The Gas Turbine Research Establishment (GTRE) in India is developing a next-generation turbofan engine called the Kaveri 2.0. It is designed for use in upcoming combat aircraft and seeks to enhance the original Kaveri engine.
The KDE seeks to attain comparable power levels using domestic technology, even if the GE-F404 has demonstrated performance. Reaching the capabilities of the GE-F414, which powers cutting-edge fighter jets, is the ultimate objective.
The thrust output of the Kaveri 2.0 engine core is intended to be between 55 and 58 kN. It is anticipated to reach more than 90 kN with an afterburner (wet thrust). The performance of the Kaveri 2.0 is intended by GTRE to be comparable to that of the American-made F-404 (84 kN) and F-414 (98 kN) engines.
Instead of reaching the desired 81 kN with an afterburner, the initial Kaveri engine only managed to reach 70–75 kN. The operational performance of cutting-edge aircraft like the TEJAS MK-2 and future platforms, on the other hand, depends on Kaveri 2.0’s ability to generate thrust levels of 90–100 kN.
A key component for India’s varied climate, the Kaveri 2.0 is built with “flat-rated performance,” or flat-rated technology, which means it should sustain steady power production even in the face of temperature and speed changes. When operating dry, the original Dry Kaveri engine produces 46kN of thrust; when using an afterburner, it produces 73kN.
With a weight of about 1,180 kg instead of the ideal goal of less than 1,000 kg, the initial Kaveri engine was heavier than anticipated. Through the use of cutting-edge materials and optimized design, Kaveri 2.0 seeks to further reduce weight, enhancing the thrust-to-weight ratio that is essential to aircraft performance.
In order to improve performance and longevity, Kaveri 2.0 will make use of cutting-edge materials that can endure higher temperatures and strains. One example of this is the incorporation of single crystal turbine blade technology, which enhances performance and efficiency in harsh environments.
Full Authority Digital Engine Control (FADEC) technologies, which improve efficiency, dependability, and responsiveness under a variety of flying circumstances, will be installed on the engine (details below). It is anticipated that this modernization will greatly enhance overall operating performance.
Future uses, such as possible incorporation into the Advanced Medium Combat Aircraft (AMCA) and other next-generation platforms, are being considered during the creation of the Kaveri 2.0. Its relevance in India’s changing aerospace sector is increased by its versatility.
Building on the extensive testing of its predecessor and derivatives such as the Kaveri Engine Derivative (KDE), which has already proven to produce dependable thrust outputs that surpass initial standards, Kaveri 2.0 is being developed. Lessons from earlier models are incorporated into the new design thanks to this iterative process. In order to lessen India’s dependency on foreign engines, the Kaveri Derivative Engine (KDE) is being developed as a substitute. The Rapid Personal Surveillance Aircraft (RPSA) Unmanned Combat Aerial Vehicle (UCAV) program in India is expected to employ the Kaveri derivative engine (KDE).
The popular titanium alloy Ti-6Al-4V is renowned for its exceptional corrosion resistance and strength-to-weight ratio. Usually, it is utilized in a number of aero engine components. Advanced titanium alloys Ti6246 and Ti6242 are appropriate for vital engine parts that function in lower temperature areas where weight reduction is essential since they have been designed to tolerate greater temperatures and operational stresses.
Specialized steel alloys are used in parts that need to have good mechanical qualities but do not encounter high temperatures. In different engine components, these steels offer a compromise between cost-effectiveness and performance.
Specialized steel alloys are used in parts that need to have good mechanical qualities but do not encounter high temperatures. In different engine components, these steels offer a compromise between cost-effectiveness and performance.
Superalloys based on nickel will be used in the Kaveri 2.0 engine. For components like turbine blades and discs that are subjected to high temperatures, these superalloys are crucial. For high-performance engines, their ability to function well at temperatures more than 1000°C is essential. In order to improve the mechanical properties of nickel-based superalloys, intricate manufacturing techniques like investment casting and powder metallurgy are used.
The ability of Ceramic Matrix Composites (CMCs) to tolerate high temperatures while being lighter than conventional materials is being investigated. They provide enhanced resistance to heat and damage, which makes them appropriate for
Another substance undergoing testing for its demonstrated qualities in jet engines is silicon carbide, namely for its strength and resilience to heat under extreme stress.
When compared to high-strength aluminum alloys, CentrAl Reinforced Aluminum material has demonstrated notable increases in tensile strength as well as high fatigue resistance and damage tolerance. It is being studied as a way to lower manufacturing costs and improve performance.
The Kaveri 2.0 engine’s performance and operational efficiency are greatly improved by the Full Authority Digital Engine Control (FADEC) technology.
By precisely controlling the fuel supply to the engine, FADEC systems optimize combustion processes. This results in decreased gasoline consumption and increased fuel efficiency, both of which are essential for increasing operational range and cutting expenses.
Real-time data from many sensors that track engine parameters including temperature, pressure, and speed is continuously analyzed by the FADEC. It improves throttle response and power delivery by adjusting in real-time, guaranteeing that the engine runs at optimal efficiency under a variety of flight circumstances.
FADEC lessens the cognitive strain on pilots by automating crucial engine operations including fuel management and performance monitoring. This enhances overall safety and operational efficiency by freeing them up to concentrate on other crucial facets of flight operations.
Redundancy mechanisms built into FADEC systems guarantee that they will continue to function even in the event that one component fails. For military applications where engine performance can be crucial to mission success, this high degree of dependability is essential.
FADEC’s sophisticated diagnostic capabilities make troubleshooting and maintenance procedures simpler. Predictive maintenance that reduces unplanned downtime and improves operational readiness is made possible by the system’s ability to track engine health and performance.
Regardless of outside influences, the FADEC technology can adjust to changing environmental variables including humidity, temperature, and altitude to guarantee maximum engine performance. Operations in a variety of climates, such as those found in India, benefit greatly from this versatility.
AI-driven improvements to FADEC systems that can analyze enormous volumes of data to forecast engine performance patterns and proactively modify parameters to optimize efficiency and avoid breakdowns are possible future developments1. The Kaveri 2.0 engine’s dependability and sustainability will be further enhanced by this capabilities.
In Indian conditions, the Kaveri 2.0 might be a more dependable option than engines like the F-414 if it meets its performance goals. GTRE thinks the Kaveri 2.0 could be a competitive alternative to foreign engines because of its excellent efficiency and dependability in Indian conditions.
In order to create the Kaveri 2.0, GTRE plans to look for investments totaling around $1 billion. The viability of the Kaveri 2.0 was investigated in a collaborative research with the French aerospace firm Safran.
When the initial batches of fighter jets are scheduled to be replaced by new engines, which typically happen ten years after they go into service, Kaveri engine demonstration in the next two to four years and the subsequent development of Kaveri 2.0 may be taken into consideration as alternatives.
Super alloys of nickel and cobalt, integrated rotor disk and blades, and single crystal blade technology would be necessary to upgrade the Kaveri turbofan to produce 110 kN wet and 75 kN dry thrust.
Increasing the Kaveri’s power without making it heavier or larger while integrating single crystal turbine blade technology is a significant challenge for GTRE.
