Ship Power
Ship Power
Systems and
Systems and
Design
Design
Course no.: 21 444/924
Hossein Ghaemi
Sem. I, 2009/2010
University of Stratchclyde, Faculty of Engineering
Department of Naval Architecture and Marine Engineering
Part 3
Ship Power
Ship Power
Systems and
Systems and
Design
Design
Course no.: 21 444/924
Hossein Ghaemi
Sem. I, 2009/2010
University of Stratchclyde, Faculty of Engineering
Department of Naval Architecture and Marine Engineering
Part 3
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
2
PART 3
PART 3
Gas Turbine Propulsion
Gas Turbine Propulsion
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
3
Introduction to Part 3
This part of the lecture is devoted to
introduction to gas
turbine as a (part of) prime mover in ship
propulsion
system.
It delivers basic information on different gas
turbine
elements, thermodynamics of different cycles
and
configurations, giving some examples of
application of
gas turbine in marine technology.
The aim is building a general idea about
operation and
features of gas turbine propulsion.
The aspects of design and construction of gas
turbines
are not included in.
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Ship Power Systems and Design
4
Gas Turbine as a Marine Prime Mover
Gas turbine uses fuel energy to produce
mechanical output
power
, either as
torque
through a rotating shaft (industrial
and marine gas turbines) or as jet power in the form of
thrust/velocity
through an exhaust nozzle (aircraft jet
engines).
The
fuel energy
is added to the
working substance
, which is
gaseous in form and most often air, either by direct internal
combustion or indirectly through a heat exchanger. The
heated working substance, air co-mixed with combustion
products in the usual case of
internal combustion
, acts on a
continuously rotating turbine to produce
power
.
The gas turbine is thus
distinguished from heat engine
types
where the working substance produces mechanical power by
acting intermittently on an enclosed piston, and from steam
turbine engines where the working substance is water in
liquid and vapor form.
Part 3: Gas Turbine Propulsion
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5
GE Marine Engines’ LM2500 aero-derived gas turbine showing
(from left to right) the compressor(1), combustor (or burner) (2),
high pressure turbine (3) and low pressure power turbine (4).
Gas Turbine – General View
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Ship Power Systems and Design
6
Gas Turbine – Main Elements
Compress
or inlet
Front
compressor
Compressor
intermediate
Main
accessory
gearbox
Rear
compresso
r
Diffus
er
Combustion
section
Turbine
nozzle
Rear
compressor
drive turbine
Front
compressor
drive turbine
Exhaust
case
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Ship Power Systems and Design
7
Principles
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
8
Marine Gas Turbine
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
9
Gas Turbine Power
Plant
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
10
Gas Turbine for Jet
Propulsion
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Ship Power Systems and Design
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Model of ideal gas:
The ideal gas can be regarded as a system of
tiny, rigid, randomly distributed particles which undergo chaotic
motion. The distances between them are much larger than their
dimensions and they exert no adhesive forces on one another. The
particles have dierent speeds, they collide with the walls of the vessel
and with each other in such a way that they change their energy and
momentum.
Temperature
represents the thermal level of the fluid and
(according to statistical mechanics of gases) it may be defined as a
measure of the kinetic energy of translatory motion of gas particles.
The lowercase letter t denotes temperature measured in the
Centigrade (Celsius) scale, while the capital letter T – temperature in
the absolute (Kelvin) scale.
Definitions
Internal energy
may be understood as the sum of the kinetic energy
of all kinds of motion of a gas (translatory, rotational and vibrational),
plus the potential energy resulting from the relative mutual location of
gas molecules, plus the chemical energy of the gas (the energy used
to create the compound). The internal energy of a unitary mass of gas
is denoted by the lowercase letter u. The physical unit of u is J/kg or
kJ/kg .
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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Pressure
is understood as the force per unit of area exerted by the
fluid on any surface, either on the boundary of the vessel or immersed
in the fluid. Pressure always acts perpendicularly to the surface. The
lowercase letter p is used to denote pressure and its value is
expressed in Pascals, Pa = N/m2 . In practice multiple units are used,
i.e. 1 kPa = 103 Pa, and 1 MPa = 106 Pa.
Density
denoted by the Greek letter
, describes the concentration of
matter M in volume V:
=M/V. The unit of gas density is kg/m
3
.
Specific volume
denoted by the lowercase letter v, is inverse in value
to the density of the gas v =V/M=1/
. The unit of specific volume v is
m
3
/kg.
Viscosity
is understood as molecular cohesion and interaction
between adjacent layers of fluid. The coecient of dynamic viscosity
is
expressed in kg/m·s or in poises, 1 P = 0.1 kg/m·s . The coefficient of
kinematic viscosity
= is expressed in m
2
/s or in stokes, 1 St = 10
-
4
m
2
/s.
State equation:
The relation between temperature T, pressure p and
specific volume v is called the state equation: pv=RT. The gas constant
R is given by the relation R=R
m
/M
m
, where R
m
stands for the universal
gas constant, R
m
= 8314 J/kg·K, while M
m
is the molecular mass of the
gas.
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
13
Enthalpy
h of a unit mass of gas may be defined by the following
relation
h = u + p · v
The product p·v is interpreted as the work necessary to pump the
medium into the considered region, or to the exit from it. The specific
enthalpy h is expressed in
J/kg
or kJ/kg.
Kinetic energy
E of fluid mass M is calculated as follows
where w stands for the velocity of the gravity centre of mass M.
Specific kinetic energy
of a unitary mass is written in the form of
and is measured in J/kg.
2
2
Mw
E
2
2
w
M
E
e
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Ship Power Systems and Design
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Heat
is understood as a form of energy transmission and expressed in J
(or kJ), while the unit of specific heat q is a J/kg. The total heat q
t
related
to a thermodynamical process is the sum of the nett heat q from
external sources and the heat q
f
due to friction present in the actual
process.
Specific heat at constant pressure
c
p
is the quantity of heat
required to raise the temperature of one kilogramme of a substance by
one Kelvin (or one degree Centigrade) at constant pressure, (
J/kg.K
).
Specific heat at constant volume
c
v
is the quantity of heat required
to raise the temperature of one kilogramme of a substance by one
Kelvin (or one degree Centigrade) at constant volume, (
J/kg.K
)
Part 3: Gas Turbine Propulsion
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R
c
c
v
p
R
c
R
c
v
p
1
1
1
v
p
c
c
For ideal gases the heats c
p
and c
v
are constant values, but for actual
gases
they depend on the temperature and pressure.
For a semiperfect gas:
)
(
)
(
T
c
c
T
c
c
v
v
p
p
Part 3: Gas Turbine Propulsion
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16
In practical applications average values of specific heats in a given
range of temperatures (from T
1
to T
2
) are used:
Also
Specific entropy:
The increase of specific entropy s can be
calculated as the ratio of total added heat to temperature
dT
dq
ds
t
J/(kg.K)
1
2
0
0
1
2
0
0
1
2
1
2
T
T
c
c
c
T
T
c
c
c
T
v
T
v
v
T
p
T
p
p
or
2
1
2
1
2
1
2
1
)
(
1
)
(
1
1
2
1
2
T
T
v
T
T
v
T
T
p
T
T
p
dT
T
c
T
T
c
dT
T
c
T
T
c
dT
c
du
dT
c
dh
v
p
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Ship Power Systems and Design
17
Specific technical work
dl for a unit mass M of gas can be given in
the form
dp
v
dl
J/kg
Polytropic process:
The polytropic process is given by the following
relation
.
cons
v
p
n
n: polytropic
exponent
n
n
p
p
T
R
n
n
l
1
1
2
1
2
1
1
1
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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Adiabatic Process:
An adiabatic process is defined as a process without
any heat supplied to the medium from external reservoirs
0
2
1
q
Reversible adiabatic process:
If additionally the heat supplied to the
medium due to friction is equal to zero it is so-called reversible
adiabatic process. For a reversible adiabatic process:
0
ds
(isentropic process)
.
cons
v
p
1
1
2
1
2
1
2
1
1
1
p
p
T
R
h
h
l
s
s
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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External technical work
is defined by the relation
friction losses
2
1
2
1
2
1
2
1
h
h
q
l
l
f
e
2
1
2
1
e
s
l
l
Turbine internal efficiency
is defined as
s
s
e
i
h
h
h
h
l
l
2
1
2
1
2
1
2
1
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
20
T-s Diagram -1
Elementary change of
total heat supplied to the
medium
isothermal
process
isochoric
process
isobaric
process
isentropic
process
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
21
Constant pressure process
Constant volume process
T-s Diagram -2
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
22
T-s Diagram -3
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
23
h-s Diagram
For
perfect gases
the specific heat at constant
pressure
c
p
is a constant
value and the
enthalpy of
gas depends linearly on temperature
.
Thus it is enough to
multiply the temperature scale T
by the value of c
p
in the T-s diagram to obtain an h-s
diagram.
Then, the lines of particular thermodynamical
processes may look
identical in T-s and h-s
diagrams.
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
24
Thermodynamic cycle:
A sequence of consecutive thermodynamical
processes is known as a thermodynamical cycle (closed cycle) if the
parameters of the medium at the beginning are exactly the same as the
parameters in the end state.
Thermodynamic cycle of a heat engine
Part 3: Gas Turbine Propulsion
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25
Thermal cycle efficiency
Thermal efficiency:
The ratio of net output energy to fuel input energy
for the cycle.
Total efficiency of ship turbine propulsion system
engine
B
propeller
E
total
P
P
engine
f
engine
B
W
m
P
f
n
tT
m
W
E
1
2
1
2
1
1
1
q
q
q
q
q
q
l
t
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Ship Power Systems and Design
26
Assumptions made for an ideal gas turbine (theoretical)
cycle
Processes are reversible, isobaric and adiabatic;
Ideal gas with constant specific heat c
p
and c
v
and constant adiabatic exponent;
Constant flow, no flow losses;
No pressure or mechanical losses;
Ideal thermal efficiency.
Part 3: Gas Turbine Propulsion
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27
1
2
1
2
1
1
1
q
q
q
q
q
q
l
cycle
cycle
3
2
3
2
3
2
3
1
1
T
T
T
c
T
T
c
h
h
q
p
p
4
1
4
1
4
1
4
2
1
T
T
T
c
T
T
c
h
h
q
p
p
1
1
2
1
2
p
p
T
T
1
1
2
4
3
p
p
T
T
4
1
3
2
4
3
1
2
T
T
T
T
T
T
T
T
1
1
1
1
1
2
p
p
cycle
q
1
q
2
Brayton cycle
3
4
1
T
T
cycle
The ideal version of the
gas turbine cycle is
known as the Brayton
cycle.
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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cycle
1
1
cycle
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
29
Real Brayton Cycle (open cycle)
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
30
The medium
dT
T
c
c
T
T
p
T
T
p
)
(
0
0
|
dt
t
c
t
t
c
t
t
p
t
t
p
)
(
1
2
1
2
1
2
1
|
a
f
m
m
068
.
0
ST
)
023
.
0
016
.
0
(
6
3
GT
ST
Combustion
temperature:
1800-2000C
(for
TG~1450C) =3÷6
dT
T
c
h
T
T
p
)
(
2
1
T
c
h
T
T
p
|
2
1
T
c
h
p
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
31
Combustion
Min. required oxygen
ST
O
kg
kmol
o
s
h
c
32
32
4
12
min
2
2
O
of
kg
32
O
of
kmol
1
Calorific value of gas fuel
3
n
m
2
2
4
2
6
2
4
2
H
C
77060
H
C
55620
H
C
59790
H
C
62680
CH
35700
H
10650
CO
12450
nm
kJ
W
CO
-
carbon
oxide
2
H - hydrogen
4
CH
-
methan
e
6
2
H
C
-
ethan
e
-
ethylen
e
4
2
H
C
2
2
H
C
-
acethylen
e
n
m
H
C
Other
hydrocarbons
Part 3: Gas Turbine Propulsion
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32
C
C
p
p
T
T
s
1
1
2
1
2
1
2
1
2
1
2
1
2
T
T
T
T
h
h
h
h
s
s
C
1
2
1
2
T
T
c
h
h
l
C
p
C
1
2
1
2
1
2
1
2
1
2
1
2
1
T
T
T
T
T
T
T
T
h
h
h
h
s
C
s
s
C
1
1
1
1
2
1
1
2
T
T
T
c
T
T
c
l
s
C
p
C
s
C
p
C
C
1
1
1
1
2
1
C
C
p
p
T
c
l
C
p
C
C
1
2
p
p
C
1
2
p
p
p
C
Elements – 1: Compressor
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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Elements – 1: Compressor
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
34
Elements – 1: Compressor
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
35
Elements – 1: Compressor
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
36
Elements – 1: Compressor
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
37
Elements – 1: Compressor
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
38
Elements – 1: Compressor
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
39
3
2
2
2
)
(
h
m
m
W
m
h
m
f
B
f
Burner
2
3
h
2
h
3
m
2
m
3
m
f
h
f
.m
f
W.m
f
h
f
.m
f
<<W.m
f
η
B
Ignore it!
3
2
3
2
h
W
h
h
m
m
B
f
3
2
3
T
c
W
T
c
T
c
B
p
B
C
p
B
p
Elements – 2: Burner (Combustor)
B
f
f
h
m
h
m
m
W
m
Q
2
2
3
2
1
)
(
Or
:
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
40
Elements – 2: Burner (Combustor)
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
41
Elements – 2: Burner (Combustor)
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
42
Elements – 2: Burner (Combustor)
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
43
Elements – 2: Burner (Combustor)
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
44
T
T
p
p
T
T
s
1
3
4
3
4
s
s
T
T
T
T
T
h
h
h
h
4
3
4
3
4
3
4
3
4
3
4
3
T
T
c
h
h
l
T
p
T
s
T
s
s
T
T
T
T
T
T
T
T
T
h
h
h
h
4
3
4
3
4
3
4
3
4
3
4
3
3
4
3
4
3
1
T
T
T
c
T
T
c
l
s
T
p
T
s
T
p
T
T
T
T
p
p
T
c
l
T
p
T
T
1
3
4
3
1
4
3
p
p
T
T
T
T
T
p
T
T
T
c
l
1
3
1
1
Elements – 3: Turbine
p
3
p
4
4
3
4s
h
s
expansi
on
3
4
4
P
B
3
Turbin
e
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
45
Elements – 3: Turbine
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
46
Elements – 3: Turbine
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
47
C
T
m
B
l
m
l
m
P
2
3
W
m
P
Q
P
f
B
B
engine
1
1
1
1
1
1
1
1
1
1
2
1
3
2
3
1
1
2
2
3
1
3
4
1
3
2
2
3
3
1
2
2
2
3
3
2
2
3
3
2
3
C
C
C
C
T
T
p
p
c
T
T
c
m
m
p
p
c
m
m
p
p
T
T
c
h
m
h
m
h
h
m
h
h
m
h
m
h
m
l
m
l
m
C
p
C
B
p
C
p
C
T
p
T
m
B
B
m
B
C
T
m
engine
1
1
1
1
1
1
1
1
3
2
3
1
2
3
1
1
3
C
C
C
C
T
T
C
C
p
C
B
p
C
C
p
C
T
T
p
T
m
B
engine
c
T
T
c
m
m
c
m
m
T
T
c
Gas Turbine Set as a Prime Mover (Engine)
B
h
m
h
m
Q
1
2
2
3
3
1
(derived for burner)
Part 3: Gas Turbine Propulsion
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48
- pressure losses
coeff.
1
3
2
3
,
,
,
,
,
,
,
,
,
,
,
,
T
T
m
m
c
c
c
f
T
C
B
p
T
p
C
p
m
B
C
T
engine
2
3
,
,
,
,
,
m
m
c
c
c
T
C
B
p
T
p
C
p
Mainly depend on temperature and pressure
,
,
,
,
m
B
C
T
Individual characteristic parameters, depending
on the system elements and their constructions
1
C
C
C
T
(T
1
: ambient temp.)
3
1
3
,
,
T
f
T
T
f
engine
Gas Turbine Set as a Prime Mover (Engine)
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
49
Gas Turbine Set as a Prime Mover (Engine)
engine
engine
=
GT
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
50
Choice of
and T
3
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
51
Polytropic efficiency
n
n
p
1
1
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Gas Turbine Set as a Prime Mover (Engine)
Part 3: Gas Turbine Propulsion
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Gas Turbine Set as a Prime Mover (Engine)
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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Gas Turbine Set as a Prime Mover (Engine)
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
55
Gas Turbine Set as a Prime Mover (Engine)
Problem with space and weight?
Install gas
turbine!
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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Gas Turbine Set as a Prime Mover (Engine)
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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Gas Turbine Set as a Prime Mover (Engine)
Part 3: Gas Turbine Propulsion
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Two-shaft (double shaft) Gas Turbine Set as a Prime Mover
(Engine)
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Two-shaft (double shaft) Gas Turbine Set as a Prime Mover
(Engine)
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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Two-shaft (double shaft) Gas Turbine Set as a Prime Mover
(Engine)
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Ship Power Systems and Design
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Three-shaft Gas Turbine Set as a Prime Mover (Engine)
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Three-shaft Gas Turbine Set as a Prime Mover (Engine)
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Gas Turbine Propulsion – example1
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Gas Turbine Propulsion – example2
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
65
Gas Turbine Propulsion – example3
An example of the gas turbine arrangement of a destroyer
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
66
Gas Turbine Propulsion – example4
Gas turbine
arrangement
(for a destroyer)
a) With electrical
generators driven by
diesel engines
b) With electrical
generators driven by
gas turbines
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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2
4
2
2
*
T
T
T
T
R
max
T
T
real
R
Order of
regeneration:
)
85
.
0
75
.
0
(
R
9
.
0
R
For closed
cycles
The Idea: Heating up the inlet air
to the combuster to increase the
thermal efficiency
Regenerative open cycle
2
4
.
3
.
.
*
2
T
T
T
T
c
m
Q
q
regen
p
comb
comb
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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Regenerative open cycle
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
69
Regenerative open cycle
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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Intercooling
The Idea: Cooling down the inlet air to the compressor,
which consequently gives higher total efficiency
2
1
1
2
2
1
1
opt
cool
C
C
C
C
p
C
T
c
l
1
2
2
1
opt
cool
C
C
C
C
l
l
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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Intercooling
2
1
1
1
1
1
1
1
1
1
1
1
1
1
1
2
1
cool
C
C
C
C
C
C
C
C
C
C
C
C
C
C
p
C
p
C
p
C
C
C
T
c
T
c
T
c
l
l
l
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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Reheating (Sequential combustion)
The idea: to approach isothermal expansion to increase turbine power.
2
1
T
T
T
2
1
rh
T
T
T
l
l
l
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Ship Power Systems and Design
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T
T
T
T
T
T
T
T
T
T
T
T
T
T
T
T
p
T
T
p
T
T
p
T
T
T
T
T
c
T
c
T
c
l
l
l
1
1
1
1
1
3
1
2
3
1
1
3
2
1
2
1
1
1
1
rh
Reheating (Sequential combustion)
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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More burners?
2%-4% increase in efficieny!
Reheating (Sequential combustion)
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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Regeneration + Intercooling +
Reheating
Regeneration + Intercooling +
Reheating
Regeneration + Intercooling +
Reheating
Regeneration + Intercooling +
Reheating
…
Ericsson Cycle
Regeneration + Intercooling +
Reheating
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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Ericsson Cycle
1
2
1
2
4
3
3
1
ln
ln
p
p
T
R
l
q
p
p
T
R
l
q
C
T
4
3
3
1
2
1
4
3
3
ln
ln
ln
p
p
T
R
p
p
T
R
p
p
T
R
E
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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Comparison of different cycles
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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Gas turbine chacteristic parameters in
brief
d
f
GT
e
eGT
W
m
P
1
-
Effective
efficiency
kg
kJ
2
m
P
l
eGT
GT
e
2 – Effective work
kWh
kg
2
eGT
e
P
m
d
3 – Spec. air required
kWh
kg
eGT
f
e
P
m
b
kWh
kg
3600
eGT
e
l
d
kWh
kg
3600
W
b
eGT
e
5 – Compress.
efficiency
)
30
20
(
e
d
)
4
.
0
2
.
0
(
e
b
%)
92
%
40
(
T
%)
90
%
80
(
C
%
99
%
97
m
6 – Turbine
efficiency
7 – Mech. efficiency
4 – Spec. fuel
consump.
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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Manufacturer
RR
GE
Type
Allison
601
KF9
Allison
601
KF11
Spey
SM1C
WR21
LM500
LM1600
LM2500
LM2500
+
Brake power, kW
6500
7800
19500
25240
4400
14900
24000
26000
Output speed, rpm
5500
3600
7000
7000
3600
3600
Specific fuel
consumption, g/kWh
250
250
230
200
266
233
238
236
Air mass flow, kg/s
66
72
16.3
47
68
78
Specific power, kJ/kg
295
350
270
317
353
334
Specific air
consumption, kg/kWh
12.2
10.3
13.3
11.4
10.2
10.8
Weight, kg
25700
46000
15440
22000
Specific mass, kg/kW
1.4
1.8
1.04
0.92
Length, m
~5
~5
7.5
8.0
6.5
8.3
Width, m
~1.9
~1.9
2.3
2.7
2.3
2.7
Height, m
~2.5
~2.5
3.1
4.8
3
3
Volume, m
3
~29
~29
53.1
103.6
44.9
67.2
Specific volume,
dm
3
/kW
~4.5
~4.5
2.7
4.1
2.5
2.8
Rolls-Royce and General Electric gas turbines for marine
applications
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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Other
examples
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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1947 – UK: GATRIC Metropolitan Vickers, 1870 kW, 12.8%,
(torpedo)
1951: British Thomson (regenerated), 880 kW, 20.1%, (Auris,
tanker)
60’s: Ro-Ro, Ferries, LNG, Hovercrafts, HSC
Most installed:
•
General Electric LM2500, LM100, LM300, LM1500, FT4,
Gnome,
•
Rolls-Royce Allison 601 KF11, Spey SM1C, WR21
•
Olympus, Russian GTU M2, GTU M3, GTKI, GTG-1
1000 naval ships are equipped with more than 2500 gas
turbines
Gas turbine, history and
today
The history goes on …
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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Zubr - Hovercraft
example
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
83
Aquastrada – high speed yacht
example
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
84
Passenger – car ferry
example
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
85
Transatlantic high speed ship
example
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
86
Invincible – British airplane carrier
example
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
87
Bora – Russian corvette
example
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
88
Asagiri – Japanese destructor ship
example
Part 3: Gas Turbine Propulsion
Ship Power Systems and Design
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Perry – American fregat
example