, and the fuel (kerosene, gas) that enters through the nozzles in a vaporous state is burned.
The gas-air mixture expands and part of its energy is converted in the turbine through the rotor blades into the mechanical energy of the rotation of the main shaft. This energy is spent primarily on the operation of the compressor, and is also used to drive engine units (fuel booster pumps, oil pumps, etc.) and drive electric generators that provide energy to various onboard systems.
The main part of the energy of the expanding gas-air mixture is used to accelerate the gas flow in the nozzle and create jet thrust.
The higher the combustion temperature, the higher the efficiency of the engine. To prevent the destruction of engine parts, heat-resistant alloys are used, equipped with cooling systems, and thermal barrier coatings.
Turbojet engine with afterburner
A turbojet engine with an afterburner (TRDF) is a modification of the turbojet engine used mainly on supersonic aircraft. An additional afterburner is installed between the turbine and the nozzle, in which additional fuel is burned. As a result, there is an increase in thrust (afterburner) up to 50%, but fuel consumption increases dramatically. Afterburner engines are generally not used in commercial aviation due to their low fuel economy.
"The main parameters of turbojet engines of various generations"
| Generation/ period |
gas temperature in front of the turbine °C |
Compression ratio gas, π to * |
characteristic representatives |
Where installed |
|---|---|---|---|---|
| 1 generation 1943-1949 |
730-780 | 3-6 | BMW 003, Jumo 004 | Me 262, Ar 234, He 162 |
| 2 generation 1950-1960 |
880-980 | 7-13 | J 79, R11-300 | F-104, F4, MiG-21 |
| 3rd generation 1960-1970 |
1030-1180 | 16-20 | TF 30, J 58, AL 21F | F-111, SR 71, MiG-23 B, Su-24 |
| 4th generation 1970-1980 |
1200-1400 | 21-25 | F 100, F 110, F404, RD-33, AL-31F |
F-15, F-16, MiG-29, Su-27 |
| 5th generation 2000-2020 |
1500-1650 | 25-30 | F119-PW-100, EJ200, F414, AL-41F |
F-22, F-35, PAK FA |
Starting from the 4th generation, the turbine blades are made of single-crystal alloys, cooled.
Turboprop
Scheme of a turboprop engine: 1 - propeller; 2 - reducer; 3 - turbocharger.
In a turboprop engine (TVD), the main thrust is provided by a propeller connected through a gearbox to the turbocharger shaft. For this, a turbine with an increased number of stages is used, so that the expansion of the gas in the turbine occurs almost completely and only 10-15% of the thrust is provided by the gas jet.
Turboprops are much more fuel efficient at low airspeeds and are widely used for aircraft with greater payload and range. The cruising speed of aircraft equipped with a theater of operations is 600-800 km / h.
turboshaft engine
Turboshaft engine (TVaD) - a gas turbine engine, in which all the developed power is transmitted to the consumer through the output shaft. The main area of application is helicopter power plants.
Dual circuit engines
A further increase in the efficiency of engines is associated with the appearance of the so-called external circuit. Part of the excess turbine power is transferred to the low pressure compressor at the engine inlet.
Double-circuit turbojet engine
Scheme of a turbojet bypass engine(TRDD) with mixing flows: 1 - low pressure compressor; 2 - inner contour; 3 - output flow of the internal circuit; 4 - output flow of the external circuit.
In a bypass turbojet engine (TEF), the air flow enters the low-pressure compressor, after which part of the flow passes through the turbocharger in the usual way, and the rest (cold) passes through the external circuit and is ejected without combustion, creating additional thrust. As a result, the outlet gas temperature is reduced, fuel consumption is reduced and engine noise is reduced. The ratio of the amount of air that has passed through the external circuit to the amount of air that has passed through the internal circuit is called the bypass ratio (m). With the degree of bypass<4 потоки контуров на выходе, как правило, смешиваются и выбрасываются через общее сопло, если m>4 - streams are ejected separately, since mixing is difficult due to a significant difference in pressures and velocities.
Engines with low bypass ratio (m<2) применяются для сверхзвуковых самолётов, двигатели с m>2 for subsonic passenger and transport aircraft.
turbofan engine
Scheme of a turbojet bypass engine without mixing flows (Turbofan engine): 1 - fan; 2 - protective fairing; 3 - turbocharger; 4 - output flow of the internal circuit; 5 - output flow of the external circuit.
A turbofan jet engine (TRJD) is a turbofan engine with a bypass ratio m=2-10. Here, the low-pressure compressor is converted into a fan, which differs from the compressor in a smaller number of steps and a larger diameter, and the hot jet practically does not mix with the cold one.
Turbopropfan engine
A further development of the turbojet engine with an increase in the bypass ratio m = 20-90 is a turbopropfan engine (TVVD). Unlike a turboprop engine, HPT engine blades are saber-shaped, allowing some of the airflow to be redirected to the compressor and increasing compressor inlet pressure. Such an engine is called a propfan and can be either open or hooded with an annular fairing. The second difference is that the propfan is not driven directly from the turbine, like a fan, but through a gearbox.
Auxiliary power unit
Auxiliary power unit (APU) - a small gas turbine engine, which is an additional source of power, for example, to start the main engines of aircraft. APU provides on-board systems compressed air(including for cabin ventilation), electricity and creates pressure in the hydraulic system of the aircraft.
Ship installations
Used in the ship industry to reduce weight. GE LM2500 and LM6000 are two representative models of this type of machine.
Ground propulsion systems
Other modifications of gas turbine engines are used as power plants on ships (gas turbine ships), railway (gas turbine locomotives) and other land transport, as well as at power plants, including mobile ones, and for pumping natural gas. The principle of operation is practically the same as turboprop engines.
Closed cycle gas turbine
In a closed cycle gas turbine, the working gas circulates without contact with the environment. Heating (before the turbine) and cooling (before the compressor) of the gas is carried out in heat exchangers. Such a system allows the use of any heat source (for example, a gas-cooled nuclear reactor). If combustion of fuel is used as a heat source, then such a device is called an external combustion turbine. In practice, closed-cycle gas turbines are rarely used.
External Combustion Gas Turbine
Most gas turbines are internal combustion engines, but it is also possible to build an external combustion gas turbine which is, in fact, a turbine version of a heat engine.
External combustion uses pulverized coal or finely ground biomass (eg sawdust) as fuel. External combustion of gas is used both directly and indirectly. In a direct system, the combustion products pass through the turbine. In an indirect system, a heat exchanger is used and clean air passes through the turbine. The thermal efficiency is lower in an indirect type external combustion system, but the blades are not exposed to combustion products.
Use in ground vehicles
A 1968 Howmet TX is the only turbo in history to win a car race.
Gas turbines are used in ships, locomotives and tanks. Many experiments were carried out with cars equipped with gas turbines.
In 1950, designer F.R. Bell and Chief Engineer Maurice Wilks in the British Rover company Company announced the first car powered by a gas turbine engine. The two-seater JET1 had the engine behind the seats, air intake grilles on both sides of the car, and exhaust vents on the top of the tail. During the tests, the car reached a maximum speed of 140 km / h, with a turbine speed of 50,000 rpm. The car ran on gasoline, paraffin or diesel oils, but fuel consumption problems proved insurmountable for car production. It is currently on display in London at the Science Museum.
Rover and British Racing Motors (BRM) (Formula 1) teams joined forces to create the Rover-BRM, a gas turbine powered car that entered the 1963 24 Hours of Le Mans, driven by Graham Hill and Gitner Ritchie. It had an average speed of 107.8 mph (173 km/h), and top speed- 142 mph (229 km/h). American companies Ray Heppenstall, Howmet Corporation and McKee Engineering have teamed up to jointly develop their own gas turbine sports cars in 1968, the Howmet TX competed in several US and European races, including two victories, and entered the 1968 24 Hours of Le Mans. The cars used gas turbines from the Continental Motors Company, which eventually established six landing speeds for turbine-powered cars by the FIA.
In open-wheel car racing, a revolutionary 1967 all-wheel drive car STP Oil Treatment Special powered by a turbine specially selected by racing legend Andrew Granatelli and driven by Parnelli Jones, nearly won the Indy 500; Pratt & Whitney's STP turbo car was almost a lap ahead of the second-placed car when its gearbox unexpectedly failed three laps before the finish line. In 1971, Lotus CEO Colin Chapman introduced the Lotus 56B F1, powered by a Pratt & Whitney gas turbine. Chapman had a reputation for building winning machines, but was forced to abandon the project due to numerous problems with turbine inertia (turbolag).
The original General Motors Firebird concept car series was designed for the 1953, 1956, 1959 Motorama auto show, powered by gas turbines.
Use in tanks
The first studies on the use of a gas turbine in tanks were carried out in Germany by the Office of the Armed Forces from mid-1944. The first mass-produced tank on which a gas turbine engine was installed was the C-tank. Gas engines are installed in the Russian T-80 and the American M1 Abrams.
Gas turbine engines installed in tanks, with similar dimensions to diesel engines, have much more power, lighter weight and less noise. However, due to low efficiency similar engines a much larger amount of fuel is required for a comparable diesel engine power reserve.
Designers of gas turbine engines
see also
Links
- Gas turbine engine- article from the Great Soviet Encyclopedia
- GOST R 51852-2001
Ph.D. A.V. Oatmeal, head. Department "Industrial heat power engineering and ecology";
Ph.D. A.V. Shapovalov, associate professor;
V.V. Bolotin, engineer;
“Gomel State Technical University named after P.O. Sukhoi, Republic of Belarus
The article provides a justification for the possibility of creating a CHP based on a converted AGTE as part of a gas turbine unit (GTU), an assessment of the economic effect of introducing AGTE into the energy sector as part of large and medium-sized CHPPs to cover peak electrical loads.
Overview of Aviation Gas Turbine Plants
One of the successful examples of the use of AGTD in the energy sector is the cogeneration GTU 25/39, installed and located in industrial operation at the Bezymyanskaya CHPP, located in the Samara region in Russia, which is described below. The gas turbine plant is designed to generate electrical and thermal energy for the needs of industrial enterprises and household consumers. The electric power of the installation is 25 MW, the thermal power is 39 MW. The total capacity of the plant is 64 MW. Annual productivity of electric power - 161.574 GWh/year, thermal energy - 244120 Gcal/year.
The installation is distinguished by the use of a unique aircraft engine NK-37, which provides an efficiency of 36.4%. This efficiency provides high plant efficiency, unattainable in conventional thermal power plants, as well as a number of other advantages. The installation works on natural gas with a pressure of 4.6 MPa and a flow rate of 1.45 kg/s. In addition to electricity, the installation produces 40 t / h of steam at a pressure of 14 kgf / cm 2 and heats 100 tons of network water from 70 to 120 ° C, which makes it possible to provide light and heat to a small city.
When placing the unit on the territory of thermal power plants, no additional special units for chemical water treatment, water discharge, etc. are required.
Such gas turbine power plants are indispensable for use in cases where:
■ it is necessary to solve the problem of providing electric and thermal energy to a small town, industrial or residential area - the modularity of the installations makes it easy to arrange any option depending on the needs of the consumer;
■ industrial development of new areas of human life, including those with living conditions, when the compactness and manufacturability of the installation is especially important. The normal operation of the unit is ensured in the ambient temperature range from -50 to +45 ° C under the influence of all other adverse factors: humidity up to 100%, precipitation in the form of rain, snow, etc.;
■ cost-effectiveness of the installation is important: high efficiency ensures the production of cheaper electric and thermal energy and a short payback period (about 3.5 years) with investments in the construction of the installation of 10 million 650 thousand dollars. USA (according to the manufacturer).
In addition, the installation is distinguished by environmental friendliness, the presence of multi-stage noise reduction, and full automation of control processes.
The GTU 25/39 is a stationary unit of a block-container type measuring 21 m by 27 m. For its operation in the version autonomous from existing stations, the unit must be complete with chemical water treatment devices, an open switchgear for lowering the output voltage to 220 or 380 V, cooling tower for water cooling and free-standing booster gas compressor. In the absence of the need for water and steam, the design of the installation is greatly simplified and cheaper.
The installation itself includes an NK-37 aircraft engine, a TKU-6 waste heat boiler and a turbogenerator.
The total installation time of the installation is 14 months.
In Russia, a large number of units based on converted AGTD with a capacity from 1000 kW to several tens of MW are produced, they are in demand. This confirms the economic efficiency of their use and the need for further developments in this industry.
Installations manufactured at CIS plants differ in:
■ low specific capital investments;
■ block execution;
■ reduced installation time;
■ short payback period;
■ the possibility of full automation, etc. .
Characteristics of the GTU based on the converted AI-20 engine
A very popular and most frequently used gas turbine is based on the AI-20 engine. Consider a gas turbine CHPP (GTTPP), in relation to which studies were carried out and calculations of the main indicators were performed.
The GTTETS-7500/6.3 gas turbine combined heat and power plant with an installed electric power of 7500 kW consists of three gas turbine generators with AI-20 turboprop engines with a nominal electric power of 2500 kW each.
The thermal power of the GTPP is 15.7 MW (13.53 Gcal/h). Behind each gas turbine generator there is a gas-fired network water heater (GPSV) with finned pipes for heating water with exhaust gases for heating, ventilation and hot water supply locality. Aircraft engine exhaust gases pass through each economizer in the amount of 18.16 kg/s with a temperature of 388.7 °C at the economizer inlet. In the GFSV, the gases are cooled to a temperature of 116.6 ° C and fed into the chimney.
For modes with reduced thermal loads, bypassing the exhaust gas flow with an outlet to the chimney has been introduced. Water consumption through one economizer is 75 t/h. Network water is heated from a temperature of 60 to 120 ° C and is supplied to consumers for the needs of heating, ventilation and hot water supply under a pressure of 2.5 MPa.
Technical indicators of GTU based on the AI-20 engine: power - 2.5 MW; the degree of pressure increase - 7.2; gas temperature in the turbine at the inlet - 750 ° C, at the outlet - 388.69 ° C; gas consumption - 18.21 kg / s; number of shafts - 1; air temperature in front of the compressor - 15 ° C. Based on the available data, we calculate the output characteristics of the gas turbine according to the algorithm given in the source.
Output characteristics of GTU based on the AI-20 engine:
■ specific useful work of GTU (at η fur =0.98): H e =139.27 kJ/kg;
■ efficiency factor: φ=3536;
■ air consumption at power N gtu = 2.5 MW: G k = 17.95 kg/s;
■ fuel consumption at power N gtu = 2.5 MW: G top = 0.21 kg/s;
■ total consumption of exhaust gases: g g =18.16 kg/s;
■ specific air consumption in the turbine: g k =0.00718 kg/kW;
■ specific heat consumption in the combustion chamber: q 1 =551.07 kJ/kg;
■ effective efficiency factor of GTP: η e =0.2527;
■ specific reference fuel consumption for generated electricity (with generator efficiency η gene = 0.95) without exhaust gas heat recovery: b c. t = 511.81 g/kWh.
Based on the data obtained and in accordance with the calculation algorithm, you can proceed to obtain technical and economic indicators. Additionally, we ask the following: the installed electric power of the GTCHP is N set = 7500 kW, the rated thermal power of the gas fired power plants installed at the GTPP is QTPP = 15736.23 kW, the consumption of electricity for own needs is assumed to be 5.5%. As a result of the research and calculations, the following values were determined:
■ Gross primary energy coefficient of the GTPP, equal to the ratio of the sum of the electric and thermal capacities of the GTPP to the product of the specific fuel consumption with the lower calorific value of the fuel, η b GTPP = 0.763;
■ net primary energy factor of GTPP η n GTPP = 0.732;
■ Efficiency of electric energy generation in a cogeneration gas turbine, equal to the ratio of the specific gas work in the gas turbine to the difference in the specific heat consumption in the combustion chamber of the gas turbine per 1 kg of working fluid and the specific heat removal in the gas turbine from 1 kg of exhaust gases of the gas turbine, η e gtu = 0.5311 .
Based on the available data, it is possible to determine the technical and economic indicators of the GTPP:
■ equivalent fuel consumption for electricity generation in a cogeneration GTP: VGt U =231.6 g of fuel equivalent/kWh;
■ hourly fuel equivalent consumption for power generation: B e gtu =579 kg of reference fuel per hour;
■ hourly fuel equivalent consumption in gas turbines: B h eu gas turbine ==1246 kg c.u. t/h
In accordance with the “physical method”, the remaining amount of conventional fuel is used to generate heat: B t h \u003d 667 kg c.u. t/h
The specific consumption of standard fuel for the generation of 1 Gcal of heat in a cogeneration GTP will be: V t GTU = 147.89 kg of reference fuel per hour.
Technical and economic indicators of mini-CHP are given in Table. 1 (in the table and below, prices are given in Belarusian rubles, 1000 Belarusian rubles ~ 3.5 Russian rubles - note of the author).
Table 1. Technical and economic indicators of a mini-CHP based on the converted AGTD AI-20, sold at its own expense (prices are in Belarusian rubles).
| The name of indicators | Units
measurements |
Value |
| Installed electrical power | MW | 3-2,5 |
| Installed heat output | MW | 15,7 |
| Specific capital investments per unit of electric power | million rubles/kWh | 4 |
| Annual supply of electricity | kWh | 42,525-10 6 |
| Annual supply of thermal energy | Gcal | 47357 |
| Unit cost: | ||
| - electricity | RUB/kWh | 371,9 |
| - thermal energy | RUB/G cal | 138700 |
| Balance sheet (gross) profit | mln rub. | 19348 |
| Payback period | years | 6,3 |
| Break even | % | 34,94 |
| Profitability (total) | % | 27,64 |
| Internal rate of return | % | 50,54 |
Economic calculations show that the payback period for investments in combined heat and power plants with AGTE is up to 7 years when projects are implemented at their own expense. At the same time, the construction period can range from several weeks when installing small installations with an electrical capacity of up to 5 MW, up to 1.5 years when commissioning an installation with an electrical capacity of 25 MW and a thermal one of 39 MW. Reduced installation time is explained by the modular delivery of power plants based on AGTD with full factory readiness.
Thus, the main advantages of converted AGTE, when introduced into the energy sector, are as follows: low specific investment in such installations, a short payback period, reduced construction time due to the modularity of execution (the installation consists of mounting blocks), the possibility of full automation of the station, etc.
For comparison, we give examples of operating gas-powered mini-CHPs in the Republic of Belarus, their main technical and economic parameters are shown in Table. 2.
Having made a comparison, it is easy to see that, against the background of existing plants, gas turbine plants based on converted aircraft engines have a number of advantages. Considering AGTUs as highly maneuverable power plants, it is necessary to keep in mind the possibility of their significant overload by switching to a gas-vapor mixture (due to the injection of water into the combustion chambers), while it is possible to achieve an almost threefold increase in the power of a gas turbine plant with a relatively small decrease in its coefficient useful action.
The efficiency of these stations increases significantly when they are located at oil wells, using associated gas, at oil refineries, at agricultural enterprises, where they are as close as possible to consumers of thermal energy, which reduces energy losses during its transportation.
To cover acute peak loads, it is promising to use the simplest stationary aviation gas turbines. For a conventional gas turbine, the time to accept the load after the start is 15-17 minutes.
Gas turbine stations with aircraft engines are very maneuverable, require a short (415 min) time to start from a cold state to full load, can be fully automated and remotely controlled, which ensures their effective use as an emergency reserve. The duration of the start-up before taking the full load of the existing gas turbine units is 30-90 minutes.
The maneuverability indicators of GTU based on the converted AI-20 GTE are presented in Table. 3.
Table 3. GTU maneuverability indicators based on the converted AI-20 gas turbine engine.
Conclusion
Based on the work done and the results of the study of gas turbine plants based on converted AGTE, the following conclusions can be drawn:
1. An effective direction for the development of the heat power industry in Belarus is the decentralization of energy supply using converted AGTE, and the most effective is the combined generation of heat and electricity.
2. The AGTD installation can operate both autonomously and as part of large industrial enterprises and large thermal power plants, as a reserve for accepting peak loads, has a short payback period and reduced installation time. There is no doubt that this technology has the prospect of development in our country.
Literature
1. Khusainov R.R. CHP operation in the conditions of the wholesale electricity market // Energetik. - 2008. - No. 6. - S. 5-9.
2. Nazarov V.I. On the issue of calculating generalized indicators at CHPPs // Energetika. - 2007. - No. 6. - S. 65-68.
3. Uvarov V.V. Gas turbines and gas turbine installations - M.: Vyssh. school, 1970. - 320 p.
4. Samsonov V.S. Economics of enterprises of the energy complex - M.: Vyssh. school, 2003. - 416 p.
one of the main units of aircraft gas turbine engines (See. Gas turbine engine) ; Compared with stationary gas turbines (see gas turbine), a gas turbine at high power has small dimensions and weight, which is achieved by design perfection, high axial gas velocities in the flow path, and high circumferential speeds of the impeller (up to 450 m/s) and large (up to 250 kJ/kg or 60 to cal/kg) by heat drop. A. g. t. allows you to get significant power: for example, a single-stage turbine ( rice. one ) of a modern engine develops power up to 55 MW(75 thousand l. With.). Multistage A. g. t. ( rice. 2 ), in which the power of one stage is usually 30-40 MW(40-50 thousand l. With.). A high gas temperature (850–1200°C) at the turbine inlet is characteristic of the gas turbine. At the same time, the necessary resource and reliable operation of the turbine are ensured by the use of special alloys, which are distinguished by high mechanical properties at operating temperatures and resistance to creep, as well as by cooling the nozzle and rotor blades, the turbine housing and rotor disks.
Common air cooling, at which the air taken from the compressor, having passed through the channels of the cooling system, enters the flow path of the turbine.
Turbojet engines serve to drive the compressor of a turbojet engine (see turbojet engine), the compressor and fan of a bypass turbojet engine, and to drive the compressor and propeller of a turboprop engine (see turboprop engine). A. g. t. are also used to drive auxiliary units of engines and aircraft - starting devices (starters), electric generators, fuel and oxidizer pumps in liquid rocket engine(See liquid propellant rocket engine).
The development of aeronautical engineering proceeds along the path of aerodynamic design and technological improvement; improving the gas-dynamic characteristics of the flow path to ensure high efficiency in a wide range of operating modes, typical for an aircraft engine; reducing the weight of the turbine (at a given power); further increase in gas temperature at the turbine inlet; application of the latest high-temperature resistant materials, coatings and efficient cooling of turbine blades and disks. The development of A. G. T. is also characterized by a further increase in the number of steps: in modern A. G. T., the number of steps reaches eight.
Lit.: Theory of jet engines. Blade machines, M., 1956; Skubachevsky G.S., Aircraft gas turbine engines, M., 1965; Abiants V. Kh., Theory of gas turbines of jet engines, 2nd ed., M., 1965.
S. Z. Kopelev.
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