Search NASA⌕ Search

SEARCH · Search NASA

Results for “Turbine Engine Components”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 955 records · Page 53

Application of advanced coating techniques to rocket engine components

The materials problem in the space shuttle main engine (SSME) is reviewed. Potential coatings and the method of their application for improved life of SSME components are discussed. A number of advanced coatings for turbine blade components and disks are being developed and tested in a multispecimen thermal fatigue fluidized bed facility at IIT Research Institute. This facility is capable of producing severe strains of the degree present in blades and disk components of the SSME. The potential coating systems and current efforts at IITRI being taken for life extension of the SSME components are summarized.

Verma, S. K.↗

Predicting Fatigue Lives Under Complex Loading Conditions

Cyclic Damage Accumulation (CDA) computer program performs high-temperature, low-cycle-fatigue life prediction for materials analysis. Designed to account for effects on creep-fatigue life of complex loadings involving such factors as thermomechanical fatigue, hold periods, wave-shapes, mean stresses, multiaxiality, cumulative damage, coatings, and environmental attack. Several features practical for application to actual component analysis using modern finite-element or boundary-element methods. Although developed for use in predicting crack-initiation lifetimes of gas-turbine-engine materials, also applied to other materials as well. Written in FORTRAN 77.

Mcgaw, Michael A.↗

New Tools Being Developed for Engine- Airframe Blade-Out Structural Simulations

One of the primary concerns of aircraft structure designers is the accurate simulation of the blade-out event. This is required for the aircraft to pass Federal Aviation Administration (FAA) certification and to ensure that the aircraft is safe for operation. Typically, the most severe blade-out occurs when a first-stage fan blade in a high-bypass gas turbine engine is released. Structural loading results from both the impact of the blade onto the containment ring and the subsequent instantaneous unbalance of the rotating components. Reliable simulations of blade-out are required to ensure structural integrity during flight as well as to guarantee successful blade-out certification testing. The loads generated by these analyses are critical to the design teams for several components of the airplane structures including the engine, nacelle, strut, and wing, as well as the aircraft fuselage. Currently, a collection of simulation tools is used for aircraft structural design. Detailed high-fidelity simulation tools are used to capture the structural loads resulting from blade loss, and then these loads are used as input into an overall system model that includes complete structural models of both the engines and the airframe. The detailed simulation (shown in the figure) includes the time-dependent trajectory of the lost blade and its interactions with the containment structure, and the system simulation includes the lost blade loadings and the interactions between the rotating turbomachinery and the remaining aircraft structural components. General-purpose finite element structural analysis codes are typically used, and special provisions are made to include transient effects from the blade loss and rotational effects resulting from the engine s turbomachinery. To develop and validate these new tools with test data, the NASA Glenn Research Center has teamed with GE Aircraft Engines, Pratt & Whitney, Boeing Commercial Aircraft, Rolls-Royce, and MSC.Software.

Lawrence, Charles↗

Increasing Durability of Flame-Sprayed Strain Gauges

Thermally sprayed dielectric ceramic coatings are the primary means of attaching strain and temperature gauges to hot-section rotating parts of turbine engines. As hot-section temperatures increase, lifetimes of installed gauges decrease, and seldom exceed one hour above 2,000 F (approx.1,100 C). Advanced engine components are expected to operate at temperatures approaching 2,200 F (approx.1,200 C), and the required high-temperature lifetime is 10 hours minimum. Typically, to enable a ceramic coating to adhere to the smooth surface of an engine component, a thermally sprayed NiCrAlY or NiCoCrAlY bond coat is applied to the smooth surface, thereby providing a textured surface to which the ceramic coat can adhere. The main failure mechanism of this system is decohesion and/or delamination at the interface between the ceramic top coat and the bond coat, caused by oxidation of the bond coat and stresses from the mismatch between the coefficients of thermal expansion of the ceramic top coat and the metallic bond coat. The approach taken to increase the high-temperature lifetime of a gauge attached to an engine component by the method described above involves (1) selective oxidation of the bond coat by means of a heat treatment in reduced oxygen partial pressure followed by (2) the application of a noble-metal diffusion barrier. In experiments to test this approach, heat treatments of NiCoCrAlY bond coats were carried out in a tube furnace in which, in each case, the temperature was alternately (1) increased at a rate of 3 C per minute and (2) held steady for one hour until the desired temperature was reached. The tube furnace was continuously purged with dry nitrogen gas. A final heat-treatment temperature range of 1,600 to 1,800 F (871 to 982 C) proved most beneficial.

Gregory, Otto J.↗

A Fully Nonmetallic Gas Turbine Engine Enabled by Additive Manufacturing, Part II: Additive Manufacturing and Characterization of Polymer Composites

This publication is the second part of the three part report of the project entitled "A Fully Nonmetallic Gas Turbine Engine Enabled by Additive Manufacturing" funded by NASA Aeronautics Research Institute (NARI). The objective of this project was to conduct additive manufacturing to produce aircraft engine components by Fused Deposition Modeling (FDM), using commercially available polyetherimides-Ultem 9085 and experimental Ultem 1000 mixed with 10% chopped carbon fiber. A property comparison between FDM-printed and injection molded coupons for Ultem 9085, Ultem 1000 resin and the fiber-filled composite Ultem 1000 was carried out. Furthermore, an acoustic liner was printed from Ultem 9085 simulating conventional honeycomb structured liners and tested in a wind tunnel. Composite compressor inlet guide vanes were also printed using fiber-filled Ultem 1000 filaments and tested in a cascade rig. The fiber-filled Ultem 1000 filaments and composite vanes were characterized by scanning electron microscope (SEM) and acid digestion to determine the porosity of FDM-printed articles which ranged from 25 to 31%. Coupons of Ultem 9085, experimental Ultem 1000 composites and XH6050 resin were tested at room temperature and 400F to evaluate their corresponding mechanical properties. A preliminary modeling was also initiated to predict the mechanical properties of FDM-printed Ultem 9085 coupons in relation to varied raster angles and void contents, using the GRC-developed MAC/GMC program.

Polymer↗

Improvements in Turbine-Blade Manufacture

A completely automated manufacturing technology for turbine blades is proposed. The system includes automatic loading and unloading of the workpiece; its automated orientation in the coordinate system of a multifunctional grinding center; and automated geometric monitoring of the components by means of a coordinate-measurement center. A robot system implementing this technology is described.

42 ENGINEERING↗

Techbelt Energy Innovation Center

This project consisted of three main components 1) The primary goal of the project was to renovate and upgrade an existing commercial building to the highest possible environmentally sustainable level for the purpose of creating an energy incubator. This initiative was part of the Infrastructure Technologies Program, through which a sustainable energy demonstration facility was to be created and used as a research and community outreach base for sustainable energy product and process incubation; 2) In addition, fundamental energy related research on wind energy was performed; a shrouded wind turbine on the Youngstown State University campus was commissioned; and educational initiatives were implemented; and 3) The project also included an education and outreach component to inform and educate the public in sustainable energy production and career opportunities. Youngstown State University and the Tech Belt Energy Innovation Center (TBEIC) renovated a 37,000 square foot urban building which is now being used as a research and development hub for the region’s energy technology innovation industry. The building houses basic research facilities and business development in an incubator format. In addition, the TBEIC performs community outreach and education initiatives in advanced and sustainable energy. The building is linked to a back warehouse which will eventually be used as a build-out for energy laboratory facilities. The projects research component investigated shrouded wind turbines, and specifically the “Windcube” which was renamed the “Wind Sphere” during the course of the project. There was a specific focus on the development in the theory of shrouded wind turbines. The goal of this work was to increase the potential efficiency of wind turbines by improving the lift and drag characteristics. The work included computational modeling, scale models and full-sized design and construction of a test turbine. The full-sized turbine was built on the YSU campus as a grid-tie system that supplies the YSU research facility. Electrical power meters and weather monitors were installed to record the power generated and aid in continued study. In addition, an education/outreach component to help elicit creative engineering and design from amongst area students, faculty, entrepreneurs, and small business in the energy related fields was performed.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

HEAT AND MASS TRANSFER IN HUMIDIFYING REGENERATOR FOR A SUB-ATMOSPHERIC HYBRID HEAT ENGINE

Heat and mass transfer processes in advanced modular sub-atmospheric hybrid heat engine have been evaluated for technical and economic feasibility. The presented concept combines fossil fuel energy conversion in a sub-atmospheric air turbine coupled with a reciprocating internal combustion engine to create a hybrid system for power generation. This system can achieve over 65% of net electrical or mechanical power conversion efficiency. The uniqueness of the advanced modular sub-atmospheric hybrid heat engine is in the operating conditions of the air turbine which operates at sub-atmospheric pressure and low temperature and produces power at high efficiency. This is possible due to a unique combination of the system components such as sub-atmospheric air turbine, humidifying air regenerator, and compressor inlet air cooling system. The humidifying air regenerator is the core component of the advanced sub-atmospheric turbine, which makes the turbine ultra-high efficient. It is a regenerative heat-mass exchanger to increase the working fluid (humid air) mass flow rate before the turbine and decrease the mass flow rate after the turbine. It is found that increased heat and mass transfer rate or increased air humidification in humidifying air regenerator would allow the turbine operating at lower temperature and increased efficiency. Optimal heat and mass transfer rates were found for higher efficiency, lower costs, and smaller footprint of the hybrid engine. The results of feasibility study of heat and mass transfer processes in the humidifying air regenerator are presented in this paper.

Heat Engine, Sub-atmospheric Turbine, Humidifying ↗

Final Technical Report - Modernization of the Boulder Canyon Hydroelectric Project

The Boulder Canyon Hydroelectric Project (BCH) was purchased by the City of Boulder, CO (the city) in 2001. Project facilities were originally constructed in 1910 and upgraded in the 1930s and 1940s. By 2009, the two 10 MW turbine/generators had reached or were nearing the end of their useful lives. One generator had grounded out and was beyond repair, reducing plant capacity to 10 MW. The remaining 10 MW unit was expected to fail at any time. When the BCH power plant was originally constructed, a sizeable water supply was available for the sole purpose of hydroelectric power generation. Between 1950 and 2001, that water supply had gradually been converted to municipal water supply by the city. By 2001, the water available for hydroelectric power generation at BCH could not support even one 10 MW unit. Boulder lacked the financial resources to modernize the facilities, and Boulder anticipated that when the single, operational historical unit failed, the project would cease operation. In 2009, the City of Boulder applied for and received a U.S. Department of Energy (DOE) grant for $1.18 million toward a total estimated project cost of $5.155 million to modernize BCH. The federal funding allowed Boulder to move forward with plant modifications that would ensure BCH would continue operation. Federal funding was made available through the American Recovery and Reinvestment Act (ARRA) of 2009. Boulder determined that a single 5 MW turbine/generator would be the most appropriate capacity, given the reduced water supply to the plant. Average annual BCH generation with the old 10 MW unit had been about 8,500 MW-hr, whereas annual generation with a new, efficient turbine could average 11,000 to 12,000 MW-hr. The incremental change in annual generation represents a 30% increase in generation over pre-project conditions. The old turbine/generator was a single nozzle Pelton turbine with a 5-to-1 flow turndown and a maximum turbine/generator efficiency of 82%. The new unit is a double nozzle Pelton turbine with a 10-to-1 flow turndown and a maximum turbine/generator efficiency of 88%. This alone represents a 6% increase in overall efficiency. The old turbine operated at low efficiencies due to age and non-optimal sizing of the turbine for the water flow available to the unit. It was shut down whenever water flow dropped to less than 4-5 cfs, and at that flow, efficiency was 55 to 60%. The new turbine will operate in the range of 70 to 88% efficiency through a large portion of the existing flow range and would only have to be shut down at flow rates less than 3.7 cfs. Efficiency is expected to increase by 15-30%, depending on flow. In addition to the installation of new equipment, other goals for the project included: Increasing safety at Boulder Canyon Hydro Increasing protection of the Boulder Creek environment Modernizing and integrating control equipment into Boulder's municipal water supply system, and Preserving significant historical engineering information prior to power plant modernization. From January 1, 2010 through December 31, 2012, combined consultant and contractor personnel hours paid for by both the city and the federal government have totaled approximately 40,000. This equates roughly to seven people working full time on the project from January 2010 through December 2012. This project also involved considerable material expense (steel pipe, a variety of valves, electrical equipment, and the various components of the turbine and generator), which were not accounted for in terms of hours spent on the project. However, the material expense related to this project did help to create or preserve manufacturing/industrial jobs throughout the United States. As required by ARRA, the various components of the hydroelectric project were manufactured or substantially transformed in the U.S. BCH is eligible for nomination to the National Register of Historic Places due in part to its unique engineering features and innovative construction techniques. Special efforts were directed toward documenting the (largely original) interior of the plant and installing new equipment without modifying the power plant exterior in order to preserve the historical significance of the facility. In addition, a significant portion of the historical equipment within the power plant was preserved in place. The modernization project began with DOE grant award on January 1, 2010, and the project was completed on December 31, 2012. In addition to city engineering and hydroelectric staff, major project participants included AECOM (design/engineering) Canyon Industries (turbine/generator manufacture), Gracon Corporation (general construction contractor), Exponential Engineering Company (electrical engineering) and URS Corporation (historical documentation), as well as numerous other subcontractors and consultants.

13 HYDRO ENERGY↗

Low-cost single-crystal turbine blades, volume 2

The overall objectives of Project 3 were to develop the exothermic casting process to produce uncooled single-crystal (SC) HP turbine blades in MAR-M 247 and higher strength derivative alloys and to validate the materials process and components through extensive mechanical property testing, rig testing, and 200 hours of endurance engine testing. These Program objectives were achieved. The exothermic casting process was successfully developed into a low-cost nonproperietary method for producing single-crystal castings. Single-crystal MAR-M 247 and two derivatives DS alloys developed during this project, NASAIR 100 and SC Alloy 3, were fully characterized through mechanical property testing. SC MAR-M 247 shows no significant improvement in strength over directionally solidified (DS) MAR-M 247, but the derivative alloys, NASAIR 100 and Alloy 3, show significant tensile and fatigue improvements. Firtree testing, holography, and strain-gauge rig testing were used to determine the effects of the anisotropic characteristics of single-crystal materials. No undesirable characteristics were found. In general, the single-crystal material behaved similarly to DS MAR-M 247. Two complete engine sets of SC HP turbine blades were cast using the exothermic casting process and fully machined. These blades were successfully engine-tested.

Strangman, T. E.↗

Neural Network and Response Surface Methodology for Rocket Engine Component Optimization

The goal of this work is to compare the performance of response surface methodology (RSM) and two types of neural networks (NN) to aid preliminary design of two rocket engine components. A data set of 45 training points and 20 test points obtained from a semi-empirical model based on three design variables is used for a shear coaxial injector element. Data for supersonic turbine design is based on six design variables, 76 training, data and 18 test data obtained from simplified aerodynamic analysis. Several RS and NN are first constructed using the training data. The test data are then employed to select the best RS or NN. Quadratic and cubic response surfaces. radial basis neural network (RBNN) and back-propagation neural network (BPNN) are compared. Two-layered RBNN are generated using two different training algorithms, namely solverbe and solverb. A two layered BPNN is generated with Tan-Sigmoid transfer function. Various issues related to the training of the neural networks are addressed including number of neurons, error goals, spread constants and the accuracy of different models in representing the design space. A search for the optimum design is carried out using a standard gradient-based optimization algorithm over the response surfaces represented by the polynomials and trained neural networks. Usually a cubic polynominal performs better than the quadratic polynomial but exceptions have been noticed. Among the NN choices, the RBNN designed using solverb yields more consistent performance for both engine components considered. The training of RBNN is easier as it requires linear regression. This coupled with the consistency in performance promise the possibility of it being used as an optimization strategy for engineering design problems.

Vaidyanathan, Rajkumar↗

Cost/benefit assessment of the application of composite materials to subsonic commercial transport engines

Results from a number of studies concerned with the cost and benefits of applying advanced composite materials to commercial turbofan engines are summarized. For each application area the optimistic and pessimistic benefit projections were averaged to arrive at a projected yearly percentage fuel savings for a commercial fleet of advanced technology transport aircraft. Engine components included in the summary are the fan section which includes fan blades, fan frame/case, and the blade containment ring; the nacelle; and the high pressure turbine blades and vanes. The projected fuel savings resulting from the application of composites are 1.85 percent for the fan section, 1.75 percent for the nacelle, and 2.35 percent for the high pressure turbine.

Faddoul, J. R.↗

GASP- General Aviation Synthesis Program. Volume 5: Weight

Subroutines for determining the weights of propulsion system related components and the airframe components of an aircraft configuration are presented. Subroutines that deal with design load conditions, aircraft balance, and tail sizing are included. Options for turbine and internal combustion engines are provided.

Hague, D.↗

Advanced Gas Turbine (AGT) powertrain system development for automotive applications

Progress in the development of a gas turbine engine to improve fuel economy, reduce gaseous emissions and particulate levels, and compatible with a variety of alternate fuels is reported. The powertrain is designated AGT101 and consists of a regenerated single shaft gas turbine engine, a split differential gearbox and a Ford Automatic Overdrive production transmission. The powertrain is controlled by an electronic digital microprocessor and associated actuators, instrumentation, and sensors. Standard automotive accessories are driven by engine power provided by an accessory pad on the gearbox. Component/subsystem development progress is reported in the following areas: compressor, turbine, combustion system, regenerator, gearbox/transmission, structures, ceramic components, foil gas bearing, bearings and seals, rotor dynamics, and controls and accessories.

Source record↗

Energy efficient engine high pressure turbine ceramic shroud support technology report

This work represents the development and fabrication of ceramic HPT (high pressure turbine) shrouds for the Energy Efficient Engine (E3). Details are presented covering the work performed on the ceramic shroud development task of the NASA/GE Energy Efficient Engine (E3) component development program. The task consists of four phases which led to the selection of a ZrO2-BY2O3 ceramic shroud material system, the development of an automated plasma spray process to produce acceptable shroud structures, the fabrication of select shroud systems for evaluation in laboratory, component, and CF6-50 engine testing, and finally, the successful fabrication of ZrO2-8Y2O3/superpeg, engine quality shrouds for the E3 engine.

Nelson, W. A.↗

SSME structural dynamic model development

The high pressure fuel turbopump (HPFTP) is a major component of the Space Shuttle Main Engine (SSME) powerhead. The device is a three stage centrifugal pump that is directly driven by a two stage hot gas turbine. The purpose of the pump is to deliver fuel (liquid hydrogen) from the low pressure fuel turbopump (LPFTP) through the main fuel valve (MFV) to the thrust chamber coolant circuits. In doing so, the pump pressurizes the fuel from an inlet pressure of approximately 178 psi to a discharge pressure of over 6000 psi. At full power level (FPL), the pump rotates at a speed of over 37,000 rpm while generating approximately 77,000 horsepower. Obviously, a pump failure at these speeds and power levels could jeopardize the mission. Results are summarized for work in which the solutions obtained from analytical models of the fuel turbopump impellers are compared with the results obtained from dynamic tests.

Foley, Michael J.↗

Estimating Vibrational Powers Of Parts In Fluid Machinery

In new method of estimating vibrational power associated with component of fluid-machinery system, physics of flow through (or in vicinity of) component regarded as governing vibrations. Devised to generate scaling estimates for design of new parts of rocket engines (e.g., pumps, combustors, nozzles) but applicable to terrestrial pumps, turbines, and other machinery in which turbulent flows and vibrations caused by such flows are significant. Validity of method depends on assumption that fluid flows quasi-steadily and that flow gives rise to uncorrelated acoustic powers in different parts of pump.

Harvey, S. A.↗