Lawlor Advanced Supersonic Component Engine

ASCE
Advanced Supersonic Component Engine

Pete Baldwin
pete_baldwin@ramgen.com
425-736-7272
0900-01175
Ramgen Confidential Material
ASCE
Introduction
Ramgen Power Systems, Inc.
Privately-held development stage company

Focused energy related applications of supersonic flight inlet technologies
The company was formed in 1992
Located in Bellevue, Washington
Flight inlets more efficient than most land based compressors

Inlet performance characteristics & aero design tools/techniques well
proven over past 50 yrs
Three technology platforms
Supersonic compressor
Trapped vortex combustor
Supersonic expander
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ASCE
From Shock Waves to Supersonic Inlets

M0 = 1.7 Inflow
Oblique Shock Causes

Instantaneous Compression
Schlieren Photo of Inlet Center-body and Cowl
with Shocks
Schlieren Photo of Projectile with Shocks
2-D Mixed Compression Inlet Model

Initial External Shock System Followed
by Internal Shock System
Throat Bleed Slot For Inlet Starting
Side Window For Schlieren Photography
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ASCE
2-D Planar Supersonic Inlet
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ASCE
Rampressor Rotor Development

Mrel = ~2
M r el
= ~2
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Supersonic
F-15 Inlet
M = ~0.3 - 0.5
M = ~0.5
Rampressor
Rotor
ASCE
Representative Rampressor Design

Rotor flow path:
3 supersonic compression inlet flow paths on disk rim

High efficiency, compact compression
Minimal number of leading edges
Flow path geometry similar for different pressure ratios
Combination of supersonic flight inlet & conventional axial flow compressor aerodynamics
Rotor rim radius change produces compression
3 blades (strakes) do minimal flow work
Axial inflow/outflow
Subsonic
Diffuser
ry
na
it o
a
St
Ca
se
rR
to
o
R
3-D Euler CFD

Static Pressure
Contours
Compression Ramp
im
Pre-Inlet
Flow Surface
Oblique
Shocks
Strake Wall
M rel
= ~1
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.6
M = ~0.5
ASCE
Ramgen AVC Combustor

Thermal barrier coating
Impingement / effusion cooling
Conventional materials
Combustor Module
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ASCE
Rim Mounted Supersonic Nozzle

ASCE expander utilizes rim mounted supersonic nozzles
High expansion levels per stage
High efficiency levels
Space
Shuttle
NOZZLE THROAT (CHOKE PLANE)
EXPANSION WAVE NETWORK
Saturn V
STATIONARY ENGINE CASE
MOVING EXPANSION ROTOR RIM
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ASCE
ASCE Technologies
Supersonic
Compression
Stages
Supersonic
Nozzle
Stages
Scale: 1 ft
Two-Stage Supersonic
Compressor
High Speed Direct Drive

Permanent Magnetic
Motor/Generator
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Two-Stage Supersonic
Expander
Photo Courtesy AFRL
Supersonic Rotor
Tests
Advanced Vortex
Combustion
ASCE
ASCE Gas Path
Stage discharge swirl feeds downstream component

High stage pressure/expansion ratios
Good integration with 2-spool layout
LP Expander
Exhaust
Direction of Motion
Ram-Expander
Characteristics
HP Expander
High Swirl Combustor
Advanced Vortex
Combustor Center Body
HP Rampressor
Rampressor
Shock Pattern
LP Rampressor
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Air Inflow
ASCE
10
Inflow
ASCE-1500
Pt = 440.1 psia
Tt = 2,200.0 F
Pt = 447.0 psia
Tt = 1,015.4 F
Pt = 15.7 psia
Tt = 777.4 F
t
aus
h
x
E
Inner Spool
30,634 rpm
Outer Spool
28,650 rpm
Inflow
Exha
ust
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ASCE
11
Dual Spool & Single Spool Versions

Dual spool system
High OPR (30:1 40:1)
2500kW
SFC: 0.33 0.36 lbm/hp-hr
Power/weight: 5.5 hp/lbm
Constant ncorr operation
Possible dual mode operation
Modest OPR (6:1 10:1)

2500kW
SFC: 0.37 0.41 lbm/hp-hr
Power/weight: 9.0 hp/lbm
Constant ncorr operation
PWM
PWM
All On-Board Electric Systems
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HPC
LPT
Combustor
HPT
HPC
LPC
Combustor
HPT
Single spool system
DE Weapons Systems
ASCE
12
Single & Dual Spool Layout Comparison
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ASCE
13
Future Electric System Applications

Army
Tank engines
Future combat systems (FCS)
Navy
All electric ship program
Littoral vehicles
Air force
Advanced weapons / auxiliary electric
power
LPT
HPT
HPC
LPC
Combustor
PWM
Propulsion Electric
Drive M otors
Weapons Systems
Computers
Controls Electric/Hydraulic
Radar/Sonar
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14
Impact of Component Efficiencies

0.70
IGT's & Aeroderivatives
Modern Flight GT's
0.65
0.60
Ideal Component Efficiencies
T 3 ~2000 F
Thermal Efficiency
0.55
0.50
0.45
CF6-50C2
GE-90
Trent 890-17
CF6-80C2
JT-9D-TR4D
RB-211-5224G
Titan 250
0.40
LM-2500 PE
Cyclone
0.35
Trent 772-60
LM-6000PC
Constant Component Efficiencies

n c ~0.88, n t ~0.91, dP/P comb ~0.05
T 3 ~2050 F
LM-2500 PK
LM-1600 PA
Tornado 6.75
Taurus 60
501-KB7
Mars 100-T15000
501-KC7
501-KC5
0.30
Constant Component Efficiencies

n c ~0.86, n t ~0.89, dP/P comb ~0.05
T 3 ~1750 F
Typhoon 4.7
501-K17
Centaur 40
Saturn T-1501
0.25
Centaur 50
T53-L13
Saturn T-1200
T76-G10
T58-GE-100
0.20
5
10
15
20
25
30
35
40
45
OPR
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ASCE
15
ASCE Efficiency Equal to Large Gas Turbines

Optimum OPR with 2-stages / good match to firing temperature
Component efficiencies comparable to large state-of-the-art gas turbines
0.50
0.80
ASCE - OPR 30:1
Flight Turbo-Shaft Engines
Flight Piston Engines
Marine Diesels
ASCE - OPR 7.75:1
( Increased OPR & TRIT )
0.45
Thermal Efficiency, th
SFC (lbm/hp-hr)
0.70
ASCE Growth Potential
0.60
0.50
0.40
0.40
0.35
Modern Flight GT's
Diesel Recip's
ASCE Studies
0.30
0.25
0.30
ASCE Growth Potential
( Increased OPR & TRIT )
0.20
0.20
100
1,000
10,000
100,000
Max Shaft Power @ SL (hp)
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100
1,000
10,000
100,000
Power (hp)
ASCE
16
There Are No Small High Pr Gas Turbines
Two critical factors contribute

Reynolds number / viscous effects
Tip clearance
45.0
40.0
Modern Flight GT's

NASA ASTC
35.0
ASCE Studies
OPR
30.0
Preliminary ASCE Design
Studies
adb ~ 0.84 - 0.87
25.0
20.0
15.0
10.0
5.0
0.0
1
10
100
1000
Exit Corrected Flow (lbm/sec)

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ASCE
17
Weight Comparison / Savings
Single & Dual Spool ASCE Systems Offer Superior Power/Weight

Characteristics Compared to Available Turbo-Shaft Engines
Increased Specific Work Output & Decreased Weight of Single Spool
Versions Shows Dramatic Superiority
10.0
9.0
Power/Weight (hp/lb)
8.0
7.0
6.0
5.0
4.0
3.0
ASCE - 7.75:1
ASCE - 30:1
Flight Turbo-Shaft Engines
Flight Piston Engines
Marine Diesels
2.0
1.0
0.0
0
1,000
2,000
3,000
4,000
5,000
6,000
7,000
8,000
9,000
Max Shaft Power @ SL (hp)

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ASCE
18
Two-Speed Operation
0.50
0.45
ASCE Both Spools Engaged, PR=40:1

0.40
Thermal Efficiency
ASCE
0.35 LS Spool Only, PR=6.3:1
0.30
0.25
Diesels in 1,000 hp Size Range

0.20
0.15
0.10
GTs in 1,000 hp Size Range
0.05
0.00
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
Fraction of Rated Power
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ASCE
19
Conventional Gas Turbine Load Following
Throttling accomplished through changes in speed

Inlet air mass flow rate changes with changing engine speed
Increased fuel flow follows air mass flow rate changes
Physics of throttling limit response time

Large rotating mass must change angular momentum
Fast changes results in high mechanical stresses
Response time 3 to 7 seconds
UPS-like application requires battery/capacitor bank

Significant weight & space penalty in airborne APU application
Batteries have a limited deep cycle life
ASCE
ASCEthrottling
throttlingrelies
relieson
onan
anentirely
entirelydifferent
differentphysics
physics
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ASCE
20
ASCE Load Following

Throttling accomplished at constant speed
Inlet air mass flow rate constant from idle to full power
Increased fuel flow results in increased combustor pressure
Changes in shock-structure accommodate pressure changes
Fuel flow
turned down
Combustor exit
Temp drops
Pressure drops
To keep density
constant
Shock structure
changes to give
pressure drop
Throttling at constant speed eliminates lag time

Idle
Full Power
ASCE transition from idle to/from full power in ~ 0.1 second

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ASCE
21
Simple Cycle Efficiency ~ 41% - 45% ( Function of OPR & TIT)

Two-Stage Twin Topping Rotor Layout, OPRs 30:1 40:1
Potential Dual Operating Mode Capability
Fuel Flexible
All Electric High-Speed Direct Drive PM Generator/Motor
System Scalable From 300 hp - 30,000 hp
2:1 Increase in SFC over Existing Gas Turbines
Equal or Better SFC to Reciprocating Engines
5-7:1 Weight Reduction over Diesel Engines
4:1 Improvement in TBO Maintenance over Diesel Engines
The ASCE promises reciprocating engine fuel consumption with gas

turbine package weight and TBO
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ASCE
22

(ASCE)
Pete Baldwin
pete_baldwin@ramgen.com
0900-01175
ASCE
23

Lawlor Advanced Supersonic Component Engine

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Lawlor Advanced Supersonic Component Engine

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ASCE

Advanced Supersonic Component Engine

Ramgen Confidential Material

Ramgen Power Systems, Inc.

Privately-held development stage company

Flight inlets more efficient than most land based compressors

Ramgen Confidential Material

From Shock Waves to Supersonic Inlets

Oblique Shock Causes

Schlieren Photo of Projectile with Shocks

2-D Mixed Compression Inlet Model

Ramgen Confidential Material

2-D Planar Supersonic Inlet

Ramgen Confidential Material

Rampressor Rotor Development

Ramgen Confidential Material

Representative Rampressor Design

3 supersonic compression inlet flow paths on disk rim

3-D Euler CFD

Ramgen Confidential Material

Ramgen AVC Combustor

Ramgen Confidential Material

Rim Mounted Supersonic Nozzle

STATIONARY ENGINE CASE

MOVING EXPANSION ROTOR RIM

Ramgen Confidential Material

High Speed Direct Drive

Photo Courtesy AFRL

Ramgen Confidential Material

ASCE Gas Path

Stage discharge swirl feeds downstream component

Ramgen Confidential Material

Dual Spool & Single Spool Versions

Modest OPR (6:1 10:1)

All On-Board Electric Systems

Single spool system

Ramgen Confidential Material

Single & Dual Spool Layout Comparison

Ramgen Confidential Material

Future Electric System Applications

Ramgen Confidential Material

Impact of Component Efficiencies

Constant Component Efficiencies

Constant Component Efficiencies

Ramgen Confidential Material

ASCE Efficiency Equal to Large Gas Turbines

( Increased OPR & TRIT )

ASCE Growth Potential

Max Shaft Power @ SL (hp)

Ramgen Confidential Material

There Are No Small High Pr Gas Turbines

Two critical factors contribute

Modern Flight GT's

Exit Corrected Flow (lbm/sec)

Ramgen Confidential Material

Weight Comparison / Savings

Single & Dual Spool ASCE Systems Offer Superior Power/Weight

Max Shaft Power @ SL (hp)

Ramgen Confidential Material

ASCE Both Spools Engaged, PR=40:1

Diesels in 1,000 hp Size Range

GTs in 1,000 hp Size Range

Fraction of Rated Power

Ramgen Confidential Material