Global warming and the growing demand for energy are two primary problems rising in the power generation industry. A simple solution to these problems has been researched for a number of years. The SCO2 Brayton cycle is often looked into as an alternative working fluid for power generation cycles due to its compactness, high efficiency and small environmental footprint. The usage of SCO2 in nuclear reactors has been studied since the early 2000s in development of Generation IV nuclear reactors, but the idea itself can be traced back to the 1940s. During this time however, no one really looked into the potential of supercritical CO2 since steam was found to be efficient enough, not to mention it was the more understood technology when compared to SCO2. In modern times though, demand of more efficient energy continues to rise and with it, the need for SCO2.
The potential of supercritical CO2 implementation is vast across power generation applications spanning nuclear, geothermal and even fossil fuel. The cycle envisioned is a non-condensing closed loop Brayton cycle with heat addition and rejection inside the expander to indirectly heat up the carbon dioxide working fluid. Read More
People are pushing turbine inlet temperature to extremes to achieve higher power and efficiency. Material scientists have contributed a lot to developing the most durable material under high temperatures such as special steels, titanium alloys and superalloys. However, turbine inlet temperature can be as high as 1700˚C  and cooling has to be integrated to the system to prolong blade life, secure operation and achieve economic viability.
A high pressure turbine can use up to 30% of the compressor air for cooling, purge, and leakage flows, which is a huge loss for efficiency. It is worth it only if the gain of turbine inlet temperature can outweigh the loss of cooling. This applies to both aviation engines and land based gas turbines.
The history of turbine cooling goes back 50 years and has evolved to fit different environments. The diversity of turbine cooling technology we see today is just the tip of the iceberg. As time goes on and technology advances, people are able to achieve higher cooling efficiency at lower coolant usages. For different goals and needs, different constructs can be applied but the detailed cooling design must balance with the whole system and make the most of technological advances in the areas. For example, if the flow path is optimized, mechanical design is modified, or if new material is employed, the cooling design needs to change accordingly. One thing worth mentioning is that manufacturing of hot section components and turbine cooling design have an interdependent cause and effect, outpacing and leading each other to new levels. Merging of disciplines and additive manufacturing will, in the future, bring more flexibility to turbine cooling design.
Often, service companies are faced with the challenge of redesigning existing pumps that have failed in the field with extremely quick turnaround times. While there are quick-fix methods to return these pumps into operation, other more complex problems may require taking a step back and analyzing how this particular pump could be redesigned based on its current operation. These engineering upgrades could solve recurring issues with failure modes of a certain machine, and they could also solve new capacity demands that are imposed by a customer based on their system’s upstream or downstream changes. While efficiency increases could be beneficial to the overall system, many times it is more important to solve capacity requirements and increase the life of the pump by decreasing the Net Positive Suction Head Required (NPSHr).
In this blog post, we will investigate how to move an existing centrifugal pump through the AxSTREAM platform in order to solve engineering challenges seen on common OEM pump upgrades. With the use of AxSTREAM’s integrated platform and reverse engineering module, many of the CAE tasks that are common in an analysis such as this one can be realized in record speed. The first step of the reverse engineering process occurs in obtaining the necessary geometrical information for the desired pump. Through AxSLICE, the user can take an STL, IGES, CURVE file, or a generated cloud of points and properly transform this 3D profile into a workable geometry inside the AxSTREAM platform. In a matter of minutes, the user can outline the hub and shroud and transform a blank 3D profile into a profile defined by a series of segments. Seen in Figure 1, the centrifugal pump is now defined by a hub, shroud, and intermediate section.
Because the most vital part of a refrigeration and HVAC system is to function optimally, compressors are used to raise the temperature and pressure of the low superheated gas to move fluid into the condenser. Consequently, refrigeration compressors must be properly maintained through regular maintenance, testing and inspection. There are a couple conditions which would indicate compressor problem or failures. However, with the right supervision it is possible to avoid further damage. Through this post we will identify and discuss some of these conditions: Read More
The helicopter is a sophisticated, versatile and reliable aircraft of extraordinary capabilities. Its contribution to civil and military operations due to its high versatility is significant and is the reason for further research on the enhancement of its performance. The complexity of helicopter operations does not allow priority to be given for any of its components. However, the main engine is key for a successful flight. In case of engine failure, the helicopter can still land safely if it enters autorotation, but this is dictated by particular flight conditions. This article will focus on the possible threats that can cause engine failure or deteriorate its performance.
When a helicopter is operating at a desert or above coasts, the dust and the sand can challenge the performance of the engine by causing erosion of the rotating components, especially the compressor blades. Moreover, the cooling passages of the turbine blade can be blocked and the dust can be accumulated in the inner shaft causing imbalance and unwanted vibration. The most common threat of this kind is the brownout which is caused by the helicopter rotorwash as it kicks up a cloud of dust during landing.
Historically turbomachinery development began with empirical rules postulated by early pioneers. With the need for jet engine for aircraft propulsion, dimensionless analysis became popular, followed by the 1 D mean line design and 2D meridional methods. Today 2D meridional methods with 3D blade to blade CFD/FEA methods are a necessity as efficiency and reliability requirements are further pushed.
One key aspect of 2D meridional design is S1-S2 optimization, which is a time consuming, laborious task and hence subject to human errors. S1-S2 optimization is a task of reviewing, adjusting and optimizing the flow path in the Tangential (S1 or blade-to-blade or pitchwise) and the Meridional (S2 or span wise) planes. The main purpose is to:
Fit the flow path to specific meridional dimensional constraints
Adjust blade-to-blade parameters while taking into account structural constraints.
– Input a set of boundary conditions, geometrical parameters and constraints that are known to the user.
Step 2: Design space generation
– Thousands of machine flow path designs can be generated from scratch
– Explore a set of design solution points using the Design Space Explorer
– Adjusting geometric parameters while retaining the desired boundary conditions is also possible
Optimization (or parametric studies) of a twin spool bypass turbofan engine with mixed exhaust and a cooled turbine can be considered one of the most complex problem formulations. For engine selection, determining the thrust specific fuel consumption and specific thrust is necessary against variables such as design limitations (Inlet temp, etc.), design choices (fan pressure ration, etc.) and operating conditions (speed & altitude). The task involves cycle level studies following machine, module, stage and component level optimization. This calls for an integrated environment (IE) and it is desirable to have such an IE operating on a “single” platform.
Historically IE was developed for the design of axial turbines (mainly steam). Later, it was expanded for gas turbines (especially blade cooling calculations) and axial compressors via plug-in modules. The new challenge designers face today is developing mixed flow machinery. An effective system for modern turbomachinery design needs to do the following:
Nowadays, gas and steam turbines are contributing to more than 80% of the electricity generated worldwide. If we add the contribution from hydro turbines too, then we reach 98% of total production.
The improvement of the flow path is crucial, and an advanced design can be achieved through several strategies. The aerodynamic optimization of gas and steam turbines can lead to enhanced efficiency. In addition to that, the minimization of secondary losses is possible by introducing advanced endwall shaping and clearance control. Moreover, further increase of efficiency can be achieved by decreasing the losses of kinetic energy at the outlet from the last stage of the turbine. This can be done using longer last-stage blades as well as improving the diffuser recovery and stability.
Familiar to many, the 2011 SuperTruck program was a five-year challenge set by the U.S. Department of Energy to create a Class-8 truck that improves fuel efficiency by 50 percent. Hoping for even more groundbreaking achievements this time around, the Department of Energy has initiated a second five-year program to bring further fuel-efficiency advancements and near closer to eventual commercialization. Cummins, Peterbilt, Daimler Trucks North America, Navistar, and Volvo Group remain the five teams involved in this R&D endeavor. Michael Berube, head of the Energy Department’s vehicle technology office mentioned “SuperTruck II has set goals beyond where the companies think they can be.” SuperTruck II is looking for a 100 percent increase in freight-hauling efficiency and a new engine efficiency standard of 55 percent. With such lofty goals, the SuperTruck II development teams will need to tackle improvements in freight efficiencies from all sides.
Material considerations, body aerodynamics, low-resistance tires, predictive torque management using GPS and terrain information, combustion efficiency, and several other improvements methods on the first iteration have demonstrated how the SuperTruck II will require a multi-phase and integrated systems approach to achieve equally successful numbers. However, with an engine efficiency target that is 31 percent above the SuperTruck’s first go around, special attention will be required on engine advancement to achieve an efficiency standard of 55 percent.