Lawlor Advanced Supersonic Component Engine

1Ramgen Confidential MaterialASCEAdvanced Supersonic Component Engine0900-01175

ASCEAdvanced Supersonic Component Engine

Pete Baldwin

[email protected]

425-736-7272


Introduction

• Ramgen Power Systems, Inc. – Privately-held development stage company– Focused energy related applications of supersonic flight inlet technologies– The company was formed in 1992– Located in Bellevue, Washington

• Flight inlets more efficient than most land based compressors• Inlet performance characteristics & aero design tools/techniques well

proven over past 50 yrs• Three technology platforms

– Supersonic compressor– Trapped vortex combustor– Supersonic expander


From Shock Waves to Supersonic Inlets

Schlieren Photo of Projectile with Shocks Schlieren Photo of Inlet Center-body and Cowl with Shocks

2-D Mixed Compression Inlet Model

• Initial External Shock System Followedby Internal Shock System

• Throat Bleed Slot For Inlet Starting• Side Window For Schlieren Photography

M0 = 1.7 Inflow

Oblique Shock CausesInstantaneous Compression


2-D Planar Supersonic Inlet


Rampressor Rotor Development

Mrel = ~2

Mrel = ~2

M = ~0.3 - 0.5

M = ~0.5

SupersonicF-15 Inlet

RampressorRotor


Representative Rampressor Design

Mrel = ~1.6M = ~0.5Mrel = ~1.6M = ~0.5

3-D Euler CFDStatic Pressure

Contours

ObliqueShocks

Rotor RimStatio

nary Case

“Pre-Inlet” Flow Surface

SubsonicDiffuser

Compression Ramp

Strake Wall

• Rotor flow path:– 3 supersonic compression inlet flow paths on disk rim– High efficiency, compact compression– Minimal number of leading edges– Flow path geometry similar for different pressure ratios

• Combination of supersonic flight inlet & conventional axial flow compressor aerodynamics– Rotor rim radius change produces compression– 3 “blades” (strakes) do minimal flow work– Axial inflow/outflow


Ramgen AVC Combustor

Combustor Module

• Thermal barrier coating• Impingement / effusion cooling• Conventional materials


STATIONARY ENGINE CASE

MOVING EXPANSION ROTOR RIM

EXPANSION WAVE NETWORK

NOZZLE THROAT (CHOKE PLANE)

Rim Mounted Supersonic Nozzle

• ASCE expander utilizes rim mounted supersonic nozzles• High expansion levels per stage• High efficiency levels

Saturn V

Space Shuttle


SupersonicNozzleStages

Supersonic RotorTests

High Speed Direct DrivePermanent Magnetic

Motor/Generator

Advanced Vortex Combustion

Two-Stage SupersonicExpander

Scale: 1 ft

Two-Stage SupersonicCompressor

ASCE Technologies

SupersonicCompression

Stages

Photo Courtesy AFRL


ASCE Gas Path

High Swirl Combustor Advanced VortexCombustor Center Body

Air Inflow

Exhaust

LP Rampressor

HP Expander

LP Expander

Dire

ctio

n of

Mot

ion

RampressorShock Pattern

Ram-ExpanderCharacteristics

• Stage discharge swirl feeds downstream component• High stage pressure/expansion ratios• Good integration with 2-spool layout

HP Rampressor


ASCE-1500

Pt = 447.0 psiaTt = 1,015.4 F

Pt = 440.1 psiaTt = 2,200.0 F

Pt = 15.7 psiaTt = 777.4 F

Outer Spool28,650 rpm

Inner Spool30,634 rpm

Inflo

w

Exhaust

Inflo

w

Exhaust


Dual Spool & Single Spool Versions

• Dual spool system– High OPR (30:1 – 40:1)– 2500kW– SFC: 0.33 – 0.36 lbm/hp-hr– Power/weight: 5.5 hp/lbm– Constant ncorr operation– Possible dual mode operation

Combustor

HPC HPT~~

PWM

DE Weapons Systems

Combustor

HPC LP

T

HPTLP

C~~

PWM

All On-Board Electric Systems

• Single spool system– Modest OPR (6:1 – 10:1)– 2500kW– SFC: 0.37 – 0.41 lbm/hp-hr– Power/weight: 9.0 hp/lbm– Constant ncorr operation


Single & Dual Spool Layout Comparison


Future Electric System Applications• Army

• Tank engines• Future combat systems (FCS)

• Navy• All electric ship program• Littoral vehicles

• Air force• Advanced weapons / auxiliary electric

powerCombustor

HPC

LPT

HPT

LPC~

PWM

Propulsion – ElectricDrive Motors

Weapons Systems

Computers

Controls – Electric/Hydraulic

Radar/Sonar

Combustor

HPC

LPT

HPT

LPC~~

PWM

Propulsion – ElectricDrive Motors

Weapons Systems

Computers

Controls – Electric/Hydraulic

Radar/Sonar


Impact of Component Efficiencies

0.20

0.25

0.30

0.35

0.40

0.45

0.50

0.55

0.60

0.65

0.70

5 10 15 20 25 30 35 40 45

OPR

Ther

mal

Effi

cien

cy

GE-90Trent 890-17

Trent 772-60RB-211-5224G

CF6-50C2CF6-80C2JT-9D-TR4D

LM-6000PCTitan 250

LM-2500 PK

LM-1600 PA

Mars 100-T15000

LM-2500 PE

Cyclone

Typhoon 4.7

Tornado 6.75

501-KB7

501-KC7

Taurus 60

Centaur 40

Centaur 50

501-KC5

501-K17

T76-G10

T58-GE-100

T53-L13

Saturn T-1501

Saturn T-1200

Ideal Component EfficienciesT 3 ~2000 F

IGT's & Aeroderivatives Modern Flight GT's

Constant Component Efficienciesn c ~0.88, n t ~0.91, dP/P comb ~0.05

T 3 ~2050 F

Constant Component Efficienciesn c ~0.86, n t ~0.89, dP/P comb ~0.05

T 3 ~1750 F


ASCE Efficiency Equal to Large Gas Turbines

• Optimum OPR with 2-stages / good match to firing temperature• Component efficiencies comparable to large state-of-the-art gas turbines

0.20

0.25

0.30

0.35

0.40

0.45

0.50

100 1,000 10,000 100,000

Power (hp)

Ther

mal

Effi

cien

cy, η

th

IGT's & AeroderivativesIGT's & AeroderivativesModern Flight GT'sDiesel Recip'sASCE Studies

ASCE Growth Potential( Increased OPR & TRIT )

0.20

0.30

0.40

0.50

0.60

0.70

0.80

100 1,000 10,000 100,000

Max Shaft Power @ SL (hp)

SFC

(lbm

/hp-

hr)

ASCE - OPR 30:1Flight Turbo-Shaft EnginesFlight Piston EnginesIGT's & AeroderivativesMarine DieselsASCE - OPR 7.75:1

ASCE Growth Potential( Increased OPR & TRIT )


There Are No Small High Pr Gas Turbines• Two critical factors contribute

– Reynolds number / viscous effects – Tip clearance

0.0

5.0

10.0

15.0

20.0

25.0

30.0

35.0

40.0

45.0

1 10 100 1000Exit Corrected Flow (lbm/sec)

OPR

IGT's & Aeroderivatives

Modern Flight GT's

NASA ASTC

ASCE Studies

Preliminary ASCE Design Studies

η adb ~ 0.84 - 0.87


Weight Comparison / Savings

0.0

1.0

2.0

3.0

4.0

5.0

6.0

7.0

8.0

9.0

10.0

0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000

Max Shaft Power @ SL (hp)

Pow

er/W

eigh

t (hp

/lb)

ASCE - 7.75:1ASCE - 30:1Flight Turbo-Shaft EnginesFlight Piston EnginesMarine Diesels

• Single & Dual Spool ASCE Systems Offer Superior Power/Weight Characteristics Compared to Available Turbo-Shaft Engines

• Increased Specific Work Output & Decreased Weight of Single Spool Versions Shows Dramatic Superiority


0.00

0.05

0.10

0.15

0.20

0.25

0.30

0.35

0.40

0.45

0.50

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

Fraction of Rated Power

Ther

mal

Effi

cien

cyTwo-Speed Operation

GT’s in 1,000 hp Size Range

Diesel’s in 1,000 hp Size Range

ASCE – LS Spool Only, PR=6.3:1

ASCE – Both Spools Engaged, PR=40:1


Conventional Gas Turbine Load Following

• Throttling accomplished through changes in speed– Inlet air mass flow rate changes with changing engine speed– Increased fuel flow follows air mass flow rate changes

• Physics of throttling limit response time– Large rotating mass must change angular momentum– Fast changes results in high mechanical stresses– Response time – 3 to 7 seconds

• “UPS-like” application requires battery/capacitor bank– Significant weight & space penalty in airborne APU application– Batteries have a limited deep cycle life

ASCE throttling relies on an entirely different physicsASCE throttling relies on an entirely different physics


ASCE Load Following

• Throttling accomplished at constant speed– Inlet air mass flow rate constant from idle to full power– Increased fuel flow results in increased combustor pressure– Changes in shock-structure accommodate pressure changes

• Throttling at constant speed eliminates lag time

Idle Full Power

Fuel flowturned down

Combustor exitTemp drops

Pressure dropsTo keep density

constant

Shock structurechanges to givepressure drop

ASCE transition from idle to/from full power in ~ 0.1 secondASCE transition from idle to/from full power in ~ 0.1 second


Advanced Supersonic Component Engine

The ASCE promises reciprocating engine fuel consumption with gasturbine package weight and TBO

• Simple Cycle Efficiency ~ 41% - 45% ( Function of OPR & TIT)• Two-Stage Twin Topping Rotor Layout, OPR’s 30:1 – 40:1• Potential Dual Operating Mode Capability• Fuel Flexible • All Electric High-Speed Direct Drive PM Generator/Motor• System Scalable From 300 hp - 30,000 hp• 2:1 Increase in SFC over Existing Gas Turbines• Equal or Better SFC to Reciprocating Engines• 5-7:1 Weight Reduction over Diesel Engines• 4:1 Improvement in TBO Maintenance over Diesel Engines


Advanced Supersonic Component Engine(ASCE)

Pete [email protected]

Lawlor Advanced Supersonic Component Engine

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