Main power plant of the US Navy

Basis and workhorses fleet US Navy - Ticonderoga-class missile cruiser and Arleigh Burke-class URO destroyer.

Drawing and diagram of the LM-2500 engine of the American company "General Electric"

Since the 70s of the XX century, a clear tendency has appeared in the world for the transition of energy to natural gas as the main type of fuel, and gas turbine units (GTU) as the leading power units for driving electric generators. The developed countries of the world are allocating substantial funding for work to improve the efficiency and fuel efficiency of gas turbine installations.

Large gas turbines with a capacity of over 400 MW are already in operation. The temperature of the working gases of modern gas turbine plants at the turbine inlet has passed the 1500 ° C mark, which is 150/200 ° C higher than in the previous generation units.

The current period is characterized by active work on the creation of third-generation gas turbine units, which are compact and at the same time powerful power plants for civil and military marine equipment.

The second generation

The second generation shipborne gas turbine engines were developed on the basis of aviation turbojet engines, taking into account the use in marine conditions. They have low specific fuel consumption, increased corrosion resistance, less weight and dimensions than those of the first generation gas turbine engine, longer service life and increased reliability. The efficiency of these engines was increased by increasing the operating pressure, cycle temperature, and the use of efficient cooling of the turbine blades.

The most stressed units and parts of such engines are made of high-strength corrosion-resistant alloys. The compressor rotor and stator are made of titanium or nickel, while the turbine and combustion chamber components are made of cobalt or nickel alloys. All GTE parts operating at high temperatures (combustion chamber, high-pressure turbine blades, guide and active blades of the first and second stages of a low-pressure turbine) have aluminized or chrome-plated film coatings, which are sufficiently reliable protection against high-temperature corrosion.

GTEs of the second generation can run on aviation kerosene, diesel and distillate fuels, and even natural gas. Unlike the first generation GTEs, they emit a small amount of smoke, which is achieved due to the use of a perfect design of fuel injectors and its complete mixing with air in axial vortex combustion chambers.

Since the mid-60s of the last century, the American company General Electric has managed to create a wide standard range of power gas turbine units of various capacities. These engines were widely used on various types of civil aircraft in the United States. Later they were used to create industrial gas turbines and marine engines.

LM-2500

Experts consider the American LM-2500 engine manufactured by General Electric to be the best second-generation marine gas turbine engine.

It is based on the TF39 aircraft turbojet engine and is a development of the CF6-6 series of the same company.

The GTE is a simple cycle twin-shaft engine that includes a 16-stage compressor, a small diameter quick-release annular combustor, a two-stage high-pressure turbine and a six-stage free power turbine. Under normal operating conditions (ambient temperature 15 ° C, pressure 1,03 kg / cm 10) and fuel calorific value 270 kcal / kg, the engine has a maximum continuous power of 24 hp. with. at 700 3 rpm. Specific fuel consumption at this power is 400 g / l. with. h and air consumption 181,9–59 kg / s. The length of the engine is 65 m, its weight is about 6,25 tons. The compressor is a single-rotor with a compression ratio of 3,8: 17.

Compared to other types of ship-borne gas turbine engines, the gas temperature in the LM-2500 engine is significantly increased, however, due to the effective cooling, its wall temperature was not much higher than that of the first generation gas turbine engine. At the same time, special attention is paid to ensuring control over the flow of cooling air, reducing its losses, as well as controlling the radial clearance.

The power turbine is a six-stage straight-through design with low peripheral speeds. The power shaft of the gas turbine engine is equipped on both sides with elastic disc clutches that compensate for inconsistent torques. It is believed that disc couplings most fully meet the requirements of ship-borne gas turbine engines, since they do not require lubrication, do not have rubbing surfaces and have high corrosion resistance. GTE bearings are lubricated with synthetic oil pumps.

The compressor and the power turbine housing are split for ease of maintenance and repair, which allows replacing the blades without dismantling the engine as a whole. In addition, there are inspection holes for monitoring the condition of the most important parts, and the entire fuel system is mounted outside the engine.

During bench tests of the LM-2500 GTE, the time of its trouble-free operation significantly exceeded the service life of the first generation engines.

During trial operation on the Admiral Collagen ship in 1972, this engine worked for more than 15 thousand hours, of which 5 thousand hours it worked in the power range of 19-21 thousand liters. with. Another feature of this gas turbine engine is that, easily removed from the ship for coastal repairs, it can be re-installed within 72 hours. The developed global corporate service allows keeping within the specified time, which gives General Electric a serious competitive advantage over other GTE manufacturers.

Having seized the leadership in the world energy market, General Electric has been producing about 30% of all gas turbines produced in the world for the last 70 years.

The company currently produces three types of ship installations:

LM-2500 series - from 22,4 to 33,4 MW,
LM-6000 series - from 42,4 to 47,5 MW,
LMS-100 series - 110 MW.

Gas turbine unit of the LM2500 + G4 DLE series with a capacity of 33 MW.

As of the end of 2018, about 2 marine engines of the LM-100 series of various modifications were manufactured, among which there are:

• General Electric LM-2500 capacity 22,4 MW,
• General Electric LM-2500 + capacity 31,1 MW,
• General Electric LM-2500 + G4 with a capacity of 33,4 MW.

The LM-2500 naval gas turbine engine is the most widespread and reliable and is used on warships from frigate to aircraft carrier. The vast majority of ships in the US Navy are equipped with this engine. The GEM LM-2500 of General Electric has been used on more than 400 ships of the Navy in 33 countries of the world since 1972. More than 1000 LM-2500 marine engines are in operation every day around the world. Since 1998, GTU LM-2500 + has been used to equip commercial marine vessels.

Types of warships and vessels with the GE LM-2500 power plant and its modifications

Construction of Arleigh Burke-type UDC and America-class UDC destroyers at Ingalls Shipbuilding (USA) - all ships are equipped with GE LM-2500 GTE

Ships of the Navy and the United States Coast Guard:

• Legend-class ocean patrol ship (USA) - as part of the US SOBR,
• Frigates of the type "Oliver Hazard Perry" (USA) - decommissioned,
• Destroyers of the "Spruance" class (USA) - decommissioned,
• Destroyer class "Kidd" (USA) - decommissioned,
• Destroyers URO type "Arleigh Burke" (USA) - in the Navy,
• Missile cruisers of the "Ticonderoga" type (USA) - in the Navy,
• UDC type "America" ​​(USA) - in the Navy.

Legend-class ocean patrol ship

Ships and vessels of other countries:

• Corvettes of the "Niels Huel" type (Denmark),
• Corvettes of the Pohang type (South Korea),
• Corvettes of the "Saar 5" type (Israel),
• Halifax-class frigates (Canada),
• Frigates of the type "Hydra" (Greece),
• MEKO frigates type "200" (Australia and New Zealand, Germany, Turkey, Greece, Portugal, Argentina, Malaysia, South Africa, Algeria),
• Frigates of the F-122 series "Brandenburg" (FRG),
• F-123 series frigates of the "Bremen" type (FRG),
• F-124 series frigates "Saxony" type (FRG),
• Frigates of the "Cheng Kung" type (Taiwan),
• URO-type frigates of the "Horizon" type (France, Italy),
• FREMM class frigates (France, Italy, Morocco, Egypt),
• Frigates of the type "Alvaro de Bazan" (Spain),
• Frigates of the "Santa Maria" type (Spain),
• Destroyers URO type "Asahi" (Japan),
• Destroyers of URO type "Akizuki" (Japan),
• Destroyers URO type "Takanami" (Japan),
• Destroyers URO type "Murasame" (Japan),
• Destroyers URO type "Congo" (Japan),
• Destroyer destroyers URO type "Atago" (Japan),
• Destroyers URO type KDX-I and KVCh-II (South Korea),
• Destroyers URO type "King Sejong" (South Korea)
• Destroyers of the type "Luigi Durand de la Penne" (Italy),
• Type 052 destroyers (China),
• Helicopter destroyer destroyers of the Izumo class (Japan),
• Hugo-class destroyers-helicopter carriers (Japan),
• UDC type "Juan Carlos" (Spain),
• UDC type "Canberra" (Australia),
• Aircraft carrier Cavour (Italy),
• Aircraft carrier "Principe de Asturias" (Spain).

Cruise liners like "Queen Mary 2"

The Queen Mary 2 cruise liners are equipped with a GE LM-2500 gas turbine engine (vessel displacement 79 tons, dimensions 300x345x41 m, draft 72 m, crew 10, passengers 1)

Wishes for the future of the Russian Navy

The issue of unification of the main power plants of warships and ships is also facing the Russian Navy.

There is no other navy in the world, which is one of the top ten largest maritime powers, in such a variety of naval engines as we have.

Long-term plans for the construction of new ships should be aimed at the maximum unification of most projects based on a single gas turbine engine and diesel engines.

The development of a modern domestic aircraft engine PD-14 and its more powerful modifications - PD-18 and PD-35, opens up opportunities for the creation of a new generation of marine versions of GTEs on their basis.

According to media reports, work has begun on the creation of gas turbine units for gas pumping stations (GTU GPS) based on the PD series engines. It makes sense, together with the testing of aircraft engines and gas turbine units, to start developing a new generation of marine gas turbine engines.

Also, the leadership of the Russian Navy needs to set the task for the designers to include these GTEs in all new projects of ships and vessels, where it is economically justified and expedient.

Model of the modernized frigate of project 22350M - the future of the Russian Navy (http://bastion-karpenko.ru/22350m-skr/)

A wide range of unified aircraft engines, gas installations and marine gas turbine engines will provide significant savings in their operation and repair. Joint repair and service centers will allow you to quickly resolve issues of service in Russia.

After all, wherever there are Russian naval bases of the fleet, there is a civil or military airfield nearby, which makes it possible to ensure the urgent delivery of spare parts and new replacement engines. And the supply of ships and vessels of our projects through military-technical cooperation will help to form a service network abroad.

Comments

[Zaurbek]

Experts consider the American LM-2500 engine manufactured by General Electric to be the best second-generation marine gas turbine engine.

It is based on the TF39 aircraft turbojet engine and is a development of the CF6-6 series of the same company.



I wonder why the Russian Federation does not use a similar approach. After all, there are serial theaters and turbojet engines of the PS-90 or NK type .... PD-14, in the PD-35 project?

[Bekasov Artem Andreevich]

Read the article to the end, there it is written about it!

[thekhohol]

There are written wishes, but information is not written.

[bayard]

In the Russian Federation today, gas turbines for marine power plants have been developed and produced:
- M90FR with a capacity of 27 l / s.
- M70FRU with a capacity of 14 l / s.
- M75 with a capacity of 7 l / s.
All of them are based on aircraft gas turbine engines.
On the 22350M project, gas turbine pairs from M70FRU (main course) and M90FR (afterburner) should be used with a torque addition to one shaft through a gearbox.

[Vsevolod Z]

Thanks to the author. Didn't know about unification with civil courts. In general, there is a lot to learn. A vivid example of reducing the cost of maintenance, delivery time of consumables, scheduled maintenance and repair time.

[Bekasov Artem Andreevich]

Thank you for your feedback! A large circle of partners and allies of the United States + the formation of the dollar as a world currency + a technological gap in the post-war period allowed them to become leaders in this direction.

[bayard]

But the first with the transition to GTU was the Soviet Union.
I would like to see an article about the history of Soviet gas turbines ... although one cannot get rid of one article ... But I really would like to.
And about the day today on ship gas turbines.

[prior]

But we get the most beautiful layouts.

[Jonny_Su]

Thanks to the author for the article. Please explain why you do not consider the manufactured GTEs (M-90-FR) as a single turbine unit for the fleet, but propose to wait for the completion of the development of the PD-35?

[Grandfather]

we are a great sea power pancake ...

[Bekasov Artem Andreevich]

Thank you for your feedback! GTE M90FR is good for everyone, it has a maximum power of 27500 hp. Together with a diesel engine, diesel engines 10D49 (5200 hp) are installed on ships as cruising engines, together with a PO55R gearbox, it is part of a diesel-gas turbine unit. Total 32 hp And I honestly don’t understand why on the corvettes of the project 700/20380 it was necessary to fence 20385 diesel engines 4D10 of 49 hp each. each, a total of 5200 hp ... It was quite possible to get by with DGTA (GTE + diesel), the power would have been higher. Then the speed of the corvette would be with a margin of more than 24 knots, and not 000 as it is now. I don’t know, I didn’t ask this question, here we have to talk to the designers. But M30FR is a development of the last century, even if it is successfully working now, but the article was about the future. The transition to a single gas turbine engine will not happen quickly, and if we are to switch to a single engine for aviation, navy and gas / oil pumping, then it is better to have one gas turbine engine and the most modern one. Made according to a single standard and technology. In one plant and in one service system. While there is time to spend calmly and thoughtfully the chilling work. New engine or engines (if a whole line) for new ship projects.

[Scharnhorst]

On the frigate, the gearbox does not allow summing the power of the diesel engine and the gas turbine engine, therefore, one of the following works on the propeller. On the corvette, the gearbox allows you to sum up the power of two simultaneously operating diesel engines on the propeller shaft.

[bayard]

Quote: Bekasov Artem Andreevich

But the M90FR development of the last century, even if it is successfully working now,

It follows from your article that the United States has had one type of gas turbines since the beginning of the 70s. Why do you think?
Because they do not seek the good from the good, but follow the path of improving what is available.
In the Russian Federation, the production of M90FR has just been mastered, and this will be the main turbine of such power.
The power plant 22350M will use turbopairs from M70FRU (cruising) 14 l / s, and M000FR (afterburner) 90 l / s, with the possibility of adding torque to a single shaft.
If you need a warship with a larger VI, say, of the order of 12 - 000 tons, then you can use two turbopairs with two M14FRs.
For frigates 22350, it would be wiser to use a power plant from turbopairs on the M75 (7 l / s) and afterburners M500FR. In this case, its cruising speed would have grown to quite acceptable parameters, and the maximum speed would have exceeded 90 knots (I think in the region of 30 - 31,5 knots). And it would be a completely competitive ship in terms of navigation capabilities.
For the 20380 corvettes, a power plant of two M70FRU with a gearbox was originally proposed, which made it possible to operate the turbines alternately on both shafts, and both for maximum stroke.
In this case, the maximum speed would be about 30 knots (now 5200 x 4 = 20 800 l / s ... although they write about 24 000 l / s). But the choice was made in favor of economy ... and since we were refused in German diesel engines, they put diesel Kolomna diesels.
In future projects, it is necessary to categorically abandon such a pernicious practice - to sacrifice speed and dynamic capabilities in favor of ... economy and weak diesel engines.
Diesel engines have always been our weak point.
On the other hand, GTU is strong.

[Bekasov Artem Andreevich]

Not really, colleague!
I pointed out in the article that in addition to the marine LM2500, two more types are produced - the LM-6000 series - with a capacity of 42,4 to 47,5 MW and the LMS-100 series - with a capacity of 110 MW. And the LM2500 itself has 3 power options for different types of ships and ships. As for diesel engines, as I recall, there are 3 types, low, medium and high speed - the first, the slowest and most economical. So on supertankers of the Crimea type DWT180 tons of the Kerch plant "Zaliv" diesel engines D000 were installed, but they differ in the number of cylinders a tanker - 49D20, and on domestic warships - 49D10. So the speech about unification was just about this, that together with a single gas turbine engine to put single diesel engines, which differ in power only when changing from the type of ship and displacement. And not like now - what is not a project, then a complete technical variety! If production capacity is not enough, and this is immediately a bottleneck, it is necessary to maximize production and increase output. It's best to release everything yourself, but is it possible ?! Now there are more than two dozen manufacturers, and normal diesel engines for sailors in the required volumes are a big problem. The Germans and Chinese are still partners! Passed and will hand over again at once! The Finns and South Koreans have very good diesel engines, maybe it makes sense to work with them to land the missing diesel types in the line here ?! This is as an idea, here the state approach needs a clear understanding of our capabilities and bottlenecks in this area.

[bayard]

Quote: Bekasov Artem Andreevich

I pointed out in the article that in addition to the marine LM2500, two more types are produced - the LM-6000 series - with a capacity of 42,4 to 47,5 MW and the LMS-100 series - with a capacity of 110 MW. And the LM2500 itself has 3 power options for different types of ships and ships.

I paid attention to this. But I'm talking about the fact that on ships of the main classes - frigates, destroyers, cruisers (corvettes under question), it is necessary to put gas turbine engines, as they have the maximum power density, compactness and are able to add their torque on a single shaft through a gearbox. For this today, the Russian Federation has developed (in fact, duplicated) three types of turbines:
- M75 power 7 l / s,
- M70FRU power 14 l / s,
- M90FR power 27 l / s.
A very wide range of power plants can be combined on the basis of these turbines:
- Power plant for the corvette - two M70FRU with the ability of each turbine to work on both shafts alternately in cruising mode,
- GEM for the frigate - two M75 + two M90FR,
- one more power plant for the frigate - four M70FRU (two per shaft with the ability to operate one turbine on both shafts alternately in cruising mode,
- Power plant for the frigate destroyer 22350M - two M70FRU + two M90FR,
- Power plant for the heavy destroyer / cruiser VI 12 - 000 tons - four M14FR / FRU (power max. = 000 l / s).
Any other combinations are also possible.
Summarizing the torque on a single gearbox for turbines of the same or different capacities is much easier and more reliable than trying to marry a low-speed diesel engine and a high-speed turbine on one gearbox. In the best case, it will be possible to organize their work in turn. Therefore, it is wiser to use the basic set of turbines on the BATTLE ships.
Yes, the diesel is more economical and more convenient at low speeds, but loses in everything else. All the main ships of the NATO fleet are equipped with gas turbines - this is the richest experience gained in practice. It was the same in the Soviet Navy, which was the first to start transferring its fleet to gas turbines. Therefore, all this tossing between non-existent or unsuitable diesel engines ... or with diesel engines, the production of which the industry cannot establish in any way ... we must stop.
And build the Fleet on a single basic set of gas turbines.
If we lose something in economy at low speeds, then we will certainly win in speed, reliability, uniformity (unification), ease of use, construction rates and the final quality of the Fleet itself as a whole.
Low-speed diesel engines should be installed on some types of landing ships, supply vessels, tugs, minesweepers and other auxiliary ships of the fleet.
but COMBAT ships must have sufficient (and sometimes redundant) running, speed, dynamic and operational characteristics.
Now Gazprom will order a GTU based on PD-14, a fairly large batch. If such a GTU shows itself well, nothing will prevent installing one on the ship.
There were statements of intent to obtain a gas turbine unit with a capacity of 35, 000, 45 l / s. - this is for ships of already heavier classes - aircraft carriers, large UDC, heavy cruisers.
You just need to stop dancing with tambourines and start building not a "fleet of prototypes", but laying high-quality projects in a sufficient series.
... True, it looks like it's about another state ... in the Russian Federation they can't do that anymore.

[Bekasov Artem Andreevich]

I see no objection and agree with your statements. I hope the Commander-in-Chief of the Navy and his subordinates will hear us.

[911sx]

Diesel is the most efficient heat engine. However, the GTE is far behind in terms of power, dimensions and weight. On corvettes with VI up to 3000 tons, it is more profitable to use diesel (you need to have less fuel on board at the same cruising range, the diesel itself is cheaper than a gas turbine engine, and the fuel costs are incommensurable). But everything that is larger is, yes, turbines. Developing modern gas turbine engines, one should not forget about diesel engines. Kolomensky D 500 does not go into production for a very long time, but in vain, the motor must be good.

[Bekasov Artem Andreevich]

Unification implies that the same engine or its modification will be used both on small ships and on large ones. The same applies to civilian ships of different displacement.

[Undecim]

Since the 70s of the XX century, a clear tendency has appeared in the world for the transition of energy to natural gas as the main type of fuel, and gas turbine units (GTU) as the leading power units for driving electric generators.

The author, do not mislead the readers. Nowhere has a gas turbine become the leading powertrain in power generation. The steam turbine is out of competition so far.

[Bekasov Artem Andreevich]

Perhaps you are right, we were talking about gas turbine stations, which are built on the basis of aircraft gas turbine engines and are used for pumping gas and oil.

[Undecim]

The word "possibly" is superfluous in this case.

[Zaurbek]

Probably, up to certain kW, a gas turbine is simpler ..... And then a steam one.

[Motorist]

They have low specific fuel consumption

Specific fuel consumption at this power is 181,9 g / l. with. h

This is almost 250 g / kWh. Two-stroke SDVs are still very far away ...

in 1972 this engine worked more than 15 thousand hours

I have an engine at work that has worked 61 thousand hours - more than one ring has not been replaced yet.

[VicktorVR]

Large turbines do not use fuel-lubricated bearings?

[Sahalinets]

It is difficult to find data on the GTE resource. All that I found on the Internet is an article that indicates a resource for industrial gas turbine engines. At the same time, Zorya-Mashproekt engines are given 100 hours of total life and 000 hours before overhaul. And for the LM-2500, 2500 hours are given and 160 hours before overhaul.
Obviously, the numbers will be lower for ship engines, but the difference is impressive.

[Bekasov Artem Andreevich]

If we can agree with the difference in the total resource, then the data on overhaul are in great doubt - 2500 versus 40 hours. It seems that Zarya-Mashproekt forgot to add zero!

[Vikxnumx]

Gentlemen, isn't it time for us to get away from defining URO for modern ships? Who do we have without "controlled" ...

[Bekasov Artem Andreevich]

Two options come offhand - an attack destroyer and an air defense destroyer

[Bekasov Artem Andreevich]

ONME

Quote: bayard

I would like to see an article about the history of Soviet gas turbines ... although one cannot get rid of one article ... But I really would like to.

I would, but alas, I do not want to look pale. The topic is not mine at all. Here you need a specialist with experience in the industry.

[Bekasov Artem Andreevich]

Quote: Intruder

In general, I asked the author of the article, specifically about the alternative (gas) fuel for marine versions of gas turbines, which can, by the way, work successfully on it.

There is still no such verified and reliable data in the open press. You probably observed the situation with domestic submarines of project 677 - the project was supposed to reduce costs by 1/3 compared to projects 636.3, were they prepared for VNEU and where is it? The first one was recently accepted into the Federation Council, the next two will also go with conventional diesels and electric motors. And about VNEU silence! Either they cannot bring to mind the hydrogen technology of their diesel fuel, or their VNUE technology is not in any way tricky from the Swedes and Koreans. Maybe something is being done, but in complete silence. Perhaps (wang) and marine gas or hydrogen gas turbines are also in operation, but there is still no result and there is nothing to show yet.