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A NEW HIGH EFFICIENCY GAS TURBINE FOR MECHANICAL DRIVES

Jay M Wilson Mike T Todman

J William Lindenfeld Brian Whinray
Kenna D Vendler John W Muddiman
Cooper Energy Services Rolls-Royce plc
Mount Vernon Coventry, UK
Ohio, USA

ABSTRACT three stage unit which has the ability to be driven by both the
existing RB211-24 range of gas generators, or the new
This paper discusses the design and development program upgraded version.
that is taking place to enable the availability in mid 1999 of
a unit designated the Coberra 6761. This features the This paper discusses the basic changes that are introduced
aircraft derivative Rolls-Royce RB211-24G upgrade gas in the gas generator upgrade, and the design philosophy and
generator and a new close coupled Cooper-Bessemer RT61 technology adopted in the new power turbine. (See Figure
three stage power turbine. The paper describes the upgrade 1.)
of the gas turbine from 28.4MW (38 000 SHP) to 31.8MW
(42 600 SHP) ISO output power at over 40% thermal
efficiency. Measures taken to maximize reliability and
maintainability while reducing cost of ownership are
described. The improvements in the gas generator
compressors and turbines are detailed. The new design
features of the power turbine are reviewed including a new
support structure, modular service features and 3D
orthogonal airfoil designs. The forthcoming validation
program for the entire gas turbine unit is also discussed.

INTRODUCTION

The economic justification of new projects in natural gas

production and transmission applications requires
increasingly larger power blocks and higher thermal
efficiencies. The aircraft derivative gas turbine is currently
the most widely accepted prime mover for these applications.
To meet the need for more power and improved fuel
efficiency, the Coberra 6000 range, which incorporates the Figure 1 - The Coberra 6761 Turbomachinery
Rolls-Royce RB211 aircraft derivative gas turbine and a
Cooper-Bessemer power turbine, is being upgraded.
COBERRA 6761 PROGRAM OBJECTIVES
Two complementary programs of work are being undertaken.
First the upgrade of the RB211-24G by the selective 1. To achieve an upgrade of core engine performance
introduction of the latest proven aircraft engine Trent through a route that adds advanced components
technology and components by Rolls-Royce. Second the proven in the latest aircraft engines and ensures
introduction of a new power turbine by Cooper-Bessemer. scope for further development. Figure 2 presents
The power turbine is a high efficiency, center frame mounted, the ratings curve.

Presented at the International Gas Turbine & Aeroengine Congress & Exhibition
Stockholm, Sweden — June 2–June 5, 1998
2. To include features that reduce the cost of
operation via improved fuel efficiency and reliability,
and facilitate site serviceability.
3. To extend the modular concept from the gas
generator into the power turbine incorporating
improvements in sealing, materials and
temperature capability.
4. To ensure maximum flexibility for users who
already operate this model of gas turbine, i.e.
interchangeability of the upgraded gas generator
with existing power turbines and vice versa.
55000
a50000
W IPc ocv
Z redesign lulbine
245000
w
in
040000
F-35000
M
x
30000
25000 1 ^" a
-50 -40 -30 -20 -10 0 10 20 30 40 50
AIT (deg C)
Figure 2 - Coberra 6761 Ratings Curve
THE GAS GENERATOR UPGRADE
The development of the Trent aircraft engine has given
approximately a 50% thrust increase above the highest rated
RB211 aircraft engine. This has been achieved by
maintaining the RB211 configuration and much of the engine
geometry. This has allowed many of the more efficient
components from the Trent to be used in growth variants of
the RB21 1. This includes the industrial RB21 1 together with
the industrial Trent.
A program of work was launched to investigate the most
effective upgrade route. A power increase can be gained by
increasing flow through the engine and also by increasing the
firing temperature. Increasing the flow usually means
significant component change to either increase compressor
intake annulus area or the addition of a 'zero' stage in front
of the existing stage one rotor. Raising the firing
temperature by a large amount is less desirable for a Dry
Low Emissions (DLE) combustor system, due to the
sensitivity of emissions to combustion temperature.
The zero stage option was considered, but rejected as this
changes the whole engine dynamics due to the additional
length of rotor and casing path, which in turn increases the
technical risk and compromises interchangeability. This
2
option also increases the pressure and temperature at entry
to the combustion chamber. It also required the redesign of
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the following stages to optimise compressor characteristics.
It was found that by applying the latest aerodynamic
techniques developed by Rolls-Royce, the existing IP
compressor could be modified to pass more flow with
minimum mechanical change.
The route chosen was a modest rise in firing temperature
(well within aircraft engine experience), linked with the flow
increase to meet the performance requirement. Figure 3
presents the principal features of the gas generator.
Revised HP HPC boroscope
RVDT VIGV speed probe relocated Turbine case
control \ spooling
\Single panel
f^
Performance
enhancing
features Increased flow Trent 800 / CMSX4 CMSX4
IP compressor HP compressor / HPT blade IPT blade
Optimised
DLE combustion
system 005454 Cdr
Figure 3 - The RB211-24G Upgrade Gas Generator -
Principal Features
IP Compressor
The objective of the IP compressor modification was to
reduce the speed at a given level of flow, in order to increase
the efficiency and ensure further uprate potential of the
compressor. To minimize change and technical risk, the
intake case, outer casings and disc pack are unchanged.
The airfoils of the first two stages of the IP compressor have
been redesigned in the style of the Trent aircraft engine.
Tailored airfoils with controlled diffusion and reduced shock
losses, have allowed higher duty stages 1 and 2 to produce
the required flow increase with increased efficiency and
adequate stability margins. Stages 3 and 4 vanes have
been re-staggered to accept the increased flow. The revised
rotor airfoils are also lighter than the existing design, giving
reduced serration loading.
The outlet guide vane (OGV) is also revised. The existing
vane derived from the RB211-22B, aerodynamically has a
high negative incidence. A reduction in this incidence along
with the introduction of a 3D airfoil design allows better
aerodynamic matching to the HP compressor and provides
further improvements in cycle efficiency. The 3D airfoil
gives improved efficiency as it more fully addresses the
boundary conditions plus, as the resultant form is stiffer,
thinner profiles can be adopted. Other improvements in the
mechanical design are also introduced with the adoption of
Trent individual vanes featuring improved inner and outer
location.
HP Compressor
The current industrial HP compressor which is based on the
aircraft engine RB211-524B2, is to be replaced with an
adaptation of the aircraft engine Trent 800 HP compressor
which offers a significant gain in efficiency. The advanced
airfoils with controlled diffusion and revised work distribution,
allied to improved disc sealing and a low windage drum
construction produces a significant improvement in
compressor efficiency. However, the drive arms and casing
location require minor reconfiguration to match the industrial
engines interface locations.
To ensure that the thermal response of the new compressor
mimics as close as possible the aircraft engine application,
careful attention has been taken with the mounting and
location within the existing industrial core. This has been
achieved giving minimal carcase bending deflections,
improved IP7 / HP3 sealing and the improvement of air off-
take design. The HP speed probe location has been revised,
and is now externally located for better access which allows
servicing if required without recourse to engine disassembly.
Combustor
The upgrade engine is being introduced initially as a gas
fuelled Dry Low Emissions (DLE) version. Follow on work
will introduce non-DLE versions and dual fuel capability.
The combustor is the industrial RB211 DLE design
(references 1 and 2), which utilizes nine radially mounted
individual combustors, in an arrangement that maintains the
existing gas generator length and rotor systems. The pre-
mix lean burn series staged system allows a significant
operating envelope with controlled emissions. The
combustor will be capable of achieving 25 v.p.p.m. NOx and
CO at the 24G upgrade design point.
HP Turbine
The gas generator turbines of the RB211 feature interlock
shrouds. These have proven to be a very reliable and robust
design for industrial engine operation. However, to allow a
modest increase in firing temperature (but remain derated
relative to aircraft engine experience), without reduction in
turbine life, the latest Trent interlocked rotor blade is
incorporated. These rotor blades feature an improved
cooling configuration and a single crystal material providing
the capability to operate at increased firing temperatures.
This HP rotor blade has already gained extensive experience
in aircraft engine operation.
IP Turbine
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The IP compressor working line and reduction in operating
speed is achieved by optimizing the flow capacities of the IP
and power turbines. The IP turbine capacity is achieved by
a small machine skew to the existing IP NGV. The rotor
blade is the established 24G standard but is now specified
in single crystal material to enhance life at the increased
temperatures.
HP/IP Bearing Housing
A further turbine component improvement introduces the
latest aircraft engine HP / IP bearing housing. The support
structure is a two panel design in the existing industrial unit
and this is changed to a single panel structure for the
upgrade. This introduces improved cooling air distribution
around the bearing housing, giving a lower operating
temperature, wider tolerance range and improved service
routing.
THE RT61 POWER TURBINE
The upgraded RB211-24G gas generator produces more
exhaust gas power by increasing the mass flow, pressure,
and temperature available to the power turbine.
Initial consideration of the possibility of upgrading the
existing RT56 and RT62 power turbines revealed that, while
feasible, it would not produce the efficiency gain which the
program was seeking. Furthermore, the program would
have been almost as time consuming and expensive as to
develop a new design. Therefore the decision was made to
introduce a new turbine using the latest Rolls-Royce aircraft
engine LP turbine technology to maximize efficiency and
mechanical integrity.
Preliminary Design
The design studies began with a consideration of speed
ranges required for mechanical drive applications. Two
types of oil and gas installations predominate - pipeline
boosters directly driven and barrel compressors driven
through speed increasing gears. Because the optimum
speed for the barrel compressor applications can be easily
obtained by ratio changes in the speed increaser, it is
prudent to select a power turbine design speed which
maximizes the efficiency of existing pipeline booster frame
sizes. Pipeline booster efficiency in the 30+ MW (40,000+
HP) power class is highest in the 4500 to 5500 rev/min
speed range.
The best power turbine efficiencies are obtained not only by
moderate blade loading, but also by a low leaving loss
associated with the blade path exit velocity or Mach number.
Leaving loss is inversely proportional to annulus area;.
however, rotating component stresses are directly
proportional to annulus area and speed squared. Thus for
any combination of mass flow and desirable stress level, an • THREE STAGE RT61
optimum turbine design speed can be computed. It is also • TWO STAGE RT62
imperative to make the correct choice of number of stages.

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Figure 4 compares two and three stage designs with varying
rated power turbine speed and exit Mach number.
C)
0
0
J
W

R
N
W
THREE STAGE DESIGN z
m
Z 0. 2.0 MN •/ DATUM

aw
J
r
0
z CONSTANT STRESS
PARAMETER N'A

w W 1.0 A ^MCR ÈAS MN

w *'w /005456 C&
J FLOW COEFFICIENT (Va I U)
W TWO STAGE DESIGN
O ^
x' 0.0
5000 Figure 5 - RT61 Turbine Loading Optimization
RATED POWER TURBINE SPEED RPM

Figure 4 - Variation of Overall Power Turbine Efficiency

with Speed and Exit Mach Number. Power Turbine Capacity

The power turbine design capacity has a significant effect on

A comprehensive preliminary design study traded two and
three stage power turbines. The impact on performance, unit
cost, mechanical integrity and maintainability were
considered. This concluded that a close coupled three stage
turbine at 4850 rev/min was the optimum solution.
the power ratings line and compressor speeds. The flow
capacity of the new power turbine was optimized to achieve
the following objectives:
• best thermal efficiency at a power.
• lower IP speeds to optimize IP compressor
efficiency and permit future throttle push.

Work split between the three stages was optimized for

maximum overall turbine efficiency, with the first stage
contributing the most and the last stage providing the least.
This variation provided two desirable results: first, the first
stage rotor blade metal temperature was reduced and
second, the last stage blade path exit swirl entering the
exhaust diffuser was minimized and therefore contributing
towards low exhaust system losses.
The low aerodynamic loading of the chosen three stage
turbine gave the opportunity of having a 'close-coupled'
turbine. The 'close-coupled' design eliminates the inter-
turbine duct. The first stage nozzle vane outer platform
begins at the gas generator exit. The power turbine and gas
generator are contra-rotational and as a consequence the
gas deflection and associated profile loss across the first
stator is minimized.
A cross sectional view of the three stage power turbine is
shown in Figure 1. The resulting blade path produces a very
high efficiency, while retaining the traditional robustness of
industrial design. The annulus design offers optimum stage
aerodynamic loading (DH/U 2 ) and flow coefficient (Va/U) as
illustrated in Figure 5.
Turbomachinery Aerodynamic Design
To achieve a high efficiency power turbine, the latest aircraft
engine LP turbine aerodynamic technology and design
techniques are featured. This 3D blading design technology
has been incorporated in LP turbines from the following
engines:
• Aero Trent 700
• Aero Trent 800
• Marine WR21 (Ref. 3)
• Industrial Trent
• Aero BR700 series (Ref. 4)
The principal technology inputs into the new three stage
power turbine include: (Ref. 5 & 6)
a) 'Multi-lean' stators.
These components employ a blend of successfully
demonstrated low aspect ratio airfoil design techniques
with sophisticated Computational Fluid Dynamics (CFD)
evaluation within the aerodynamic design process.
b) Curved Airfoil Stacking.
Curved airfoil stacking is an extension of the multi-lean
concept as applied to higher aspect ratio components

4
 operating in a sloping annulus. The technology also
includes end wall treatment to minimize the effects of
airfoil passage secondary flow. A typical blade row is
presented in Figure 6.
Figure 6 - Typical Blade Row Gas Streams
C) 3D Row by Row Flow Matching.
0 20 40 60 80 100
The turbine airfoil design process (Ref. 3) is based on a
multistage coupled blade to blade streamline curvature
through-flow model, which includes airfoil passage
secondary flow deviations in addition to the basic main-
stream flow effects. Each component is defined within
a fully 3D viscous CFD model, which accepts inlet flow
conditions from the through flow model and delivers exit
flow conditions also matching the through flow model,
achieved by manipulation of the airfoil shape. The
process enables simultaneous 3D optimisation of each
airfoil and correct matching to adjacent ones.
d) Blading Lift Coefficient.
The airfoil characteristics are similar to the Trent aircraft
engine style and there is no separation at or near the
suction surface throat point. The leading edge loading
is kept modest to guarantee good off-design
performance. All blade rows have been designed to
accept substantial levels of incidence. A typical Mach
no. distribution at incidence is shown in Figure 7.
All the above features are well proven and have no adverse
effects on the mechanical integrity of the design.
10 DEGREES OF POSITIVE INCIDENCE
X Pressure surface
m
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A Suction surface
z '
---------------------------
DESIGN POINT: ZERO INCIDENCE
X Pressure surface
m D Suction surface
w '
m ^
z '
x t
U
0 20 40 60 80 100
---------------------------
10 DEGREES OF NEGATIVE INCIDENCE
X Pressure surface
I
A Suction surface ;
w
m
z
x
U
g
005458 Cdr'
% OF AXIAL CHORD
Figure 7 - Typical Mach no. Distribution at Incidence
Exhaust Diffuser Aerodynamic Design
In order to achieve closer clearance sealing features at the
disc rim and blade tips for efficiency improvements, it was
necessary to introduce a strutted support frame. This design
incorporates seven struts to improve control of concentricity
between the rotor and stator structures of the power turbine.
These load bearing struts are protected from the exhaust
heat by aerodynamically shaped fairings incorporated into
the forward portion of the exhaust diffuser. State of the art
aircraft engine design techniques have been employed to
ensure minimum pressure loss.
The entire exhaust diffuser system size and shape was
optimised using a one-quarter scale model. Air was supplied
through a plenum chamber and an accelerating bellmouth.
Velocity profile traverses were made and wall static readings
were recorded at eight stations along the diffuser. The
diffuser system inlet velocity profile, as predicted by the
blade path aerodynamics, was introduced into the model via
moveable guide vanes. The effect of off-design swirl was
measured in order to develop general characteristics of the
exhaust diffuser system for the overall performance cycle
software.
MECHANICAL DESIGN
Maintainability
To ensure control of concentricity during manufacture and
minimize maintenance down time, the power turbine design
has been organized into five easily separable modules in a
fashion similar to the gas generator (see Figure 8). The five
modules are:
'D' - Inlet Duct Module
First stage stator vanes, gas generator connection and
inner diffuser wall.
'T' - Turbine Module
Main turbine case, second and third stage stator vanes,
inter-stage diaphragms and entire rotor.
'F' - Frame Module
Main support frame and forward exhaust diffuser.
'E' - Exhaust Module
Aft exhaust diffuser and collector hood.
'B' - Bearings
Bearing case, bearings and auxiliary drive.
INLET FRAME BEARING
MODULE MODULE MODULE
T' 'E'
TURBINE MODULE EXHAUST
(ROTOR AND STATOR) MODULE 005459 Cdr
Figure 8 - Modular construction of the Power Turbine
The modular concept permits all of the critical and delicate
assembly operations to be performed in the controlled
conditions of a central service facility. The modules are
transported in special fixtures which maintain the
concentricity while in transit. Only the two hottest modules,
the '0' and T, will require exchange at site, the 'F', 'E' and 'B'
modules will remain installed on site and their alignment to
6
the driven equipment and exhaust stack will not be
disturbed. Exchange of modules at site can be
accomplished rapidly by small crews with a minimum of
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downtime. Time interval between module inspection is 50
000 hours.
Static Structures
The 'close-coupling' of the turbines enables the first stage
stator vane case to be directly connected to the gas
generator. This casing is machined from a rolled ring
forging. The main turbine case, which covers all the blade
path downstream of the first stage nozzle vanes, is a near
net shape one piece investment casting. The one piece
design reduces the number of flanges to the minimum
required for module separation. Extensive thermal analysis
applied to a finite element model of the turbine case was
used to design the casing liners to control operating
temperatures of the load carrying casings. Disk cavity
cooling air is introduced into the rotor spaces by hollow
stator vanes.
Support Frame
Positive concentricity control of the stator to rotor
relationship is provided by seven forged stainless steel
structural struts connecting the bearing case with the
exhaust case through the forward portion of the exhaust
diffuser. (See Figure 9.) The struts are rigidly joined to the
outer case with expansion bolts and positively located to the
inner bearing case with precision dowels. The strut and
frame design evolved from finite element analyses for
dynamics and thermal stresses using a fully three
dimensional model. The analysis included steady state and
transient conditions. An infinite life is predicted for this
major structure. The use of a strutted frame which supports
the rotor eliminates the need for the traditional aft support of
the bearing case and simplifies base construction. Thus, the
power turbine, while producing more power at a better
efficiency, has the additional advantage of lighter weight
which is of benefit for off-shore applications.
MAIN TURBINE CASE /
EXHAUST DIFFUSE
AFT DUCT
• l Sf RUCTURAL STRUT
FINA-P%l I)WHI5FR,
1-l.RWARI) Du CI
Ar (1 f) 1 NAl^K.a'IV-
1'"CD IR INGJ ^/FORWARD NFARINO HOUSING
IICAT SIIIC:D —.._ __.._ %/T.^ m
rl f^ — TIIQBINF !.HAR \`r
r
005460 Cdr
Figure 9 - RT61 Support System
Airfoils
As mentioned above, all airfoils are stacked with axial and
tangential leans to smooth the three dimensional flow field.
The embodiment of these orthogonal blade path design
concepts required a very careful computation of airfoil
thermal and mechanical stresses. These were performed on
fully three dimensional finite element models of the
complicated airfoil and platform geometry taken directly from
the computer drafting entities. Airfoil alloy selections were
based on predicted stresses and temperatures with a margin
for conservatism.
Rotor and Bearings
All three rotor blade rows are equipped with positive
interlocking tip shrouds running against honeycomb faced
casing liners. The rotor blades are mounted on extended
necks to reduce heat transfer into the disks. The three rotor
disks are joined by precision ground face couplings which
not only transmit torque, but also accurately maintain
concentricity during transients. The disks are joined to the
shaft by twelve through bolts.
The bearing cases are bolted to the strutted frame support
with vertical joints sealed with '0' rings. This construction
eliminates the need for horizontal joints and field applied soft
sealants inside the exhaust diffuser tunnel. Rotor bearings
are of the traditional babbitt faced hydrodynamic tilting pad
type. Since the hydrodynamic thrust bearing has a very
large load capability, a balance piston is not required. All oil
supply, vent and drain services are connected on the cool
aft-end of the bearing case; there are no oil or air service
lines crossing the exhaust diffuser. An 1800 rpm auxiliary
drive gearbox is provided for oil pump drive.
VALIDATION PROGRAM
Incremental developments to existing industrialised gas
generators, such as the RB21 1, are lower risk and better
understood than first time conversion / industrialization.
Figure 10 illustrates the removal rate trend of successive
generations, and shows the increasing level of reliability at
introduction to service. The trend is due partly to a
fundamentally better understanding of the engine
characteristics, and partly to improved development
programs. To ensure this unit maintains this trend at entry
to service, a comprehensive validation program for the gas
generator is being undertaken prior to release for mating with
the RT61 power turbine for full system testing. This gas
generator testing commenced in the fall of 1997.
7
• •• 211-22 total • ■ • •
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• 211-24A&B — — —
a^
• 211-24C
o • 1 \.
E •• / •
(D
•1 \.
4 6 8 10 1;
Years since entry into service 005461 Cdr
Figure 10 - Trend in reduction of Shop Visit rate for
successive generations of model.
Power turbine development testing will begin in the third
quarter of 1998. Power output will be measured via a
directly driven water dynamometer. Turbine performance
characteristics will be defined in detail to be fed back into
cycle performance prediction programs which will be used to
generate information for plant applications. Rotor dynamics
will be studied with a number of variations in bearing details
to establish the maximum dynamic stability. The steady
operating and transient start up temperatures of critical
components, both stationary and rotating, will be recorded
for detailed analysis and calibration of life prediction
programs. The dynamic response of rotor blades and duct
linings will be recorded to verify freedom from high cycle
fatigue.
CONCLUSIONS
Incorporation of the latest aircraft engine technology into an
existing gas turbine is extending power available to 31.8 MW
(42,600 SHP) at an overall thermal efficiency of over 40%.
In parallel with the performance gains, great emphasis has
been placed on the cost of ownership and maximizing
reliability and maintainability.
All of this has been achieved, together with future growth
potential.
ACKNOWLEDGEMENTS
The authors wish to thank Rolls-Royce and Cooper Energy
Services for their permission to publish this paper and in
particular PP Walsh and RH Meier for their assistance.
Recognition is also given for the assistance of J C Cox of
Rolls-Royce and S Grant and DW Livingston of Frazer-
Nash Consultancy Ltd. who were involved in the
aerodynamic design of the power turbine:
REFERENCES

1. Jeff D. Willis et at 1993. "Industrial RB211 Dry Low

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Emission Combustion" ASME 93-GT-391.

2. I. J. Toon 1996. "Dry Low Emissions Technology for

Rolls-Royce Gas Fuelled Industrial Aeroderivative Gas
Turbines" Combustion Canada Conference, Ottawa.

3. John C Cox, David Hutchinson, James I Oswald 1995.

The Westinghouse/Rolls-Royce WR21 Gas Turbine
Variable Area Power Turbine Design" ASME 95-GT-54

4. Keith Cobley et at 1997. "Design of New Three Stage Low

Pressure Turbine for the BMW Rolls-Royce BR715
Turbofan Engine" ASME 97-GT-419.

5. Scrivener CTJ, Connolly CF, Cox JC, Dailey GM, 1991.

"Use of CFD in the Design of a Modern Multistage Aero
Engine LP Turbine Design" C423/056 I.Mech.E.

6. David A Little, Keith Cobley 1996. "Application of

Aeroengine Aerodynamic Design Codes to Industrial Gas
Turbine Design" ASME 96-GT-280.