Documente Academic
Documente Profesional
Documente Cultură
are
Gas Turbines,
NAVHDTRA
10094.
propulsion technology
in
the U.
S.
Navy.
rate
training
111.
Revised 1978
Published by
UNITED STATES
D.
C: 1978
NAVY
win
It is
Navy
exists to
make
it
so.
Our
Service to
is
our special
privilege.
us.
We
serve with
honor.
NAVY
The Navy will always employ new weapons, new techniques, and
greater power to protect and defend the United States on the sea,
under the
sea,
and in the
air.
Now and in the future, control of the sea gives the United States her
greatest advantage for the maintenance of peace and for victory in
war.
Mobility, surprise, dispersal, and offensive power are the keynotes of
the new Navy. The roots of the Navy lie in a strong belief in the
future, in continued dedication to our tasks,
heritage
from the
and
in reflection
on our
past.
CONTENTS
CHAPTER
Page
1.
2.
15
3.
Starting Systems
44
4.
51
5.
65
INDEX
81
111
CREDITS
Source
5-1
5-16, 5-17
5'8
Henschel Corp.
IV
CHAPTER
to
gas
turbines
and
gas
turbine
Between the
first
a scientist in
1-3).
technology.
both
some
139.23
Figure 1-1.
Hero's aeolipile.
we know
own
as
scientists
several
Coley
failures,
and
Moss,
came up with
Whittle,
a
after
working gas
turbine engine.
American Development
277.5
Figure 1-2.
Da Vinci's chimney
jack.
engine.
in
in
In
late
1941
Westinghouse
Corp.
was
awarded
Both of these
in use today.
277.J6
Figure 1-3.
Branca's
jet
turbine.
277.7
Picture 1-4.
Chapter
a ship goes
gas turbine.
(fig.
1-5-) ,is
having
six
turbines,
free
piston
went into
engines
service
on
driving two
transatlantic
run.
distances
through water,
gas
Royce Olympus,
speed.
The
U.S.
field
/INTAKE VALVE
COMPRESSED
AIR
BLEED
ADVANTAGES AND
DISADVANTAGES
^BOUNCE
CHAMBER
CYLINDER INTAKE PORTS
EXHAUST TO
GAS TURBINE
has
277.8
Figure 1-5.
the
next
best
power-to-weight
gas
turbine,
compared
with
reciprocating
in
aircraft,
repaired
the
removed and
is
air
less
cost-effective
diesel
engine
alternative
to
installation.
steam turbine or
In terms of fuel
when
these are
place
replaced
FUTURE TRENDS
As improved materials and designs permit
at higher combustion temperatures
operation
economy and
no greater than
installation costs
failure.
modified
These
specific designs
ships may
compressors may be heavier and bulkier than
of
aircraft
and take advantage
engines
regenerators to permit greater efficiency.
made
overhauled
technical support
From
a tactical
two
first
is
the
large
amount of exhaust
heat
evolve.
for
As
It
in
place,
so
they
from shore.
will
be
be
require
possible to
airlift replacement engines if necessary, so gas
turbine ships can operate and be repaired
worldwide
on
par
with
It
is
their
steam-
or
diesel-driven counterparts.
The
high
engines
Chapter
exhaust duct.
2.
3.
is
composed of three
Compressor(s)
Combustion chamber(s)
Turbine wheel(s)
ship.
brief description of
in a
in the
COMPRESSOR ASSEMBLY
BERNOULLI'S PRINCIPLE:
through
COMBUSTION ASSEMBLY
tube
reaches
If a fluid
flowing
constriction,
or
TURBINE ASSEMBLY
EXHAUST GASES
277.9
Figure 1-6.
fluid
space,
an enclosed gas
pressure,
inversely with the applied
provided the temperature remains constant.
varies
first
to
undiminished in
all
at
any point
transmitted
directions.
BERNOULLI'S PRINCIPLE
Consider the system illustrated in figure
1-7.
100 IBS.
PER SQ.
is
to absorb the
fluid's
inertia
force
equals
chamber B
although
The
and
is
it
was lower
therefore
is
practice.
Force
overcome
or
force cannot
At
static
it
all
points
pressure
in
is
fluid
flowing through the
and the pressure
increases,
Bernoulli's principle governs the
of
velocity
constriction
decreases.
IN.
194.32
Figure 1-7.
Chapter
BOYLE'S
when taken by
HUE
LAW
Compressibility
characteristic
an outstanding
The English scientist
is
of gases.
GAS
194.9
Figure 1-8.
original
volume
expand to
the
adding 14.7.
You
may be
expressed
=V 2 P 2
P1
or
V2
Example: 4 cubic
nressure of
4X(100+
14.7)
= 6
P2 -
XP 2
4X
114 7
-
P 2 = 76.47
psia
(absolute pressure)
76.47
Substitute
00
P,
feet
nsie.
-14.7
61 .77 psig (gage pressure)
if
temperature.)
much of
ViT 2 =V 2 T
or
T,
T2
or
1814.7
psia
2031.47 psia
292 C absolute
328 C absolute
V,
demonstrated
was approximately
of the pressure at
C.
^73
this fact, it is normal practice to state
this
relationship in terms of absolute
temperature. In equation form, this part of the
law becomes
Because of
PiT 2 =P 2 T
theoretical
motion
sense.
The same
car
placed in
would
or
PI
throwing a
T,
common
softball.
The
force required
-.
Chapter
In an airplane, this
Newton's
jumped. (See
third
is
fig. 1-9).
air
gas turbine,
larger
can
converted to mechanical energy.
mass of
BASIC ENGINE
THEORY
The
Bernoulli's principle
venturi
of the
carburetor
is
is
common
common example
automobile
of Bernoulli's
Now
let
us
describe
demonstration of
how
(see
foldout
figure
1-10,
practical
chapter).
blown-up ballon
is
(fig. 1-1
released.
move forward
OB).
fig. 1-1
1-10C.)
do work. (See
fig.
1-10D.)
By
277.10
Figure 1-9.
greatly increase
fig. 1-1
air is
OF.)
As
The continuous pressure created by the
fan, or compressor, prevents the
inlet
we
power
it
back
do
to
useful
work,
such
By comparing
fig.
drive
with
fuel
increase
in
is
volume decreases (L
which results
ignited
1-10G.)
OH
1-1
figure
as
Then the
Next,
in at constant pressure (L
moves upward the
piston
going forward.
and extend
drawn
the
figure
1
Air is taken in through the air inlet duct
by the compressor where it is raised in pressure
and discharged into the combustion chamber.
2.
Fuel is admitted into the combustion
.
chamber by the
fuel
mixture
by
is
ignited
nozzle(s).
igniter(s)
The
explained. (See
at
and combustion
are
decreases
volume (Line
dwell
press
A-B). Ai
press'
causes
temperature
then
kinetic
and
thermal
into
energy
THEORETICAL CYCLES
Let's
increased
thrc
in
increase in
into
passes
increases
it
in
gi
and constan
air
compressor,
the
the
occurs.
3.
As
also be
atmospheric pressure
(point A).
fuel-air
fig.
more on
and
and
design. A cycle is a process that begins with
certain conditions, progresses through a series of
additional conditions, and returns to the original
theory before
little
we go
into
cycles
construction
conditions.
The
gas
turbine
engine
operates
on the
gasoline engines,
VOLUME
VOLU
OTTO CYCLE
(GASOLINE
ENGINE)
BRAYTON
GAS TURBir
is
10
and Brayton
Now,
point A.
In the reciprocating engine each event occurs
the
apply
these
laws
to
the
gas
in
In
let's
turbine engine
gas
compression,
occurring
all
combustion,
but
simultaneously,
events
area
intake,
are
exhaust
at
different
locations.
OPEN AND
CLOSED CYCLES
turbine
ship
JOHN SERGEANT.
in
The gas
the Navy operate
weight.
The
third
classification
of cycles
is
the
CONVERGENTDIVERGENT PROCESS
There are several pressure, volume, and
velocity changes that occur within a gas turbine
during
process
operation.
The
convergent-divergent
area.
is
(If a
partially
and
you
and an increase
velocity
is a lower pressure
the turbine nozzle
will find a decrease in pressure
because area
section. Here
partially
is
in velocity.
The
high-velocity,
11
EXHAUST
TURBINE
203.161
Figure 1-12.
by
transferring
to the
energy
velocity energy
turbine blades.
Convergent-divergent process.
and thermal
Area D is a
compressor.
into area B.
in a later section.
Chapter
Now
refer
back to
a clear understanding of
simple gas turbine works.
how
ADIABATIC COMPRESSION
rotor
is
required
there
temperature
is
of
relatively
the gases.
the turbine
change
little
The
net
in
power
available from
is the difference
between the turbine-developed power and the
power required to operate the compressor.
EFFECT OF AMBIENT
TEMPERATURE
relatively slow,
COMBUSTION
BURNING
turbine
horsepower.
'ATMOSPHERIC
1
EXHAUST
PRESSURE
TEMPERATURE
1-1*3
277.12
tpmnoratura nranh
if
the
ambient
volume of
air would decrease, and the mass weight would
increase. Since the mass weight is increased and
heat transfer
is
F, the
is
constant
generator
set,
efficient.
COMPRESSOR CLEANLINESS
on
Another factor
performance
is
increases
contamination of the
compressor. Any oil ingested into the engine
coats the compressor with a film which traps
any dust and other foreign matter suspended in
the air. The dust and dirt absorb more oil which
traps more dirt, etc. If left unattended, the
buildup of contamination will lead to a choking
of the compressor and a restricted airflow. In
rapidly
turn, gradually
more
fuel
is
understand
the
temperature-pressure
chapter before
which follows.
PUMP
MOTOR
AIR INTAKE
SHIP'S
REDUCTION
GEAR
SCREW
(A)
CHAPTER
ENGINE TYPES
There
are
several
different
types
AND CONSTRUCTION
power output shaft is connected directly to the
same turbine rotor that drives the compressor.
In most cases, there is a speed decreaser or
reduction gear between the rotor and the power
of gas
in
use:
mechanical
gas-generator turbine
With
(fig. 2-2),
connection
there
between
no
the
is
encountered.
main propulsion
as a variety
this
PROPULSION
POWER
COUPLING
STARTER
SHAFT
COMPRESSOR
TURBINE
=0
EXHAUST TO
ATMOSPHERE
ATMOSPHERIC
AIR INTAKE
147.135
Figure 2-1.
15
STARTER
EXHAUST
AIR INTAKE
147.1
Figure 2-2.
approximate
in
one
design
rotation
(clockwise
or
FFG-7
P
to
the
H.P.
turbine
connects
the
compressor. The starter drives the H.P. assem
during light off. The power turbine functi
the same as in the split shaft engine. A lai
volume of air can be handled as compared t
single or split shaft engine;
has
(See
fig.
is
2-3.)
The
L.P.
parts,
overall
less desirable
tl
CLASSIFICATION BY
COMPRESSOR TYPE
Gas
more moving
engine
class ships.
turbine
turbines
are
also
classified
the
air
is
while continuing
flow parallel to the axi:
compressed
original direction of
Chapter
GAS-GENERATOR SECTION
POWER TURBINE
SECTION
TURBINE
COMPRESSOR
PROPULSION
POWER
SHAFT-L.P ELEMENT
COUPLING
POWER
-J:
TURBINE
SHAFT-H.P. ELEMENT
H.R
STARTER
ELEMENT
H.P
L.R
ELEMENT
ELEMENT
L.R
ELEMENT
U;
147.137
Figure 2-3.
CENTRIFUGAL COMPRESSOR
The
between
combustion
section.
The
basic
compressor
consists
separately.
compressor
Principles of Operation
as
the
at
it
an
integral
part
COMPRESSOR
MANIFOLD
known by
outlets are
a variety
of names
of the
regardless
smooth
turning
surface.
(A)
COMPRESSOR
COMPRESSOR
REAR INDUCER
FRONT INDUCER
COOLING
IMPELLER
The
is
impeller
from
a single forging. In
2.5:1
COUPLING
to 4:1
80%
CENTER
BEARING
COMPRESSOR SHAFT
(B)
from
compressors
to
may
achieve
84%
at pressure ratios of
and efficiencies of 76% to 81% at
pressure ratios of 4:
FRONT BEARING
fabricated
'icces.
Centrifugal
efficiencies of
COMPRESSOR
usually
to 10:1.
in
Advantages:
rugged,
design,
simple
in
relatively
light
develops
weight and
high-pressure ratio per stage.
Disadvantages:
large
frontal
area,
lower
Figure 2-4.
Centrifugal compressors.
diffuser.
(See
fig.
There are
two main
of axial
types
compressors (fig. 2-5). One is the drum type and
the other is the disc type. The drum
type rotor
consists of rings that are
flanged to fit one
against the other,
Chapter
niinnnnnDnanurm
rear of the
combustion chamber.
B) DISK
TYPE
203.25:26
Figure 2-5.
Compressor
rotors.
may
This
are low.
discs
219.66:203.22
into
Figure 2-6.
The
full
length
from front to
case
tapers
construction
is
one diameti
length.
is
stators
Construction
stators are
enclosed
in
the
case. Present
compressor
various
each
DISC
ar
CONSTRUCTION
TYPE
disc-type rotor
2-5B) consists of a
(fig.
se
discs
assemblies
compressor
ROTOR BLADES.-The
case.
On some
one-piece
is
The
to
one-piece
compressor
simpler
manufacture; however, any repair or detailed
inspection of the compressor rotor is impossible.
The engine must be removed and taken to a
is
where
it is
disassembled for repair or
of the rotor or stators. On many
engines with the split case, either the upper or
lower case can be removed with the engine in
shop
inspection
DRUM-TYPE
drum-type rotor
(fig.
CONSTRUCTION.-The
2-5A) consists of rings that
made of
usually
rotor
rims
vary
commonly
or
blad
stainless or semistainles:
in the
rot
different
fir
tree
(fig.
Some manufacturers
a spacer for the stators
when
and
come
as a
wear s
wi
in contact
ring.
SQUEALER TIP
BLADE
PLATFORM
BLADE
SHANK
(A)
277.13
Figure 2-8.
tip.
FIR-TREE TYPE
203.24
Figure 2-7.
Rotor blades.
a midspan
platform (fig. 2-9). The
platform gives some radial support to the blades
during acceleration, which is needed because of
the length and amount of movement of the
called
blades.
STATORS. The
radially
21
stator
vanes
fit
project
closely on
STAGE
STAGE
THRU
11
13
STAGE
SPOOL
14
THRU
16
SPOOL
STAGE
16
BLADE
BLADE
NO. 4R BEARING
ROTATING AIR
VENT SEAL
STAGE
DISK
SHAFT
MID SPAN
PLATFORM
NO. 4R BEARING
ROTATING OUTER
AIR-SEAL NUT
BEARING
ROTATING AIR
NO. 4R
STAGE STAGE
2 DISK
SEAL
STAGE 10 DISK
ASSEMBLY
STAGE 3 THRU
SPOOL
-12 HUB
TIE CLAMP
STAGE
I'l
TIE CLAMP
277.14
Figure 2-9.
Compressor
side
function
case
by
a slot in the
outer shrouds and run a long, thin key the
length of the compressor case. The key is held in
place by retaining screws to prevent the stators
from turning within the case. This method is
used when a one-piece compressor case is slid
r/er the compressor and stator assembly.
rotor,
LM 2500
engine.
diffuser.
This
diverging
area
is
takes
the
high-velocity,
rise.
The next
A
single
result
rise.
angles,
instability,
The
final
What
pressure?
the
is
overall
pressure
ratio?
STAGE
14.7
1.1
STAGE 2
X 1.1
= 16.17
STAGE 4
X 1.1
= 19.57
STAGE 3
X 1.1
= 17.79
STAGE 6
X 1.1
STAGE 5
X 1.1
= 21.52
= 23.67
Small and
STAGE
STAGES
- 26.04X
1.1
= 28.65
STAGE 9
X 1.1
on
= 31.51
1.1
the
10
-34.66 X
STAGE
= 46.13
1.1
STAGE 11
=38.13 X 1.1
1.1
= 50.75
The
PRESSURE
Compression
Electric
LM 2500
The
variable
compressor
FINAL PRESSURE
ratio
50.75 psi
= 14.7 psi
~
'"i/
3.45:
first
engine
(fig.
2-10).
stage
inlet
is:
For example
controlled by
are
stators
temperature (CIT) and engine
power requirements. They are moved by
mechanical linkages that are connected to the
fuel-control governor. Variable stators have a
twofold purpose. (1) They are positioned at
13
INITIAL
STAGE 12
41.94 X 1.1
first
variable
STAGE
medium
On
stators.
is:
-46.
a section
of some
stages, and, if
enough flow
The pressure
minor or
very severe with possible damage to the turbine
is
through
is
resulting.
rise
will increase or
temperatures which
effect
compressor
surge
can
be
almost
totally
prevented.)
to drive generators,
23
STAGE
STAGE
STAGE
13
MANIFOLD
MANIFOLD
MANIFOLD
LEGEND:
1.
2.
3.
4.
5.
6.
10.
17.
FLANGED BUSHING
WASHER
SPACER (COLOR CODED)
11.
LINE-UP PIN
19.
12.
CONNECTING LINK
LEVER ARM
SLEEVE
13.
20.
21.
(IGV,
&
9.
2)
14.
7.
LOCKNUT
15.
8.
SLEEVE
16.
18.
22.
23.
SHOULDER BOLT
24.
SPACER
277.15
Figure 2-10.
Compressor
stator,
LM 2500 engine.
Chapter
COMBUSTION
DIFFUSER. -The
Figure 2-11.
Compressor
surge.
277.16
diffuser
(fig. 2-
12) plays a
very
COMPRESSOR
DISCHARGER
COMPRESSOR
DISCHARGER
DIFFUSOR
SHAFT BEARING
HOUSING-
DIFFUSER ASSEMBLY
On
atmosphere.
rear
frame
case.
large
along
2-14.)
The
may be
CDP LEAKAGE
TO AMBIENT
wrKi T
MP VENT
,,,.. n
EMPTY
CUSTOMER
cast with
are
STRUT POSITIONS
VIEW FROM AFT
LOOKING FORWARD
BLEED
CUSTOMER
BLEED
SCAVENGE
CDP LEAKAGE
TO AMBIENT
CUSTOMER
BLEED
CASE
CDP
LEAKAGE
(TO TMF)
OIL IN
AFT SEAL
PRESSURIZING
AIR HOLES
SUMP HOUSING
AFT FLANGE
MID FLANGE
FUEL
NO. 8)
CUSTOMER BLEED
COMBUSTOR
PORT
MOUNTING
(STRUT
NOZZLE PAD
PIN BOSS
Chapter
burning, to have a
OUTER SKIRT
OUTER COWL
light in weight,
pressure drop, to be
The
SEAL
two
common
used
materials
in
COWL
ASSEMBLY
for
PIN
BUSHING
liners or
shrouds are
many
is
liner
and to cool
life
and
FUEL NOZZLE
DIFFUSER
FERRULE
BOX
277.19
Figure 2-14.
The
air,
Combustor.
to
the
combustor for uniform
combustion and even temperatures throughout
the combustor. The area across the diffuser is a
diverging area. That is, the aft end of the
evenly
diffuser
is
The
capability
Whittle
used
in
engine.
practically
all
combustion
direction.
Can-Type
Chamber.
The
can-type
This
chamber
easy;
TURNING VANES
HEAD OF LINER
SECONDARY
AIR
COMPRESSOR
DISCHARGE
COMBUSTION
COMBUSTION
COMBUSTION
CHAMBER
CHAMBER
CHAMBER
HOUSING
LINER
COVER
COMBUSTION
CHAMBER
INLET DUCT
147.141:142
Figure 2-15.
attached
at
the turbine
section
and diffuser
section.
liners,
and
and to impart a
admit primary
air
203.31
Figure 2-16.
There
disadvantages, however. On
the liners are one-piece and
cannot be removed without engine disassembly.
Also, engines that utilize a one-piece combustor
dome must be disassembled to remove the
some
liners (1) to
to prevent
warpage of the
are
some
engines,
dome.
liners.
burners.
with
still
29
perform
all
to
fill
a different
a shorter
space and
provides
entire assembly.
NOZZLES (TURBINE).-The
FUEL
NOZZLE
CLUSTER
SPARK IGNITER
203.32
Figure 2-17.
stator element
power through
accomplished.
rings
of
cooling.
perforated
holes
On some models
The stationary
blades
or vanes
can
is
between which
fiiin-i1-\ai-
r\f
The
anH
sizes
fits.
CA)
variances.
is
203.36
Figure 2-18.-(A) Turbine nozzle vane assembly with
loose fitting vanes; (B) Turbine nozzle vane assembly
method
Another
expansion
CB)
to
to
allow for thermal
the vanes into inner and outer
the
method
vanes are welded or
fit
shrouds. In this
inner
or
the
outer
shroud
ring
is
cut into
The
are
the
convergent-divergent
principle)
is
principle
(Bernoulli's
Another
The
turbine
nozzles
are
made
of
must
means
of
withstanding
high
use
metals.
space-age
However, extreme costs of the metals prohibit
commercial production of such nozzles.
temperatures
is
to
Still
today
31
is
in
wide use
nozzle
blades.
are
with bleed
small
theory,
design,
and
operat
duct.
The terms
2-20 compares temperature of an
air-cooled vane against a nonair-cooled vane.
Figure
turbine
turbines.
are used
gas generator
Cooling
air
turbine section.
is
used primarily
The temperature of
in the H.P.
the gases
is
shafting.
INSERT COVER-
16TH-
STAGE
AIR IN
-NOSE HOLES
TRAILING
EDGE
STAGE
SLOTS
16TH-STAGE
AIR IN
277
Figure 2-19.
Chapter
NONAIR COOLED
AIR COOLED
1900
GASES
1600
1850
AIRFOIL
1800
1350
ROOT 1750
}
FIR
TREE 1300
HUB 1200
SHAFT
277.21
Figure 2-20.
drives the
compressor of
disk.
wheel
to
of
speed
range
approximately 3,600 to 42,000 rpm. The high
rotational speed imposes severe centrifugal loads
on the turbine wheel, and at the same time the
rotate
in
in turn
is
in figure 2-22.
The disk
in
welded to the
transmit
is
bolted or
blades to
they
147.145
Figure 2-22.
flow compressor
is
when
heavy
started.
method
surface
147.144
Stator element of turbine assembly.
Figure 2-21.
on the disk
the_ incorporation of
is
an auxiliary
By notching
installation.
conform with
The
turbine shaft
low- alloy
steel. It
is
Chapter
blades
compressor
satisfactory
shown
are
method used
attached.
is
The
most
in figure 2-23.
quite
in
applied
is
common
similar to a centerpunch
is
and
is
fir-tree
to construct the
way
203.37
Figure 2-23.
its
that
it
contains
retention. This
method,
removed
cast,
factors
important
that
decide
which
2-26.)
continuously
fed
203.38
The
disk.
fir-tree
life.
POWER TURBINES
Turbine
STOP LOCATES
AGAINST WHEEL
TANG
IS PEENED
OVER TO SECURE
are
used
three
2.
In
THERMAL
SHIELD
LABYRINTH
SEALS
Figure 2-26.
difl
1.
The aircraft jet turbine is designed
turbine extracts only enough energy froi
gases to run the compressor and accessories
203.39
Figure 2-25.
wheels
ways.
36
SQUEALER
AIRFOIL AIR
INLET HOLES
LEADING BLADE
STAGE
SQUEALER
TIP
TRAILING BLADE
TIP
BLADE
PLATFORM
r~-*-~r
J
.
=&J._^J \
BLADE
SHANK
4-
MATING
SURFACE
DOVETAIL-
SERRATIONS
LEADING BLADE
AIRFOIL AIR
IN LET
HOLES
TRAILING BLADE-
STAGE 2
277.23
Figure 2-27.
3. Currently
used
Marine propulsion
engines use a combination of the two engine
installation.
37
stage
high-pressure
compressor and
rotor
that
drives
the
a reverse gear is
accessories.
vessel.
two
while
turbines.
Some
is connected to
clutch mechanism.
the
turbines
counterclockwise.
two
on
This
sets of
the
other
arrangement
FRONT SHAFT
NO. 6
BEARING
AIR SEAL
HORIZONTAL FLANSE
SHROUD AND
NOZZLE INSULATORS
TURBINE CASING
NOZZLES
STAGE- 6 BLADE
PRESSURE
BALANCE SEAL
INTERSTAGE
SEALS
ROTOR
EXTENDED HONEYCOMB
NOZZLE LOCKS
FRONT
FLANGE
REAR FLANGE
CASTING BODY
Figure 2-28.
Power
38
turbine.
engim
elin
or
largely
because
they
offer
rotational
little
alignment of
rotating elements; are relatively inexpensive;
may be easily replaced; can withstand high
momentary overloads; are simple to cool,
lubricate, and maintain; can accomodate both
resistance;
be mounted to the other end of the reductiongear to achieve counter-rotation of the screw.
By varying the
facilitate
output speed
elevated
to
precision
and are
relatively resistant
temperatures.
The
main
the
to
fail
may
The power turbine
is
constructed
much
like
loads.
and
blades have
interlocking shroud tips for low vibration levels.
Honeycomb shrouds in the turbine case mate
with the blade shrouds to provide a gas seal and
to protect the case from the high-temperature
gas. Two popular methods of blade retention are
the bulb-type and the dovetail.
(2)
the
power
turbine
MAIN BEARINGS
The main bearings have the critical function
of supporting the main engine rotor. For the
most part, the number of bearings necessary for
proper engine support is decided by the length
and weight of the engine rotor. The length and
On modern
is
mounted
separator.
OIL SEALS
in a
The
Hydrodynamic or
some
receiving
in
39
BALL BEARING
SLIPPER
BEARING
203.5E
Figure 2-29.
LIP-TYPE SEAL
The
2-30) is used to
prevent leakage in one direction only. A metal
lip-type
seal
(fig.
frame
is
covered with a synthetic material,
usually neoprene. The neoprene is somewhat
smaller than the shaft. The elastic ability of the
neoprene
the seal.
maintain
The
seal is
fit
around the
tolerances throughout a
This seal allows a
range.
large
smal
SPRING
snug
close
temperature
will allow
SEAL HOUSING
shaft.
SEALING
AREA
fluid pressure
by a burr on the
will tear the seal
easily
shaft, or dirt, either
damaged
of which
SHAFT
LABYRINTH/WINDBACK SEAL
SEAL
RETAINER
The
277.25
Figure 2-30.
40
Lip-type
seal.
CARBON SEAL
CUP
SEALING
SURFACE
CARBON
SEAL
MATING
NO. 4R BEARING
STATIONARY OIL SEAL
RING
0-RING
GROOVE
CARBON ELEMENT
ANTI- ROTATION
SEALING SURFACE
TANG
CARBON
RING
SEAL
WINDBACK THREADS
SEAL
SURFACE
N0.4R BEARING
ROTATING OIL SEAL
SERRATIONS
OILSLINGER
277.26
Figure 2-31.
amount of seal
Typical
oil
seals.
They move
oil
leakage.
pad.
oil
accumulation
will
have
0-RING PACKING
The O-ring packing is used extensively
throughout the engine. O-rings, sometimes called
preformed packing, are used to seal between
stationary parts. There is a variety of materials
used in Orings. We will only mention that the
type and temperature of the fluids coming in
contact with the ring determine the type of
material used to make the O-ring.
and
is
used for
many
different functions
On some
externally to seals
the
air
and
piped
where shafts extend outside a
engines
is
AIR SYSTEMS
Air
it
nozzles.
on
The bleed
air is
systems.
negative atmosphere,
turbine bearing seal
PRIMARY AIRFLOW
The
the
bearing.
which
is
Seal air
rotor.
is
(fig.
Upon
labyrinth/honeycomb
seal
The
fishmouth
seals
are
sheet-metal,
circular,
seals
used to
stationary,
interlocking-type
prevent excessive leakage of hot combustion gas
from the primary airflow.
SECONDARY AIRFLOW
ACCESSORY DRIVES
on
42
(COP) AIR
SEAL
FISHMOUTH SEAL
HONEYCOMB
SERRATIONS
DAMPENING
RING
DAMPENING RING
NO.
4R BEARING
277.27
Figure 2-32.
Typical air
pump
drive
section
also
serves
as
an
oil
The gear
the use
train
designed.
The three
is
are:
the
on
is
housing; under
or under the
manufacturer of a
air inlet
frame;
One
by
common
compressor front
compressor rear frame.
is
are supported
seals.
43
CHAPTER
STARTING SYSTEMS
Gas turbine engines are started by turning
the compressor at sufficient speed to initiate and
sustain combustion. Both the compressor and
dual
axial-flow
starter needs
to
rotate. The starter's first
requirement is to accelerate the compressor to
provide sufficient airflow and pressure to
support combustion in the burners.
overheat because of
lack of cooling
air.
The
starter
engine.
ENGINE ATTAINS
IDLE RPM
STARTER OFF
IGNITION OFF
ENGINE ATTAINS
SELF-SUSTAINING
SPEED
combustion
at the
is
ignited.
-FUEL ON
After
the
engine
has
reached
-IGNITION
its
ON
TIME-SECONDS
STARTER ON
may
277.1
Figure 3-1.
Chapter
3-STARTING SYSTEMS
detail.
All
minimum
ELECTRIC STARTERS
be satisfactory.
an
of
characteristics
amount needed
to
by
overcome
friction.
Electric
small
used
on
have low starting
inertial loads and require high cranking speeds as
compared to large engines that have a high
starting torque and require low cranking speeds.
A few of the older cruisers have a 750-kW
horsepower
starters
engines
are
that
an
0-100% rpm
is
is
turbine-driven and
electric
starter.
The
is
277.2
The
operation.
has
starter
the
turbine on the
built.
following
first
PG
class
the
were
starter
hydraulic
ships
system,
modified. The hydraulic starter was removed
and a small gas turbine and a pneumatic starter
1
The starter-generator is one unit (one
unit starts the engine and also charges its own
.
were
Due
installed.
to
limited
use
of the
batteries).
2.
were used to
Hydraulic starters
characteristics:
It
example,
MAKltKS
HYUKAUJLIC
is
for
practical
the
LCSR
old
small
craft,
information
for
on
the
system
hydraulic
in
basic
principles
Fluid Power
of
NAVTRA
16193-B.
3.
It requires a cooling period if more than
one attempt in succession is made to start the
engine; that is, if the engine fails to start on
initial start, a 1 5-second cooling time is
required
for the second and third starts. If a third
a
30-minute
attempt fails,
cooling period is
systems
required.
GM),
OPERATION OF ELECTRIC
STARTERS-GENERATORS
is operated, the
hydraulic oil (under
pressure) from the accumulator to pass through
the hydraulic starting motor, thereby cranking
the engine. When the starting lever is released,
spring action disengages the starting pinion and
closes the control valve, stopping the flow of
hydraulic oil from the accumulator. The starter
is protected from the high speeds of the engine
by the action of an overrunning clutch.
closes.
The
starter
series
unit
operating.
When
control
start cycle.
opens
is
is
the
valve
starting
lever
allows
PNEUMATIC STARTERS
The generator
will
46
Chapter
3-STARTING SYSTEMS
FILLER CAP
STARTER ASSEMBLY
PRESSURE LINE
VALVE COVER
ACCUMULATOR
HAND PUMP
PRESSURE GAGE
75.179
Figure 3-3.
of
is
is
When
airbleed
is
to
wheel through a
The energy of the compressed air causes
turbine wheel to rotate at high speed. The
and
is
nozzle.
the
air is
planetary
mechanism
is
system
starting.
to
When
supply. With the air supply cut off and the pawls
ratcheting, the turbine wheel and reduction
Reduction of the
277.3
Figure 3-4.
Pneumatic
starter assembly.
Chapter
3-STARTING SYSTEMS
electrical
from the
is
to
operating
system,
is
motored by
in the
mouth of
the turbine.
internal
pressure,
vaporization,
1 1
5-V
power
electrical
through
high energy.
Tnput voltage
first
back
into
conducted
is
is
supplied to the
exciter,
which serves to
noise voltage from feeding
being
block
rectifier.
and
deposits
this,
voltage
INPUT CIRCUIT
60-Hz
ship's service
spark
The
resulting
current
charges
capacitor
becomes
high-voltage,
direct
The storage
capacitor.
charged up to a maximum of
a
RECTIFIER CIRCUIT
OUTPUT CIRCUIT
120V AC
60Hz
1.3 AMPS
15/30 KV
2
JOULES
100,000 WATTS
NX
277.4
Figure 3-5.
types
shown
operate
and
to
in
figure 3-6.
continually,
reliable, requiring
remove carbon
barrel.
6 SLOTS EQUALLY
rSPACED
HASTELLOY "X
EQUALLY SPACED
8 GASKETS
THICK COPPER-
INCONEL 600
SEALING WIRE
CENTER ELECTRODE
GASKETS
THICK COPPER
6 HOLES
TERMINAL SCREW
CEMENT
GASKET
COUPLING
LOWER SH ELL
GASKET
NUT
203.124
CHAPTER
AND
FUELS
Engine
are
required specifications.
LUBRICANTS
flashpoint-must permit ready starting and
the fuel safe to handle and store.
still
make
CHARACTERISTICS AND
REQUIREMENTS OF FUEL
The desirable characteristics of a marine gas
turbine fuel are mostly identified in forms of
what the fuel should
do.
NOT
we
used
in marine gas turbines, the lubricating oils used
in the gas turbines and reduction gears, and
hydraulic fluid used in various elements of the
In this chapter
1.
It
this
Navy
The more
indicated
that
turbines
will
It
refined
have
3.
much
last
4.
It
deposits
should
the
in
not
anticipated
temperatures.
5.
It
should
not
form
undesirable
is
fuel
must be such
that
it
combustion
qualities
chamber.
autogenous
Its
ignition
ignition
and
point
IMPURITIES
When
the
When
fuel is stored
in
Ihe
grow
turbine
2.
of the
Aniline
heat
the
dicts
fuel
specific gravity
fuel.
3. Smoke
which
point,
cleanly the fuel will burn.
fuel.
4. Heating
value,
potential energy in each
which
indicates
pound or
6. Acidity,
which indicates
corrosive effects of the fuel.
is
good
solvent and
may
the
gallon of fuel.
out.
Diesel fuel
how
indicates
the
possible
pick up
7.
which
Viscosity,
must
be
for
limits
within
proper functioning
metering and vaporizing components.
specified
8. Flashpoint,
the fuel will ignite
will
of
be in storage.
Maintaining
the
fuel
tanks
and transfer
Freezing,
cloud,
temperature at which
from the
wax
fuel.
Pour
quality
temperature
at
purposes.
Specific
gravity in degrees API
(American Petroleum Institute). Specific gravity
1.
11. Thermal
which the fuel
stability,
starts to
the temperature at
break down to form
electricity.
52
for
requirements
handling
are
fuel
the
1
needed to maintain
fuel quality.
fuel
system has
2.
3.
Amount
turbine (power
number of
functions.
power
turbine
4.
Inlet air
5.
compressor
engine
to
control
the
angle
of the variable
The metering
valve
impurities
before
the
fuel
enters
is
if
the
pump
it
the filter
The
by the
pump
When
filter
strainer inlet
LM
On the
2500 engine, between the
pressurizing valve and the nozzles are two
shutdown valves in series (fig. 4-2). If either is
is
combines
speed.
perform the
the
pump
assembly.
The
fuel
pump and
fuel control
(fig.
4-4) are
CN
CM
r*.
CN
o
u
TJ
CD
Q.
tt
3
en
il
CD
CJ
UJ
CD
OC
Chapter
PILOT PRESSURE
ELECTRICAL
CONNECTOR
heat.
DRAIN PORT
INLET PORT
LUBRICANTS
Gas
DISCHARGE PORT
bearings
-BYPASS PORT
turbine
or
rotors turn in
ball
or roller
a
of
type
bearing called a slipper bearing.
The lubricating oil coats and
the
preserves
metal
surfaces of the bearings and also carries
away
heat from critical areas. The oil has
to work
within high-pressure areas of the
engine where
occasionally
in
self-centering
277.23
Figure 4-2.-Fuel
shutdown
valve.
BODY ASSEMBLY
PISTON
277.24
MAIVl.rN.C-
SUPPLY COMPRESSOR
INLET TEMPERATURE
TO FUEL FILTER
FEEDBACK
CABLE L^KAGE
RETURN
ACTUATOR
PRESSURE
TO THROTTLE
REFERENCE
PRESSURE SUPPLY
277.
Figure 4-4.-Fuel
pump
FLOW
DIVIDER VALVE
HEAT
SHIELD
mu
hi|
unique
PRIMARY FLOW
PASSAGE
we
will
LM
AIR
Using the
2500 gas turbine as a
example, we find that the basic lubricant is tr
synthetic oil Mil-L-23699, which is
common]
used for jet aircraft
engines. The basic oil
reinforced with a system
preservative. The pr
servative may be a commercial
product, Bray C<
599, or one made by
Lubrizol
SHROUD
277.26
Figure 4-5.-FueI nozzle.
mixing
56
No. 85
Chapter
Dow
and
synthetic
oil.
To
replenished.
CONTAMINATION
remove paint and are
toxic; therefore, avoid spills. They are dangerous
in contact with your skin, and you must not
breathe their vapors. Cleanup rags and other
sources of synthetic oil vapor must be removed
from enclosed spaces.
Synthetic
oils
will
Gas
turbine
can
oil
lubricating
be
1.
Water
from
condensation. This
is
coolers
or
from
is
turbine.
is
below
Replenishment
oil
the
is
LM
2500 engine
when the
refilled
24-gallon
packaged
sight
glass.
in quart and
gallon cans.
away.
Gages on the lube storage and conditioning
assembly indicate the condition of filter
elements by showing the amount of pressure
drop through the filter. This drop is also
2.
3.
Scale,
abrasion
rust,
or
oil.
corrosion
of metal
containers. Rust in the
fragments
water in
the
oil,
or
of
metallic
from
oil
it
parts,
lubricating
system
may
or
oil
may be due to
be introduced
has
that
become
through oil
contaminated from storage containers and/or
externally
servicing
equipment that is not properly
maintained. The presence of rust in the lube
system over a period of time will eventually
discolor bearing components in the lube oil
pump. Ordinary
Air
the
is
permeates the
oil
chief
as a result
It
contaminant.
of the spray type
2.
5.
6.
7.
OIL
SE'AT'EXCHANO^RUUBE VENT
SCAVENGE OIL FILTER
FILTER SELECTOR LOCK
FILTER SELECTOR
Figure 4-6.
SENSOR
15.
16.
^NOT SHOS-
Lube
lubrication
pressure
ELECTRODES
PHOTO MULTIPLIER
TUBES
rotor.
6.
Dirt
is
almost
the
always
such
result
of
READ
OUT
as
pouring
replenishment oil through dirty funnels and
failure to clean filler openings and can tops
before pouring
7.
natural
oil,
oil.
Deteriorated
oil
breakdown of the
from the
over a period of
resulting
oil
CHROMIUM
COPPER
conditions.
Air
filters.
EXIT SLITS
in the
As shown
spectroanalysis.
show
in
and sent
figure
will
is
oil at
some
also
the
installations,
system
lubricating
furnishes oil to various hydraulic systems. Heat
absorbed by the lubricating oil is transferred to
medium
4-8
oil
pressure
oil
and
Spectrometric
oil analysis.
designed to supply
the cooling
Figure 4-7.
the
277.28
4-7,
presence of
specific metals and other elements in the oil.
This analysis is very valuable in predicting
potential casualties that may be caused by
breakdown of metal parts or in detecting
problems that produce metallic breakdown, such
as hot spots, or rubbing of parts.
spectroanalysis
bearings,
scavenge
and
gears,
elements
pump remove
oil
in
Five separate
lube and scavenge
splines.
the
from A, B, C, and
D sumps
and
transfer
CM
00
^i-
&
Scavenge
oil
mounted on
is
filtered
by
duplex
filter
will
is
is
shut down.
2.
line
(fig.
to the
4-8) consists
LUBE SCAVENGE
SUBSYSTEM
Oil tank
and cold
start
pump
supply element
bypass valve
1.
3.
4.
5.
C and D sump
filter
(fig.
4-9)
is
pump
scavenge
scavenge
2.
3.
4.
Heat exchange
filter
valve
(oil cooler)
down
or operating.
valve
is
located between
(gpm)
the
and
six
containing
type
gerotor elements. One element is used for lube
supply (just described), and five are used for
lube scavenging. Within the pump are inlet
screens, one for each element, and a lube supply
positive- displacement
Lube
Lube
elements
shut down.
61
COMMON SCAVENGE
DISCHARGE
MOUNTING FLANGE
"TGB" (A SUMP)
INLET
SCAVENGE
O-RING
SUPPLY
SCAVENGE
INLETS
DISCHARGE
PRESSURE
SUPI
SENSING PORT
INLi
(CAPPED)l
SCAVENGE
Figure 4-9.
INLETS'
Chapter
NOTE:
LEGEND:
1.
5.
ELEMENT
6.
JAM NUTS
7.
8.
BOWL
O-RING
CAP NUT
10. O-RING
11. DRAIN PLUG
9.
277.31
Figure 4-10.-Lube supply
Heat Exchanger
(oil
cooler),
shown
in
flowing
around
Flange-type
connections;
the
ports
outside
are
of
used
the
inlet, discharge,
for
oil
removed
OIL SEALS.-(See
were
described
figure 2-30.)
The
oil seals
in
2.
chapter
They are
labyrinth/windback types used in the sump
areas, and carbon seals are used in the transfer
gearbox.
HYDRAULIC FLUIDS
In gas turbine propulsion systems hydraulics
are used for various control functions. The
Since
is
in a fairly stable
in
weapons
must provide
stable.
lubrication, and
They
must
must be
also
be
filter.
oil
separator,, which
salvages
vapor and
discharges air into the exhaust duct. Figure 2-13
shows a bearing sump vented through one of the
diffuser guide vanes.
chemically
SUMP VENTS
pumps and
scavenge
tubes.
coolant
for
filter,
oil
scavenge
vented to a centrifugal
air/oil
combustion.
is
COOLANT
INLET
LEGEND:
1. PLUG
8.
O-RING
O-RING
UNION
COUPLING NUT
O-RING
UNION
COUPLING NUT
9.
CAP
2.
3.
4.
5.
6.
7.
277.32
Figure 4-11.
Heat exchanger.
system.
64
CHAPTER
in figure 5-1,
ACOS
centralizes the
monitoring
arid
operation
by
fewer
bell
systems (ACOS).
readings
227.33
Figure 5-1. -Typical Central Control Station (CCS).
65
Probably the
controllable
ACOS
propulsion
is
parameter.
reversible
system
pitch
which
is
(CRP) propelle
currently bein.
installed in
new
manufacturers'
Computer Basics,
Basic Electronics,
10087-C.
technical
manuals,
NAVEDTRA
Volumes
and
Digita
10088-A,
2,
am
NAVPER^
227.34
Figure 5- 2.
GENERAL DESCRIPTION
ACOS
and
efficiently. It
performed
Single-Lever
Programmed Control of
the
appropriately set
(fig.
5-5).
(fig.
figure 5-6,
is
in
normally is
machinery space near the propulsion equipment
and
the
contains
controls and
necessary
indicators to permit
direct
local (manual)
control of the propulsion equipment (fig. 5-7).
The direct local mode of control, although still
electronic, permits operation of the equipment
independently of the programmed sequencing
from the computer and can be used in the event
of an
or for control during
emergency
maintenance. The LOP also provides facilities
for local control of plant starting and stopping
independently of the protective interlocks and
automatic start/stop
logic provided by the
sequencer.
SHIP
CONTROL CONSOLE
levers
in
OOD
primary method of
operating the ship's propulsion plant involves
the use of a single PCC control lever and a
special-purpose digital computer contained in
The
the
PCC.
second
and
with a
bridge. This feature provides the
greater feel for the control of the ship as well as
to
faster
desired
response
changes. In a
twin-screw ship, steering and maneuvering of the
ship may be done through this console, using the
engines in addition to the rudder.
Chapter
SCC
147.18*
Control.
Figure 5-5.-Bridge
147.185
Figure
5-4.-PCC
Single-Lever
Programmed
Control.
227.35
Figure 5-6.
DATA LOGGER
BELL LOGGER
The
1.
bell
logger
Propeller
rpm
(fig.
or
5-10)
pitch
provides
is
changed
an.
by
the
PCC
3.
4.
is
demanded by
operator.
unapier
CONTROLS
AND
INDICATION
ON LOP
Figure 5-7.
Engine
Figure 5-8.
in
FUNCTIONAL DESCRIPTION
AND OPERATION
ACOS accomplishes several functions w
can be grouped into several broad categoric
follows:
1.
Assists in starting and* stopping
propulsion plant of the ship in a manner
not create damage to equipment
will
the
jeopardize
ship's
tactical
mis
requirements.
2.
angle of the
reversible pitch propellers.
the
pitch
control!;
ship's
and displays
3.
Senses,
processes,
operator evaluation the numerous propul
plant conditions or parameters.
$33155
DATA LOGGER
J
TIME
336IS
TIME
33727
TIME
33739
TIME
33818
TIME
33847.
2/3
J7
ER
1/3
16
17
EB
16
HPM
e
RPM
80
KPh
ER
16
BF
KONTH DAY OROEH STATION PITCH
ER
12
17 BF
-1J
ORDER STATIOM
RPM
67
12
17
773600
SHAFT R
743602
SHAFT R
743747
SHAFT^
BO
IF
!F.R
SI
227.36
Figure 5-9.
Time
Month
Day
BELL LOGGER
Order
Station
Pitch (angle of controllable pitch propeller)
22
rpm
Figure
Shaft revolutions
5-10.
Bell
Logger
and
printout.
typical
hard
Chapter
4.
Constantly monitors those parameters
considered
vital
to
the
continued proper
operation of the propulsion plant for an
out-of-t olerance condition. If an
out-of-tole ranee condition is detected, visual and
audible fault alarms are immediately provided to
the operator.
B
PROPULSION
AUXILIARY
SYSTEMS
PROPULSION
SEAWATER
COOLING
FUEL SYSTEM
HYDRAULIC
SYSTEM
LOCAL
OPERATING
PANEL
CONTROL
CONSOLE
(PCC)
(LOP)
GEAR LUBE
SYSTEM
OIL
ENGINE WATER
WASH SYSTEM
REDUCTION
GEAR
PROPELLER
GAS TURBINE
MODULE
(fiT|yn
IG
'
227.38
IJNIKULUJUIIUIN 1U MAKlJNti
for a large number of parameters that pass
through the LOP for display on the PCC. The
primary path for engine control and monitoring
is through the Engine Control Module (ECM) via
path D. Control of fuel, ignition, starter, etc. is
routed from the LOP or PCC to the ECM which
connects directly to the engine modules as
defined by signal paths E and F. Signal path G is
electronic circuitry.
Referring to figure 5-12, you will notice all
signals, including those selected for console
display, are sent to an electronic device called
multiplexer consists
analog multiplexer.
an
of
LOP.
(the
processor
special-purpose digital computer) in the PCC to
the loggers is provided via signal path H. The
loggers are considered to be a one-way data path
since there is no input capability from the
the
interface
control
that
from
engine
provides
the
PCC:
data
Output
from
start-stop
however,
PCC
engine
via the
the
several
printed
Look
wire
at figure 5-13.
the arrow to be a
loggers.
PARAMETER PROCESSING
propulsion
available
as
inputs to the analog
multiplexer, the computer, using a multiplex
scanner, can rapidly sample (scan) all the sensor
inputs. Therefore, from the analog multiplexer
always
Various sensors are located throughout the
plant wherever pressures,
etc.
are
to
be
temperatures,
capacities,
monitored. All these sensors produce an output
in the form of an electrical signal. The signals are
divided into two basic categories, discrete and
display
measured.
These
signal
differences
are
which
devices, called
are
located
in
conditioners,
signal
the
LOP.
Signal
is a
may
reflect
whose value
LOP
and
PCC are
sent
At
this point in
our discussion,
all
the analog
where
it
is
it
is
changed
to digital data).
many
as
computer
for storage.
Chapter 5 -AUTOMATED
CONSOLE
METERS
METER
DRIVER
SIGNAL
CONDITIONERS
ANALOG
MULTIPLEXER
ANALOG
TO
DIGITAL
DIGITAL
MULTIPLEXER
CONVERTER
DIGITAL
COMPUTER
(PROCESSOR)
227.39
Figure 5-12.
mentioned
VDC
generate
[I
7.5
are
handled
they
can
differently.
discrete signal (on-off, open-close, etc.) is sent to
located
in the LOP
a fault alarm detector circuit
VDC [I 6.0
OUTPUT
where
alarms,
(DATA STREAM)
it is
scanner
and
227.40
Figure 5-13.
ALARM DETECTION
ACOS
Discrete
categories
signals
vital
are
grouped
into
two
are
is
many
detection
system
oil
Not
enough
signal
in
analog
signal
processing.
The
alarm
light
COMPUTER
Chapter 5 -AUTOMATED
also
activates
the
limits established
The pre-set
circuit are also
audible alarm.
by the alarm
Had it
processor
not
functioned
correctly,
the
would
cause
a
automatically
processor-generated alarm (fig. 5-16) to operate,
informing the operator of a fault alarm circuit
malfunction and the data logger would print the
alarm.
DATA LOGGER
2.
Provide
system alarm
verification
of
the
control
circuitry.
3.
Provide a hard copy (log) of the ship's
control system operation.
electronic
Verify
its
own
operational status.
malfunction.
The
alarm
system
detection
also
4.
and
in similar situations.
to
gas
turbines.
7.
propeller pitch
commands.
Propulsion Control
is
Engine Washdown
from
PROCESSOR
Demand Data
programmed control
mode. The processor program interfaces with
the ship's console loggers and the propulsion
hardware, as shown in figure 5-15. The program
operates on an approximate 2 00-milli second
cycle to perform the following functions:
1.
Outputs
control
actions
initiated
display
consist
are
stored in memory
readings which
described previously in parameter processing.
as
Chapter
UNIT DISPLAY
(DEG, PSI, ETC.)
PARAMETER DISPLAY
THUMBWHEEL ADDRESS
UPPER/LOWER
SWITCHES
SWITCH
LIMIT
147.190
Figure 5-17.
Demand
SUMMARY
To review the functional description of the
ACOS, we refer to figure 5-18. Through the
system, the operator at the propulsion control
console can "see" and manipulate the entire
by
wired-in
expertise
from
electronic
relay display.
computer
PILOTHOUSE
ENGINE MODE
SINGLE LEVER CONTROL
SHIPS
CONTROL
CONSOLE
ENGINE ORDER
LOGGER DATA
(SHIPS LOG)
LOGGER DATA
(EQUIPMENT
OPERATING
CONDITION)
PROPELLER PITCH
THROTTLE POSITION
THE
OPERATING CONDITIONS OF
THE SHIPS PROPULSION EQUIPMENT
SENSOR DATA
227.43
Figure 5-18.
digital
permits
INDEX
Air systems, 42
Classification
primary airflow, 42
secondary airflow, 42
Alarm
axial
detection, 75-78
disc type,
Automated
70-72
bell logger,
power
data logger, 70
functional description and
operation, 72-74
local operating panel, 67
parameter processing, 74-75
processor,
20
drum-type, 20
turbines, 36-39
Compressor
78
Data
logger,
70
summary, 79-80
E
B
Electric starters, 45-46
compressor cleanliness, 14
convergent-divergent process, 11-13
effect of ambient temperature, 13-14
open and closed cycles, 1 1
theoretical cycles, 10-1
Bell logger, 70-72
Bernoulli's principle, 5-6
Boyle's law, 7
by compressor
type, 16-39
construction, 20-32
Hydraulic starters, 46
main bearings, 39
oil seals, 39-42
carbon ring seal, 41-42
labyrinth/windback seal, 40-41
lip-type seal,
40
Impurities, 51-52
Main bearings, 39
sump
vents, 63
impurities, 51-52
lubricants, 55-57
adiabatic compression, 13
compressor
cleanliness,
14
cycles,
1 J
sump vents, 63
Gas turbine operation, 5-9
Bernoulli's principle, 6
Boyle's law, 7
Charles' law, 8
laws and principles, 5-6
Newton's first law, 8
Boyle's law, 7
Charles' law, 8
H
Oil seals,
39-42
carbon ring
seal,
41-42
labyrinth/windback
lip-type seal,
82
40
seal,
40-41
INDEX
Pneumatic
starters,
46-49
demand
data,
78
pneumatic
starters,
46-49
engine washdown, 78
propulsion control, 78
W
Propulsion control console, 67
Propulsion systems, marine gas turbine, 1-14