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GAS TURBINE DEVELOPMENT IN SWEDEN AFTER 1945
A HISTORICAL REVIEW

Kjell T E Thoren
Retired,consultant to
ABB STAL AB
S-612 82 Finspong
Sweden
On behalf of
Swedish Society of Mechanical Engineers

ABSTRACT GAS TURBINE DEVELOPMENT AT "STAL"

The gas turbine development history of Sweden is exciting. By
international comparison Sweden and its gas turbine manufacturers
are small but can nevertheless claim periods with the worlds highest
output,or highest efficiency large industrial gas turbine respectively.
Sweden has always created its own military aircraft and
fitting,high performance engines are developed in Sweden in license
cooperation with large international manufacturers. The Swedish
Air Force ranked number four in the world during the 60s.
Pioneering contributions were also made with small gas turbines,
such as high speed turbogenerators in hybrid propulsion systems for
cars and trucks.
Professionals know that gas turbine development success does not
come easy. A lot of setbacks have to be mastered. The size of the
crew is not always significant in the process.
INTRODUCTION
Sweden has contributed significantly to the gas turbine
development over the last 50 years. Industrial gas turbines, jet
engines and automotive engines have been developed for various
applications. The gas turbine development history of three Swedish
companies is reported here in short:
ABB STAL (formerly STAL,STAL-LAVAL) ,below "STAL",
added temporarily jet engine development to its steam turbine
activities in the late 40s. From the 50s active in development and
manufacture of industrial gas turbines up to 85 MW output.
Volvo Aero Corporation (formerly Svenska Flygmotor,Volvo
Flygmotor), below "Aero", dates back to 1930 under different
names and has over the years been involved as a licensee in the
development and manufacture of aero engines . Before and during
the second world war the company made piston engines for the
Swedish Air Force, from late 40s mainly jet engines.
Volvo Aero Turbines (formerly United Turbine),below "Aero
Turbines", is a subsidiary to Volvo Aero Corporation. Developed
small gas turbines for automotive and other use since the early 70s.
Jet engine development
The first German jet flight in 1939 with a Heinkel engine and the
English first flight in 1941 with the Frank Whittle engine proved the
feasibility and triggered jet engine development in many countries.
So also in Sweden and some studies and experiments were made
during the War.
In 1946 the Swedish Air Force ordered the development of a jet
engine for 151cN (3300 lbs) thrust from two Swedish companies in
competition with each other: "STAL" and "Aero". Both engines
tested in 1948. The "STAL" engine named "Skuten" was chosen
and STAL got an order to develop another engine in parallel, the
33kN (7300 lbs) "Dovern", which passed its airworthy and type
tests in 1949, Fig. 1. In December 1952 the engine had collected
3000 hours in test rig and 125 h in a flying test bed.
A third engine development was ordered 1949. It was to be the
50k/sT (11000 lbs) "Glan",but it was never built, since at the end of
1952 the Swedish Air Force cancelled all jet engine development in
Sweden and decided to build Rolls Royce "Avon" engines on
licence, of pure economical/political reasons. Technically the
"Dovem" engine was second to none according to independent
sources.
The gas turbine development 1946-1952 was a remarkable
achievement in many ways. The company had since long made
steam turbines but had little experience from gas turbines, virtually
limited to some jet engine paper studies and experiments with
superchargers. A dedicated young team of up to 50 people,led by the
later well known industrialist Curt Nicolin,managed however to
learn and develop the art of jet engine design and produce two
mature, well tested jet engines and another design on paper in only
six years.
Professionals know that such achievements do not come easy.
Setbacks were as frequent as the successes. Many stories are told
about daytime tests in the noisy test stand and engine modifications
during the nights. Young wives complained and suggested their
husbands bring their beds to the office.

Presented at the International Gas Turbine & Aeroengine Congress & Exhibition
Stockholm, Sweden — June 2—June 5, 1998

Figure 1. Jet engine "Dovern"
Industrial gas turbine development,GT35
The cancellation of the jet engine development in 1952 was a
shock for the company, which however quickly decided to
industrialize the jet engine to be, the twin-spool "Glan" design, and
enter the stationary gas turbine market. The new engine was named
GT35,Fig.2.
The gas generator (corresponding to the jet engine) contains in
the flow direction axial LP.. and HP-compressors, 7 combustors, a,
single stage drive turbine for the HP-compressor and a 2- stage drive
turbine for the LP-compressor. The free rotating LP-and HP-shafts
are coaxial, the inner shaft carried by the outer one through
intershaft bearings. The exit gas from the gasgenerator is expanded
through a 2- or 3- stage, free power turbine.
The GT35 is easy to adapt to different applications. Electric
power generation 50 cps, 60 cps or mechanical drive can all be built
with the same gas generator and mechanical auxiliaries. Only the
free power turbine varies.
The transition from a jet engine design into an industrial one,
involved a more robust construction, use of simpler commercial
materials, change from ball bearings to hydrodynamic type,
combustors for industrial fuels etc. A lot of aeroengine
characteristics remain however. The light weight, thermoflexible
design without horizontal flanges has been adhered to in all
proprietory gas turbine designs ever since.
The GT35 is thermoelastic enough to accept frequent starts, but
also durable in base load operation. Several units have reached 98
% availability during extended base load operation.
The design is modularized. When required, large engine
components e.g. a compressor, can be replaced as a module in very
short time, just like aero engine practice.
The first GT35 plant was put in service at town of Varberg in
Sweden in 1956 at 9 MW, ISO power and 24,5 % efficiency on
liquid fuel. 40 years and some 140 plants later, the GT35 is still in
production, now uprated to 18 MW and 32 % efficiency.
The first years of operation with the GT35 prototype were, as
could be expected, interrupted several times due to technical
difficulties. Example: The dynamics of coaxial shafts with intershaft
bearings was not well known in 1956. Vibration problems disturbed
the operation. Stabilizing, tilting pad type of bearings solved the
problem.
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Figure 2. 18 MW industrial gas turbine,GT35
A cat is said to have nine lives. The GT35 was evidently born
with some of these good cat genes, since it has survived many
attacks over the years. It has been declared dead more than once,but
came to life again. It has been uprated, cost reduced and improved
several times.
Better materials became available, better analytical tools for flow
and structures calculations could be used, new manufacturing
methods have appeared.
New applications for the GT35 could be added such as:
—A marine version for power generation on board oil platforms.
—Cogeneration plants with exhaust heat utilization.
- Combined stationary / mobile plants, Fig.3. A well packaged
installation, delivered to the customer site on a 54-wheel flatbed
trailer on roads and RO-RO-ships.
—Drive units for water jet propulsion of large catamaran type
ferries, speed 40 - 50 knots.
GT35 is still in production and selling well 40 years after
introduction! It is very unusual that a high tech product survives
such a long time and still is being developed to meet future
challenges.
The world's largest gas turbine, the GT120.
The GT35 showed the way and the demand for larger turbines
grew. Already in 1959 the first GT120 plant was commissioned in
Sweden at 40 MW output base load. Owner was the Swedish State
Power Board. Later versions were gradually uprated to 74 MW. To
our knowledge the GT120 was for several years the most powerful
gas turbine in the world.
Much of the jet engine and GT35 design philosophy was
maintained in the GT120, such as ;three independent rotors for easy
start and good partload efficiency, comparatively light weight,
thermoflexible design, no horizontally split hot casings.
But the machine layout , Fig.4, differs substantially from that of
the GT35. The gas generator was considered too large for coaxial
shafts so the LP- and HP-shafts are built in one line with two
compressor drive turbines close to each other in the center. Two
silo-type combustors were chosen because the first orders specified
heavy fuel oil.

Figure 3. Mobile plant, GT35
Exit air from the LP-compressor is cooled in an intercooler and
passes underneath the gas generator to the HP-compressor. Hot gas
from the combustors is expanded through the HP-and LP-turbines
and is then led in crossover pipes to the double flow power turbine,
driving the electric generator. These last two units form a separate
shaft, parallel to the gas generator.
The machine layout appears extensive, and it was. In the mid 50s
available materials and know-how did not allow very large single
core compressors with 16:1 pressure ratio, or single flow power
turbines for 40 - 70 MW. The intercooler was used to augment
power.
The GT120 had some interesting features:
— An air injection starting system without motor or gear.
Pressurized air stored in bottles made dead net starts possible.
— In spite of the large turbine size, the normal starting time from
initiation to full load was 10 minutes.
—Good part load efficiency due to the variable speed gas generator.
GT120 was a large step forward in gas turbine development.
Some problems certainly showed up in the beginning, e.g. HP-
compressor blade failures that required redesign.
The GT120 was competitive. 21 units were sold in Europe,
Africa, Australia and China. Production ended 1976. New
technology made it possible to develop large output gas turbines
with more compact and cost effective designs.
Power Pacs and marine propulsion units based on let
engines.
Stationary plants.
Pratt&Whitney were probably the first ones to use jet engines as
gas generators in stationary gas turbines. A jet engine,a free power
turbine and an electric generator in line make a plant for power
generation.
In the early 60s it was beleived that mass produced jet engines
would be more competitive than industrial gas turbines and "STAL"
designed a series of packaged plants, called Power Pacs.
Pratt&Whitney (JT3,JT4) or Rolls-Royce (Avon) engines were used.
Free power turbines were designed for 3000, 3600 and 5500 rpm to
suit 50 and 60 cps generation and mech drive.
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Figure 4. Once world's largest gas turbine, GT120, 74 MW
Machine modules and mechanical auxiliaries were all installed in
a compact, weatherproof and noise attenuating enclosure. Figure 5.
The electric- and control-equipment was mounted in a container
nearby. In a Duet arrangement the el generator was driven by one
GT at each end, and the output doubled.
In the 70s fan jets replaced older engines without by-pass in
aeroplanes. Several engines were removed from the wings
prematurely. The company managed to buy many of these used
engines, reconditioned to time zero and somewhat industrialized to
suit stationary use. One order to Pan Am included 20 engines.
These engines served well in Power Pacs in peak load and stand-
by service, which were the most common applications. Plants could
be sold at very competitive prices.
In the time period 1964 - 74, 61 plants were sold, each one using
one or two jet engines as gas generator(s).
Marine plants.
Rolls Royce and bristol Siddeley were early out with aero engines
for marine service and in the early 60s the order intake for naval gas
turbines was significant. Compact, light weight, high power gas
turbines fit well into light warships, especially as boosters for max
speed.
"STAL" entered the marine business and received an order from
the Danish Navy for propulsion of two frigates. Each ship had two
propulsion units of CODOG type (Combined Diesel Or Gas
turbine). At cruise only the diesels were in operation. At high
speeds the gas turbines take over, increasing the output 10-fold.
"STAL" delivered the gas turbines (based on P&W GG4 gas
generators ) and the gears including free wheel clutches. The
frigates made 30+ knots. Machinery deliverd 1963.

Figure 5. Power Pac plant
A high power, high efficiency gas turbine, the GT200/
/FT50.
Around 1970, Pratt& Whitney's division Turbo Power and
Marine (TP&M) had the biggest gas turbine market share in the
US. Their products were 10-22 MW Power Pacs with GG3 or 004
gas generators. Double units gave 45 MW.
GE and Westinghouse launched industrial gas turbines in the 70
MW class. TP&M wanted a large industrial gas turbine also, but
lacked experience from industrial design.
"STAL" was asked to team up and and the GT200 / FT50 project
was born. During hectic years in the early 70s, a new advanced
engine in the 100 MW class was developed, Fig.6.
Chosen arrangement had a coaxial twin-shaft gas generator plus a
free power turbine, in line with existing experience within the two
companies. A 7- stage LP-compressor and a 10-stage HP-compressor
made together a 16:1 pressure ratio. Cannular combustor with eight
cans. The HP-and LP-compressor drive turbines were both single
stage. A 2-stage power turbine had two versions, one for 50 cps, and
one for 60 cps so the engine could be sold on both sides of the
Atlantic with 80 % identical parts.
The design was advanced at the time, ISO efficiency 34 %.
Turbine inlet temperature 1140 C, with blade cooling prepared for
the next uprating to 1200 C.
The first gas generator behaved well when tested early 1974 in a
P&W test stand. The future looked bright.
Circumstances hit hard! The second oil crisis 1994 wiped out
most of the gas turbine market in the US almost overnight. The
money and the market for large gas turbines moved to the Middle
East.
Gas turbines with long base load experience were asked for, but
efficiency was of little importance since local oil was cheap. The
GT200/FT50 fitted in very badly and United Technologies, TP&M
lost interest in the project and pulled out after some time.
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Figure 6. 100 MW class gas turbine plant, GT200
One GT200 was commissioned at Trollhdttan in Sweden in 1978
for the Swedish State Power Board. Plant is used for reserve and
peak load service.
Technically the GT200/FT50 is very satisfactory and for many
years it had — to our knowledge — the highest efficiency in the world
for large industrial gas turbines; 34 % ISO on oil. But the
commercial success did not realize.
First special gas turbines for coal fired PFBC plants.
Presurized Fluidized Bed Combustion (PFBC) plants are very
compact, efficient and can burn a wide variety of coal fuels. SO2
and NOx emmissions are low. Power is generated by a gas turbine,
driving the PFBC process, and by a steam turbine receiving steam
from tubes, immersed in the bed.
A gas turbine with special characteristics is required to supply
correct amount of pressurized air at all loads, and to cooperate well
with the large pressurized vessel during transients, such as start,
stop, load changes and trips.
The gas turbine layout is shown in Fig.7. Components are
arranged on two shafts. A variable speed LP-shaft with a LP-
compressor, driven by a variable geometry LP-turbine. A constant
speed HP-shaft contains a HP-compressor and a HP-turbine. The HP
shaft is connected to the el generator.
The power distribution between the HP- and LP-turbines can be
varied almost at will by the variable guide . vane before the single
stage LP-turbine. Less power to the LP-turbine reduces the LP shaft
speed and the air flow from the LP-compressor.
This way the air flow to the process can be adjusted to keep the
excess air ratio in the combustor low and constant at all loads. The
variable guide vane also has a number of other duties during
transients.
Isolating valves are arranged in the cross-over pipe between gas
turbine and combustor. The turbine design is very special to cope
with the PFBC-gas environment.
The first 16 MW PFBC gas turbine, the GT35P was taken into
operation in January 1990. Considerable experience has been

Figure 7. PFBC gas turbine, GT35P
collected from five 75 MW PFBC plants using this gas turbine in
Europe, the US and Japan.
A bigger turbine brother, the 74 MW GT140P is designed along
the same principles and is now in the final stages of shop testing
before shipment to a Japanese customer. The total output of this
larger type PFBC plant is 360 MW.
A 25 MW industrial gas turbine for cogeneration.
In 1988 the company aquired the rigths for an industrial gas
turbine called GT10, engineered and produced by the company
SULZER in Switzerland.
The GT10, Fig.8, has a two-shaft layout. The single, 10-stage
compressor and the 2- stage driving turbine make the variable speed
gas generator rotor, immediately followed by a 2- stage free power
turbine.
The SULZER design has been uprated,cost-reduced and equipped
with low-NOx burners in Sweden. Premix, lean burning fuel nozzles
use a vortex-break-down principle, originated in ABB Research
Center in Switzerland. The GT10 was the first annular combustor
engine to use these low NOx burners. NOx levels below 25 ppmv is
standard.
GTX100, a new industrial 45 MW gas turbine.
A new, high performance gas turbine was announced in June 97.
Developed by "STAL" in international cooperation with other gas
turbine development groups within ABB, Fig. 9.
Figure 9. 45 MW gas turbine, GTX100
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Fig 8. 25 MW gas turbine, GT10
The single shaft engine,optimized for combined cycle use, has a 15-
stage compressor and a 3-stage turbine. Pressure ratio is 20.
In combined cycle application the total net power is 62 MW and
the net efficiency 54 %. NOx and CO below 15 ppmv on natural gas
,below 25 ppmv on oil without water injection. In simple cycle the
the ISO output is 45 MW at 37 % efficiency.
The design is advanced but mostly based on proven technology.
The compressor has controlled diffusion blading, mounted on an
electron beam welded rotor. Abradable seals help to reduce tip
clearances. Annular combustor features the latest technology in
premix-lean burning and thermal bather coating.
The turbine section is rotationally symmetric without horizontal
flanges. First turbine stage blades are made from single crystal
material. All three stages are cooled using advanced cooling
technology.
The combustor and the 3-stage turbine can be handled as
modules,which facilitates maintenance.
Historically the GTX100 again represents a large step forward for
Swedish gas turbine technology.
JET ENGINE DEVELOPMENT AT "AERO"
RM1. First let engine licence (DH Goblin III) for SAAB
J21R and the English J28 "Vampire"
The first jet engine to be licensed to Volvo Aero was de
Havilland Goblin III in 1946. The engine had a single stage radial
compressor, 16 combustor cans and a single stage radial turbine.
Max thrust 15 IN (3300 lbs). In the period 1948-52 a total of 440
units were delivered to the Swedish Air Force for the fighters SAAB
J2IR and the English J28 Vampire. The Swedish engine designation
was RM1.

Figure 10. Jet engine RM2 (DH Ghost 50)
RM2. (DH Ghost 50) for SAAB J29 and J33.
Next engine to be built in Sweden under license was de Havilland
Ghost 50, Swedish designation RM2, Fig.10. Powered the fighter
J29 "Tunnan" and the night fighter J33. Engine layout similar to the
Goblin; single radial compressor and turbine stages,10 combustors.
Thrust 22kN (4800 lbs). 870 engines were delivered to the Air
Force in the period 1951-1955.
An after-burner for RM2 was developed in Sweden. Raised the
thrust by 25 %. Eventually all 329-planes were retrofitted with the
after-burner in the time period 1955-58.
Swedish iet engine development,1945-52.
As mentioned above, the Swedish Air Force awarded in 1946
both "STAL" and "Aero" an order to develop experimental engines
in the 15kN (3300 lbs) thrust class.
In 1948 the "Aero" engine R102 lost out to the "STAL", "Skuten"
engine and "STAL" got a second order to develop the larger engine
"Dovern". In 1952 the Swedish Air Force agreed with Rolls Royce
Figure 11. Jet engine RM6C (RR Avon Mk 60)
6
on a licence for the "Avon" ,and all Swedish engine projects came to
an end.
RM5A / RM6A. ( Rolls Royce "Avon" Mk21 / Mk47A) for
SAAB J32 "Lansen"
Volvo Aero was licensed to manufacture the Rolls Royce "Avon"
(Mk21), chosen for the fighter SAAB J32 "Lansen". First J32 flight
with an "Avon" engine took place in November 1952. Engine
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design shows a 12 stage axial compressor, 8 combustors and a 2-
stage turbine. Thrust 34.6 kN (7600 lbs).
An afterburner, developed by "Aero", raised the thrust to 47 kN
(10300 lbs) or 36%. 350 "Avon" (Mk21) engines, Swedish
designation RM5A, were manufactured in Sweden for the airplane
J32 during 1956-59.
A later version, RM6A (Mk47A), had three more compressor stages,
a wrapping case around the combustors and thrust improved to 48.8
IN (10700 lbs). Including a Swedish afterburner 65 kN (14300 lbs).
Another 104 "Avon"engines type RM6A, were manufactured for J32
in 1958-59.
RM6B / RM6C. (Rolls Royce Avon Mk47 / Mk60) for SAAB
J35
Next Swedish military airplane,the 335 "Draken" made its first
flight in October 1955. The first 186 engines for 335 were slightly
uprated "Avon"( Mk47). Thrust 65,3 kN (14400 lbs) including lit
afterburner. Swedish designation RM6B.
From 1960 a new, uprated "Avon" (Mk60) was introduced in the
335D. This engine, Fig.11, developed a max thrust 78 kN (17150
lbs) including a Swedish afterburner. Another compressor stage had
been added in the design, now totally 16 stages.
445 engines of this type, RM6C, were manufactured on license
during 1961-71. Some of them exported to Austria, Denmark and
Finland.

Figure 12. Jet engine RM8B (P&W JT8D)
RM8. (Pratt & Whitney JT8D) for SAAB J37
Pratt & Whitney's civil engine JT8D was chosen for the next
SAAB fighter J37" Viggen". A 2-spool by-pass engine featuring 6
LP compressor stages, including 2 fan stages, driven by a 3-stage LP
turbine. The 7-stage HP compressor driven by a single stage HP
turbine. 9 combustor cans.
The license with United Aircraft was signed in 1962. The engine
was at that time relatively unproven. It flew first time in a Boeing
727 in February 1963. It turned out to be a considerable
development work to turn this civil engine into a military one, a
cooperative effort by Pratt&Whitney and "Aero". The joint
development included an integrated afterburner. Thrust 65,6 kN
(14400 lbs), with afterburner 115 kN (25300 lbs).
The first RM8 engine manufactured in Sweden was tested in
1965. The first J37 test plane flew in February 1967. A total of 207
engines type RM8 were manufactured between 1965 and 1980.
RM8B upratinq.
Airplane J37 was upgraded and so was the engine. A 3-stage fan
replaced the 2 stages in RM8, Fig.12. Thrust was raised to 72 kN
(16200 lbs),with afterburner 125,5 kN (28100 lbs). Test engines
were ready in 1971. The first test plane JA37 flew in September
1974 and production engines were delivered 1978-87.
Technical problems
Over the years a lot of technical problems had to be fixed through
joint efforts by licensor and licensee. Compressor surge has been a
persisting problem in engines RM5, RM6 and RM8. For high
performance the compressors run close to the stall limit. Some
factors that can initiate stall:
— Rapid throttle movements
— Flying close to the stall limit
— Unclean flying (air intake disturbances)
High engine rpm, low ambient temperature and high altitude
increase the sensitivity to surge.
Serious engine integrity problems emerged in the RM8 during the
testing period. Cracks were discovered in a fan blade which
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grounded all JA37 aircraft for six months until remedies were
completed. Overall the cooperation between licensors and licensee
has worked well. Air Force losses have been low and engine
availability high.
RM12. (General Electric F404)
A small, light weight but powerful engine was sought for the new
SAAB JAS39 "Gripen" airplane. The GE404, the F-18 fighter
engine,was chosen in 1982 and licensed to "Aero".
Most of the earlier military engines manufactured on license in
Sweden had tendency to surge. To make this new engine
problemfree for the pilot, the RM12 specification required that the
throttle could be handled without restrictions. A 25 % HP-
compressor surge margin was specified and the fan was equipped
with a variable first stage stator.
Other changes in the Swedish version RM12: A new fan with 10
% increased air flow, increased pressure ratio, increased turbine
entry temperature. This required material changes and other
modifications in the turbines and the after-burner.
Engine lay-out, Fig.13: shows a 3-stage fan with one variable
stator, 7-stage HP compressor with 3 variable stages, annular
combustor, single stage HP- and LP-turbines. 7 engine modules to
facilitate maintenance. Control system all digital with electro-
hydraulic actuators. Engine thrust 54 kN (12100 lbs), including lit
afterburner 80,5 kN (18100 lbs).
The engine was rig tested in January 1985 and the first JAS39
flight was carried out in 1988.
Civil jet engine development
"Aero" is also heavily involved in development and manufacture
of parts for civil jet engines of P&W, GE or RR origin. Actually
,"Aero" in Sweden is a responsible partner in about 50 % of all
engine projects for large aircraft. Complex structures, rotating parts
and combustors are special areas of excellence.

Figure 13. Jet engine RM12 (GE F404)
GAS TURBINE DEVELOPMENT AT "AERO TURBINES"
Military tank propulsion system
In the early 60s a Combined Diesel And Gas turbine propulsion
system (CODAG) was developed for a Swedish military tank, SI. A
small Rolls Royce diesel engine was used for normal, low speed
cruise operations (15-20% of max power) and a Boeing non-
regenerated gas turbine for high speed, full power dashes. A
versatile transmission integrated the system.
The CODAG installation saved fuel and weight, and gave the tank
a lower profile when compared with a diesel only installation. To
our knowledge it was the first CODAG in the world 1965.
Automotive three-shaft regenerative engines.
In the time period 1974-88 innovative automotive engines were
developed. Work was headed by the late professor S.0 Kronogard.
He used a 3-shaft system, Fig.14. The gas generator shaft carried a
compressor and its drive turbine.The power take-off was done by
Figure 14. Automotive 3-shaft engine
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two contra-rotating turbines. All shafts connected through planetary
gears.
The contrarotating principle was demonstrated for steam turbines
by Swedish inventor Birger Ljungstrom in 1910. In the automotive
engine the contrarotating turbines increase the torque at standstill 3-
4 times and reduce acceleration lag. Two contrarotating disks att
half speed can carry the same enthalpy drop as one disk at full
speed, but contain together only half of the kinetic energy of the full
speed disk.
Kronogard chose for regenaration a rotating heat exchanger, an
invention from 1920 by Birger Ljungstrom's brother, Fredik
Ljungstrom.
The prototype Mkl engine was rig tested in 1977 and installed in
a Volvo car in 1978. Power 75 kW, weight 180 kg, pressure ratio
6:1, metal turbine. Later versions equipped with ceramic parts were
demonstrated in 1982 and 1986.
In 1989 the automotive development was temporarily interrupted,
awaiting ceramic material development. Available ceramics were
not yet durable enough.
The automotive engine development demonstrated the feasibility.
Fuel consumption close to reciprocating engines, emissions
considerably lower.
Engines for Environmental Concept Car/Truck, ECC / ECT
A consortium of "Aero Turbines", Swedish State Power Board
and ABB, joined forces in 1990 to develop a hybrid drive-line
system for Volvo ECC,ECT and ECB experimental vehicles, Fig.15.
The hybrid concept uses a high speed gas turbine-generator
producing high frequency electricity, up to 1500 cps, which is
rectified and led to an electric drive motor and / or a battery. In such
a system the high speed turbo-generator can run at almost constant
speed, enhancing gas turbine efficiency and low emissions. Nominal
output can be less than max required by the vehicle. At peak load
the battery supports.
The vehicle can be operated on batteries only with zero emissions
in urban areas. Full endurance on highways using the, methanol

Figure 15. Auto engine for Environmental Concept Car,
ECC
ethanol- or diesel-fuel fired gas turbine.
The gas turbine consists of of a single stage radial compressor, a
single stage radial turbine, a low-emission combustor and a
recuperative heat exchanger. Compressor and turbine are mounted
overhung on the supercritical generator shaft. Support from two
bearings,none of them in the hot zone. For a 110 kW turbogenerator
the rotor speed is 50 000 - 70 000 rpm at min - max load. The rotor
assembly weighs only 13 kg. Compressor ratio is 4,8:1.
The turbogenerator total efficiency is 32 %. Combustor of LPP
type (Lean Premix, Prevaporization) generates < 1 g/kWh NOx.
An Environmental Concept Car, ECC, a passenger car equipped
with a 40kW high speed generator, was introduced in 1992. A truck,
ECT, and a bus, ECB with 110 kW packages followed in 1995. Fuel
consumption is comparable to diesel engines but emissions are
reduced to 1/10.
The experimental vehicles proved the feasibility of a hybrid
drive-line, but the batteries are still too heavy (reduce payload) to
make the mobiles viable propositions, unless very stringent
emission standards are imposed or if zero emissions are required in
certain sensitive areas.
2,6 MW multipurpose gas turbine, VT 2600
"Aero Turbines" has since 1989,in cooperation with Turbomeca,
France and Ulstein in Norway, developed a 2,6 MW multipurpose
gas turbine with remarkably high efficiency in its size range, 33 - 34
%.
The two-shaft engine features a gas generator with a 2-stage
radial compressor, pressure ratio 19:1, and a one-stage uncooled
radial turbine. Power shaft carries a 2-stage axial turbine. A low-
NOx combustor generates less than 45 ppmv on diesel fuel.
The engine arrangement allows both electric generation and
mechanical drive. Target applications are: Cogeneration, fast ship
propulsion and locomotives with high speed turbogenerator
transmission.
Two engines are now running in a fast catamaran type ship with
water jet propulsion.
Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1998/78668/V005T16A003/4219172/v005t16a003-98-gt-026.pdf by guest on 07 September 2021
Figure 16. 2,6 MW multipurpose gas turbine, VT2600
SUM MARY
A strong industry tradition, the luck to stay out of the War and some
further incentives may explain the remarkable GT-development in
Sweden. The country always tried to stay neutral which requires a
strong defence and domestically manufactured weapons,e.g. military
airplanes and jet engines.
Jet engine development was also once the base for stationary GT
development. Before the 60s, hydropower covered almost all
electricity demand in Sweden. Reserve power was required for dry
years and large, heavy-oil fired GTs were developed. (GT35,GT120)
Nuclear power eventually matched the hydro production. Quick
starting, standby GTs were installed to cope with winter peaks and
temporary disturbancies. (Power Pacs, uprated GT120, GT200)
Combined heat and power plants for district heating and process
industries became important after the oil crisis and suitable GTs
have been developed (Uprated GT35,GT10,GTX100) Sweden has
no fossil fuel resources. Little coal is imported but still two of the
first PFBC plants, pioneered by "STAL", were ordered in Sweden.
The Swedish gas turbine market was always small but important.
The manufacturers have listened carefully to customer needs and the
larger Utilities have ordered prototype plants. This has probably
helped GT-development more than direct financial aid would have
done.
REFERENCES
Swedish Aviation Historical Research Group:Plight Engines in
Swedish Military Aircraft 1926-1988",Journal KONTAKT,Vol
18,No 86,April 1988.
Box 4015,S-42204,Hisingsbacka,Sweden.(in Swedish)
Ostmar,Eric,1971,"Gas Turbine Development at STAL-LAVAL
1945-1965", ABB-STAL AB, S-61282, Finspong, Sweden.(In
Swedish)