TR Propulsion Systems

Yasar

Experienced member
Lead Moderator
Professional
Messages
2,444
Reactions
23 10,344
Nation of residence
United Kingdom
Nation of origin
Turkey
KTJ1750 test video clearly shows above 50000RPM speed. Thanks to it’s small diameter the Engine turbine can achieve these high rotational speeds. They plan to deliver the first prototype to Roketsan next week.
It seems that Kale now are very good and capable at small turbine engine manufacturing and the long development experience they have had with the KTJ3200 has paid off in the end.
 
Last edited:

Javaid

Active member
Messages
80
Reactions
2 627
Nation of residence
India
Nation of origin
India

Internal Layout of TEI-TF6000, a Low Bypass Turbofan Engine​

November 15, 2022

TEI-TF6000_2.jpg

The TEI-TF6000 is a Turbofan Engine with a total length of 2,250mm, a width of 860mm, and a height of 1,100mm. According to the product brochure, it has a Specific Fuel Consumption value of 0.70 (lbf/lbf.s) and a bypass rate of 1.08 (SLS, ISA).
There is a 2-stage axial fan at the front of the engine (it rotates at the same speed as the Low-Pressure Turbine). Behind the axial fan are two separate air ducts, one for the air bypassing the engine core (bypass duct) and another for the air going to the core through the high-pressure compressor. The TEI-TF6000 engine is designed to produce a total of 6,000 lbf dry thrust, approximately 4,000 lbf with the core engine, and 2,000 lbf with the bypass stream. However, like the TEI-TS1400 turboshaft engine, the TEI-TF6000 is expected to generate slightly higher thrust than the initially designed level.

The low bypass TEI-TF6000 turbofan engine has a 6-stage axial compressor behind the 2-stage axial fan. Both fan and compressor stages are manufactured with 'blisk' technology. In other words, instead of having the blades manufactured separately and stacked on a disc, the compressor blades and the rotor disk are manufactured as a single piece.

The combustion chamber (through-flow type) is located behind the compressor stages. The pressurized air from the compressor is mixed with fuel in the combustion chamber, and the hot exhaust gas is later fed into the turbine, causing the turbine blades to rotate. Therefore, turbine blades must be manufactured with single-crystal technology to withstand high-pressure exhaust gas and operate at very high temperatures. TF6000 has a 1-stage High-Pressure Turbine (HPT) and a 1-stage Low-Pressure Turbine (LPT) behind the combustion chamber. The HP turbine rotates the compressor while the LP turbine rotates the fan. The hot air from the turbine is then mixed with the air from the bypass duct and is released from the nozzle at the back.

The Nozzle Guide Vanes (NVG) see the highest temperatures among the engine parts since the hot gases from the combustion chamber pass through them. Cooling of NGVs is extremely important to prevent the metal from melting and maintain its operating temperature. The NVGs are usually of hollow form and cooled by passing compressor delivery air through them to reduce the effects of high thermal stresses.

Designed in a modular way, the TEI-TF6000 turbofan engine also has an oil tank. It has a reserve oil level for the lubrication of the bearings. The oil and fuel pumps work with a starter generator connected to the gearbox.

While titanium is used in the cold section of the TEI-TF6000 engine (fan and compressor stages at the front), Nickel superalloy is used in the hot section (combustion chamber and turbine stages at the rear). The metal parts in the hot section are also covered with a thermal barrier coating made of ceramic.

TEI-TF6000 also features labyrinth seals at the back so that the circulating air inside the engine, which also cools the parts, does not escape outside. The exhaust is the last section of the engine. TEI continues to work on the afterburner design to be added behind the exhaust section. Thus, the afterburner will be developed and produced for the first time in our country for the TEI-TF6000 engine.

The production of parts for the TEI-TF6000 engine prototype has already started, and assembly work is expected to begin in the first half of 2023.

It is stated that the TEI-TF6000 can be converted into a turbofan engine comparable to F110-GE-129 by replacing the HP fan and LP turbine and rescaling the compressor, combustion chamber, and HP turbine. In our interview at the first day edition of SAHA EXPO Daily, President & CEO of TEI Prof. Mahmut AKŞİT also pointed out that if the radii of the relevant parts in the engine are expanded by 15 cm, the TEI-TF6000 can be converted into a turbofan engine similar to the F110-GE-129 which will also be used on MMU prototypes.

Source: https://www.defenceturkey.com/en/co...-tei-tf6000-a-low-bypass-turbofan-engine-5301
 
Last edited:

Hexciter

Experienced member
Messages
2,526
Reactions
4 11,099
Nation of residence
Turkey
Nation of origin
Turkey
Internal Layout of TEI-TF6000 Engine, a Low Bypass Turbofan Engine
November 15, 2022
İbrahim Sünnetçi

1357CDA0-4FB4-46FC-BB74-64C01DE0275D.jpeg

TEI-TF6000 is a Turbofan Engine with a length of 2.250mm, a width of 860mm and a height of 1.100mm. The Specific Fuel Consumption Value (lbf/lbs.s) is given as 0.70 and the bypass ratio (SLS, ISA) is given as 1.08 in the product brochure.

There is a 2-stage fan (rotating at Low Pressure Turbine speed) at the front of the engine. Behind the fan in the axial design, there are two separate air ducts: air passing through the bypass line (outside) and air going to the compressor (air passing through the high pressure compressor to the core motor, core air). In the TEI-TF6000 engine, the core engine is designed to produce a total thrust of 6,000 lbf, approximately 4,000 lbf and 2,000 lbf with bypass flow. However, as with the TEI-TS1400 turboshaft engine, it is possible for the TEI-TF6000 to generate slightly higher thrust than designed.

There are 6 stage compressors behind the fan. TEI-TF6000, a low bypass turbofan, has an axial compressor design. Both fan and compressor stages are manufactured with 'blisk' technology. In other words, instead of having the blades manufactured separately and stacked on a disc, the disc and blades/wings are produced as a single piece.

After the compressor stages, the combustion chamber (through flow) starts. Here, the air sucked and pressurized by the compressor is mixed with the fuel (fuel is injected) and energy is obtained with the resulting combustion. The hot exhaust gas formed as a result of combustion is then impinged on the blades of two turbines located just behind the combustion chamber. Therefore, turbine blades must be manufactured with single crystal casting technology in order to withstand the exhaust gas at high temperatures and operate at very high temperatures. The front is the HP (high power) turbine and the rear is the LP (low power) turbine. For this reason, the combustion chamber is located between the compressor and the turbine. The HP turbine turns the compressor, while the LP turbine turns the fan. The air coming out of here is mixed with the bypass air sent from outside and comes out of the exhaust.

NGV (nozzle guide vanes) are the parts where the highest metal temperature is seen at the combustion chamber outlet. Cooling of NGVs is of great importance in order to maintain the operating temperature of the metal and prevent it from melting. NGVs are cooled by means of cooling air fed from the compressor.

The TEI-TF6000 turbofan engine, which is designed in a modular way, also has an oil tank. There is a reserve oil level in the tank for the lubrication of the bearings. Oil pumps and fuel pumps are connected to the gearbox (Gearbox). The engine is started with the starter generator connected to the gearbox.

In the TEI-TF6000 engine, Titanium material is used in the cold section at the front (fan and compressor stages), and Nickel super alloy material is used in the hot section at the rear (combustion chamber and turbine stages). There is also a thermal barrier coating made of ceramic material on the metal in the hot section.

There are also labyrinth felts at the back so that the air circulated inside the engine, which also cools the parts, does not escape to the outside. At the back of the engine is the exhaust section. Work continues on the afterburner to be installed in this section. The afterburner will be developed and produced for the TEI-TF6000 engine for the first time in our country.

Parts production has started for the TEI-TF6000 engine prototype. It is expected that parts will be assembled in the first quarter of 2023 and assembly work will begin in the first half of 2023.

It is stated that the TEI-TF6000 turbofan engine can be converted into an equivalent engine with the F110-GE-129 TF Engine by replacing the HP fan and LP turbine and rescaling the compressor, combustion chamber and HP turbine. TEI General Manager Prof. Dr. Mahmut F. Akşit also pointed out in our interview at Istanbul Air Show 2022 that if the radii of the relevant parts in the engine are expanded by 15 cm, the TEI-TF6000 can be converted into a turbofan engine with the F110-GE-129 turbofan engine setting, which will also be used in MMU prototypes.
 

Cenkcnk

Active member
Messages
130
Reactions
234
Nation of residence
Turkey
Nation of origin
Turkey
Motor sich has been hit multiple times by the Russia. I hope we anticipated and took precautions prior this attack. Because this was no surprise
 

TheInsider

Experienced member
Professional
Messages
2,389
Solutions
1
Reactions
6 8,245
Nation of residence
Turkey
Nation of origin
Turkey
There is good news about the BATU powerpack. The engine satisfied all of the requirements on the bench runs. Bench tests of the transmission progressed a lot and coupled tests are expected to start. This is the last step before integrating the powerpack prototype into the tank. It seems that the target date of 2024 will be realized.
 

Lool

Experienced member
Messages
1,810
Reactions
2 3,042
Nation of residence
Albania
Nation of origin
Albania
When do these engines suppose to finish?
The engines themselves are ready but the problem is in the transmission system to be coupled with these systems. BMC Power had difficulty with such transmissions but recent TheInsider post indicates that the transmission itself is near completion. Probably the powerpack (engine + transmission) will be integrated into the Altay by 2024

There is good news about the BATU powerpack. The engine satisfied all of the requirements on the bench runs. Bench tests of the transmission progressed a lot and coupled tests are expected to start. This is the last step before integrating the powerpack prototype into the tank. It seems that the target date of 2024 will be realized.
BMC Power has been doing a lot of good stuff lately
Hopefully Turkey will finally gain independence from Western embargoes on land platforms; particularly, filthy Germany
 

tornadoss

Contributor
Messages
835
Reactions
1,489
Nation of residence
Czechia
Nation of origin
Turkey
The engines themselves are ready but the problem is in the transmission system to be coupled with these systems. BMC Power had difficulty with such transmissions but recent TheInsider post indicates that the transmission itself is near completion. Probably the powerpack (engine + transmission) will be integrated into the Altay by 2024


BMC Power has been doing a lot of good stuff lately
Hopefully Turkey will finally gain independence from Western embargoes on land platforms; particularly, filthy Germany
aha the answer was just one post above 🤦‍♂️

Btw, can Batu engine be coupled with renk transmission?
 

neosinan

Active member
Messages
139
Reactions
1 661
Nation of residence
Turkey
Nation of origin
Turkey
There is good news about the BATU powerpack. The engine satisfied all of the requirements on the bench runs. Bench tests of the transmission progressed a lot and coupled tests are expected to start. This is the last step before integrating the powerpack prototype into the tank. It seems that the target date of 2024 will be realized.
Were you on Ankara or Adapazarı event of BMC today, By any chance?
 

tornadoss

Contributor
Messages
835
Reactions
1,489
Nation of residence
Czechia
Nation of origin
Turkey
I was wondering the same thing but also can’t help but think about the German embargo. So, I’m wondering if we should even do it.
Like if we it can be do we can start the engine test earlier, until the local transmission is ready. I suppose we should have some MTU engines and Renk transmissions.
 

Follow us on social media

Top Bottom