Gas Turbine Used as Future Propulsion Systems

Ahmadi Munib
(Department, of Marine Engineering/ Intitut Teknologi Sepuluh Nopember)
(Email: jtsp@its.ac.id.com)

ABSTRACT : Gas Turbine is rotating machinery that absorbs energy from gas combustion. In the
development of Gas turbine, there are many research of Gas turbine. This research used a future energy
and Propulsion System. Gas turbine also has many function s, that function is gas turbines for steam power
plant, for renewable energy, and propulsion system. Development of Gas Turbine is actively producing
smaller gas turbines and more powerful efficient engines. Then, the role future gas turbine is gas turbine
used as back up renewable energy, gas turbine for power generated cruise ships, Hybrid PV-Battery-Gas
Turbine Plants, and also COGES. So, the criteria of Gas Turbine likely to be used in the future is needing
for high efficiency in the engine and it can affect the performance of the engine.
Keywords: Gas Turbine, Future Propulsion System, COGES, Hybrid PV Battery Gas Turbine.

I. INTRODUCTION

Gas turbine is something that we need from now on and for the future. Because of many advantages that Gas
turbine had. For example, a plane that we are frequently used for transport is applying a Gas Turbine Engine. A
modern car with high technology is using Gas Turbine. Even in Naval Industries, Gas Turbine is used since
1970s. Unconsciously, we are used and experienced the advantage of a gas turbine without knowing it. And
some people still questioned what is the advantages of a Gas Turbine? How can Gas Turbine is somet hing that
we are desperately need in the future? From many journal and paper, we can learn that Gas Turbine had so many
advantages. To those power plant engineers whose field of application demands engine life in terms of years, it is
clear that caution must be recommended in the assessment of published data. [1] The characteristics that have
made gas turbines attractive for naval applications are: low weight and volume, high reliability, high speed,
decreased crew size on board, ease of maintenance and servicing because of its modular parts, low maintenance
costs and low emissions. These traits are being realized in more commercial classes. [2] There are so many
advantages from Gas Turbine, which make Gas Turbine is number one choice for our future. Gas turbines not just
used as a transportation engine, they are used successfully to power in an industrial applications as well as in
aircraft.[3] Whether you believe or not, Gas Turbine advantages are something real! In the last half century
remarkable gains in aircraft engine performance have been achieved. These gains have been accomplished
despite design weight restraints and the inordinate demand on reliability imposed by flight requirements. The
gain in power and efficiency is the result of the inexorable increase in pressure, temperature, and gas flow at
turbine entry, together with reduction in aerodynamic losses compressing inlet air. [4]

II. GAS TURBINE SYS TEM

The gas-turbine cycle may either be shut or open. The more typical cycle is the open, in which air is persistently
drawn into the compressor, warmth is added to the air by the ignition of fuel and the liquid extends through the
turbine and debilitates to the air. In the shut cycle, the warmth must be added to the liquid in an atomic power
plant, and the liquid must be cooled after it leaves the turbine and before it enters the compressor. [5]
 Gas Turbine Used as Future Propulsion Systems

Fig. 1 . Gas Turbine Cycles

(Ayodele,2016)

III. M ARINE PROPULS ION GAS TURBINE SYS TEM

For countless traveler and journey ships, diesel-electric drive was chosen as ideal arrangement. Then again, other
joined drive frameworks are growing quickly and they have an objective to lessen the offer of diesel-electric drive
on these sorts of boats. COGES impetus framework is one of the potential applicants which must be mulled over
amid determination. Some of its elements what's more, qualities are essentially better in contrast with diesel-
electric drive. The principle weakness of COGES drive framework is working expense and architects endeavo red a
few endeavors of cost pay on traveler or a voyage ships. The general favorable position of joined cycles with
electric transmission is that they permit the adjustment of fast swinging turbines to the moderate turning
propellers without the need of an overwhelming diminishment outfit. What's more, with every one of the
generators providing energy to a typical circulation framework, one prime mover can without much of a stretch
give control to at least two shafts and ship benefit. Another favorable position of joined cycles with electric
transmission is that the area of the principle motor is less obliged thought about with outlines including an
immediate transmission between the motor and the propeller. Encourage change can be accomplished if prime
mover is more smaller and its motor room utilize less space so extra traveler lodges could be suited. This paper
displays an examination of COGES and diesel-electric impetus frameworks as per their most vital working
attributes and the misuse costs. A few cases of gas turbines introduced in the COGES drive frameworks and their
qualities are given in Table 1: [6]
 Gas Turbine Used as Future Propulsion Systems

IV. THE ROLE FUTURE OF GAS TURBINE

A. Gas Turbine as Back Up for Renewable energy in Industrial Sector.
The estimated age of the gas turbine is expected to decrease over time when compared to the estimated life
expectancy, especially when used as a reservoir of Renewable Energy Resources (RES). Because the RES has
been incorporated into the grid, the gas turbines used in conjunction with them are operated in "Load-Following"
mode to this RES which includes wind, heat, sun, and others. As a backup generator, start / stop and power
settings are expected to be dictated by response to grid requirements and need to compensate for the shortfall
caused by unpredictable RES properties. [7]
In adapting to this Change, the plant must increase and reduce the amount of power generated throughout the
day. This, being the main firm of power plant operators. Power plants should be required to start and stop
repeatedly during daily operations to fill the limits during low or high power supplies from renewable energy
during different seasons of the year. With such conditions that required a renewable energy that can still work
optimally for industrial purpose. This can be overcome by using turbine gas power generation for the future. [8]
But in practice there are many failures in the utilization of gas turbines. So it is necessary to do various kinds of
analysis to anticipate it. There are many modes of material damage failure such as erosion, high cycle fatigue,
corrosion / heat oxidation, thermo-mechanical term and creep among other things. This is induced into the gas
line path from the compressor to the HPT and LPT parts. The ability of the HPT blades to survive at high
temperatures by creep resistance of the HP turbine alloys on the propeller. [7]

Fig 1. Seasonal Performance Simulation Result

(Siddig Dabbashi, 2015)
1) Stres Analysis Module
The voltage analysis module defines the voltage on the turbine blade resulting from the operating conditions.
The main pressure on the blade results from the centrifugal force due to the rotation speed of the rotor shaft. The
gas bending stress also occurs [7]

where:
Rcg = Radius of the blade centre of gravity from the rotation axis;
ω = Radial rotational speed;
n = Rotor shaft rotational speed;
h = Blade height;
A= Blade cross-sectional area;
ρ = Blade material density.
 Gas Turbine Used as Future Propulsion Systems

2) Blade thermal model

The thermal module has two models for both cooled and non -cooled blades. Decisions are made on the type to
be applied depending on the data. For cooled blades, the 1D model can be used if the properties and materials of
the blade geometry, and available gas property data [9]. Otherwise, a flexible and simple 0D model for temperature
distribution on the blade is used, requiring turbine inlet gas temperature (TET), coolant air temperature, and blade
cooling rate.

Where
ɛ = Blade cooling Effectiveness
Tb = Blade material temperature
Tg = Turbine inlet gas temperature
Tc = Blade Cooling air temperature.

3) Material Properties module

The material properties module is in accordance with the temperature and applied stress. LMP for calculation of
creep age according to pressure applied another characteristic for LCF according to material temperature. In this
module, the graph of the material and table properties has been converted into equations to determine each
property at a temperature, and to determine LMP on the applied stress.

B. Gas Turbine for the Power Generated in The Cruise Ship.

Cruises Ships are characterized by Deadweight Tonnage (DWT) of 66000 tones (about 1,200 passengers) and
operations on the Barcelona-Venetian route. Being a ship of closed energy systems, PM operates to meet. For
Diesel-Electric vessels, they are the amount of incendiary and disproportionate (ELprop and ELprop in Fig. 2 (a),
respectively). The latter is from the needs of hotels and submarine equipment. In this case there are still many
energy needs needed. In this context, it is expected that the turbine gass will have an important role as an
additional energy generator on the cruise ship.
1. As use for the Prime Mover Power.
From the cumulative plot on. 2 (a), it is possible to highlight the existence of the "basic" condition, which is the
most numerous congestion. Indeed, it comes from the condition of the ship's port, which consists of 47% of the
time. Unfortunately, this condition corresponds to the minimum requirement which, moreover, is about a quarter
of its peak (8.5 MW 32 MW). In terms of energy system optimization, this operational condition is sufficient. In
particular, it takes a single high power modulator with almost constant powe r, or for greater and smaller PM
endurance.
Based on the power modulation calculation formula at the previous point of the turbine gas. Can be used as a
reference solution for more power needs on prime movers.

2. Utilization of exhaust gas on from prime mover.

Fig 2. Overall cruise NOx emissions

(A Armellini,2015)
From Fig 2. gives results from seasonal conditions as well. The data has been calculated by the
manufacturer, specifically 12 g of NOx / kWh for ICEs [15] and 15ppmv from NOx at 15% O2 for GTs [7], [8]). By
title. With a break-off line). Specifically, the boundary-specific factor for ICE is calculated based on actual engine
speed (514 rpm)
 Gas Turbine Used as Future Propulsion Systems

From the above price the exhaust gas produced an has a very high pressure gas pressure from the results.
For the needs that can be one of the indicators to be used as a gas turbine gas drive on cruise ships.
From all the existing energy then we can know the value of energy efficiency on the ship as the following
formula.

C. Hybrid PV-Battery-Gas Turbine Plants for Saving Cost of Implementation Compared with Coal and
Natural Gas-Fired Power Plants

There are several tools to make Hybrid Photovoltaic (PV) power plant:
- PV modules
- Single-axis tracking system
- Lithium-ion batteries
- OCGT (Open Cycle Gas Turbine) [8]

The tools was more complex to make Hybrid PV-Battery-Gas Turbine Plants than : 1) Coal-fired power plant:
Boiler, Steam turbine ; 2)Open cycle gas turbine power plant: Gas Turbine;
3) Combined cycle gas turbine power plant: Steam turbine , Gas turbine.

Fig. 3 Hybrid PV-Battery-GT power plant schematic layout.

(Svetlana Afanasyeva, 2016)

A substation is installed for the connection to the grid. It includes a transformer to change the voltage level from
medium to high (MV/HV transformer), switchgear, protection, measuring and control equipment. All of this
substation is to increase safety and efficiency of the plant. [8]

Table 1. Comparing Fuel Consumption by three kind of plant. [8]

Fuel Cost
Power Plant Capex Open Fix Lifetime Efficiency
2020/2030
Coal-Fired steam turbine 1500 €/kW el 20 €/kW el.a 52.5/64.5 €/ton 40 ᵑ = 43%
Gas-Fired OCGT 475 €/kW el 14.25 €/kW el.a 21.8/32.1 €/ton 30 ᵑ = 43%
Gas-Fired CCGT 775 €/kW el 19.4 €/kW el.a 30 ᵑ = 43%
 Gas Turbine Used as Future Propulsion Systems

By showing data on the table above, we can conclude that coal and natural gas fired power plants are not
competitive anymore to hybrid PV-Battery-GT plants in very sunny regions.

D. Effects to real gas turbine performance by upgraded cooling system and new blade materials.
The main parameter for improving performance sre the internal cooling efficiency and the glob al film cooling
effectiveness [9]

1) 2)
Fig. 4 and Fig.5 Equivalent to Calculate Nominal Efficiency

Where ;
- Tc,e exhaust coolant temperature
- Tb blade temperature
- Ta,b adiabatic blade temperature
- Tg gas total temperature.
- εh capability of cooling gas to remove the heat within the blade inner ducts: if exhaust coolant temperature is
closer to the blade temperature, internal cooling system will work on the maximum efficiency.
- Ηf : estimates the level of coolant protection of the blade outer surface from the hot gases: the highest external
protection will achieved when blade temperature to the film coolant temperature in the closest position [9]

Fig. 4 Scheme of the Simulated Gas-Turbine and Result of the Research [4]

Based on the Figure 4, a few data needs to be assumed to support the cooling system performance simulation.
There are :
- Stanton number ; 0.005
- Blade/gas path area ratio ; 4
- Εh, for both stator and rotor 0.30
- Equivalent film cooling effectiveness 0.35
- Max. blade temperature is 970 K before cooling system activated

The result is the higher efficiency the cooling system, the more decrease the coolant -hot gases mass flows ratio
for fixed admissible blade temperature. The produced power and the global efficiency increased by the cooling
effect is reached with less coolant mass flow and the saved mass flow can participate to the reactive process in
the combustion chamber.
 Gas Turbine Used as Future Propulsion Systems

Fig. 5 Power and efficiency against εh (a) and temperature inside the turbine (b) obtained in off-design simulation.
[4]

The evaluation of the temperature trend within the turbine can be variated to each blade that needs to face and
facing the most critical from a thermal point of view. [9]

The effects on performance of upgrading the internal cooling system of the first stator and blade material make a
beneficial improvement to the engine because the flow of the coolant is lower than before, but the problem that
coming out is the gas path temperature in the first stator is increase and it weakened the effect of the internal
cooling system. Beside that, using the resistant thermal material for the gas -turbine blade is improving the
efficiency of the cooling system. It make the cooler air flow to the inner gas -turbine that make the gas-turbine’s
work more efficient.[9].

V. THE TURBINE GAS CRITERIA LIKELY TO BE USED IN THE FUTURE

The need for high efficiency in the engine becomes more important as fuels become more costly. Engine
efficiency is primarily defined by the specific fuel consumption (s.f.c.) of the engine at a given set of conditions.
Many factors affect the efficiency and the performance of the engine. The mass flow rate of air through the
engine will dictate engine performance. Any restrictions acting against the smooth flow of air through the engine
will limit the engine's performance. The pressure ratio of the compressor, the engine operating temperatures
(turbine inlet temperature), and the individual component efficiencies will also influence both the performance
and the efficiency of the overall engine. All these factors are considered during the design of the engine. An
optimum pressure ratio, turbine inlet temperature, and air mass flow rate are selected to o btain the required
performance in the most efficient manner. In addition, individual engine components are designed to minimize
flow losses to maximize component efficiencies.
One can see that throughout this conceptually simple machine the engine manufac turer has worked strenuously
to maximize the potential of each component. The result is a machine combining a fantastic array of materials that
generatesthemaximumperformanceatminimum weight with the current technology. Materials technology
continues to drive further advancements in aero-engine performance. There are additional innovations that
cannot be included in current designs because of the prohibitive cost, both internally and to the airlines. Major
improvements will probably result from material development, towards lighter and stronger materials. Innovations
such as metal matrix composites and engineering ceramics are a real source of interest and continued research
and development. In addition, research into burn resistant titanium alloys,allowing them to be used
further into the hot end of the engine, and nickel alloy compositions will further refine the engines’ performance.
During your next flight it is worth spending a moment to appreciate the cutting -edge technology that is sending
you skywards, and to feel safe and contented that it is a technology backed by excellent know-how and millions
of miles of experience.
The flux of momentum entering and leaving the engine and a general equation that defines its efficiency. Flux of
moment entering the engine = m air V. Flux of moment leaving the engine = (m air+mf) Vjet
Where m air is the mass flow of air. V is the velocity of air entering the engine, mf is the mass flow of flow of fuel
and Vj is the velocity of air leaving the engine. Tus the net thrust, Fn that is available in flight is given by
difference between the two momentum fluxes that is :
Fn = (m air+mf) Vjet – m air V
 Gas Turbine Used as Future Propulsion Systems

This equation tells us that for a high net thrust there must be either a hight jet velocity, Vj, or a large mass flow
mair. Propulsive efficiency compares the rate of work done on the aircraft to the rate of kinetic energy increase of
the flow through the engine. It may be approximated for the typical case when the mass flow (of fuel) is much
smaller than that of the air by

From this second equation we can see that propulsive efficiency (and therefore net engine efficiency) is
maximized if the jet velocity, Vj is minimized. There if we wish to maximize efficiency (i.e. low Vj) but maintain
thrust (FN) we must maximize the mass flow of air through the engine. Therefore we want high bypass engines
for commercial and freight air travel. (Cumpsty N 2003 Jet Propulsion (Cambridge: Cambridge University
Press)
Although large bypass engines are efficient there are some tangible negatives. The y are heavy bit sofkit that
provide considerable drag, and cost an appreciable amount of money to purchase and maintain. Furthermore, not
all military aircraft scream around the skies at maximum power all daylong: many military jets that’ spend
significant amounts of time cruising around, needing a little extra only for the occasional chase, are usually
equipped with low bypass engines. Fuel consumption is important to the military, not for cost, but for reasons of
range and weapon load capability. As a metallurgist I am concerned with optimizing materials to meet the various
stringent requirementsoftheengine. Clearlytheconditions vary dramatically throughout the engine, but there are
at least a couple of underlying driving forces when choosing the material t o do the job: weight and cost. It would
be ideal to construct everything from a cheap material such as steel. (C.B. Meher-Homji, and T.R Mee, Gas
Turbine power Augmentation by fogging of inlet air, Proceeding of 28th Turbo Machinery Symposium)

VI. CONCLUS ION

The development of gas turbine used as future propulsion is COGES and diesel electric ship propulsion systems,
Gas turbine for power generated cruise ships, and also Hybrid PV Battery Gas Turbine Plant. Then, the criteria of
Gas Turbine likely to be used in the future is the higher efficiency in jet engines and gas turbines can reduce CO2
emission, thus contributing significantly to the prevention of global warming. To achieve this goal, it is essential
to improve the properties of high temperature materials so that a higher inlet gas temperature is reached

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