OPTIMUM WORKING FLUIDS
FOR AUTOMOTIVE
RANKINE ENGINES
VOLUME IV - ENGINE DESIGN
OPTIMIZATION
Prepared By
F. Sindermann
Sunstrand Aviation
4747 Harrison Ave.
Rockford, Illinois 61101
Prime Contract No. 68-04-0030
Subcontract No. E0030-1
EPA Project Officer:
K. F. Barber
Prepared For
U.S. ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Water Programs
Office of Mobile Source Air Pollution Control
Advanced Automotive Power Systems Development Division
Ann Arbor, Michigan 48105
June 1973
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The APTD (Air Pollution Technical Data) series of reports is issued by
the Office of Air Quality Planning and Standards, Office of Air and
Water Programs, Environmental Protection Agency, to report technical
data of interest to a limited number of readers. Copies of APTD reports
are available free of charge to Federal employees, current contractors
and grantees, and non-profit organizations - as supplies permit - from
the Air Pollution Technical Information Center, Environmental Protection
Agency, Research Triangle Park, North Carolina 27711 or may be obtained,
fora nominal cost, from the National Technical Information Service,
5285 Port Royal Road, Springfield, Virginia 22151.
This report was furnished to the U.S. Environmental Protection Agency
by Monsanto Research Corporation in fulfillment of Contract No. 68-04-0030
and has been reviewed and approved for publication by the Environmental
Protection Agency. Approval does not signify that the contents necessarily
reflect the views and policies of the agency. The material presented in
this report may be based on an extrapolation of the "State-of-the-art."
Each assumption must be carefully analyzed by the reader to assure that it
is acceptable for his purpose. Results and conclusions should be viewed
correspondingly. Mention of trade names or commercial products does not
constitute endorsement or recommendation for use.
Publication No. APTD-1566
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ACKNOWLEDGEMENT
The author acknowledges with gratitude the many
contributions made by D. B. Wigmore and R. E.
Niggemann of Sundstrand Aviation, Division of
Sundstrand Corporation, both in the Research
Program and in the Engine Optimization Studies
performed for this report.
ill
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TABLE OF CONTENTS
Page
INTRODUCTION 1
SUMMARY 1
CONCLUSIONS AND RECOMMENDATIONS 1|
DESIGN OPTIMIZATION PROGRAM DESCRIPTION 4
PROBLEM DEFINITION 5
OPTIMIZATION - TURBINE ENGINE RESULTS 7
OPTIMIZATION - RECIPROCATING ENGINE RESULTS 13
SPECIAL SUBROUTINE DESCRIPTION 19
Transmission Subroutines "Shift" and "Drive" 19
Ram Air Effects Subroutine "Ramar" 19
Reciprocator Subroutine "Recip." 20
Reciprocator Weight Subroutine "WEXPD" 20
LOAD POINT ANALYSIS FOR FEDERAL DRIVING CYCLE 20
APPENDICES
A. OPTIMIZING CRITERION "PAY OFF" FUNCTION 22
B. OPTIMIZATION - TURBINE: 0.5 WEIGHTING FACTOR 23
C. OPTIMIZATION - TURBINE: 0.97 WEIGHTING FACTOR 42
D. OPTIMIZATION - RECIPROCATOR: 0.5 WEIGHTING FACTOR 6l
E. SUBROUTINE "SHIFT" 82
F. SUBROUTINE "DRIVE" 85
G. SUBROUTINE "RAMAR" 88
H. RECIPROCATOR PROGRAM 90
I. SUBROUTINE "WEXPD" 94
J. FEDERAL DRIVING CYCLE ANALYSIS 95
iv
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INTRODUCTION
This report (Volume IV) covers automotive engine optimization
design studies performed by Sundstrand Aviation Division of
Sundstrand Corporation under Subcontract E0030-1 to Monsanto
Research Corporation. These studies were in response to a require-
ment of the prime Contract No. 68-0*4-0030 for "a comprehensive
steady state automotive Rankine cycle systems analysis...to
evaluate system performance and operating characteristics for
each candidate working fluid."
In Volume II of this report, two final candidate fluids were
selected and defined. They are:
RC-1 - a mixture containing 60 mol % pentafluorobenzene
and 40 mol % hexafluorobenzene
RC-2 - a mixture containing 65 mol % water and 35 mol %
2-methylpyridine
Thermodynamic and transport properties of these fluids were sup-
plied in tabular form by Monsanto Research Corporation to satisfy
the fluid data requirements of the analyses.
SUMMARY
Making extensive use of Sundstrand-developed Rankine cycle engine
optimization computer programs, optimum system designs were deter-
mined for two turbine engines operating on RC-1 and one recipro-
cating engine operating on RC-2. The principal results of the
analyses are predictions of engine size, weight, and efficiency
(vehicle miles per gallon), as summarized in Table 1.
Computations leading to these optimum designs took into account
not one but five different steady-state load points carefully
selected to represent typical driving conditions. Each final
design, then, represents the best design for a vehicle over its
whole operating spectrum.
Eacn optimization was carried out under a number of fixed con-
straints selected to ensure a practical system. Other design
parameters were allowed to float in searching for the optimum.
The latter are listed in Table 2 with their final converged values.
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Table 1. PRINCIPAL RESULTS OP ENGINE
OPTIMIZATION CALCULATIONS
Engine Type :
Working Fluid:
Weighting Factor, Effic. (vs Wt):
Overall miles/gallon
Turb
RC-1
0.5
13.33
Turb
RC-1
0.97
13.81
Recip
RC-2
0.5
18.89*
Weights, Ib
Expander & Gear Box
Condenser & Fan
Regenerator
Burner & Vapor Generator
Transmission & Drive Train
All Other components & Fuel
Total System
Volumes, cu ft
Expander & Gear Box
Condenser & Fan
Regenerator
Burner & Vapor Generator
Transmission
Unoccupied Space
Total System
146
173
195
380
355
322
1571
178
172
234
368
355
319
1626
225
142
36
281
355
322
1361
0.23
7.55
4.13
9.58
1.50
15.31
38.3
0.28
7.71
5.01
8.83
1.50
15.57
38.9
2.25
5.56
0.82
9.79
1.50
13.3
33-2
*Eased on 3% of stroke clearance volume and square wave opera-
tion of valves porting 2055 of piston area - see text.
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Table 2. OPTIMIZED DESIGN POINT PARAMETERS
Weighting
Factor,
Engine Type :
Working Fluid:
Effic. (vs Wt):
Turb
RC-1
0.5
Turb
RC-1
0.97
Recip
RC-2
0.5
Condensing Temperature, °F
Regenerator Pressure
Drop/Pressure In %
Regenerator Effectiveness,
Condenser Effectiveness, %
Condenser Air Power, kW
Expander Speed
Tip Speed, ft/sec
Pitch Diam., in.
RPM (3 in. stroke)
Admission
Arc/Total Circum., %
Intake Angle, degrees
Flue Gas Pressure Split
(Vap. Gen./Total), %
179
677
4.96
77.1
80.4
179
677
6.00
100
89.4
242
1.27
93
81
5.48
1.27
95
81
4.93
1.43
87
80
5.0
1900
54
72.6
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A special feature of the optimization was the inclusion of a
trade-off weighting factor, which allowed the designer to assign
relative importance to system efficiency versus engine weight.
In extensive calculations with the turbine expander it was found
that the optimum design was relatively insensitive to the value
assigned to this factor. This is attributed to the dominance of
restrictions on condenser dimensions in fixing the remaining
components of the engine.
To carry out the optimizations it was necessary to develop five
new subroutines to describe the performance of
3-speed automatic transmission
condenser ram air effects
reciprocating expander
CONCLUSIONS AND RECOMMENDATIONS
It is concluded that both the RC-1 arid RC-2 candidate fluids are
appropriate for automotive-size engines and are conducive to good
efficiencies for automotive application.
It is recommended that additional optimization studies be carried
out using computer models of components more closely representing
advanced state of the art designs. Such models would give better
descriptions of component weight, size, effectiveness, and effi-
ciency. Further engine optimization studies should be performed
using more variable parameters than used in this program. A more
detailed optimizing criterion would be beneficial in determining
an optimum engine.
DESIGN OPTIMIZATION PROGRAM DESCRIPTION
The Sundstrand Rankine cycle design optimization program is a com-
r, .-ehensive analytical design procedure in which detailed design and
i, ff-design cycle calculations are made, and components meeting the
requirements of trie cycles are calculated. In the design procedure
a design point cycle is first calculated, and then engine compo-
nents are designed. The performance of the system using these
components is then evaluated by means of off-design cycle calcula-
tions. The overall system and its performance is then evaluated
against an optimizing criterion, the results of which are used to
vary the inputs to the design point cycle analysis. A new design
poin"" is chen calculated, components designed, and off-design
performance evaluated. This procedure repeats until an optimum
system, based on the optimizing criterion, is found.
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The design procedure commences with the read-in of the fluid data,
component design parameters, cycle input parameters, permissible
ranges and initial values of the optimizing variables} and the
engine operating load points. Starting with the initial values
of expander inlet pressure and temperature, condenser temperature,
and cycle pressure drops, the thermodynamic cycle conditions for
the expander are established. With these and the design point
power, an iterative calculation is used to design an expander,
determine its efficiency, and establish a cycle flow rate. Once
the flow rate is determined, the other conditions for the cycle
are established and the system components are designed. With the
condenser frontal area known, a more accurate value of the con-
denser ram air effect can be determined and a more accurate value
of the condenser fan power obtained. Using this new value of
condenser fan power, the cycle and expander design are recalcu-
lated and new designs for all the components established. The
fuel flow and system efficiency are then obtained.
The operation of the system for the off-design load points is
then found by constructing an off-design cycle and evaluating
the off-design performance of the system components. The off-
design fuel flow and system efficiency are then obtained.
The system and its performance are then evaluated by means of
a "pay off" function which embodies the optimizing criterion to
which the system is to be designed. The value of this pay off
function, along with the values of the optimizing parameters, are
then operated on by a multi-variable optimization procedure.
This varies the values of the optimizing parameters arid sends
back new values to the mainline program where a new system is
designed and its design and off-design performance calculated,
resulting in a new value of the pay off function. The optimizing
procedure continues tr> vary the optimizing parameters in the
direction of obtaining a minimum value of the pay off function.
This process repeats itself until a minimum value of the pay off
function is found. A minimum value of this function indicates an
optimum engine has been found. The program gives an extensive
list of design and off-design cycle, component, and performance
parameter values that describe the optimum engine.
PROBLEM DEFINITION
The first step in defining an optimum engine is to define the
load points for which the engine is to be optimized and to define
trie parameters of the optimizing criterion. For the purposes of
this study only steady state load points were to be used, and the
optimizing criterion selected was a trade-off between system effi-
ciency and system weight. The optimizing criterion was based on
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the fact that high efficiency systems tend to be high weight sys-
tems, and reduced weight systems result in lower efficiencies. As
system weight is directly related to system volume, system size
is also being optimized by this criterion.
The load points used in this analysis consisted of one design-
point load and four off-design load conditions. The design-point
load was the maximum power point and was the result of calcula-
tions from Section 11, "Start, Acceleration, and Grade Velocity
Performance" of EPA's prototype vehicle performance specification.1
Two of the off-design points represented steady speed at 60 and
30 mph and were taken from Section 13 "Fuel Consumption" of the
above EPA specification. Twenty-five mile per hour and idle off-
design points were obtained from an analysis of the Federal
Driving Cycle and represent "steady state" accelerations. The
amount of time spent at each of these points was determined from
Section 13 of the EPA specification and the Federal Driving Cycle
analysis.
The load points selected are:
Speed, mph Power, HP % Time
Design point Max. power ace. 70 108 0.5
Off-Design 1 Steady speed 60 32 16.5
Off-Design 2 Steady speed 30 8.4 33.0
Off-Design 3 Acceleration 25.1 9.92 28.0
Off-Design 4 Acceleration 1.74 1.143 22.0
The power is the power output from the transmission to the drive
shaft, the required engine power being determined by the engine
and transmission operating conditions as determined by the cycle
calculations. Accessory power and condenser fan power were added
in as a function of engine operating conditions. Other parasitic
powers representing the burner fan and controls were also added
to the required engine power. These load points with their rela-
tive times were used to calculate the fuel load required for a
,':00 mile range,
The optimizing pay-off function was constructed using miles per
gallon as representative of engine efficiency weighed against
system weight In pounds. In the optimizing process a weighting
factor was varied to place more emphasis on system efficiency or
system weight to see how this affected the system configuration.
(See Appendix A.)
, "Prototype Vehicle Performance Specification," AAPS, EPA,
Ann Arbor, Michigan, 3 January 1972.
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OPTIMIZATION - TURBINE ENGINE RESULTS
The turbine engine was optimized as a supercritical engine using
RC-1. The engine was optimized for a turbine inlet temperature
of 712°F which was required for a 220°F condenser in order to
meet the EPA specifications of 42% Carnot cycle efficiency and a
425 psia turbine inlet pressure selected to keep pump work to a
minimum and because the fluid properties did not indicate any
significant benefit in increased adiabatic head or reduced regen-
erator size by going to a higher pressure. The turbine tip speed
was limited to 1200 ft/sec to stay within economical materials
and the condenser used was the AiResearch design for the EPA
Thermo Electron engine.
The optimization analysis for the turbine engine was performed
for six values of the optimization weighting factor, which can
vary from 0 to 1. These values were 0, 0.1, 0.2, 0.5, 0.7, and
0.97- (The higher the weighting factor the greater the emphasis
on maximum efficiency.) The result of this analysis showed that
there was no appreciable variation in the weight of the engine
or in miles per gallon over the range of the weighting factor.
It was also seen that there was little variation in the design
point condenser temperature, which varied from 179°F to 200°F.
It appeared from an analysis of the results ^hat this situation
was the result of the fact that the condenser frontal area had
been restricted to a size (8.5 ft2 max.) that would fit in an
automobile. For the power level required for this application
the optimization analysis always led to the biggest condenser
for each value of the weighting factor and, as a result, all the
engines ended up with about the same size condenser. An engine
being optimized with an emphasis on efficiency would tend to re-
sult in one having a very large condenser, so it could handle low
density, low pressure vapors with low pressure loss and low con-
densing temperature. An engine being optimized for minimum weight
would also want a large condenser to achieve high component effi-
ciencies, but would more strongly trade off condenser size and
weight for efficiency. The size restriction on the condenser for
this application appears to restrict condenser size so severely
for this power level that the same size condenser occurs for all
values of the optimization weighting factor. This condenser size
appears to favor vapor densities and pressures for 179-200°F
condensing temperature. As a result, the condenser influence en
the rest of the power system is such that there is very little
variation in the optimum engine weight and efficiency throughout
the range of the optimizing weighting factor.
Because there is not much variation in the engine for the six
values of weighting factor, data are presented in Tables 3 to 7
of parameters of the engine for the 0.5 weighting factor (equal
emphasis on weight and efficiency), and for the 0.97 weighting
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Table 3. TURBINE ENGINE OPTIMIZING DESIGN POINT PARAMETER
VALUES FOR WEIGHTING FACTORS OF
Condenser Temp. (100-270)
Regenerator Vapor Side DP/Pin (0.01-0.5)
Regenerator Liquid Side DP/P Turb. In.
Condenser Hot Side DP/Vapor Density
Vaporizer DP/P Turb. In.
Regenerator Eff. (0.5-0.95)
Economizer Eff.
Vaporizer Eff.
Condenser Eff. (0.3-0.9)
Burner Fan Power, kW
Condenser Hydraulic Air Power
(0.1-20), kW
Turbine Tip Speed (100-1200), ft/sec
Turbine Pitch Dia. (3-10), in.
Turbine Arc of Admission/Total Circum.
(0.1-1)
Regenerator Liquid to Vapor Flow Ratio
Flue Gas Vaporizer-Economizer DP Split
DPVAP
DP " (°- 3-0.95)
TOT
0.5 AND 0.97
0.5
179°F
0.0127
0.0236
0.136
0.0208
0.930
0.800
0.950
0.812
2.5
5.48
677
4.962
0.771
0.84
0 . 804
0.97
179°F
0.0127
0.0236
0.136
0.0208
0.950
0.800
0.950
0.812
2.5
4.93
677
6.004
1.000
0.84
o .894
Turbine Inlet Pressure, psia 425 425
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Table 4. TURBINE ENGINE WEIGHT SUMMARY
OF 0.5 AND 0.97 ENGINE
Weight
Component 0.5 Engine 0.97 Engine
Fan 33 33
Regenerator 195 234
Condenser 140 139
Fuel 92 88
Economizer Housing 66 62
Turbine-Gear Box 146 178
Economizer 80 94
Vaporizer 204 183
Burn Fan Motor 17 17
Burner 13 12
Transmission 155 155
Drive Train 200 200
Start Motor and Pump 20 20
Piping, Valves, and Ducting 60 60
Battery 40 40
Start Accumulator 10 10
Controls 30 30
Exhaust Pipe 55 55
Electric Generator 15 15
Total System 1571 1626
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Table 5. TURBINE ENGINE VOLUME SUMMARY
OF 0.5 AND 0.97 ENGINE
Volume (ft3)
Component 0.5 Engine 0.97 Engine
Turbine Unit 0.23 0.28
Regenerator 4.13 5.01
Condenser 3.08 3.06
Hotwell 1.27 1.41
Condenser Fan 3.20 3.24
Vaporizer and Economizer 8.68 7.96
Burner 0.898 0.87
Transmission 1.5 1.5
Overall Vol. 38.3 38.9
(0.6 Packing Density)
10
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Table 6. COMPARISON OF DESIGN AND OFF-DESIGN
PARAMETERS FOR
Mode
Car Speed, mph
Trans . Power
Out, HP
Percent Time
Condenser Temp.
System Mass
Flow, Ib/sec
System Eff.
Turbine Speed, rpm
Transmission
Gear Ratio
Trans. Eff.
Engine HP
Condenser Fan HP
Condenser Air
Flow, Ib/sec
Miles per gallon
DES PT
WOT ACC
70
108
0.5
179
3.912
0.171
31281
1.0
0.914
146
16.7
18.29
4.94
0.5 TURBINE ENGINE
OFF 1
Steady
Speed
60
32
16.5
179
1.117
0.177
24933
1.0
0.982
38
0.0
5.115
15.85
OFF 2
Steady
Speed
30
8.4
33-0
179
0.471
0.119
19189
1.52
0.951
13
0.0
1.846
19-74
OFF 3
ACC
25.1
9.92
28.
179
0.545
0.121
26358
2.52
0.934
15.7
0.0033
2.088
14.0
IDLE
ACC
1.74
1.143
22
179
0.522
0.047
6786
1.85
0.335
6.6
0.0340
1.894
1.18
Overall time weighted miles per gallon = 13-33
11
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Table ?. COMPARISON OF DESIGN AND OFF-DESIGN
PARAMETERS FOR 0.97 TURBINE ENGINE
Mode:
Car Speed, mph
Trans . Power
Out, HP
Percent Time
Condenser Temp.
System Mass
Flow, Ib/sec
System Eff.
Turbine Speed, rpm
Transmission
Gear Ratio
Trans. Eff.
Engine HP
Condenser Fan HP
Condenser Air
Flow, Ib/sec
Miles per gallon
DES PT
WOT ACC
70
108
0.5
179
3.863
0.176
25852
1.0
0.914
144.
14.8
17.77
5.10
OFF 1
Steady
Speed
60
32
16.5
179
1.097
0.180
20606
1.0
0.982
38
0.0
5.04
16.16
OFF 2
Steady
Speed
30
8.4
33.0
179
0.457
0.123
15858
1.52
0.951
13
0.0
2.054
20.32
OFF 3
ACC
25.1
9.92
28.
179
0.512
0.128
21784
2.52
0.94
15.7
0.0
1.981
14.85
IDLE
ACC
1.74
1.143
22.
179
0.522
0.047
5608
1.85
0.335
6.58
0.034
1.905
1.176
Overall time weighted miles per gallon = 13.81.
12
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factor (emphasizing maximum efficiency). These parameter values
are typical for all of the engines. Table 3 shows the optimizing
parameters used to size the engines. The values in parentheses
show the range of that particular variable that was considered.
For those parameters where no range is shown only the indicated
value was used. The nine parameters in this table having a range
of values were those that were optimized by the optimizing sub-
routine in the process of arriving at an optimum engine. The
values of the parameters are those for the design point.
Tables 4 and 5 show a weight and volume summary, respectively,
for the 0.5 and 0.97 engines. The total system weight is the
sum of the listed weights and the total volume is the sum of the
listed volumes divided by a 0.6 density packing factor.
Tables 6 and 7 show a comparison of a number of parameters for
the design and off-design conditions for the 0.5 and 0.97 engines
respectively.
Mode refers to the kind of operating condition that was evaluated,
car speed is the velocity of the car for this point, transmission
power out HP is the power delivered at the output of the trans-
mission to the drive shaft, and percent time is the amount of
time spent at a particular point when evaluating the overall
driving cycle miles per gallon.
A comparison is shown of condenser temperature and system mass
flow and of the system efficiency, which is defined as the power
into the transmission divided by the total heat released by the
fuel based on its higher heating value. Also shown is the turbine
speed, transmission gear ratio and efficiency, and the total en-
gine HP developed, which includes condenser fan power, accessory
power, burner fan power, and all other parasitic powers. The con-
denser fan power in HP is shown along with the condenser air flow.
The miles per gallon at each condition is also given.
The optimization program input and output print out of the major
system parameters for the 0.5 and 0.97 engines are shown in
Appendices B and C, respectively.
OPTIMIZATION - RECIPROCATING ENGINE RESULTS
The reciprocating engine was' analyzed as a subcritical engine
using RC-2 The engine was analyzed for an expander inlet tem-
perature of 712°F and a 700 psia inlet pressure for the same
reasons as for the turbine engine and to keep cylinder bore dia-
meter a reasonable size for an automotive engine. The recipro-
cator used was a single acting, single expansion engine whose
speed was limited to 2000 rpm to kqep valve train forces within
reasonable limits. The condenser core used was that of the
AiResearch design developed for the Thermo Electron engine.
13
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Because of the large amount of tabular data required to define
the properties of this fluid for the reciprocator, and because
of the many Iterative convergence calculations involving the use
of these data, the optimization analysis of this engine proved to
be a long and tedious process. Because of this and the limita-
tions of available time and funding for this project, a complete
optimization of this engine was not completed. However, enough
effort was carried out to achieve a partial optimization.
The results of this partial optimum are presented in Tables 8 to
11 and Appendix D, and are of similar form and content as described
for the turbine engine. Those areas peculiar to the reciprocating
expander are evident. (It should be noted that crank intake
angle represents the angular turn of the crankshaft for which
the intake valves are open and as such represents intake ratio.)
Unfortunately, an error was spotted in the transmission subroutine
at this point which affects the 60, 30, and 25.1 mph off-design
points. The effect resulted in the expander speed at the design
condition being ratioed by the car speed to obtain an off-design
expander speed instead of using the gear ratios and torque con-
verter characteristics in the transmission. An unreasonably low
(66%) transmission efficiency also resulted from this error.
However, the design and idle point calculations were correct.
Using the turbine engine transmission results as a guide, more
reasonable transmission efficiencies were estimated along with
the gear ratio the transmission would be in and the off-design
data were adjusted with these new values. These data are
presented in Table 11.
As can be seen by the miles per gallon, the reciprocating engine
shows very encouraging results. However, it must be taken into
consideration that the simplified reciprocator model used assumed
a three percent of stroke clearance volume and "square wave"
valve operation that had flow areas equal to one fifth the piston
area. These rather optimistic assumptions result in low valve
losses and high volumetric efficiency which may be difficult to
attain in an actual engine. The result of these assumptions is
a high efficiency expander which results in the high miles per
gallon figures. It should be borne in mind when comparing these
figures to that of the turbine, that the turbine expander model
used was a well developed turbine analysis that gave realistic
results based on current state-of-the-art technology.
Because of the lack of variation in the results obtained with the
turbine engine when the optimization weighting factor was varied
from 0 to 0.97, an attempt was made to optimize a reciprocating
engine for a 0.5 weighting factor only.
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Table 8. RECIPROCATING ENGINE OPTIMIZING DESIGN POINT
PARAMETER VALUES FOR WEIGHTING FACTOR OF 0.5
Condenser Temp. (100 - 270°F) 242°F
Regenerator DP/Pin (0.01 - 0.5) 0.0143
Regenerator DPL/P Expander In. 0.0344
Condenser Hot Side DP/Vapor Density 0.0208
Vaporizer DP/P Expander In. 0.1
Regenerator Effec. (0.5 - 0.95) 0.87
Econ. Effec. 0.80
Vaporizer Effec. 0.95
Condenser Effec. (0.3 - 0.9) 0.80
Burner Fan Power, kW 2.5
Condenser Hydraulic Air Power (0 - 20), kW 5.0
Expander Speed (0 - 2000), rpm 1900
Stroke, in. 3-0
Crankshaft Intake Angle (0 - 140), deg 54
Regenerator Liquid to Vapor Flow Ratio 0.84
DP
DO"
DP VAP
Flue Gas Vaporizer-Economizer DP Split nn (0.3-0.95) 0.726
TOT
Expander Inlet Pressure, psia 700
15
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Table 9. RECIPROCATING ENGINE WEIGHT SUMMARY OF 0.5 ENGINE
Component Weight (Ib)
Fan 28
Regenerator 36
Condenser 114
Fuel 91
Economizer Housing 66
Expander - Gear Box 225
Economizer 70
Vaporizer 113
Burner Fan Motor 17
Burner 15
Tranmission 155
Drive Train 200
Start Motor and Pump 20
Piping, Valves, and Ducting 60
Battery 40
Start Accumulator 10
Controls 30
Exhaust Pipe 55
Electric Generator 15
Total System 1361
16
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Table 10. RECIPROCATING ENGINE VOLUME
SUMMARY OF 0.5 ENGINE
Component
Expander - Accessory Gear Box
Regenerator
Condenser
Hotwell
Condenser Fan
Vaporlzer/Econ.
Burner
Transmission
Overall Vol. (0.6 Packing Density)
Volume (ft3)
2.25
0.82
2.4?
0.71
2.38
8.6
1.19
1.5
33.2
17
-------
Table 11. RECIPROCATING ENGINE COMPARISON OF DESIGN AND OFF
DESIGN
Mode:
Car Speed, mph
Trans Power
Out, HP
Percent Time
Condenser
Temp . , °F
System Mass
Flow, Ib/sec
System Eff.
Expander Speed,
rpm
Transmission
Gear Ratio
Trans. Eff.
Engine HP
Condenser Fan HP
Condenser Air
Flow, Ib/sec
Miles per gallon
PARAMETERS
DES PT
WOT ACC
70
108
0.5
242
1.286
0.131
1900
1.0
0.89^
144
12.5
15.507
3.71
FOR 0.5 RECIPROCATING
OFF 1
Steady
Speed
60
32
16.5
242
0.336
0.190
*
1.0
0.98
37.0
0.0
3.959
17.0
OFF 2
Steady
Speed
30
8.4
33.0
242
0.096
0.173
*
1.46
0.95
11.6
0.0
1.101
28.7
ENGINE
OFF 3
ACC
25.1
9.92
28.0
242
0.110
0.180
*
2.46
0.94
13-3
0.0
1.116
20.8
IDLE
ACC
1.74
1.143
22.
242
0.031
0.096
360
2.46
0.497
5.3
0.000225
0.298
3.56
Overall time weighted miles per gallon = 18.89*
*See section on Optimization - Reciprocating Engine Results
18
-------
SPECIAL SUBROUTINE DESCRIPTION
Five new subroutines were written in the process of modifying
the design optimization program to design an automobile engine.
These subroutines described a transmission, reciprocating ex-
pander, and condenser ram air effect. A short description along
with a listing of each subroutine follows.
TRANSMISSION SUBROUTINES "SHIFT" AND "DRIVE"
The transmission subroutines represent 3-speed automatic trans-
missions and were used to determine the optimum gear ratio for
each design and off-design point. They did this in connection
with the expander and were designed to select the most efficient
expander speed-transmission gear ratio combination within the
limits of the transmission design and the expander speed criteria.
These subroutines also determined the transmission efficiency and
the expander-to-transmission gear box ratio. This gear box ratio
was determined at the design point load with the transmission in
high gear and held at that value for the off-design points. Sub-
routine "Shift" used gear ratio and torque converter data for a
GM T-350 transmission and was used with the turbine engine, while
subroutine "Drive" used data from a Ford transmission with a Model
1942 torque converter and was used with the reciprocating engine.
Listings of subroutine "Shift" and "Drive" are shown in Appendices
E and F.
RAM AIR EFFECTS SUBROUTINE "RAMAR"
Subroutine "Ramar" was used to compute the effects of condenser
ram air on the condenser fan power. It did this by first making
an estimate of the fan power required and then after a condenser
wab designed, calculating the ram effect and adjusting the fan
power accordingly. A new system was then designed with this new
value of fan power by the design optimization program, the first
condenser being an approximation of the second. To calculate
the ram air effect, test data from a Ford automobile using the
Thermo Electron test engine set-up was used. A listing of
subroutine "Ramar" is shown in Appendix G.
19
-------
RECIPROCATOR SUBROUTINE "RECIP."
Subroutine "Recip." was used to represent the reciprocating
expander in the reciprocating engine and represents a simplified
reciprocator model having square wave inlet and exhaust ports
having one fifth the area of the piston. It incorporates provi-
sions for valve losses and cylinder heat loss. This subroutine
calculates both the design and off-design performance of the reci-
procator and the expander mass flow and efficiency. In the design
mode the subroutine determines the bore size required to develop
the required power for given values of intake ratio, speed and
stroke. In the off-design mode the intake ratio and valve timing
are changed to achieve the required power with the design point
bore diameter and stroke, the expander speed being determined in
conjunction with the transmission subroutine "Drive". A listing
of subroutine "Recip." is shown in Appendix H.
RECIPROCATOR WEIGHT SUBROUTINE "WEXPD"
Subroutine "WEXPD" is used to estimate the reciprocating expander
weight and volume from cylinder bore diameter, mean effective
pressure, connecting rod length, and number of cylinders. The
expander weight model uses the reciprocating expander of Thermo
Electron Report No. TE 4121-133-70, "Conceptual Design of Rankine
Cycle Power System with Organic Working Fluid and Reciprocating
Engine for Passenger Vehicles," as a base reference for the weight
calculations. The feed pump and gear and accessory housing weight
and volume are also computed in "WEXPD". A listing of "WEXPD" is
shown in Appendix I.
LOAD POINT ANALYSIS FOR FEDERAL DRIVING CYCLE
To determine load pointr, from the Federal Driving Cycle a computer
program was written to analyze the driving cycle point by point.
For each point - accelerations and engine power required based on
EPA rolling and air resistance formulas were computed. The com-
puted data were then divided up into speed and power ranges, and
the amount of time spent in each range computed. 3y looking at
the amount of time spent in each range, two speed-power load
points were selected as most representative of the Federal Driv-
ing Cycle. This program used a fixed transmission efficiency
, i:d accessory HP to compute the engine power; however, the output
(-.?.:,... were later adjusted to remove these fixed quantities and
obtain H transmission HP out. This allowed the variable trans-
n'Sfion efficiencies and accessory HP as computed in the design
20
-------
optimization program to be used to compute engine power required
A listing of this program along with sample output is shown in
Appendix J.
In the sample output:
SPEDL - Lower limit of speed range (MPH)
SPEDU - Upper limit of speed range (MPH)
TTIME - Total time of driving cycle (sec)
WT - Weight of vehicle (LBS)
TSPED - Total at positive acceleration
A01-A910 - Time in acceleration range indicated (sec),
range in MPH/sec
TSPDN - Total time at negative acceleration
A01N-A910N - Time in deceleration range indicated (sec)
range in MPH/sec
TSPDH - Total time spent in speed range (sec)
HP10-HP140 - Time spent in indicated horsepower
range (sec) horsepower is in increments
of 10 HP, indicated number being the
maximum horsepower in that range.
21
-------
APPENDIX A
OPTIMIZING CRITERION "PAY OFF" FUNCTION
The Rankine cycle engines in this study were optimized by a cri-
terion that embodied a trade-off between engine size, expressed
in the form of engine weight, against engine efficiency, expressed
in miles per gallon over a time weighted average of five operating
points. This function was expressed in the form:
Pay off = C/MPG + (1-C) Wt
Where pay off = Optimization number whose minimum value
indicates an optimum has been found.
C = Optimization weighting factor the value of which can
vary between 0 and 1 and which varies the emphasis on
keeping engine weight to a minimum or miles per gallon
to a maximum. A high value of C emphasizes high MPG
and a low value minimum engine weight (Wt).
MPG = Normalized overall time weighted miles per gallon
of engine defined as:
MPG = [MPG (DES PT) x PCT time + MPG (off DBS 1) x
PCT time + MPG (off DES 2) x PCT time + MPG
(off DES 3) x PCT time + MPG (Idle) x PCT
time] / (Ref. MPG)
where Ref. MPG Is a reference overall MPG used to
normalize MPG and was given a value of 15 MPG.
WT = Normalized engine WT which wa^ defined as:
WT = System weight/reference weight
Reference weight being used to nornalize WT and
had a value of 1^00 Ib.
The reason for normalizing the parameters of the "pay off" func-
tion is to get a better balance between numbers that have large
differences in magnitudes of numerical values. Percentage changes
put: the weighting parameters on a more representative basis to
compare degrees of change.
A penalty function was associated with this pay off function to
keep the design optimization program from constructing engines
with imacceptably large condensers. Whenever condenser frontal
area exceeded 8.5 ft2 the pay off number was multiplied by 1000.
Thj s indicated to the optimizing procedure that the last change in
the optimizing variables was severely unacceptable. This forced
the optimizing procedure to keep away from changes that would
cause unacceptable values of condenser frontal area.
22
-------
APPENDIX B
OPTIMIZATION - TURBINE: 0.5 WEIGHTING FACTOR
OPTIMIZATION OF ORC AUTOMOBILE ENGINE FOR AC1 FLUOMOBENZINE MIXTURE FLS 2/12/T3
INPUT
CYCLE CONDITIONS
ALT PWR FACT ELEC COND FFF NET POWER PARA POWER CNDSR SUBCOOL
0.7SOOOOOE 00 O.IOOOOOOE 01 O.IOOOOOOE 01 0.3000000E 00 0.0
PUMP FR AMB AIR TEMP GAS LHV FUEL HHy CRIT PRESS
O.IOOOOOOE 01 0.8500000E 02 0.1«?6500E 05 0.2077000E 05 0.4010000E 03
OFS POWER DES SPEED OFF POWER 1 OFF SPEED 1 OFF POWER 2 OFF SPEED 2
0.1080000E 03 0.7000000E 02 0.3200000E 02 O.AOOOOOOE 02 0.8400000E 01 0.3000000E 0?
OFF POWER 3 OFF SPEED 3 IDLE POWER IDLE SPEED
0.9919999E 01 0.2S09999E 02 0.1143000E 01 0.17<>«OOOE 01
PCT TIME DES PCT TIME OFF1 PCT TIME OFF? PCT TIME OFFJ PCT TIME IDLE MAX ENG WT CP»OF
O.SOOOOOOE 00 0.16SOOOOE 0? 0.3300000E 02 0.2800000E 02 0.2200000E 02 O.UOOOOOE 04 0.5000000E 00
TURHINE
IREEIVISC) VlSC FXP BLD OENS PTO CHORD NO BLADES
.1172000E 04 O.IOOOOOOt 01 O.S500000E 00 O.IOOOOOOE 01 O.IOOOOOOE 01
NO? EDfi THICK ROT EDG THICK ZNY
0.9999998E-0? O.V999998E-02 0.10
ZN4Y
OOOOOE 01 O.IOOOOOOE 01
BLO/NOZ RTO
O.IOOOOOOE 01
A» CLFAR TIP CLEAR
0'. 1500000E-01 O.ISOOOOOE-01
NO/ VEL CQEF
0.4600JSOOE 00 0.0 0.0
NOZ FLOW COEF
0.9600000E 00 0.0 _ 0.0
EXH HEAD LOSS FACT
O.IOOOOOOE 01 0.0 0.0.
0.0
0.0
0.0 .
23
-------
OPTIMIZATION OF OWC AUTOMOBILE ENGINE FOR AC1 FLUOROBEN7INE MIXTURE FLS 2/12/73
INfUT
REGENERATOR
TUBE FIN DESIGN
AFIN/ATOT VAP AFIN/ATOT LIQ HYO OIA VAP HYO OIA LIQ FIN LENG VAP
0.9130000E 00 0.0 O.BM9998E-02 0. 1920000E-01 0.25IOOOOE 00
FIN LENG LIQ FIN THICK VAP FIN THICK LIO WALL THICK WALL T CON
0.0 0.5999997E-0? 0.0 0.2000000F.-01 0.1650000E 02
FIN T CON VAP FIN T CON LIO BETA VAP BETA LIQ PLT SPACE VAP
0.1330000E 03 0.1650000E 02 0.0 0.0 0.0
PLT SPACE LIQ SIGMA VAP SIGMA LIQ ALPHA VAP FIN/IN VAP
0.0 0.6S99999E 00 0.1110000F 01 0.2690000E 03 0.1POOOOOE 0?
FIN/IN LIO HEADER THICK RHO FIN VAP RHO FIN LIQ RHO PLATE
0.0 0.6250000E-01 0.9789997E-01 0.3830000E 00 0.3230000E 00
RHO HEADER MO PASS LIQ DPTFS CONO CODE
0.2830000F 00 O.SOOOOOOt 01 0.0 0.0
CONDENSER
AFIN/ATOT VAP AFIN/ATOT LIQ HYO f)IA VAP HvQ DIA LIO FIN LENG VAP
0.8760000F 00 0.^960000E 00 0.6S49999E-0? 0.8339997E-02 0.1<30000E 00
FIN LENG LIQ FIN THICK VAP FIN THICK LIO WALL THICK WALL T CON
0.2SOOOOOE-01 0.3999997E-02 0.3999997E-0? 0.2000000E-01 0.1000000F. 03
FIN T CON VAP FIN T CON LIQ BETA VAP BETA LIQ PLT SPACE VAP
0.1000000E 03 0.1000000E 03 O.bSfrOOOOF 03 O.H950000E 03 0.3260000E 00
PLT SPACE LIQ SIGMA VAP SIGMA LIQ ALPHA VAP FIN/IN VAP
0.5000000E-01 0.7770000E 00 0.1111000E 00 0.4700000E 03 0.2200000E 02
FIN/IN LIQ HEADER THICK RHO FIN VAP RHO FIN LIO PHO PLATE
0,?OOOOOOF 0? 0.62SOOOOE-01 0. V799999E-0 1 0.9799999E-01 0.9799999E-01
HEADER NO PASS LIQ DPTES CONO CODE
0.9799999F-01 0.1000000E 01 0.0 0.1000000E 01
-------
OPTIMIZATION OF ORC AUTOMOBILE ENGINE FOR AC1 FLUOROBEN7INE MIXTURE FLS 2/12/73
INPUT
VAPORIZER
AVG OIA(FT) NO STARTS DIA BB INSIDE OIA BB O'SJDE DIA RTO
0.1500000F 01 0.1000000E 01 0.1000000F 01 0.1760000E 00 0.1099999E 01
POROSITY K TUBE WALL EXCESS AIR H2/C RTO LHV GAS
0.4SOOOOOE 00 0.2000000E 02 0.3000000E 00 0.1875000E 00 0.1926500E 05
GAS TEMP IN CP GAS COLO CP GAS HOT FLAME TEMP VISC GAS
0.3000000E 04 0.2800000E 00 0.3329999E 00 0.3300000E 0* 0.1100000E 00
K GAS
0.4500000F-01
BLOCK DATA
(1) (?) (3) (4) (5)
0.1785031F 03 0. 1271 123E-01 0.23*OOOOE-01 0.1360000E 00 0.2080000E-01
(6) (7) (8) (9) (10)
0.9296370F 00 O.bOOOOOOE 00 0,9BOOOOOF 00 0.811Q85^E 00 0.2500000E 01
(11) <12) (13) (14) (15)
0.5482265E 01 0.6772681E 03 0.4962111E 01 0.7713708E 00 0.8400000E 00
(16) (17)
O.B042591E 00 0.4250000E 03
-------
OPTIMI7ATION OF OHC AUTOMOBILE ENGINE FOR AC1 FLUOROBENZINE MIXTURE
OUTPUT
CYCLE CONDITIONS
TUWB FFF
0.7814461E
REGEN EFFEC
0.9296370F
REG DP VAP
0.1773517E
00
00
00
VAP EFFEC
^ MECH EFF
03 0.9824064E 00
ECON EFFEC
PU
UMP E
.7000
000E 00
FLS 2/12/73
00
COND FAN PWR BURN FAN PWR
0.9500000E 00 0.8000000E 00 0.1247519E 02 0.2500000E 01
REG OP LIO
0.1003000E 02
VAP OP
STATE POINT
TB IN
REGEN VAP IN
COND IN
PUMP IN
ALT IN
RFGEN LIO IN
REGEN LIO OUT
ECON OUT
VAP IN
MASS FLOW
0.3911785E 01
0.8839999E 01
PRESS(PSIA)
0.42500E 03
0.16027E 02
0.15850E 02
0.13952E 02
0.44387E 03
0.44387E 03
0.43384E 03
0.43384E 03
0.43384E 03
CONO OP VAP
TEMP(F)
0.71231E
0.56993E 03
21123E 03
17850E 03
18408E 03
18408E 03
M295E 03
*1295E 03
0.1897522E 01
ENTHALPY(B/L8)
03 0.22911E 03
0.20018E 03
0.12205E 03
0.36813E 02
0.3H177E 02
0.3B177E 02
0.13119E 03
REGEN WL/WV
0.8AOOOOOE 00
0.^1771E 03
0.11135E 03
0.12802E 03
WFuEL LB/MR
0.864P700E 02
Q RELEASED
0.179
633AE 07
0 ABSORBED
0.1S88479E 07
Q REJECTED
0.1200367E 07
SYSTEM EFF SFC
0.1709069E 00 0.9614801E 00
26
-------
OPTIMIZATION OF ORC AUTOMOBILE ENGINE FOR AC1
OUTPUT
TURBINF
0.1172000E04 OoOOOOOE 01 O^bSOOOo'oE 00
FLUOROBENZINE MIXTURE FLS 2/13/73
NOZ EOG THICK ROT EDG THICK
0.9999998E-0? 0.9999998E-02
i.lOOOOOOE 01
.2827018E 00
4Y
1000000E 01
NO BLADES
0.8180000
ZN4Y
E 02
BLIVNOZ RTO
0.1000000E 01
AX CLEAR TIP CLEAR
0.1SOOOOOF-01 0.1500000E-01
N07 VEL COFF
0.9600000F 00 0.0
NOZ FLOW COEF
0.9*OOOOOE 00 0.0
EXH HEAD LCSS FACT
0.1000000E 01 0.0
0.0
0.0
0.0
0.0
0.0
0.0
PRES PATIO
0.2651735F 02
0.4^50000F 03 0.117?000t 04 0.4590000E-01
NOZ ANGLE BLADE HT BLADE ANGLES
0.1500000E 02 0.4058750E 00 0.3003462E 0?
NOZ AREA SPEC SPEED SPEC DIA
0.1982206F 00 0.4046362E 02 0.1883761E 01
RPM
0.3128073E 05
ARC/T.CIRCUM
0.7713708E 00
WHEEL WT
0.1600067E 01
01
NOZ AREA RTO
0.4977407E 01
TB EFF
0.7814461E 00
TRANSMISSION AND TURBINE GEAR BOX
TRANS PWR OUT CAR MPH ENG HP OUT
0.1080000E 03 0.7000000E 02 0.1205f90E 03
TURB GEAR BOX RATIO
0.1117023E 02
T«ANS EFF
0.9139573E 00
TURB SPEED
0.3128073E 05
ACCESSORY KW
0.3729998E 01
COMBINED ROTATING UNIT
DIFF HOUS WT N02 HOUS WT GEN HOUS WT TUR8 WT
0.28Sft792E 02 O.I184S9RE 01 0.8999998? 02 0.1600067E 01
GEAR RATIO
0.1000000E 01
ENG HP TOT
0.1460551E 03
PUMP HOUS
0.0
ADD WT TOT CPU WT
0.2427051F 02 0.1456231E 03
27
-------
OPTIMIZATION OF O&C AUTOMOBILE ENGINE FOR AC1 FLUOROREN2INE MIXTURE FLS 2/12/73
OUTPUT
REGENERATOR
AFIN/ATOT VAP AFIN/ATOT LIO HYD OIA VAP HYD DIA LIO FIN LENG VAP
0.9130000F 00 0.0 0.8419998E-02 0. 1920000E-01 0.25IOOOOE 00
FIN LFNG LIU FIN THICK VAP FIN THICK LIQ WALL THICK WALL T CON
0.0 0.5999997E-0? 0.0 0.2000000E-01 O.I6SOOOOE 02
FIN T CON VAP FIN T CON LIO BETA VAP BETA LIQ PLT SPACE VAP
0.1330000E 03 0.1650000E 02 0.0 0.0 0.0
PLT SPACE LIQ SIGMA VAP SIGMA LIQ ALPHA VAP FIN/TN VAP
0.0 0.5599999E 00 0.1110000E 01 0.2690000E 03 0.1200000E 02
FIN/IN LIQ HEADER THICK RHO FIN VAP RHO FIN LIQ RHO PLATE
0.0 0.6250000E-01 0.9789997E-01 0.323COOOE 00 0.3230000E 00
RHO HEADER NO PASS LIO OPTES COND CODE
0.?«30000F 00 O.BOOOOOOE 01 0.0 0.0
T IN VAP T OUT VAP T IN LIQ T OUT LIO
O.S699253F 03 0.2112302E 03 0.1840807E 03 0.4129492E 03
FlOW VAP FLOW LIO DP VAP DP LIO CP VAP
0.3911785F 01 0.328S900E 01 0.1773517E 00 0.1003000F 0? 0.2178230E 00
CP LIQ VISC VAP VISC LIQ PR VAP PH LIQ
0.4064094F 00 0.9531B02E-05 0. 1 777613F.-03 0.730A048E 00 0.6500905E 01
RHO IN VAP RHO OUT VAP WHO IN LIO RHO OUT LIO H T COEF VAP
0.4783944F on 0.7699695E 00 O.B100099E 0? 0.6480898E 02 0.2915422E 0?
H T COEF LIU MASS VEL VAP MASS VEL LIO FTAO VAP ETAO LIQ
0.350R?59F. 03 0.5ft63213E 01 0.3419912f 03 0.8987604E 00 0.1000000E 01
RE VAP RE LIO NO TUBES COM LENG(FT) LIQ LENG(FT)
04 0.3693fl4(SE 05 0.3400000F 02 0.1969103E 00 0.59«3661E 01
VAP LFNG/PASS VAH LFNG
-------
OPTIMI7ATION OF OPC AUTOMOBILE ENGINE FOR AC1 FLUOROBEN7INE MIXTURE FLS 2/l?/73
OUTPUT
CONDENSER
AFIN/ATOT VAP AFIN/ATOT LIO HYD DIA VAP HYD DIA LIO FIN LENG VAP
O.H760000F 00 0.<*960000E 00 0.6549999E-02 0.8339997E-02 0.1'-30000E 00
FIN LENG LIQ FIN THICK VAP FIN THICK LIO i»ALL THICK WALL T CON
0.?SOOOOOF-01 0.3999997E-0? 0.3999997E-02 0.PO&OOOOE-01 0.1000000E 03
FIN T CON VAP FIN T CON LlQ BETA VAP «ETA LIO PLT SPACE VAP
O.IOOOOOOF 03 O.lOOOOOOfc. 03 0.5560000E 03 0.8950000E 03 0.32'SOOOOE 00
PLT SPACE LIQ SIGMA VAP SIGMA LIQ ALPHA VAP FIN/IN VAP
0.5000000E-01 0.7134771E 00 0.2242877E 00 0.4700000F 03 0.2?OOOOOF 0?.
FIN/IN LIO HEADER THICK RHO FIN VAP »HO FIN LIO PHO PLATE
0.?OOOOOOE 0? 0.6250000E.-01 0 .9799999E-01 1.9799999E-01 0.9'99999E-01
RHO HEADER NO PASS LIO DPTES COND CODE
0.9799999F-01 0.1000000E 01 0.0 0.1000000E 01
WHO COND PR COND
O.M333339F 02 0.b70934RE 01
T IN VAP T OUT VAP T IN LIQ T OUT LIO
0.*^OOOOOE 02 0.1609231E 03 0.2112302E 03 0.1785031E 03
FLOW VAP FLOW LIQ DP VAP DP LIU CP VAP
0.1829893E 02 0.391178SE 01 0.1127138E 00 0.1S97522F 01 0.2399999E 00
CP LIQ VISC VAP VISC LIQ PR VAP PR LIQ
0.1786224E 00 0.1320000E-04 0.7P88324E-05 0.7200000E 00 O.IOOOOOOF 01
RHO IN VAP RHO OUT VAP RHO IN LIO PHO OUT LIQ H T <~QEF VAP
0.7287151E-01 0.639M21E-01 0.3692152F 00 0.36921S2E 00 0.2539117E 0 TOT INVIVAPI
0. ^(S04?OF 00 0.3660459E 00 0.30R068PE 01 0.3080688t 01 0.135839^ 00
INVENT TOT INV FIN STRES VAP FIN STRES LIQ PLATF
O.S607953F 01 0.3919868E 00 -0.17?4895F 0? -0.2635632E 02 -0.1394585E 02
ORY WT TOT WT EFFEC
0.1398953F 03 Q.i404231E 03 0.8119854E 00
NOTE- VAP AND LIQ REFER TO AIR AND WORKING FLUID SIDES RESPECTIVELY
HEAT REJECTION FAN AND MOTOR
FAN MWRfK.w) w AIR OP AIR FAN RPM FAN DIA
0.1?47S19F 0? 0.1829893E 02 0.1127138E 00 C.1262493E 04 0.3481267E 02
FAM*Mf)TOR WT
CONO FAN PWR CAR MPH AMfcj AIR TEMP A!R PRES DROP COND AIR FLOW
0.1P47S19F 0? 0.7000000E 0? O.«500000f: 0? 0.1127138E 00 0.18?9893E 02
Q.l?On3^7F 07 0.7123344E 01 0.1181485E 01 0^3660459E 00 0.1080000E 03
RAMHP CONO AIR POWER
29
-------
0.3592685F 01 0.54fl2365E 01
30
-------
OPTIMIZATION OF
OUTPUT
VAPORIZER
OWC AUTOMOBILE ENGINE FOR AC1 FLUOROBENZINE MIXTURE FLS 3/13/73
AVG DIA(FT)
0.1001*S7E 01
POROSITY
0.4500000F 00
GAS TEMP IN
0.3000000E 04
K GAS
0.4500000F-01
W ORG
0.3911785E 01
CP ORG OUT
0.2826294E 00
RHO ORG
0.3075098F 02
T FLUF GAS
0.5618?32F 03
H GAS
0.6257932F 02
WCH
0.1ft52905F 00
FIN HT
0.1336991E-02
ECONOMISFR
DIA BB O'SIDE
0.1760000K SO
CP GAS
0.28000GOF 00
W GAS
0.4963682E 00
MU ORG
0,1332741F-03
H QHG
0.2895798F 03
FIN HT
0.1289154F 00
INVENT
0.1433285E 02
NO STARTS
0.1000000E 01
K TUBE WALL
0.2000000E 02
CP GAS COLO
0.2800000E 00
W faAS
0.4963682E 00
MU ORG IN
0.1319788E-03
RHO GAS
0.1641427E-01
H ORG IN
Q.6472986E 03
UO
0.6865111E 02
TUbE I/O
0.1228836E 00
VAP HT
0.3287587E 01
K TUBE WALL
0.2000000E 02
VISC GAS
0.1G99997E 00
W ORG
0«6?58e59E 00
K ORG
0.3176762h-01
ZML
0.3906494E 00
ECON HT
0.3H43412E 00
FCON ₯'T
0.797SI88E 02
OIA BB INSIDE
0.1000000F 01
EXCESS AIR
0.3000000F 00
CP GAS HOT
0.33P9999E 00
T ORG IN
0.4177085E 03
MU ORG OUT
0.2146040E-06
DP ORG
0.8839999E 01
H ORG OUT
0.4022410E 03
H FLUX
0.4913494E 05
TUBE 0/D
0.1351719F 00
VAP VOL
0.3337002E 01
PASSES
0.300I5000E 01
K GA";
0.4500000E-01
PhO ORG
0.4085236E 02
OP ORG
0.1003000E 02
F GAS
0.5C4?200E 00
ML
0.3906494E 00
DIA bB O'SIDE
0.1760000E 00
H2/C RTO
0.1875000F 00
FLAME TEMP
0.3300000E 04
0.7123^1E 03
K ORG IN
0.3142497E-01
DP GAS
0.5601633E 00
PE GAS
0.1726880E 05
NTU
0.37356 1 3E 01
0.7505031F 02
INVENT
0.2737090E 02
POROSITY
0.4500000E 00
RHO GAS
0.1641427E-01
DP GAS
0.1363328F 00
TUBE I/D
0.5947102E 00
F GAS
0.5042200F 00
DIA RTO
0.1099999E 01
LHV GAS
0.19?6500E 05
VISC GAS
0.1099997E 00
CP ORG IN
-0.2477261E 01
K ORG OUT
0.1585057E-01
EFFEC
0.9500000F 00
F GAS
0.5004015E 00
ML
0.6451911E-01
NO TUBES
0.23fl497t5E 02
TOT WT
0.204487IE 03
DIA RTO
0.1099999E 01
CP ORG
0.3197379E 00
ECON DIA
0.1272000E 01
TURE 0/D
0.6541808E 00
TUBE LENG
0.6062564E 02
BURNER FAN AND MOTOR
FAN PWR(KW)
0.2500000E 01
W AIR
0.4723440E 00
DP AIR
0.6964961E 00
FAN RPM
0.3896840E 04
FAN niA
0.1100000E 02
FAN*MOTOR WT
0.1698999E 02
31
-------
OPTIMIZATION OF ORC AUTOMOBILE ENGINE FOR AC1 FLUOROBENZINE MIXTURE FLS 2/l?/73
OUTPUT
HOTWF.LL
CAPACITYCU FT
0.1271900E 01
BLOCK DATA
0.1785031E 03 6.1271123E-01 6.2360000E-01 0.1360000E 00 6720«OOOOE-01
(1) ._ (2) <3i .. (4J (5)
(6) (7) (8) (9) (10)
0.9296370E 00 0.8000000E 00 0.9500000E 00 0.8119854F 00 0.2500000E 01
(11) (12) (13) (14) (IS)
0.5482265F 01 0.6772681E 03 0.4962111E 01 0.7713708F 00 0.8400000E 00
(16) (17)
O.S042591E 00 0.4250000E 03
32
-------
OPTIMIZATION OF OKC AUTOMOBILE ENGINE FOR AC1 FLUOROBENZINE MIXTURE FLS 2/12/73
OUTPUT
SYSTEM CONDITIONS FOR 3?.OOHP AND 60.OOMPH
CYCLF CONDITIONS
TURR EFF
0.7038947F
REGEN EFFEC
0.1005811E
REG DP VAP
00
01
R KW
1E 02
ENG P
0.284
VAP EFFEC
0.9839965E
00
MECH EFF
0.9664640E
ECON EFFEC
0.8750155E
00
00
PUMP EFF
0.5599999E
COND FAN PWP
0.0
CPU FF
00 0.6307
FFF
173E
00
REG DP
0.1858351E-01 0.1050976E 01
VAP OP
0.9262843F
STATE POINT
TH IN
REGEN VAP IN
COND IN
PUMP IN
ALT IN
REGFN LIO IN
REGEN LIO OUT
ECON OUT
VAP IN
PRESS(PSIA)
0.42500E 03
,14170E 02
.14151E 02
, 13952E 02
.42698E 03
.42698E 03
0.42593E 03
0.42S93E 03
0.42593F 03
00
TEMP(F)
0.71231E
0.57762E
0.18157E
COND DP VAP
0.1988286E
BURN FAN PWR
0.1031607E 00
REGEN WL/WV
0.8400000E 00
03
03
03
0.17850.E 03
0.18386E 03
0.18386F 03
0.44345F 03
0.35382F 03
0.43139E 03
00
ENTHALPY(B/LR)
0.22911E 03
0.20213E 03
0.11674E 03
0.36813F 02
0.38123E 02
0.38123E 02
0.13978E 03
0.89493E 0?
0.13174E 03
MASS FLOW WFUEL LB/HR
O.I116745E 01 0.23b9505E 02
SYSTEM EFF
0.1764?07E
SFC
0.9314293E
00 0.9314293E 00
REGENERATOR
DESIGN CONDITIONS
H LIO
0.3508259E 03
H VAP
0.?9154?2E
0?
DP LIQ
0.1003000E 02
PART LOAD CONDITIONS
H VAP H LIO
0.1374197E 02 0.3508?59E 03
OP LIO ETAO VAP
0.1050976E 01 0.9486797E 00
iggo6 8.*S3S8!§i? 06 i.mm
W VAP
0.3911785E
W VAP
0.1116745E
U 0
0.1223131E
06
W LIO
01 0.328B900F 01
01 0.9380657E 00
NTU«S
04 0.139h730E 01
DP VAP
0.1773S17E
00
OP VAP
0.18S83blE-01
EFFEC
0.1005811E 01
VAPORI7ER
DESIGN CONDITIONS
H OPG IN
0.6472986F
W FUEL
0.8648700E
03
02
H ORG OUT
0.4022410E 03
PAST LOAD CONDITIONS
IN
597F 03
M
0.2691
NTU'S
fi.5660088E
01
H ORG OUT
0.1672599E
0.9839965E
03
00
H GAS
O.H257932E 0?
H
0.
3388351E
02
U 0
0.6865111F 03
ETA FIN
0.9994310E
00
W 0DG
0.3911785E
01
U 0
0.2
860281E 02
33
-------
OPTIMIZATION OF ORC AUTOMOBILE
OUTPUT
SYSTEM CONDITIONS FOR 32.00HP AND 60.OOMPH
ECONOMISFR
DESIGN CONDITIONS
H ORG H OAS
0.2895798F 03 0.4«48404£ 0?
PART LOAD CONDITIONS
ENGINE FOP AC1 FLUOKOBEN7INE MIXTURE FLS
W ORG
0.62S8859E 00
H ORG
0.1062262E 03
W GAS
0.1325534F 00
H GAS
0.1949S93E 02
NTU'S
0.13868S6E 01
CONDENSER
DESIGN CONDITIONS
H VAP
0.2539117F 0?
OP LIO
0.1«97522F. 01
PART LOAD CONDITIONS
H VAP
0.1181R15E 0?
H LIQ
O.S078235E 03
H LIO
0.192
DP LIO
0.19fl«?86F 00
2250HE 03
ETAO VAP
O.S636958E 00
ETAV 0
0.997?
308E 00
EFFEC
0.8750155E 00
W VAP
0.1829893f 0?
W VAP
G.SI15292E 01
U 0
0.10flZ9?5E 05
W GA
00
U 0 W ORG
0.1581868E 02 0.1786793E 00
W LIQ OP VAP
0.3911785E 01 0.1127138E 00
to LIQ DP VAP
O.II16745E 01 0.1136S21E-01
NTU'S EFFEC
0.24&OZ72E 01 0.9287504E 00
COND FAN PWR
0.0
ORE
OREJ
0.3?
13163F
APWR(I)
0.3200000E 02
CAR MPH
0.6000000E 02
CCA
0.7123344E 01
RAMHP
0.1507889E 01
AMB AIM TEMP
O.fcSOOOOOF. 02.
O.I1A1485E 01
COND AIR POWR
0.15
-------
OPTIMI7ATION OF ORC AUTOMOBILE ENGINE FOP. AC1 FLUOROBENZINE MIXTURE
OUTPUT
SYSTEM CONDITIONS FOR 8.40HP AND 30.OOMPH
CYCLF CONDITIONS
FLS 2/12/73
TUR3 EFF FNG POWR KW MECH EFF PUMP t'FF CRU FFF
0.5917104F 00 0.9H96967E 01 0.9S67720F 00 0.5599999E 00 0.5174190E 00
RF.GF.N EFFEC VAP EFFtC ECON EFFEC COND FAN PWO BURN FAN PWP
0.1014194F 01 0.993636RE 00 0.9196197E 00 0.0 0.6137565E-02
REG np VAP REG DP LIO VAP DP COND DP VAP REGEN WL/WV
0.3929302E-02 0.22?218flE 00 0.1958S38E 00 0.4204039E-01 0.8400000E 00
STATE POINT
TH TN
RFGEN VAP IN
COND IN
PUMP IN
ALT IN
REGEN LIO IN
RFGEN LIO OUT
ECOM OUT
VAP IN
MASS FLOW WF
0.4714212F. 00 0.
SYSTEM EFF SFC
0.1192328F 00 0.
REGENERATOR
DESIGN CONDITIONS
H VAP H
0.29154P2E 02 0.
PRESS(PSIA)
0.42500F 03
0.1399BE 02
0.13994E 02
0.13952F 02
0.42542E 03
0.42542E 03
0.42520E 03
0.42520E 03
0.425?OE 03
uEi IB/MR Q RELF.A;
9269S64E 01 0.19252?
137fll73t 01
TEMP(F)
0.71231E 03
O.S9450E 03
0.17801E 03
0.17850E 03
0.18384E 03
0.18384E 03
0.44648E 03
0.34095E 03
0.43868E 03
ENTHALPY (B/LB)
0.22911E 03
0.20635E 03
0.11611E 03
0.36813E 02
0.38118E 02
0.3B118E 02
0.14554E 03
0.85183F 02
0.13589E 03
>ED 0 ABSORBED 0 REJECTED
i8E 06 0.1709P60E 06 0.1345757E Ob
LIO W VAP W LIO DP VAP
350R259E 03 0.3911785E 01 0.3285900E 01 0.1773517E 00
DP LIO
0.1003000E 02
PART LOAD CONDITIONS
H VAP
O.R190719F
DP LIO
0.?222188E
01
00
H LIO
0.3"
508259E 03
ETAO VAP
0.9685555E
00
W VAP
0.4714212E
U 0
O.B5?5371E
00
03
W LIO
0.3959938E
NTU'S
0.2306207E
DP VAP
00 0.3929302E-02
EFFEC
01 0.1014194E 01
VAPORI7ER
DESIGN CONDITIONS
H ORG IN
0.6472986F 03
W FUEL
0.864S700E 02
H ORG OUT
0.402?4lOE 03
PART LOAD CONDITIONS
H ORG IN
(K1471712F 03
N1
-------
OPTIMI7ATION OF ORC AUTOMOBILE ENGINE FOR AC1
OUTPUT
SYSTEM CONDITIONS FOP 8.40HP AND 30. OOMPH
FCOMOMISF-R
FLUOROBENZINE MIXTURE FLS 3/12/73
DESIGN CONDITIONS
H ORG
0.?P95798E 03
H GAS
0.4H48404E 02
PAPT LOAD CONDITIONS
H OPG
0.5328384E 02
W GAS
0.5320011E-01
H GAS
0.1038422E 02
NTU'S
0.1822939E 01
CONDENSER
DESIGN CONDITIONS
H VAP
0.2539117F 02
DP LIQ
0.1897522E 01
PART LOAD CONDITIONS
H VAP
0.6410998E 01
H LIQ
0.507P235E 03
H LIO
0.8 ~
DP LIO
0.4204039F-01
155475E 02
ETAO VAP
0.9798478E 00
W ORG
0.6258859E 00
ETAV 0
0.9987
EFFEC
0.9196197F 00
W VAP
0.1829893E 02
W VAP
0.1fl45710F 01
U 0
0.5414918F. 04
W GAS
0.4963682E 00
777E 00 O.S344947E 01 0.7542741E-01
W LIQ OP VAP
0.3911785E 01 0.1127138E 00
W LIQ DP VAP
0.47l4212h 00 0.1814287P-02
NTU'S EFFEC
0.3395587F 01 0.9818875E 00
COND FAN PWR
0.0
OWEJ
0. 1345757? Oft
CAR MPH
0.3000000E 02
5.7123344E 01
APWR(I) RAMHP
O.S400000E 01 0.8611029E-01
AMB AIR TEMP
0.8500000E 0?
O.I181485E 01
COND AIR POWR
0.8900743E-02
TRANSMISSION AND TURBINE GEAR BOX
TRANS PWR OUT CAR MPH
O.H400000F 01 0.3000000E 02
TUW4 GEAR ROX RATIO
0.1117023E 02
ENG HP OUT
O.V016057F 01
TRANS EFF
0.9506847F 00
AIR PRES DPOP
0.1814287E-02
^60459E 00
TURB SPEED
0.1918851F:
05
ACCESSORY KW
0.2864853E 01
COND AIR FLOW
0.1845710E 01
APWRD
O.IOAOOOnt 03
GEAR RATIO
0.1520000E 01
ENG HP TOT
0.1326671E 02
36
-------
OPTIMI7ATION OF ORC AUTOMOBILE ENGINE FOP AC1 FLUOROBEN7INE MIXTURE
OUTPUT
SYSTEM CONDITIONS FOR 9.92HP AND 25.10MPH
CYCLF CONDITIONS
FLS 2/12/73
TU»H FFF
0.6338688F 00
REGEN FFFEC
REG OP VAP
O.S101P60F-02
STATE POINT
TR IN
REGEN VAP IN
COND IN
PUMP IN
ALT IN
REGFN LIQ IN
REGEN LIQ OUT
ECON OUT
VAP IN
MASS FLOW
O.S451623E 00
FNG POWR KW MECH EFF PUMP EFF CPU FFF
0.117227QE 02 0.9094335E 00 O.S599999F 00 0.5301310E 00
VAP FFFFC ECON FFFEC COND FAN PWP BURN FAN PWR
0.9923355E 00 0.9096826E 00 0 .2466167E-02 0.9162948F-02
REG OP LIQ VAP DP COND DP VAP REGEN WL/WV
0.2884980E 00 0.2S42694F 00 0 .'5457940E-01 0.8400000E 00
PPESSfPSIA)
0.42SOOE 03
0.14012E 02
0.14007E 02
0.13952E 02
0.42554F 03
0.42554- 03
0.42525F 03
0.42525E 03
0.4252bE 03
WFUEL LB/HR Q RFLEA!
0.1093783E. 02 0.2?717f
TEMP(F)
0.71231E 03
0.58806E 03
0.17836E 03
0.17850E 03
0.18384E 03
0.18384E 03
0.45021E 03
0.33744E 03
0.4361 IF 03
ENTHALPY (B/LB)
0.??911E 03
0.20473E 03
0.11M7E 03
0.36813E 02
0.3P119E 02
0.3R119E 02
0.14355E 03
0.84023E 02
0.13403E 03
iED 0 ABSORBED Q REJECTED
J8E 06 0.2010198E 06 0.1SS7464E Ob
SYSTFM EFF SFC
0.1?06883F 00 0.1361553E 01
REGENERATOR
DESIGN CONDITIONS
H LIO
0.350R259E 03
H VAP
0.291S422F 02
OP LIO
0.1003000F 02
PART LOAD CONDITIONS
H V*P
O.H937008E 01
OP LIO
0.?S84980F 00
H LIO
0.350B259E 03
ETAO VAP
0.9658191E 00
W VAP
0.391178SE 01
W
0.5451623F 00
U 0
0.9094897E 03
W LIQ
0.328S900F 01
W LIO
0.4579363E 00
NTU'S
0.2127481F 01
DP VAP
0.1773517E 00
DP VAP
0.5101260E-02
EFFEC
0.1013S64E 01
VAPORIZER
DESIGN CONDITIONS
H OPG IN
0.6472986F 03
w FUEL
0.8648700F 02
PART LOAD CONDITIONS
H ORG OUT
0.40?2410fc 03
t< OP.3 IN
0.1629336E 03
NTU'S
0.7157937E 01
H ORG OUT
0.1012493E 03
EFFEC
0.9923355E 00
H GAS
0.&2S7932E 02
H GAS
0.2032224E 02
U 0
0.6865111F 02
ETA FIN
0.9996586F 00
W ORG
0.39H785E 01
U 0
0.1
17?4?89E 02
37
-------
OPTIMIZATION OF ORC AUTOMOBILE ENGINE FOR AC1 FLUOROBENZINE MIXTURE
OUTPUT
SYSTEM CONDITIONS FOR 9.92HP AND 25.10MPH
ECONOMISE
FLS 2/12/73
DESIGN CONDITIONS
H ORG
O.P89579SF
03
H GAS
0.4848404E
02
PAST LOAD CONDITIONS
H ORG
0.5985347E 02
W GAS
0.6277466F-01
H GAS
0.1164034E 02
NTU'S
0.173P056E 01
CONDENSER
DESIGN CONDITIONS
H tfAP
0.?539117E
02
H LIO
0.5078235E 03
W ORG
0.6258859E 00
ETAV 0
0.9986320E 00
EFFEC
0.9096826E 00
W VAP
0.1829893E 0?
W GAS
0.4963682E
00
H.8
355889E 01
W ORfi
0.8
722603F-01
W LIO
0.3911785E 01
DP VAP
0.1127138E 00
DP LIQ
0.1897522E 01
PART LOAD CONDITIONS
H VAP
0.6903422F 01
DP LIO
0.5457940E-01
COND FAN PW«
0.2486167E-02
O.REJ
0.1557466F 06
APWR(I)
0.9919999F 01
0.9106613E 0?
ETAO VAP
0.9783459E 00
CAR MPH
0.2509999E 02
0.71233AAE 01
RAMHP
0.2508154E-01
TRANSMISSION AND TURBINE GEAR
TRANS PWR OUT
0.9919999E 01
TURfi GEAR BOX
0.1117023E 02
CAR MPH
0.2509999E 02
RATIO
8VAP
.2087987E 01
U 0
O.S910723E 04
AM8 AIR TEMP
O.H500000E 02
CZL
o.liaifcesF 01
COND AIR POWR
0.1P57206E-01
BOX
ENG HP OUT
0.1076856E 02
TRANS EFF
0.9399999F 00
0.5451623E 00
NTU'S
0.3276417E 01
AIR PRES DROP
0.226S280E-02
0.3660459E 00
TURB SPEED
0.2635800E 05
ACCESSORY KW
0.3377798E 01
8?2^l280E-02
EFFEC
0.9818875E 00
COND AI« FLOW
0.2097987E 01
APWRO
0.10ROOOOE OJ
GEAR RATIO
0.2520000E 01
ENG HP TOT
0.1571420E 02
38
-------
OPTIMI7ATION Of" ORC AUTOMOBILE ENGINE FOR AC! FLUOkOBENZINE MIXTURE
OUTPUT
SYSTEM CONDITIONS FOR 1.14HP AND 1.74MPH
CYCLE CONDITIONS
FLS 2/12/73
TUPH FFF
0.2838672F 00
REGEN EFFEC
0.1013775F 01
REG DP VAP
0.4712835E-02
STATE POINT
TR IN
RFGFN VAP IN
CONO IN
PUMP IN
ALT IN
RFGEN LIO IN
REGEN LIO OUT
FCON OUT
VAP IN
0*iil78~?4F 00
SYSTEM FFF
0.4730715F-01
REGENERATOR
ENG POWR KW
0.4906994E 01
VAP EFFEC
0.9943973E
REG DP LIQ
0.2665310E
MECH FFF
0.995242 IE
ECON EFFEC
00 0.9392807F
VAP DP
00 0.2349086E
PRESS(PSIA)
mwGF
SFC
0.3473S46E
0.
0.
0.
0.
0.
0.
0.
0.
0.
?
01
01
42500F 03
14008E 02
14003E 02
13962E 02
42550E 03
42550E 03
42523E 03
42523E 03
42523E 03
8.?IVI3i!
PUMP EFF CPU FFF
00 0.5599999E 00 0.2318?58E
00
CONO FAN PWR BURN FAN PW»
00 0.2547529F.-01 0.4596^>10E-02
COND DP VAP REGEN WL/W
00 0.5042357E-01 0.8400000E
V
00
TEMP(F) ENTHALPY(B/Lfl)
0
0
0
0
0
0
0
0
0
Eg
.71231F 03 0.22911E 03
.64110E 03 0.ai819E 03
.17754E 03 0.11603E 03
.17850E 03 0.36813E 02
.18384F 03 0.38118E 02
.18384E 03 0.38118E 02
.47603E 03 O.JS974E 03
.32993E 03 O.H1569E 02
,44694E 03 0.14724E 03
o, g.filKe 06 8.?!#SKi
06
DESIGN CONDITIONS
H VAP
0.2Q154?2F 02
DP LIO
0.1003000E 02
H LIQ
0.35082S9E
03
W VAP
0.39H785E
W LIQ DP VAP
01 0.328S900E 01 0.1773517E
00
PART LOAD CONDITIONS
H VAP
O.H705016E 01
OP LIQ
0.?665310F 00
VAPORIZER
H LIQ
0.350P25QE
FTAO VAP
0.9666674E
03
00
W VAP
0.5217814E
U 0
O.B920586E
W LIO DP VAP
00 0.4382963E 00 0 .4712835E-02
NTU'S EFFEC
03 0.2180212E 01 0.1013775E
ai
DESIGN CONDITIONS
H OPG IN
0.647?986F 03
w FUEL
0.8648700F. 02
H ORG OUT
0.40??410E
03
H GAS
0.8257932F
U 0 W ORG
02 0.6865111F 02 0.3911785E
01
PAWT LOAD CONDITIONS
H ORG IN
O.l^OiuDE 03
NTU'S
0.7715630F 01
H ORG OUT
0.9818973E
FFFEC
0.9943973E
02
00
H GAS
0.1778329F
FTA FIN U 0
02 0.9997012E 00 0.1531771E
02
39
-------
OPTIMIZATION OF ORC AUTOMOBILE ENGINE FOR AC1 FLUOR06ENZINE MIXTURE FLS 2/12/73
OUTPUT
SYSTEM CONRITIONS FOR 1.14HP AND 1.74MPH
ECONOMISER
DFSIGN CONDITIONS
H ORG H GAS
O.PR95798F 03 0.4848404E 02
PART LOAD CONDITIONS
H ORG H GAS
0.5779094E 0? 0.1019767E 02
W GAS NTU'S
O.S182059E-01 0.1872325E 01
CONDENSER
DESIGN CONDITIONS
ri VAP H LIO
0.2539117E 02 O.S078235E 03
DP LIO
0.1897522E 01
PART LOAD CONDITIONS
H VAP H LIO
0.6512876F 01 0.836078RE 0?
DP LIO ETAO VAP
O.S042357E-01 0.9795367E 00
CONO FAN PWR CAR MPH
0.?S475?9F-01 0.1740000E 01
ORf-J CCA
0.1487943E 0* 0.7123344E 01
APWR(I) RAMHP
0.1143000E 01 0.0
TRANSMISSION AND TURBINE bFAR
TRAMS PWR OUT CAR MPH
0.1141000E 01 0.174QOOOE 01
TURR GCftR BOX RATIO
O.U17023E 02
W ORG
0.6258859F 00
ETAV 0
0.9987993F 00
EFFEC
0.9392807E 00
W VAP
0.1829893E 02
W VAP
0.1894853E 01
U 0
0.5SP0156E 04
AMb AIR TEMP
O.ttSOOOOOE 02
0.11B148SF 01
COND AIR POWR
0.9S80307E-02
BOX
EN(3 HP OUT
0.34H447'>E 01
TRANS EFF
0.334720hE 00
W GAS
0.4963682E 00
U 0
0.8348767E 01
0.3911785F 01
W LIQ
0.5217814E 00
NTU'S
0.3371803E 01
AIR PRES OROP
0.1902160E-02
0.3660459E 00
TUR8 SPEED
0.6785992E 04
ACCESSORY KW
0.1977S07E 01
W ORG
0.8348507E-01
0.1127138E 00
DP VAP
0.1902160E-02
EFFEC
0.9818875E 00
COND AIR FLOW
0.1894853E 01
APWRO
0.1080000E 03
GEAR RATIO
0.1849999E 01
ENG HP TOT
0.6577740E 01
DFSIGN AND PART LOAD PERFORMANCE
SFCO FCYCL(l)
0.9M4h01F 00 0.9314293E 00
WEIGHT SUMMARY
TOTAL SYS WT FAN ₯T
0.1570827F 04 0.3254471E 0?
ECON HOUS V«T Trt-GR BOK WT
0.6626*34F 02 0.1456231E 03
8URMFB WT TRANJS WT
0.127S725F o? 0.1550000E 03
BATT WT ST ACCUM WT
0.4000000F 0? 0.1000000E 0?
VOLUME SUMMARY
CPU REGENERATOR
0»?310041E 00 0.412937SE 01
VAP/tCCN RURNFR
O.R^81779E 01 0.8981670E 00
ECYCL(2)
0.1378173E 01
REGEN WT
0.1
-------
DPS PT MPG OFF 1 MPG OFF 2 MPG OFF 3 MPG IDLE PT MPG
0.^937159E 01 0.158a687E 02 0.1974203E 02 0.1399821E 02 0.1175519E 01
OVER ALL MP6
0.1333240F 02
-------
APPENDIX C
OPTIMIZATION - TURBINE: 0.97 WEIGHTING FACTOR
OPTIMISATION or ORC AUTOMOBILE ENGINE FOP »C1 FLUOROBENZINE MIXTURE FLS 2/12/73
INPUT
CYCLE CONDITIONS
ALT PWR FACT ELEC CONO EFF NET POWER PARA POWER CNOSR SU8COOL
0.7SOOOOOE 00 O.IOOOOOOE 01 O.IOOOOOOE 01 0.3000000E 00 0.0 3ua>-uu<-
PUMP FR AMB AIR TEMP GAS LMV FUEL HHV CP.IT PRFS^
0.1SOOOOOE 01 O.B500000E 02 0.1926500E OS 0.2077000E 05 O.iolOOSftE 03
SES POWER DES SPEED OFF POWER 1 OFF SPEED 1 OFF POWER 2 OFF SPEED 1
.10BPOOOE 03 0.7000000E 02 0.3200000E 02 0.6000000E 02 O.B400000E 01 0.3000000E 02 I
OFF POWER 3 OFF SPEED 3 IDLE POWER IDLE SPEED
0.9919999F 01 0.2S09999E 02 0.1U3000E 01 0.1740000E 01
o* OOOOE oo
02
TURBINE
AX CLEAR TIP CLEAR
0.1550000E-.01 0.1500000E-01
NOZ VFL CQFF
0.9600000E 00 0.0 0.0 0.0.
NOZ FLOW COEF
. 0.9600000E 00 0.0 . ... 0..0
EXH HEAD LOSS FACT '
O.IOOOOOOE 01 0.0 0.0 . -0.0
-------
OPTIMI7ATION OF ORC AUTOMOBILE ENGINE FOR AC1 FLUOHOBENZINE MIXTURE FLS 2/l?/73
INPUT
REGENERATOR
TUBF FIN DESIGN
AFIN/ATOT VAP AFIN/ATOT LIQ HYD DIA VAP HYO DIA LIQ FIN LENG VAP
0.9130000F 00 0.0 0.8419998E-02 O.I920000E-01 0.25IOOOOE 00
FIN LENG LIQ FIN THICK VAP FIN THICK LIQ WALL THICK WALL T CON
0.0 0.5999997E-02 0.0 0.2000000E-01 0.1650000E 02
FIN T CON VAP FIN T CON LIQ BETA VAP BETA LIQ PLT SPACE VAP
0.1330000E 03 0.1650000E 02 0.0 0.0 0.0
PLT SPACE LIQ SIGMA VAP SIGMA LIQ ALPHA VAP FIN/IN VAP
0.0 0.5599999E 00 0.1110000E 01 0.2690000E 03 0.1200000E 02
FIN/IN LIQ
0.0
RHO HEADER
0.2fl30000F 00
HEADER THICK
0.6250000E-01
NO PASS LIQ
0.8000000E 01
RHO FIN VAP
0.9789997E-01
DPTES
0.0
RHO FIN LIQ
0.3230000E 00
COND CODE
0.0
RHO PLATE
0.3230000E 00
CONDENSER
AFIN/ATO, ,.
0.«760006E 00 0.496006&E
AFIN/ATOT VAP AFIN/AT.OJ LIQ HYO DIA VAP HYD DIA (.10 FIN LENG VAP
" - 00 0.6549999E-02 0.8339997E-02 0.1630000E 00
FIN LENG LIQ FIN THICK VAP FIN THICK LIQ WALL THICK WALL T CON
0.2SOOOOOE-01 0.3999997E-02 0.3999997E-02 0.2000000E-01 0.1000000E 03
FIN T CON VAP FIN T CON LIQ BETA VAP BETA LIQ PLT SPACE VAP
0.1000000E 03 0.1000000E 03 0.5560000E 03 0.8950000E 03 0.3260000E 00
PLT SPACE LIQ SIGMA VAP SIGMA LIQ ALPHA VAP FIN/IN VAP
O.SOOOOOOE-01 0.7770000E 00 0.1I11000E 00 0.4700000E 03 0.2200000E 02
FIN/IN LIO HEADER T,-
-------
OPTIMI7ATION OF ORC AUTOMOBILE ENGINE FOR AC1 FLUOROBENZINE MIXTURE FLS 2/12/73
INPUT
VAPORI7ER
AVG DIA(FT) NO STARTS DIA BB INSIDE OIA BB O'SIDE DIA RTO
0.1500000E 01 0.1000000E 01 0.1000000E 01 0.1760000E 00 0.1099999E 01
POROSITY K TUBE WALL EXCESS AIR H2/C RTO LHV GAS
0.4SOOOOOF 00 0.2000000E 02 0.3000000E 00 0.1875000E 00 0.1926500E 05
GAS TEMP IN CP GAS COLD CP GAS HOT FLAME TEMP VISC GAS
0.3000000F 0* 0.2800000E 00 0.3329999E 00 0.3300000E 04 O.flOOOOOE 00
K GAS
0.4SOOOOOF-01
BLOCK DATA
0.1785031F 03 0. Il271 123E-01 0.2360000E-01 itlsaoOOOE 00 if 2080000E-01
(6) (7) (8) (9) (10)
0.9SOOOOOE 00 0.8000000E 00 0.9SOOOOOE 00 0.8119854E 00 0.2500000E 01
(11) (12) (13) (14) (15)
0.4934037F 01 0.6772681E 03 0.6004147E 01 0.1000000E 01 0.8400000E 00
(16) (17)
0.8936213E 00 0.4250000E 03
-------
OPTIMIZATION OF ORC AUTOMOBILE ENGINE FOR AC1 FLUOROBENZINE MIXTURE
OUTPUT
CYCLF CONDITIONS
FLS a/12/73
TUWR EFF
0.775MP5E 00
REGEN EFFEC
0.9500000E 00
REG DP VAP
0.1773517E 00
STATE POINT
TB IN
REGEN VAP IN
CONO IN
PUMP IN
ALT IN
REGEN LIO IN
REGEN LIO OUT
ECON OUT
VAP IN
MASS FLOW
0.3863138E 01
0^4W78EKW03 Kig9l&E00 SVttoftSoEOO KVlSSIsSEOO
v«M551SoE oo ES?g«!55§SE 00 cK?iS8§85gRo2 T^WV
REG DP LIO VAP OP COND DP VAP QFRFU ui /ww
0.1003000E 02 0.8839999E 01 0.1897522E 01 0^8400000^00
PRESS(PSIA) TEMP(F)
0.42500F 03 0.71231E 03
0«16027E 02 0.57080E 03
0.15850E 02 0.20342E 03
0.13952F 02 0.17850E 03
0.44387E 03 0.18408E 03
0.44387E 03 0.18408E 03
0.43384E 03 0.41487E 03
0.43384E 03 0.41487E 03
0.43384E 03 0.41369E 03
ENTHALPY (B/LB)
0.22911E 03
0.20040E 03
0.12061E 03
0.36813E 02
0.38177E 02
0.36177E 02
0.13316E 03
0.11217E 03
0.1?980E 03
W^yEU LB/HR 0 RELEASED Q ABSORBED O HF iFPTFn
0.8379T15E 02 0.1740342E 07 S.1545710E 07 0.1165427E 07
SYSTEM EFF SFC
0.1764Q55E 00 0.931S103E 00
-------
OPTIMI7ATION OF ORC AUTOMOBILE ENGINE FOR AC1 FLUOROBEN7INE MIXTURE FLS 3/12/73
OUTPUT
TURRINF
T REF(VISC) VISC EXP BLD DENS RTO CHORD NO BLADES
0.1172000E 0* 0.1000000E 01 O.bSOOOOOE 00 0.3000691F 00 0.9flOOOOOE 02
N07 EOG THICK ROT EDG THICK ZNY ZN4Y BLD/NOZ PTO
0.9999998F-0? 0.9999998E-0? 0.1000000E 01 0.1000000E 01 0.1000000E 01
AX CLEAR TIP CLEAR
0.1500000F-01 0.1500000E-01
NO? VFL COFF
0.9600000E 00 0.0 0.0 0.0
N07 FLOW COEF
0.9600000E 00 0.0 0.0 0.0
EXH HEAD LOSS FACT
0.1000000F 01 0.0 0.0
0.0
PPFS RATIO
0.2«.51735E 0?.
P IN T IN REF VISC RPM PITCH DIA
0.4?50000F 03 0.117POOOE 0*» 0.4590000E-01 0.2585188E 05 0.600M47E 01
NOZ ANGLE BLAOF HT BLADE ANGLES ARC/T.CIRCUM NOZ AREA RTO
0.1SOOOOOF 0? 0.2565450E 00 0.3003462E 02 0.1000000E 01 O.A977407E 01
N07 AREA SPEC SPEED SPEC DIA WHEEL WT TB EFF
0.1957S56F 00 0.33?^.710E 03 0.2P92645E 01 0.2B07349E 01 0.7756125E 00
TRANSMISSION AND TUPBINE GEAR BOX
TRANS PWR OUT CAW MPH FNG HP OUT TURB SPEED GEAR RATIO
0.1080000E 03 0.7000000E 02 0.1P05790E 03 0.2585188E 05 0.1000000E 01
TU^8 GEAR BOX RATIO TRANS EFF ACCESSORY KW ENG HP TOT
0.C>?31607F 01 0.9139573E 00 0.3730000E 01 0.1441659E 03
COMBINED ROTATING UNIT
DIFF HOUS WT NOZ HOUS WT GEN HOUS WT TURB WT PUMP HOUS WT
0.5030252F 02 0.2946433E 01 0.8999998E 02 0.2807349E 01 0.18fl7559E 01
ADD WT TOT CRU WT
0.296flft75F 02 0.178132AE 03
-------
OPTIMIZATION OF ORC AUTOMOBILE ENGINE FOR AC1 FLUOROBENZINE MIXTURE FLS 2/12/73
OUTPUT
REGENERATOR
AFIN/ATOT VAP AFIN/ATOT LIQ HYO DIA VAP HYO DIA LIO FIN LENG VAP
0.9130000E 00 0.0 0.8419998E-02 0.1920000E-01 0.2510000E 00
FIN LENG LIQ FIN THICK VAP FIN THICK LIQ WALL THICK WALL T CON
0.0 0.5999997E-02 0.0 0.2000000E-01 0.16SOOOOE 02
FIN T CON VAP FIN T CON LIQ BETA VAP BETA LIQ PLT SPACE VAP
0.1330000F 03 0.1650000E 02 0.0 0.0 0.0
PLT SPACE LIQ SIGMA VAP SIG^A UIQ ALPHA VAP FIN/IN VAP
0.0 0.5599999E 00 0.1110000E 01 0.2690000E 03 0.1200000E 02
FIN/IN LIQ HEADER THICK RHO FIN VAP RHO FIN LIO RHO PLATE
0.0 0.6250000E-01 0.9789997E-01 0.3230000E 00 0.3230000E 00
RHO HEADER NO PASS LIQ DPTES CONO CODE
0.2830000E 00 0.8000000E 01 0.0 0.0
T IN VAP T OUT VAP T IN LIQ T OUT LIQ
0.5707981E 03 0.2034167E 03 0.1840807E 03 0.4148665E 03
FLOW VAP FLOW LIQ OP VAP DP LIQ CP VAP
0.3863138E 01 0.3245037E 01 0.1773517E 00 0.1003000F: 02 0.2171774E 00
CP LIQ VISC VAP VISC LIQ PR VAP PR LIQ
0.4115698E 00 0.9495397E-05 0.1772690E-03 0.7805553E 00 0.6576S09E 01
RHO IN VAP RHO OUT VAP RHO IN LIQ RHO OUT LIO H T COEF VAP
0.4779733E 00 0.7807283E 00 0.8100099E 02 0.6141315E 02 0.2769B29E 02
H T COEF LIQ MASS VEL VAP MASS VEL LlQ ETAO VAP ETAO LIQ
0.3294277E 03 0.5405981E 01 0.3149377E 03 0.9031749E 00 0.1000000E 01
RE VAP RE LIQ NO TUBES COM LENG(FT) LIO LENG(FT)
0.4793727E 04 0.3411089E 05 0.3600000E 02 0.1864240E 00 0.6769550E 01
VAP LENG/PASS VAP lENG(FT) VOL/PASS TOT VOL(CUFT) TOT INV(VAP)
0,496?286E 00 0.3970156E 01 0.6262953E 00 0.5010363E 01 0.26ft3960E 01
HEADER INVENT TOT INV«LIQ) FIN STRES VAP FIN STRES LIQ PLATE STRES
0.1S?f?668e: 01 0.5475232E 02 0.0 0.2435994E 04 0.0
DRY WT TOT WT EFFEC
0.1765029E 03 0.2339192E 03 0.9500000E 00
-------
OPTIMI7ATION OF
OUTPUT
CONDENSER
AFIN/ATQT VAP
0.8760000E 00
ORC AUTOMOBILE ENGINE FOR AC1 FLUOROBENZINE MIXTURE FLS 2/l?/73
HYD DIA VAP
0.6549999E-02
FIN LFNG LIO
0.2SOOOOOF-01
FIN T CON VAP
0.1000000E 03
PLT SPACE LIQ
0.5000000E-01
FIN/IN LIO
O.POOOOOOE 02
RHO HEADER
0.9799999E-01
RHO COND
0.8333339E 02
T IN VAP
O.R500000E 02
FLOW VAP
0.1776630E 02
CP LIQ
0.178
-------
0.3681794E 01 O.*934037t 01
-------
OPTIMI7ATION OF
OUTPUT
VAPORI7ER
ORC AUTOMOBILE ENGINE FOP AC1 FLUOROBEN7INE MIXTURE FLS 2/12/73
AVG DIA(FT)
0.9911393F 00
POROSITY
0.4SOOOOOF 00
GAS TEMP IN
0.3000000F 04
K GAS
0.4500000F-01
W OPG
0.3863138E 01
CP ORG OUT
0.2826294E 00
RHO ORG
0.3483284F 0?
T FLUE GAS
0.5S80017F 03
H GAS
0.8782756E 0?
WCH
0.1601383F 00
FIN HT
0.1244548F-02
ECONOMISER
OIA 68 O'SIOF
0.1760000F 00
CP GAS
0.2800000F 00
W GAS
0.4H08961E 00
MU ORG
0.1327478F-03
H ORG
0.277=42?E 03
FIN HT
0,l-.343«iSF CO
INVENT
0.1611S34F 02
BURNER FAN AND
FAN PWR(KW)
0.2C.OOOOCF 01
NO STARTS
0.1000000E 01
K TUBE WALL
0.2000000E 02
CP GAS COLO
0.2800000E 00
0.4808961E 00
MU ORG IN
0.1330712E-03
RHO GAS
0.1(S42740E-01
H ORG IN
0.695*851£ 03
UO
0.7306407E 02
TUBE I/D
0.11R0423E 00
VAP HT
O.J036174E 01
K TUBE WALL
0.2000000E 02
VISC GAS
Q.1099997E 00
W ORG
0.6181030E 00
K ORG
0.3162959E-01
ZML
0.419P212E 00
ECON HT
0.4S81649E 00
ECON WT
0.943253PE 02
MOTOR
W AIR
0.4576208F 00
DIA 88 INSIDE
0.1000000E 01
EXCESS AIR
0.3000000E 00
CP GAS HOT
0.3329999E 00
T ORG IN
0.4136858E 03
MU ORG OUT
0.2146040E-06
DP ORG
0.8«39999E 01
H OPG OUT
0.4P81194E 03
H FLUX
0.5213083E 05
TUBE 0/D
0.1P98464E 00
VAP VOL
0.2996511E 01
PASStS
0.3000000E 01
K GAS
0.4SQOOOOE-01
RHO OPG
0.4032671E 02
OP ORG
0.1003000E 02
F G&S
O.Snf,7043E 00
ML
0.4192212E 00
OP ATR
0.7189049E 00
DIA BB O'SIDE
0.1760000F 00
H2/C HTO
0.1875000E 00
FLAME TEMP
0.3300000E 04
0.9l23?^lE 03
K ORG IN
0.3171459E-01
OP GAS
0.6424286E 00
RE GAS
0.1888180E 05
NTU
0.3748218E 01
TUBE LENG
0.7143896E 02
INVENT
0.2723259E 02
POROSITY
0.4500000E 00
RHO GAS
0.1642740E-01
DP GAS
0.7647622E-01
TUBE I/O
0.6054717E 00
F GAS
0.5067043E 00
FAN RPM
0.4054183E 04
DIA RTO
0.1099999E 01
LHV GAS
0.1926500E 05
VISC GAS
0.1099997E 00
CP ORG IN
-0.31964t8E 01
K ORG OUT
0.1585057E-01
EFFEC
0.9SOOOOOE 00
F GAS
0.5001183E 00
ML
0.6193722E-01
NO TUBES
0.2294301E 02
TOT WT
0.1826055E 03
DIA RTO
0.1099999E 01
CP ORG
0.3205931E 00
ECON DIA
0.1250832E 01
TUBE 0/D
0.6660185E 00
TUBE LENG
0.6662091E 0?
FAN OIA
0.1100000E 02
FAN+MOTOR wr
0.1698999E 02
-------
OPTIMIZATION OF ORC AUTOMOBILE ENGINE FOR AC1 FLUOROBENZINE MIXTURE FLS 2/12/73
OUTPUT
HOTWFLL
CAPACITYCU FT
0.141P641E 01
BLOCK DATA
(1) (2) (3) (4) (5)
0.1785031F 03 0.1271123E-01 0.3360000E-01 0.1360000E 00 0.2080000E-01
(6) (7) (8) (9) (10)
0.9SOOOOOF 00 O.eOOOOOOE 00 0.9500000E 00 0.8119854E 00 0.2500000E 01
(11) (12) (13) (14) (15)
0.4934037E 01 0.677?681E 03 0.6004147E 01 0.1000000E 01 0.8400000E 00
(16) (17)
0.8936213E 00 0.42SOOOOE 03
51
-------
OPTIMIZATION OF ORC AUTOMOBILE ENGINE FOR AC1 FLUOR08ENZINE MIXTURE
OUTPUT
SYSTFM CONOITIONS FOR 32.00HP AND 60.OOMPH
CYCLE CONOITIONS
FLS 3/12/73
TUWB EFF
0.7056679E 00
REGEN EFFEC
0.1010304E 01
REG DP VAP
0.1841984E-01
STATE POINT
TP IN
REGEN VAP IN
COND IN
PUMP IN
ALT IN
REGEN LIO IN
REGEN LIO OUT
ECON OUT
VAP IN
MASS FLOW
0.109741IE 01
SYSTEM EFF
0.1799013F 00
ENG PQWW KW
0.2847987E 02
VAP EFFEC
0.9839734E 00
REG OP LIO
0.1041719E 01
MECH EFF
0.9809446E
ECON EFFEC
0.8716984E
VAP DP
0.9181262E
PPESS(PSIA)
0.
0.
0.
0,
0.
0.
0.
0.
0.
WFUEL LB/HR
0.2264922E 02
SFC
0.9134090E 00
42500E
14168F
14149E
13952E
42696E
42696E
42592E
42592E
42592E
8.85k
03
02
02
02
03
03
03
03
03
SSI!
PUMP EFF CPU EFF
00 0.5599999E 00 0.6419105E 00
COND FAN PWR BURN FAN PWR
00 0.0 0.1077189E 00
COND DP VAP REGEN WL/WV
00 0.1970775E 00 0.8400000E 00
TEMP(F)
0
0
0
0
0
0
0
0
0
!&
.71231E
.57734E
.17980E
.17850E
.18386E
.18386E
.44401E
.35315E
.43158E
06 0.
03
03
03
03
03
03
03
03
03
A8SO
4161
ENTHALPY(B/LB)
0.
0.
0.
0.
0.
0.
0.
0.
0.
R8E
8IS
2291 IE
20206E
11642E
36813E
38123E
38123E
14008E
89266E
13195E
06 (
03
03
03
02
02
02
03
02
03
5.3I45087E 06
REGENERATOR
DESIGN CONDITIONS
H VAP H LIO
0.2769829E 02 0.3294277E
DP LIO
0.1003000F
02
PART LOAD CONDITIONS
0.:5294277E
H VAP
0.1301699F
DP LIO
0.1041719E
01
ETAO VAP
0.951213fl£
03
03
00
VAP
.3863138E
W VAP
0.1097411E
U 0
0.1397801E
01
01
04
0.3245037E
NTU'S
0.1629141E
01
00
01
DP VAP
0.1773517E
00
OP VAP
0.18
41984E-01
EFFEC
0.1010304E
01
VAPORIZER
DESIGN CONDITIONS
H ORG OUT
0.4281194E
H OPG IN
0.6956851E 03
W FUEL
0.8379115F 02
PART LOAD CONDITIONS
H OPG IN
0.?«8?791F 03
NTU'S
0.5652532E 01
03
H ORG OUT
0.1774048E 03
EFFEC
0.9839734E
00
H GAS
0.8782756E 02
H GAS
0.3630408E: 02
U Q
0.7
306407E 02
00
W ORG
0.3863138E 01
K.8
062459E 02
-------
OPTIMIZATION OF ORC AUTOMOBILE ENGINE FOR AC1
OUTPUT
SYSTEM CONDITIONS FOR 32.00HP AND 60.OOMPH
ECONOMISER
DESIGN CONDITIONS
FLUOROBENZINE MIXTURE FLS 2/12/73
H ORG
0.2775422E 03
H GAS
0.3941615E 02
PART LOAD CONDITIONS
M ORG
0.1014080E 03
W GAS
0.1299888E 00
H GAS
0.1598285E 02
NTU'S
0.1355454E 01
CONDENSER
DESIGN CONDITIONS
H VAP H LIQ
0.2478583E 02 0.4957166E 03
DP LIO
0.1897522F 01
PART LOAD CONDITIONS
H VAP
0.1163752E 02
DP LIO
0.1970775E 00
H LIO
0.187
77066E 03
ETAO VAP
0.964?236E 00
w ORG
0.6181030E 00
ETAV 0
0.9969417E 00
EFFF:C
0.8716984E 00
W VAP
0.1776630E 02
0.5tl39165E 01
U 0
0.1056232E 05
* GAS
1.4808961E 00
u
326474E 02
W LIO
0.3863138E 01
s5859E 00
DP VAP
0.1044837E 00
W LIQ OP VAP
0.1097411E 01 0.1081485E-01
NTU«S EFFEC
0.2425979E 01 0.9265478E 00
COND FAN PWR
0.0
§?3ll45087F 06
APWR! I)
0.3200000E 02
CAR MPH
0.6000000E
CCA
0.7156988E
RAMHP
0.1527811E
02
01
01
TRANSMISSION AND TURBINE GEAR
TRANS PWR OUT
0.3200000E 02
TURB GEAR BOX
0.9?31607E 01
CAR MPH
0.6000000E
RATIO
02
AMB AIR TEMP
0.8500000E 02
0?II185752E 01
COND AIR POWR
0.1448559E 00
BOX
ENG HP OUT
0.3323909E 02
TRANS EFF
0.9823689E 00
AIR PWES DROP
0.1081485E-01
0.3604888E 00
TURB SPEED
0.2060560E 05
ACCESSORY KW
0.3275828E 01
CONO AIR FL
0.5039165E
O.I080000E
GEAR RATIO
0.1000000E
ENG HP TOT
0.3817677E
W
03
01
02
53
-------
OPTIMIZATION OF ORC AUTOMOBILE ENGINE FOR AC1 FLUOROBEN7INE MIXTURE
OUTPUT
SYSTEM CONDITIONS FOR 8.40HP AND 30.OOMPH
CYCLE CONDITIONS
FLS 2/12/73
TURB EFF ENG POWR KW
0.5986517F 00 0.9899955E
REGEN EFFEC VAP EFFEC
0.1015131E 01 0.9936640E
REG OP VAP REG DP LIO
0.3797905E-02 0.2147877E
STATE POINT
TB IN
REGEN VAP IN
COND IN
PUMP IN
ALT IN
PEGEN LIQ IN
REGEN LIO OUT
ECON OUT
VAP IN
MASS FLOW WFUEL L8/HR
0.4568315E 00 0.9004318E
SYSTEM FFF SFC
0.1227452E 00 0.1338737E
REGENERATOR
DESIGN CONDITIONS
H VAP H LIO
0.2769829F 02 0.3?94277E
MECH EFF PUMP EFF CRU EFF
01 0.9750747E 00 0.5599999E 00 0.5340891E 00
ECON EFFEC COND FAN PWR BURN FAN PWR
00 0.9168378E 00 0.0 0.9125624E-02
VAP DP COND DP VAP REGEN tfL/WV
00 0.1893045E 00 0.4063455E-01 0.8400000E 00
PRESS(PSIA) TEMP(F)
0.42500E 03 0.71231E 03
0.13997E 02 0.59343E 03
0.13993F 02 0.17764E 03
0.13952F 02 0.17850E 03
0.42540F 03 0.18384E 03
0.42540E 03 0.18384E 03
0.42519E 03 0.44673E 03
0.42519F 03 0.34030E 03
0.42519E 03 0.43838F 03
ENTHALPY (B/LB)
0.22911E 03
0.20608E 03
0.11604E 03
0.3«S813E 02
0.38118E 02
0.38118E 02
0.14530E 03
0.84968E 0?
0.13565E 03
0 RELEASED Q ABSORBED Q REJECTED
01 0.1R70197E 06 0.1660268E 06 0.1303030E 06
01
W VAP W LIQ DP VAP
03 0.3H63138E 01 0.3245037E 01 0.1773517E 00
OP LIO
0.1003000E 02
PART LOAD CONDITIONS
H VAP
0.7fi93833f 01
DP LIQ
0.2147877F 00
H LIO
0.3294277E.
ETAO VAP
0.9703889E
03
00
W VAP
0.456831SE
U 0
0.9698821E
00
03
W LIO
0.3837385E
00
NTU'S
0.3715477E 01
DP VAP
0.3797905E-02
EFFEC
0.1015131E 01
VAPORIZER
DESIGN CONDITIONS
H ORG OU
0.428119
T
4E 03
h ORG IN
0.69S68S1E 03
w FUEL
0.8379115E 02
PAPT LOAD CONDITIONS
H OPG IN H ORG OUT H GAS
0.1560932E 03 0.9605856t 02 0.193
NTU'S
0.7560897E 01
EFFFC
0.9936640E 00
H GAS
0.8782756E 02
U 0
0.7
7306407E 02 0.3863138E 01
ETA FIN
0565E 02 0.9997189F 00
1640236E 02
-------
OPTIMI7ATION OF
OUTPUT
YSTEM CONDITIONS FOR
CONOMISER
DESIGN CONDITIONS
ORC AUTOMOBILE ENGINE FOR AC1 FLUOROBENZINE MIXTURE FLS 2/12/73
8.40HP AND 30. OOMPH
H ORG H GAS
0.2775422E 03 0.3941615E 02
PART LOAD CONDITIONS
H ORG H GAS
0.5030154E 0? 0.8457438E 01
W GAS NTU«S
0.5167780E-01 0.1787866E 01
CONDENSER
DESIGN CONDITIONS
H VAP H LIQ
0.247H583E 0? 0.4957166E 03
DP LIO
0.1897522E 01
PART LOAD CONDITIONS
H VAP H LIO
0.6791672E 01 0.8820074E 02
DP LIO ETAO VAP
0.4063455F-01 0.9786863E 00
COND FAN PWR CAW MPH
0.0 0.3000000E 02
OREJ CCA
0.1303030E 06 0.7156988E 01
APWR(I) RAMHP
0.8400000E 01 0.8724970E-01
TRANSMISSION AND TURBINE GEAR
TRANS FWR OUT CAR MPH
0.3400000E 01 0.3000000E 02
TURB GEAR BOX RATIO
0.9231607F 01
W OPG
0.6181030E 00
ETAV 0
0.9983603E 00
EFFEC
0.9168378E 00
W VAP
0.1776630E 02
W VAP
0.2053769E 01
U 0
0.5739977E 04
AMB AIR TEMP
0.8^00000E 0?
CZL
O.Il«57b2E 01
COND AIR POWP
0.1173482E-01
BOX
ENG HP OUT
0.9016057E 01
TRANS EFF
0.9506847E 00
W GAS
0.4808961E 00
U 0
0.6955794E 01
W LIO
0.3863138E 01
W LIO
0.4568315F 00
NTU'S
0.3234781E 01
AIR PRES DROP
0.2149651E-02
CCTOT
0.3604888E 00
TUR8 SPEED
0.158S829E 05
ACCESSORY KW
0.2864853E 01
W ORG
0.7309306E-01
DP VAP
0.1044R37E 00
DP VAP
0.2149651E-02
EFFEC
0.97S9165E 00
COND AIR FLOW
0.2053769F 01
APWRO
0.1080000E 03
GEAR RATIO
0.1520000E 01
ENG HP TOT
0.13?7072E 02
-------
OPTIMIZATION OF ORC AUTOMOBILE ENGINE FOR AC1 FLUOROBENZINE MIXTURE
OUTPUT
SYSTEM CONDITIONS FOR 9.92HP AND ?5.10MPH
CYCLF CONDITIONS
FLS 8/12/73
TUWR EFF ENG POWR KW
0.6464850F 00 0.1171975E
REGEN EFFEC VAP EFFEC
0.1014900F 01 0.9925800E.
REG DP VAP REG DP LIO
0.4663423F-02 0.2637365E
STATE POINT
TB IN
REGEN VAP IN
COND IN
PUMP IN
ALT IN
REGEN LIO IN
REGEN LIO OUT
ECON OUT
VAP IN
MASS FLOW WFUEL LB/HR
0.5121357E 00 0.1031251E
SYSTEM EFF SFC
0.1P80065F 00 0.1?83711E
REGENERATOR
DESIGN CONDITIONS
H VAP H LIO
0.27698P9F 02 0.3294277E
DP LIO
0.1003000E 02
MECH EFF PUMP EFF CPU EFF
02 0.9472042E 00 0.5599999E 00 0.5641096E 00
ECON EFFEC COND FAN PWP BURN FAN PWR
00 0.9077192E 00 0.0 0.8602183E-02
VAP DP COND DP VAP REGEN WL/WV
00 0.2324457E 00 0.4989490E-01 0.8400000E 00
PRESS(PSIA) TEMP(F) ENTHALPY (B/LB)
0.4?500F 03 0.71231E 03 0.22911E
0.14007E 02 0.58610E 03 0.20425E
0.14002E 02 0.17785E 03 0.11608E
0.13952E 02 0.17850E 03 0.36813E
0.42550E 03 0.18384E 03 0.38118E
0.42550F 03 0.18384E 03 0.38118E
0.42523E 03 0.44954E 03 0.14308E
0.42523F 03 0.33778E 03 0.84137E
0.42523E 03 0.43576E 03 0.13365E
0 RELEASED 0 ABSORBED 0
02 0.2141908E 06 0.1895739E 06 0
01
W VAP W LIQ 0
03 0.3863138E 01 0.3245037E 01 0
03
03
03
02
02
02
03
02
03
.Mm 06
?17<73517E 00
PART LOAD CONDITIONS
H VAP H LIO
' 0.3294277E
DP LIO
0.2637365F
01
00
ETAO VAP
0.9683746E
03
00
V VAP
0.5121357E
00
U 0
0.1020499E 04
W LIO
0.4301940E
NTU'S
0.2548652E
00
01
DP VAP
4663423E-OH
EFFEC
0.1014900F 01
VAPORIZER
DESIGN CONDITIONS
H OkG IN
0.6956851E 03
w FUEL
0.8379115E 02
PART LOAD CONDITIONS
H ORG OUT
0.4281194E 03
H ORG IN
0.1690926E 03
NTU'S
0.7232004F 01
H ORG OUT
0.1040583E 03
EFFEC
0.9925800E 00
H GAS
0.8782756E 02
H GAS
0.2119743E 02
7306407E 02
ETA FIN
0.9996914E 00
13BE 01
U 0
0.1
796515E 02
-------
OPTIMIZATION OF ORC AUTOMOBILE ENGINE FOR AC1
OUTPUT
SYSTEM CONDITIONS FOR 9.92HP AND 25.10MPH
ECONOMISES
FLUOROBENZINE MIXTURE FLS 2/12/73
DESIGN CONDITIONS
H OPG
0.2775422E 03
H GAS
0.3941615E
PART LOAD CONDITIONS
02
H ORG
0.5511693E
W GAS
0.(5918579E-01
CONDENSER
DESIGN CONDITIONS
H VAP
0.2478583E
02
H LIQ
0.4957166E
DP LIO
0.1897522F 01
PART LOAD CONDITIONS
01
H VAP
0.6646503E
DP LIQ
0.4989490E-01
02
H GAS
0.9287289E 01
NTU'S
0.1713215E. 01
03
H LIO
0.6538010E 02
ETAO VAP
0.9791288E 00
W ORG
0.6161030E 00
ETAV 0
0.9982020E 00
EFFEC
0.9077192E 00
W VAP
0.1776630E 02
W VAP
0.1981127E 01
U 0
0.5594328E 04
W GAS
0.4808961E 00
U Q W ORG
0.7633731E 01 0.8194178E-01
W LIQ DP VAP
0.3863138E 01 0.1044837E 00
W LIQ DP VAP
0.5121357E 00 0.2014732E-02
NTU'S EFFEC
0.3268301E 01 0.9759165E 00
COND FAN PWR
0.0
OREJ
0.1461436F 06
CAR MPH
0.2509999E 02
CCA
0.7
156988E 01
APWR(T) RAMHP
0.9919999E 01 0.2541313E-01
AMB AIR TEMP AIR PRES DROP COND AIRTLOW
0.8500000E 02 0.2014732E-02 0.1981I27E 01
CZL
0.1185752E 01
COND AIR POWR
0.1060928E-01
TRANSMISSION AND TURBINE GEAR BOX
TRANS PWP OUT CAR MPH
0.9919999E 01 0.2509999E 02
TURB GEAR BOX RATIO
O.S)?31607E 01
ENG HP OUT
0.1076856E 02
TRANS EFF
0.9399999E 00
CCTOT
0.3604888E 00
TURB SPEED
0.2178350E
05
ACCESSORY KW
0.3377799F 01
APWRD
0.10ROOOOE 03
GEAR RATIO
0.2520000E 01
ENG HP TOT
0.1571012E 02
57
-------
OPTIMIZATION OF ORC AUTOMOBILE ENGINE FOR AC1 FLUOR08EN7INE MIXTURE
OUTPUT
SYSTEM CONDITIONS FOR 1.14HP AND 1.74MPH
CYCLF CONDITIONS
FLS 2/12/73
TURH EFF ENO PQWR KW MECH EFF
0.2834604F 00 0.4907433E 01 0.9967456E
REGEN EFFEC VAP EFFEC ECON EFFEC
0.1014855E 01 0.9942877E 00 0.9362606E
REG DP VAP REG DP LIQ VAP DP
0. 48231 11E-02 0.2727675E 00 0.2404053E
STATE POINT
TB IN
REGFN VAP IN
COND IN
PUMP IN
ALT IN
REGEN LIO IN
REGEN LIQ OUT
ECOM OUT
VAP IN
PRESS(PSIA)
0
0
0
0
0
0
0
0
0
.42500E
.14009E
.14004E
.13952E
.42551E
.42551E
.42524E
.42524E
.42524E
03
02
02
02
03
03
03
03
03
PUMP EFF CRU EFF
00 0.5599999E 00 0.2317674E 00
COND FAN PWP BURN FAN PWR
00 0.2549907E-01 0.5010065E-02
COND DP VAP PEGEN WL/WV
00 0.5160344E-01 0.8400000E 00
TEMP(F)
0
0
0
0
0
0
0
0
0
.71231E
.64116E
.17705E
.17850E
.18384E
. 18384E
.47631E
.33007E
.44712E
03
03
03
03
03
03
03
03
03
ENTHALPY(B/LB)
0
0
0
0
0
0
0
0
0
.22911E
.21821E
.11594E
.36813E
.38118E
.38118E
.15987E
.R1615F
.14735E
03
03
03
02
02
02
03
02
03
MASS FLOW WFyEL LB/HR Q RELEASED Q ABSORBED Q REJECTED
0.5?1974lE 00 0.9021797E 01 0.1873827E 06 0.1667143E 06 S.14ft6845E 06
SYSTEM EFF
0.4734595E-01
SFC
0.3470699E
REGENERATOR
DESIGN CONDITIONS
H LIO
0.3?94277E
H VAP
0.2769829E
DP LIO
0.1003000E
02
02
PART LOAD CONDITIONS
H VAP
0.8334478E 01
OP LIO
0.2727675F 00
H LIO
0.3?94277E
ETAO VAP
0.9680268E
01
03
03
00
W VAP
0.3863138E
W VAP
0.5?19741E
U 0
0.1029089E
01
00
04
W LIO
0.324S037E
DP VAP
01 0.1773517E 00
w
0.
34583E 00
NTU'S
0.2521664E
DP VAP
0.4823111E-02
EFFEC
01 0.1014R55E 01
VAPORI7ER
DESIGN CONDITIONS
H OPG IN
W FUEL
0.8379115E
03
0?
H ORG OUT
0.4?81194E
PART LOAD CONDITIONS
H ORG .
0.1713598c" 03
IN H ORG OUT
598t" 03 0.1054S35E
NTU'S
0.7661?62E 01
EFFEC
0.9942877E
03
03
00
H GAS
0.8782756E
02
H GAS
0.1930025E 02
U 0
0.7
7306407E 02
ETA FIN
0.9997190E
00
3863138E 01
U 0
0.1
661337E 02
58
-------
OPTIMI7ATION OF ORC AUTOMOBILE ENGINE FOR AC1
OUTPUT
SYSTEM CONDITIONS FOR 1.14HP AND 1.74MPH
ECONOMISES
DESIGN CONDITIONS
FLUOROBENZINE MIXTURE FLS 2/12/73
H ORG H GAS
0.2775422E 03 0.3941615E 02
PART LOAD CONDITIONS
H ORG H GAS
O.S596231F 02 0.8468762E 01
W GAS NTU'S
0.5177812E-01 0.1818655E 01
CONDENSER
DESIGN CONDITIONS
H VAP H LIQ
0.2478583E 02 0.4957166E 03
DP LIO
0.1897522E 01
PART LOAD CONDITIONS
H VAP H LIO
0.6491867E 01 0.8256311E 02
DP LIO ETAO VAP
0.5160344E-01 0.9796008E 00
COND FAN PWK CAR MPH
0.2549907E-01 0.1740000E 01
QREJ CCA
0.1486845E 06 0.7156988E 01
APWR(I) RAMHP
0.114.1000E 01 0.0
TRANSMISSION AND TURBINE GEAR
TRANS PWP OUT CAR MPH
0.1143000E 01 0.1740000E 01
TURB GEAR BOX RATIO
G.9231607E 01
W ORG
0.6181030E 00
ETAV 0
0.9983581E 00
EFFEC
0.9362606E 00
W VAP
0.1776630E 02
W VAP
0.190
-------
0.5096004F 01 0.1615950E 02 0.2032359E 02 0.14B4702E 02 O.II76483E 01
OVER ALL MPG
0.1381457E 02
«««»«PAOFF= 0.1088078E 01»««*»
60
-------
APPENDIX D
OPTIMIZATION - RECIPROCATOR: 0.5 WEIGHTING FACTOR
OPTIMIZATION OF ORC AUTOMOBILE ENGINE FOR AC2 PYRIDINE/WATER MIX. FLS 5/1/73
INPUT
CYCLE CONDITIONS
ALT PWB FACT ELEC COND EFF NET PQWFR PARA POWER CNDSR SUBCOOL
0.7500000E 00 O.IOOOOOOE 01 O.IOOOOOOE 014 0.3000000E 00 0.0
PUMP FR AMB AIR TEMP GAS LHV FUEL HHV CRIT PRESS
0.1SOOOOOF 01 0.8SOOOOOE 02 0.1926500E OS 0.2077000E 05 0.1732000E 0«
DES POWER DES SPEED OFF POWER 1 OFF SPEED 1~ OFF POWER 2 OFF SPEED 2 |
O.lOHOOgOF 03 0.7000000E 02 0.3200000F 02 0.6000000E 02 0.8400000E 01 0.3000000E 02 '
OFF POWER 3 OFF SPEED 3 IDLE POWER IDLE SPEED
0.9919999E 01 0.2509999E 02 O.I143000E 01 0.17'tOOOOE 01
PCT TIMF. OES PCT TIME OFF] PCT TIME OFF? PCT TIME QFF3 PCT TIME IDLE MAX ENG WT CPflO^
0.5000000F 00 0.1650000E 02 0.3300000E 0? . 0.2800000C 02 ^0«2200000£ Oc 0«1400000£ 0^ O.SoOOOOOE 00
8ASE MPG FUEL LR/GAL
.I500000E 02 0.6099999E 01
RECIPROCATOR
BORF STROKE CRANK INT ANG ENGINE RPM NO OF CYLIN
O.IOOOOOOE 01 0.3000000E 01 0.5<.00500E 02 O.I900000E 0* O.AOOOOOOE 01
PCT Cl
0
CI CL LENO PCT PFL PORT ROD/STROKE VALV FLOW COEF
.3000000E-01 0.2000000E 00 0.2000000E 01 O.AOOOOOOE 00.
61
-------
OPTIMIZATION OF
INPUT
REGENERATOR
TUBE FIN DESIGN
AFIN/ATOT VAP
0.9130000E 00
ORC AUTOMOBILE ENGINF FOP AC2 PYRIDINE/WATER MIX. FLS 5/1/73
AFIN/ATOT LIQ
0.0
0.84
PI* yftp H>
-------
OPTIMIZATION OF ORC AUTOMOBILE ENGINE FOP AC? PYRIOINE/WATER MIX. FLS 5/1/73
INPUT
VAPORIZER
AVG DIA(FT) NO STARTS DIA BB INSIDE OIA BB 0«SIDE OIA RTO
0.1500000F 01 0.1000000E 01 O.lOOOOOOEOl oil760000E 00 0.1099999E 01
POROSITY K TUBE WALL EXCESS AIR H2/C RTO LHV GAS
0.4SOOOOOE 00 0.2000000E 0? 0.3000000E 00 0.1875000E 00 0.19?6500E 05
GAS TEMP IN CP GAS COLD CP GAS HOT FLAME TEMP VISC GAS
0.3000000F 04 0.2800000E 00 0.3329999E 00 0.3300000E 04 O.TlOOOOOE 00
K GAS
0.4500000F-01
BLOCK DATA
0.2420000? 03 0.1430000E-01 0.3440000E-01 0.2080000E-01 0.9999996E-01
(6) (7) (8) (9) (10)
0.8699999E 00 0.8000000E 00 0.9500000E 00 0.8000000E 00 0.2500000E 01
(11) (12) (13) (14) (15)
0.5000000E 01 0.1900000E 04 0.3000000E 01 0.5400000E 02 0.8400000E 00
(16) (17)
0.7259995E 00 0.7000000E 03
63
-------
OPTIMI7ATION OF ORC AUTOMOBILE ENGINE FOR AC2 PYRIDINE/WATER MIX.
OUTPUT
CYCLE CONDITIONS
FLS 5/1/73
EXPANDER EFF FNG PQWR KW MECH EFF
0.6455327E 00 0.1077667E 03 0.957^988E
REGEN EFFEC VAP EFFEC ECON EFFEC
O.B699999F 00 0.9SOOOOOE 00 0.8000000E
REG DP VAP REG DP LIQ VAP DP
0.3M4014F. 00 0.2407999E 02 0.6999997E
STATE
TB IN
RFGEN
COND
PUMP
POINT
VAP IN
IN
IN
ALT IN
REGEN
REGEN
ECON
LIQ IN
LIQ OUT
OUT
VAP IN
Btfia
!V°gE 01 KVft
PRESS(PSIA)
0
0
0
0
0
0
0
0
0
.70000E
.26160E
.25798E
.25273E
.79408E
.79408E
.77000E
.77000E
.77000E
03
02
02
02
03
03
03
03
03
iofeKFoa 8.§5Wt!
PUMP EFF CRU EFF
00 0.7000000E 00 0.5797526E 00
COND FAN PWR BURN FAN PWR
00 0.932^546E 01 0.2500000E 01
COND DP VAP REGEN WL/WV
02 0.5256747E 00 0.8400000E 00
TEMP(F)
0
0
0
0
0
0
0
0
0
i§?
.71231E
.47904E
.27515E
.24200E
.24469E
.24469E
.35615E
.45580E
.37349E
07 8.!
03
03
03
03
03
03
03
03
03
\%n
ENTHALPY (B/L8)
0
0
0
0
0
0
0
0
0
5?
.69801E
.60953E
.52<»58E
.16102E
<.16*68E
.16<»68E
.26561E
.37262E
.28290E
Iio7 1
03
03
03
03
03
03
03
03
03
3 REJECTED
SYSTEM EFF SFC
0.1313010E 00 0.1251502E 01
-------
OPTIMIZATION OF ORC AUTOMOBILE ENGINE FOR AC2
OUTPUT
RECIPROCATOR
INI FT PRESS INLET TEMP EXHAUST PI?ES
0.7o60000E 03 6.7T23iOlE 03 0.26I5988t 52
BORF DIA STROKE ENGINE RPM
0.3061781F 01 0.3000000E 01 0.1900000E 04
EXP LENGTH ROD LENGTH PISTON AREA
0.2075000E 00 0.5000000E 00 0.51 10401E-01
VALV LENGTH AVG PIST SPD EXPAN RATIO
0.6180471E-01 0.9500000E 03 0.2994024E 01
RECIPROCATOR DIAGNOSTIC
O.I12E 00 0.882E 00 0.698E 03 0?700E 03
HEXVI SEXS HEXS P2CIP
0.561E 03 0.882E 00 0.561E 03 0.226E 03
H2SCP TGCIP TWCTP P3EXV
0.ft48F 03 0.fr67E 03 0.485E 03 0.262E 02
H?TCP DHTCP HVDHT OHTCP
0.6A7F 03 0.137E 03 0.713E-04 0.109E 01
0?l^-01 (tftff 03 0^1 00 0?H§9I 00
ZNEH
0.646E 00
PRES RATIO
0.2675853E 0?
TRANSMISSION AND EXPANDER GEAR BOX RATIO
TRANS PWR OUT CAR HPH ENG HP OUT
0.1080000E 03 0.70COOOOE 02 0.1232067E 03
EXPAND GEAR BOX RATIO TRANS EFF
0-5601294E 00 0.8944646E 00
PYRIDINE/WATER MIX. FLS 5/1
5^i8S98SE 03 S?g«0mE*»§
NO OF CYLIND CLEAR LENGTH
0.4000000E 01 0.7499997E-02
INT VALV AREA EXH VALV AREA
0.1022080F-01 0.1022080E-C1
MEAN EFF PRES EXP EFF HM
0.4648665E 03 0.6180968E 00
ol^oo o^Sifoa ofiSlioo
V2CIP H2CIP S2SCP
0.104E 01 0.647E 03 0.882E 00
V3CIP H3CIP H3EXV
0.858E 01 0.608E 03 0.609E 03
EXHDH DPIV
0.750E-03 0.104E 00
o?8K! oo o!8fi! oo 0^5ii 03
EXPAND SPEED GEAR RATIO
0.1900000E 04 0.1000000E 01
ACCESSORY KW ENG HP TOT
0.3730000E 01 0.1444594E 03
65
-------
OPTIMI7ATION OF ORC AUTOMOBILE ENGINE FOR AC? PYRIDINE/WATER MIX. FLS S/l/73
OUTPUT
REGENERATOR
AFIN/ATOT VAP AFIN/ATOT LIQ HYD DIA VAP HYD DIA LIQ FIN LENG VAP
0.9130000E 00 0.0 0.b4l9998E-02 0.1920000E-01 0.25TOOOOE 00
FIN LENG LIO FIN THICK VAP FIN THICK LIO NAIL THICK WALL T CON
0.0 0.5999997E-02 0.0 0.2000000E-01 O.lftSOOOOE 0?
FIN T CON VAP FIN T CON LIO BETA VAP BETA LIQ PIT SPACE VAP
0.1330000E 03 0.1650000E 02 0.0 0.0 0.0
PLT SPACE LIO SIGMA yap SIGMA LIQ ALPHA VAP FIN/IN VAP
0.0 0.5599999E 00 O.H10000E 01 0.2690000E 03 0.1200000E 02
FIN/IN LIO HEADER THICK RHO FIN VAP RHO FIN LIQ RHO PLATE
0.0 0.6250000E-01 0.9789997E-01 0.3230000E 00 0.3230000E 00
RHO HFADEP NO PASS LIQ DPTES COND CODE
0.2B30000E 00 0.6000000E 01 0.0 0.0
* 03 S.iVIl^21E 03 S.244kaS4E 03 0.3^lb{$E 03
01 CU?o'80"o:04E 01 O^a^Ol^E 00 0^2^J?999E 02 S.Ay&658?E 00
CP LIQ VISC VAP VISC LIQ PR VAP PR LIQ
0.9073137F 00 0.8921 141E-05 0.2<^834E-03 0.8385819E 00 0.7060693E 01
RHO IN VAP RHO OUT VAP RHO IN LIQ RHO OUT LIQ H T COEF VAP
0.11614<*8E 00 0.147ft70^E 00 0.5570267E 02 0.^944901E 02 0.4809186E 02
H T COEF LIQ MASS VEL VAP MASS VEL LIQ ETAO VAP ETAO LIQ
0.1052066E 04 0.5171558E 01 0.4888179E 03 0.8462272E 00 0.1000000E 01
04 3830E 05 BoE 01 oi
VAP LFNG/PASS VAP LENG(FT) VOL/PASS TOT VOL(CUFT) TOT TNVCVAP)
0.?335901F 00 0.166e723E 01 O.I035593F 00 0.8204741E 00 0.90830 73E-0 1
HEADED INVENT TOT INV(LIO) FIN STRES VAP FIN STRES LIQ PLATE STRES
0,15<*?"59E 00 0.6121993E 01 0.0 0.4354906E 04 0.0
DRY WT TOT WT EFFFC
0.3023?I6E 02 0.3644496E 02 0.8699999E 00
66
-------
OPTIMIZATION OF ORC AUTOMOBILE ENGINE FOP AC2 PYRIDINE/WATER MIX. FLS 5/1/73
OUTPUT
CONDENSER
FIN LENG LIQ FIN THICK VAP FIN THICK LIQ WALL THICK WALL T CON
0.2500000E-01 0.3999997E-02 0.3999997E-02 0.2000000E-01 0.1000000E 03
FIN T CON VAP FIN T CON LIQ BETA VAP BETA LIQ PLT SPACE VAP
0.1000000E 03 0.1000000E 03 0.5560000E 03 0.8950000E 03 0.3260000E 00
PLT SPACE LIQ SIGMA VAP SIGMA LIQ ALPHA VAP FIN/IN VAP
0.5000000F-01 0.7134771E 00 0.2242877E 00 0.4700000E 03 0.2200000E 02
FIN/IN LIO HEADER THICK RHO FIN VAP RHO FIN LIQ RHO PLATE
0.2000000E 02 0.6250000E-01 0.9799999E-01 0.9799999E-01 0.9799999E-01
RHO HEADER NO PASS LIQ DPTES COND CODE
0.9799999E-01 0.1000000E 01 0.0 0.1000000E 01
RHO CQND PR CQND
0.5555560E 02 0.9079579E 01
T IN VAP T OUT VAP T IN LIQ T OUT LIQ
O.flSOOOOOE 02 0.2106000E 03 0.2751521E 03 0.2420000E 03
o^r-
0.1550670E 02 0.1285718E 01 0.1213092F 00 0.5?56747E 00 0.2399999E 00
CP LIQ VISC VAP VISC LIQ PP VAP PR LIQ
0.3766113E 00 0.1320000E-04 0.7537299E-05 0.7200000E 00 0.1000000E 01
RHO IN VAP RHO OUT VAP RHO IN LIQ RHO OUT LIQ H T COEF VAP
0.7287151E-01 0.5922309E-01 0.1518118E 00 0.1518118E 00 0.2589445E 02
H T COEF LIQ MASS VEL VAP MASS VEL LIQ ETAO VAP ETAO LIQ
0.5178889E 03 0.3142718E 01 0.2234048E 01 0.9248949E 00 0.9788426E 00
RE VAP RE LIQ NO TUBES COM LENG(FT) LIQ LENG(FT)
0.1559454E 04 0.2471966E 04 0.0 0.7188787E 01 0.9620066E 00
VAP LENG/PASS VAP LENG(FT) VOL/PASS TOT VOL(CUFT) TOT INV(VAP)
0.3569372E 00 0.3569408E 00 0.2468481E 01 0.2468481E 01 0.10S0779E 00
HEADER INVENT TOT INVILIQ: FIN STRES VAP FIN STRES LIQ PLATE STRES
0.538K26E 01 0.1471653E 00 0.1090726E 03 0.166662§E 03 0.8818567E 02
DRY WT TOT WT EFFEC
0.1135282F 03 0.113?804E 03 0.6000000F 00
NOTE- VAP AND LIQ REFER TO AIR AND WORKING FLUID SIDES RESPECTIVELY
HEAT REJECTION FAN AND MOTOR
FAN PWR(KW) W AIR OP AIR FAN RPM FAN QIA
0.9324S46E 01 0.1550670E 0? 0.12I3092E 00 0.1444864E 04 0.315$716E 02
FAN*MOTOR WT
0.2772617E 02
CONO FAN PWH CAR MPH AMB AIR TEMP AIR PRES DROP CONO AIR FLOW
0.93?4546E 01 0.7000000E 02 0.8500000E 02 0.1213092E 00 O.^BOSYOE 02
0.3366343F 01
07 0.7188787E 01 0.9*)?0066E 00 0.35o9408E 00 0.1080000E 03
)NO AIR POWER
67
-------
OPTIMIZATION OF
OUTPUT
VAPORIZER
o^iBUJK'oi
POROSITY
0.4500000F 00
GAS TEMP IN
0.3000000E 04
K GAS
0.4SOOOOOE-01
W ORG
0.1285718E 01
CP ORG OUT
0.5451171E 00
RHO ORG
0.2530B41E 02
T FLUE GAS
0.5198113F 03
H GAS
0.9173P20E 02
WCH
0.219R377F 00
FIN HT
0.6864842E-03
ECONOMISER
DIA BB O'SIOE
0.1760000E 00
CP GAS
0.2ROOOOOE 00
W GAS
0.6601734F 00
MU ORG
0.1290146E-03
H ORG
0.9236326E 03
FIN_h,r
ORC AUTOMOBILE
NO STARTS
0.1060000E 01
K TUBE WALL
0.2000000E 02
CP GAS COLD
0.2800000E 00
0.6601734E 00
MU ORG IN
0.1758080E-03
RHO GAS
0.1655976E-01
H ORG IN
0.2126145E 04
UO
0.8500891E 02
HloSO^E-Ol
VAP HT
0.3360018E 01
K TUBE WALL
0.2000000E 02
VISC GAS
0.1099997E 00
0.^057151E 00
K ORG
0.1130996E 00
Q.19034S9E 00
FCON HT
0.5304394E 00
ENGINE FOR AC2
8!«oWoi8i!8!
EXCESS AIR
0.3000000E 00
CP GAS HOT
0.3329999E 00
0.3734854E 03
MU ORG OUT
0.2087052E-06
OP ORG
0.6999997E 02
H ORG OUT
0.1047288E 04
H FLUX
0.5901995E 05
Hy^SE-Ol
VAP VOL
0.3611444E 01
PASSES
0.3000000E 01
K GAS
0.4500000E-01
RHO ORG
0.4274368E 02
DP ORG
0.2407999E 02
F GAS
0.502fi083E 00
ML
0.1903459E 00
PYRIDINE/WATER
SIMSoWi1
H2/C RTO
0.1875000E
FLAME TEMP
0.3300000E
JQRG OUT
/123loiE
K ORG IN
0.1130998E
DP GAS
0.3R01900E
RE GAS
0.2011240E
NTU
0.3877963E
S^^f^E
INVENT
0.1278697E
0.4500000E
$
00
04
03
00
00
05
01
03
02
00
RHO GAS
0.1655976E-01
DP GAS
TUBE I/D
0.3785105E
F GAS
0.5026083E
00
00
00
MIX. FLS
8!toSWwE
LHV GAS
0.19P6500E
VISC GAS
0.1099997E
0.1 8o^44 I'E
oMl7°&-
EFFEC
0.9500000E
F GAS
0.5000000E
5>
01
05
00
01
01
00
00
ML
0.3491646E-01
M^ieE
TOT WT
0.1133920E
§!to§5899E
SP ORG
.9849291E
ECON DIA
0.1238125E
TUBE 0/0
0.4163613E
TUBE LENG
0.1397989E
02
03
01
00
01
00
03
INVENT
0.14008UF 02
ECON WT
0.6982256E 02
BURNER FAN AND MOTOR
FAN PWRiKW)
O.?5000?0t 01
FAN*MOTOR WT
0.1698999E 02
W AIR
0.62f
a?2i:?£ oc
DP A(R
0.t)236781E 00
FAN RPM
0.2728319E 04
FAN DIA
0.1100000E 02
68
-------
OPTIMI7ATION OF ORC AUTOMOBILE ENGINE FOR AC2 PYRIDINE/WATER MIX. FLS 5/1/73
OUTPUT
HOTWELL
CAPACITYCU FT
0.7110075E 00
BLOCK DATA
0.?4?OOOOE 03 0.1430000E-01 0.3440000E-01 0.2080000E-01 0.9999996E-01
<6) (7) (8) (9) (10)
0.8699999E 00 0.8000000E 00 0.9500000E 00 0.8000000E 00 0.2500000E 01
(11) (12) (13) (14) (15)
0.5000000E 01 0.1900000E 04 0.3000000E 01 0.5400000E 02 0.8400000E 00
(16) (17)
0.7259995F 00 0.7000000E 03
69
-------
OPTIMIZATION OF OKC AUTOMOBILE ENGINE FOR AC2 PYRIDINE/WATER MIX.
OUTPUT
SYSTEM CONDITIONS FOR 32.00HP AND 60.OOMPH
CYCUF CONDITIONS
FLS 5/1/73
EXPANDER EFF ENG PQWR KW MECH EFF
0.9152226E 00 0.4067783E 02 0.9420966E
REGEN EFFEC VAP EFFEC ECON EFFEC
0.9931618E 00 0.9766468E 00 0.8448664E
REG DP VAP REG DP LIQ VAP OP
0.4046667E-01 0.2696272E 01 0.7838001F
STATE POINT
TB IN
REGEN VAP IN
COND IN
PUMP IN
ALT IN
REGFN LIQ IN
PFGEN LIQ OUT
FCON OUT
VAP IN
PUESS(PSIA)
0
0
0
0
0
0
0
0
0
.70000E
.25372E
.25332E
.25273E
.71053E
.71053E
.70784E
.70784E
.70784E
03
02
02
02
03
03
03
03
03
PUMP EFF CRU EFF
00 0.5599999E 00 0.8289049E 00
COND FAN PWR BURN FAN PWP
00 0.0 0.1047236E 00
COND DP VAP REGEN WL/WV
01 0.5886058E-01 0.8400000E 00
TEMP(F)
0
0
0
0
0
0
0
0
0
.71231E
.39104E
.24540E
.24200E
.24439E
.24439E
.32226E
.35448E
.32751E
03
03
03
03
03
03
03
03
03
ENTHALPY (B/LB)
0
0
0
0
0
0
0
0
0
.69801E
.57142E
.51325E
.16102E
. 16428E
.16428E
.23354E
.26418E
.23844E
03
03
03
03
03
03
03
03
03
MASS FLOW WFUEL LB/HR 0 RELEASED Q AfiSpRBFp 0 REJECTED
0.3363S19E 00 0.3195634E 02 0.6637333E 06 0.575848BiL 06 0.4265159E 06
SYSTEM EFF SFC
0.1897P47E 00 0.8658413E. 00
REGENERATOR
DESIGN CONDITIONS
H VAP
0.4809186E 02
04
J5718E 01
s.ue
0004E 01
14014E 00
DP 1.10
02
PART LOAD CONDITIONS
H VAP
0.?151137F 02
OP LIO
S.Wi
2066E 04 0.3363619E 00
?5440E 00
346667E-01
ETAO VAP
U 0
NTU'S
EFFEC
0.2696272E 01 0.9226093E 00 0.<*438684E 03 O.B797618E 00 0.9931f«18E 00
VAPOR TV
DESIGN CONDITIONS
H QRG IN H ORG OUT
O.P126I45E 04 0.1047?(58
E 04
H (
0.-
02
H.8500891E 02 8.?2§5718E 01
W FUEL
0.51502R4E 03
PART LOAD CONDITIONS
0.9*3^678^ 03 0.2§8e8^E 03 O.S9§1483E 02
?70E 00
K.9
625549E 02
NTU'S
0»5Ti0300E 0\
EFFEC
0.9766468E 00
70
-------
OPTIMIZATION OF ORC AUTOMOBILE ENGINE FOR AC2 PYRIDINE/WATER MIX.
OUTPUT
SYSTEM CONDITIONS FOR 32.00HP AND 60.OOMPH
ECONOMISER
DESIGN CONDITIONS
FLS 5/1/73
H QPG H GAS
0.9236326E 03 0.5791138E 02
PART LOAD CONDITIONS
H OHG H GAS
0.3159'573E 03 0.2393056E 02
W GAS NTU'S
0.1834046E 00 0.2011318E 01
CONOENSEP
DESIGN CONDITIONS
H VAP H LIQ
0.2589445E 02 0.5178889E 03
DP LIQ
0.5256747E 00
PART LOAD CONDITIONS
H VAP H LIQ
0.1141409E 02 O.I776831E 03
DP LIQ ETAO VAP
0.5886058E-01 0.964P774E 00
COND FAN PWR CAR MPH
(5.0 0.6000000E 02
8?42*65159E 06 S^188787E 01
0^32^000F 02 (K1376606E 01
RECIPROCATOR
INLET PRESS INLET TEMP
0.7000000F 03 0.7123101E 03
SORE DIA STROKE
0.3061781F 01 0.3000000E 01
EXP LENGTH POD LENGTH
0.?075000E 00 0.5000000E 00
VALV LENGTH AVG PIST SPD
0.1406103E-01 0.7951814E 03
RECIPROCATOR DIAGNOSTIC
0.b§2E-01 0.882E 00 0.698E
HEXVI SEXS HEXS
0.560E 03 0.882E 00 0.560E
H2SCP TGCIP TWCIP
0.595E 03 0.594E 03 0.467E
W ORG
0.2057151E 00
0.9997317E 00
EFFEC
0.8448664E 00
W VAP
0.1550670E 02
H.38I8921E 01
U 0
0.8259598E 04
AMB AIR TEMP
0.8500000E 02
8?b620066E 00
g?₯?9SI8l?°88
C" V UJ A 1 1C T DDf C
C. A rl mj 3 1 rKC.j
ENGINE RPM
0.1590363E 04
PISTON AREA
0.5110401E-01
EXPAN RATIO
0.9623843E 01
03 0?7§JE 03
P2CIP
03 0.640E 02
P3EXV
03 0.254E 02
H2TCP DHTCP HVDHT QHTCP
0.594E 03 0.138E 03 0.530E-05 0.102E 01
0?S!?*-01 0^?E 02 oJWSI
?NEH
0.915E 00
7NMCP
00 0.942E 00
8.66§1734E 00
0.2194995E 02
O.I285718E 01
8.y?3619E 00
NTU'S
0.2414728E 01
8!?oS8?ieg58?
CCTQT
0.3569408E 00
ENGINE HP
0.5510474E 02
NO OF CYLIND
0.4000000E 01
INT VALV AREA
0.1022080E-01
MEAN EFF PRES
0.2062543E 03
V1CIP H1C
0.348E 00 0.69
8.5381793E-01
§P VAP
.1213092E 00
g^l^SSF-Ol
EFFEC
0.9257255E 00
Cm^lE^t
STOOOOOE 03
CRANK INT ANG
0.2461301E 02
CLEAR LENGTH
0.7499997E-02
EXH VALV AREA
0.1022080E-01
EXP EFF HM
0.8622280E 00
IP S1CIP
8E 03 0.882E 00
V2CIP H2CIP S2SCP
0.335E 01 O.S94E 03 0.882E 00
V3CIP H3CIP H3EXV
0.799E 01 0.570E 03 0.571E 03
EXHDH DPIV
0.168E-02 0.703E-02
0.9I7E 00 0?86
2E 00 0^570E 03
TK-RIMSMISSION AND EXPANDER GEAR BOX RATIO
71
-------
TPANS PWR OUT CAR MPH ENG HP OUT EXPAND SPEED GEAR RATIO
0. VOODOO? 02 0.6000000E 02 5.<»947433E 02 0.1§9l5363F 0* 0.245999« 01
EXPAND GE4R POX RATIO TRANS EFF ACCESSORY KW ENG HP TOT
00 0.6600000E 00 0.3365279E 01 0.5452791E 02
72
-------
OPTIMI7ATION OF ORC AUTOMOBILE ENGINE FOR AC? PYRIOlNE/WATER MIX.
OUTPUT
SYSTEM CONDITIONS FOR 8.40HP AND 30.OOMPH
CYCLE: CONDITIONS
FLS 5/1/73
EXPANDER FFF
0.9866294E 00
ENG POWR KW
0.1244210E 02
MECH EFF
0.9318725E
00
PUMP EFF
0.5599999E 00
CRU EFF
0.8
869<*78E 00
REGEN EFFEC VAP EFFEC ECON EFFEC COND FAN PWP
0.1013623E 01 0.9895603E 00 0.8881815E 00 0.0
BURN FAN PWR
0.3657554E-02
REG DP VAP
0.3643598E-02
STATE POINT
TR IN
REGEN VAP IN
COND IN
PUMP IN
ALT IN
REGEN LIQ IN
REGEN LIQ OUT
ECON OUT
VAP IN
MASS FLOW
0.9604484F-01
SYSTEM EFF
0.1732203E 00
REGENERATOR
REG DP LIQ
0.2427710E 00
VAP DP
0.7057297F
PRESS(PSIA)
0.
0.
0.
0.
0.
0.
0.
0.
0.
WFuEL I B/HR
0.9190706E 01
SFC
0.9486387E 00
70000E
25282F.
25278E
25273E
70095F
70095E
70071E
70071F
70071E
S.ffo
03
02
02
02
03
03
03
03
03
iti
COND DP VAP REGEN WL/WV
00 0.5299777E-02 0.8400000E 00
TEMP(F)
0.
0.
0.
0.
0.
0.
0.
0.
0.
ED
9E
71231E
36702E
24269E
24200F
24436E
24436E
31061E
34167E
31566E
06 0.
03
03
03
03
03
03
03
03
03
ABS(
1675
ENTHALPY (B/LB)
0
0
0
0
0
0
0
0
0
)RB
558
.69801E
.56140E
.51223E
.16102E
.16424E
.16424E
.22276E
.25183E
.22742E
ED 0
8F 06 0
03
03
03
03
03
03
03
03
03
REJECTED
.1214361E 06
DFSIGN CONDITIONS
H VAP
0.4fl09186E 02
DP LIQ
0..2407999E 02
0.1052066E 04
W VAP
S.1285718E
W
01 0.
TO§(
)00
4E 01 8
.3^14014E 00
PART LOAD CONDITIONS
H VAP H LIQ
0.1014072E 02 0.105
DP LIO
0.2427710E
00
ETAC VAP
0.96I4483E
W VAP
04 0.9604484E-01
U 0
00 0.2412961E 03
067763E-01
8?3643598E-0?
NTU'S
0.1674919E
01
EFFEC
0.1013623E
01
VAPORI7ER
DESIGN CONDITIONS
04 g.fg&
0.1150284E 03
PART LOAD CONDITIONS
04 0.9'l7i3820F 02 O
H
(i.
MTU1 S
0.8372654E 01
EFFEC
0.9895603E 00
500891E 02
03 0.??039VlE 03 0.16^0102E 02 0.99992
60E 00
35718E 01
(554317E 02
73
-------
OPTIMI7ATION OF ORC AUTOMOBILE ENGINE FOR AC2 PYRIDINE/WATER MIX.
OUTPUT
SYSTEM CONDITIONS FOR 8.40HP AND 30. OOMPH
FLS 5/1/73
c
61 i_ ^ v ' w * i * v/ n _j i w / ^ v i i r ** 1 1 LJ -^vvvvrif^ii
NOMISER
DESIGN CONDITIONS
H
0
.ffl
PART
H
0
W
0
.m
6326E
LOAD
9211E
03
8.§^113BE
02
Oo^lSlE
00
H
.^6§1734E
00
CONDITIONS
03
GAS
.5274753E-01
S.?8!?791E
NTU'S
0.2971680E
02
01
0.9998861E
EFFEC
0.8881815E
00
00
«
,§186214E
01
CONDENSER
DESIGN CONDITIONS
0.2/58
9445F 02
0.bI9
a889E 03
02
DP LIQ
0.5256747F. 00
PART LOAD CONDITIONS
0.k$9?354E 02
ETAO VAP
0.9832760E 00
H VAP
0.52948'52E 01
DP LIO
0.5299777E-02
W YAP
0.11
00519E 01
U 0
0.3413988E
If
W
0.
01
4484E-01
NTU'S
0.3590466E 01
36721E-01
8?12/13>092E 00
8P10/37>134E-02
EFFEC
0.9879850E 00
C.OND
02
06 S^188787E 01 S^620066E 00 8S5§^9408E 00 O^foSoOOOE 03
01
RECIPROCATOR
03
02
8RANK INT ANG
.1390302E 02
BORE OIA
0.30ftl781E 01
EXP LFNGTH
0.207SOOOE 00
VALV LFNGTH
0.4560292E-02
STROKE
0.3000000E 01
ROD LENGTH
0.5000000E 00
AVG PIST SPO
0.4067126E 03
ENGINE RPM
0.8134255E 03
PISTON AREA
0.5110401F-01
EXPAN PATIO
0.1720522E 02
NO OF CYLIND
0.4000000E 01
INT VALV AREA
0.102?080F-01
MEAN EFF PRES
0.1242980E 03
CLEAR LENGTH
0.7499997E-02
EXH VALV AREA
0.10P2080E-01
EXP EFF HM
0.9194127E 00
REC1PKOCATOR DIAGNOSTIC
FLOWV
0.836F-02
HEXVI
0«^60F 03
H2SCP
0.571E 03
H2TCP
0.570E 03
Dr-'£XY
0.1IOF-01
ZNfH
0.987F 00
O.S^E
SEXS
0.882E
0Ii§9EP
DHTCP
0.138E
HPJCP
0.16HE
00
00
03
03
02
H!N
0.698F
HFXS
0.560E
0.466fe
03
03
03
HVDHT
-0.176E-05
0?W5f
00
P1CIP
0.700E
P2CIP
0.337E
P3EXV
0.253£
Wig
o?39Sf
03
02
02
01
00
V1CIP
0.348E
V2CIP
0.599E
0^79?
00
01
01
EXHDH
0.762E-03
M*fl
00
H1CIP
0.698E 03
H2CIP
0.570E 03
H3CIP
0.560E 03
0.575E-03
0.9I9E 00
of&Sii
S2SCP
0.882E
H3EXV
O.SSOE
oflI§E
00
00
03
03
TRANSMISSION AND EXPANDER GEAR BOX RATIO
-------
75
-------
OPTIMI7ATION OF ORC AUTOMOBILE ENGINE FOR AC? PYRIDINE/WATEH MIX.
OUTPUT
SYSTEM CONDITIONS FOR 9.92HP AND 25.10MPH
CYCLE CONDITIONS
FLS 5/1/73
EXPANDER EFF ENG POWR KW MECH EFF
0.9721822E 00 0.1413014E 02 0.941I755E
REGEN EFFEC VAP EFFEC ECON EFFEC
0.1012913F 01 0.9888119E 00 0.8825544E
REG DP VAP REG DP LIQ VAP DP
0.4915290E-02 0.3275031E 00 0.9520441E
STATE POINT
TB IN
REGEN VAP IN
COND IN
PUMP IN
ALT IN
REGEN LIQ IN
REGEN LIQ OUT
ECON OUT
VAP IN
PRESS(PSIA)
0
0
0
0
0
0
0
0
0
.70000E
.25285E
.25280E
.25273E
.70128E
.70128E
.70095E
.70095E
.70095E
03
02
02
02
03
03
03
03
03
PUMP EFF CRU EFF
00 0.5599999E 00 0.88?1878E 00
COND FAN PWR BURN FAN PWR
00 0.0 0.3748^62E-02
COND DP VAP REGEN WL/WV
00 0.7149510E-02 0.8400000E 00
TEMP(F)
0
0
0
0
0
0
0
0
0
.71231E
.37186E
.24272E
.24200E
.24436E
.24*36E
.31320E
.34452E
.31829E
03
03
03
03
03
03
03
03
03
ENTHALPY
0
0
0
0
0
0
0
0
0
.69801F
.56340E
.51224E
.16102E
.16424E
.16424E
.22514E
.25455E
.22985E
(B/L8)
03
03
03
03
03
03
03
03
03
oo
SYSTEM EFF
0.1798000F
00
SFC
0.9139240E
00
REGENERATOR
DESIGN CONDITIONS
0.'ri§
2066E 04
0.4809186E 02
DP LIQ
0.2407999E 02
PART LOAD CONDITIONS
02 0.'li§2066E 04
0.:(o98075E
DP LIO
0.3?75031
00
ETAO VAP
0.9584290E
00
06
85718E 01
0.!o966
79E
U 0
0.2583513E
00
03
8.tlSi§9!E
06
0004E 01
NTU'S
0.1570539E
01
06
>14014E 00
EFFEC
0.1012913E 01
VAPORI7FR
DESIGN CONDITIONS
H QRG IN
0.2126145E 04
W FUEL
0.1150284E 03
H OR..
0.1057
?H?E 04 0.§?^3820E 02
PART LOAD CONDITIONS
H OPG IN H ORG OUT H GAC
0.:J795305E 03 O.Ta69477E 03 0.18?
NTIHS
O.P049020F 01
EFFEC
0.9888D9E 00
3637E 02
02
00
W
0.
R5718E 01
S.1697363E 02
76
-------
OPTIMIZATION OF ORC AUTOMOBILE ENGINE FOR AC2 PYRIOINE/WATER MIX.
OUTPUT
5X5T£M CONDITIONS FOR 9.92HP AND 25.10MPH
ECONOMISED
DESIGN CONDITIONS
FLS 5/1/73
6.9'2'36326E 03 0.§?4ll38E 02
PART LOAD CONDITIONS
0.?2ie982E 03 0.?1§7103E 02
W GAS NTU'S
0.6001277E-01 0.2844037E 01
CONDENSER
DESIGN CONDITIONS
H VAP H LIQ
0.2589445F" 02 0.5178889E 03
OP LIQ
0.5256747E 00
PART LOAD CONDITIONS
H VAP H LIQ
0.533fl453E 01 0.6046596E 02
DP LIQ ETAO VAP
0.7149510E-02 0.9831415E 00
COND FAN PWR CAR MPH
0.0 0.2509999E 02
8?f^86646F 06 S^188787E 01
APWR(I) RAMHP
0.9919999E 01 0 .228971 3E-0 1
RECIPROCATOR
INLET PRESS INI ET TEMP
6.7000000T 03 0.7I23101E 03
BORE OIA STROKE
0.3061781F 01 0.3000000E 01
EXP LENGTH ROD LENGTH
0.2075000E 00 0.5000000E 00
VALV LENGTH AVG PIST SPD
0.7P76654F-02 0.3790513E 03
RECIPROCATOR DIAGNOSTIC
KLOWV SUN HTN
0.954E-02 0.8B2E 00 0.&98E
HEXVI SEXS MEXS
0.560E 03 0.882E 00 0.560E
H2SCP TGCIP TWCIP
0.579E 03 0.571E 03 0.466F
5.20§7151E 00
ol9^98755E 00
0.8S25544E 00
W VAP
0.1550670E 02
W VAP
0.1115664E 01
U 0
0.3448047E 04
AMB AIR TEMP
0.8500000E 02
0.9620066E 00
COND AIR POWR
0.3152176E-02
EXHAUST PRES
0.25?8488E 02
S?948!o^ 03
PISTON AREA
0.5110401E-01
EXPAN RATIO
0.1404242E 02
03 0.700E 03
P2CIP
03 0.422E 02
P3EXV
03 0.253E 02
H2TCP DHTCP HVDHT OHTCP
0.577E 03 O.U8E 03 -0.176F-05 0.111E 01
DPEXV KPJCP ZNVCP
0.954E-02 O.iSlE 02 0.999E
7NEH
0.972F 00
ZNMCP
00 0.941F 00
0.g68l734E 00
y.?005656E 02 8.??i4689E-01
W LIQ DP VAP
O.I285718E 01 0.1213092E 00
0.tro'9J6&79E 00 8aK62967E-02
NTU'S EFFEC
0.3577059E 01 0.9879850E 00
AIR PRES DROP COND AIR FLOW
0.1062Q67E-82 0.1115664E 01
CCTQT APWRD
0.3569408E 00 O.lOftOOOOE 03
ENGINE HP CRANK INT AN&
0.1911099E 02 0.1760272E 02
NO OF CYLIND CLEAR LENGTH
0.4000000E 01 0.7499997E-02
INT VALV AREA EXH VALV AREA
0.1022080E-01 0.10220bOE-01
MEAN EFF PRES EXP EFF HM
0.1501373E 03 0.9149940E 00
o!^48E oo O?&§|E 03 o^eil? oo
V2CIP H2CIP S2SCP
0.489E 01 0.577E 03 0.88?E 00
V3CIP H3CIP H3EXV
0.784E 01 0.562E 03 0.562E 03
EXHDH DPIV
0.525E-03 0.750E-03
0?^iEP 00 o!8fi? 00 «".m. 03
TRANSMISSION AND EXPANDER GEAR BOX RATIO
77
-------
IW.-.NS t"«« OUT CAk MPH FNG HP OUT F.XPANO SPEED GEAW PATIO
O.W19999F" 01 0.2509999E 02 0.1533704F 0? 0.75Hl028t 03 0.24S9999E 01
GEAR HOX WATIO TWANS EFF ACCESSORY KW FMG HP TOT
00 0.6600000E 00 0.?38<.964F 01 6.1894121F 0^
78
-------
OPTIMIZATION OF ORC AUTOMOBILE ENGINE FOR AC? PYRIDINE/WATER MIX.
OUTPUT
SYSTEM CONDITIONS FOR 1.14HP AND 1.74MPH
CYCLE CONDITIONS
FLS 5/1/73
EXPANDER EFF ENG POWR KW MECH EFF
0.9944340E 00 0.3966533E 01 0.9129505E
REGEN EFFEC VAP EFFEC ECON EFFEC
0.1015663E 01 0.9943748E 00 0.9237234E
PUMP EFF CPU EFF
00 0.5599999E 00 0.87M100E 00
COND FAN PWR BURN FAN PWR
00 0.1679A97E-03 0.9539563E-04
REG DP VAP REG DP LIQ VAP DP COND DP VAP REGEN WL/WV
0.1005337E-03 0.6698500E-02 0. 1947239E-01 0. 1462307E-03 0.8400000E 00
STATE POINT
TB IN
REGFN VAP IN
COND IN
PUMP IN
ALT IN
REGEN LIQ IN
REGEN LIO OUT
ECON OUT
VAP IN
PRESS(PSIA)
0
0
0
0
0
0
0
0
0
.70000E
.25273E
.25273E
.25273E
.70003E
.70003E
.70002E
.70002E
. 70002F
03
02
02
02
03
03
03
03
03
TEMP(F)
0
0
0
0
0
0
0
0
0
.71231E
.36437E
.24248E
.24200E
.24436E
.24436E
.30929E
.30929E
.30929E
03
03
03
03
03
03
03
03
03
ENTHALPY (8/LB)
0
0
0
0
0
0
0
0
0
.69801E
.56030E
.51216E
.16102E
.16423E
.16423E
.22155E
.22155E
.22155E
03
03
03
03
03
03
03
03
03
W VAP W
0.1285718E 01 O.
8.3/0
SYSTEM EFF SFC
0.9641367E-01 0.1704358E 01
REGENERATOR
DESIGN CONDITIONS
0.4fl09186E 02 8A052066E 04
OP LIQ
0.2407999F. 02
PART LOAD CONDITIONS
0.^144652? 01 0.ITO§2066E 04 6.30994S9E-01
CP LIO ETAO VAP U 0 NTU'S
0.669«500E-02 0.9799414E 00 0.1312965E 03 0.2824132E 01
VA°ORI7ER
DESIGN CONDITIONS
H QPG IN H ORG OUT H GAS U 0
0.212M45E 04 0.1047288E 04 0.9173820E 02 0.8500891E 02
w FUEL
0.1150204E 03
PART LOAD CONDITIONS
NTU'S EFFEC
0.1184.145F 02 0.9943748E 00
DP VAP
0004E 01 0.3614014E 00
0. lKo5
337E-03
EFFEC
0.1015663E 01
0.1285
718E 01
^.9
l83651E 01
79
-------
OPTIMI7ATION OF ORC AUTOMOBILE ENGINE FOR AC2 PYRIDINE/WATER MIX.
OUTPUT
5X5T£M CONDITIONS FOR 1.14HP AND 1.74MPH
ECONOMISER
DESIGN CONDITIONS
FLS 5/1/73
0.9)23i6326E 03
0.^§1138E 02
8.85§7151E 00
8.£6§1734E
00
PART LOAD CONDITIONS
H ORG
0.4690413E 02
W GAS
0.1711844E-01
CONDENSER
0.4*65:8973E 01
NTU'S
0.4267745E 01
SI^98*75E 00
EFFFC
0.9237234E 00
N.4*174974E
01
DESIGN CONDITIONS
H VAP
0.2S8944SE 02
DP LIO
O.S256747E 00
0.5I78889E 03
W VAP
0.1550670E 02
8.'ll§S718E
01
PART LOAD CONDITIONS
H VAP
0.2417646E 01
DP LIQ
0.1462307F.-03
O.VJH3317E 02
ETAO VAP
0.9922674E 00
H.^?9630E 00
U 0
0.1295449E 04
8.bJ39*S9E
NTU'S
0.5032050E
-01
01
9136E-02
J092E 00
EFFEC
0.9879850E 00
COND FAN PWR CAR MPH AMB AIR TEMP AIR gtfES DROP CONQ AIR
0.16796P7E-03 0.1740000E 01 0.8500000E 02 0.9873079E-04 0.2979630
05
APWR(I) OAMHP
0.1145600F 01 0.0
RECIPROCATOR
01
BOPF OIA
0.3061781F
EXP LENGTH
0.?075000E 00
VALV LENGTH
O.P063S13F-03
01
03
STROKE
6.3000000E 01
ROD LENGTH
0.5000000E 00
AVG PIST SPO
0.1800765E 03
00
CONO ftIB BOWR
0.7819373E-04
RECIPRCCATOR DIAGNOSTIC
F! OtoV SIIN HIN
0.?36E-02 0.882E 00 0.698E 03
0^700E
HEX VI
O.SfcOE 03
H£SCP
0.552F 03
H2TCP
O.S51E 03
SEXS
0.882E
00
TGCI
.533
E 03
DHTCP
0.138E 03
01
HEXS
0.560E
TWCIP
0.46SE
HVDHT
0.0
03
03
P2CIP
0.205E 02
P3EXV
0.253E 02
QHTCP
0.997E 00
01
oo
0.994E 00
TRANSMISSION AND EXPANDER GEAR BOX RATIO
ENGINE RPM
0.3601531E 03
PISTON AREA
0.5110401E-01
EXPAN RATIO
0.2692584E 02
00
01
NO OF CYLIND
0.4000000E 01
INT VALV AREA
0.1022080F-01
MEAN EFF PRES
0.7999818E 02
03
03 o.:
CLEAR LENGTH
0.7499997E-0?
EXH VALV AREA
0.1022080E-01
EXP EFF HM
0.9078690E 00
03 oaE 00
V2CIP H2CIP S2SCP
0.937E 01 0.551E 03 0.882E 00
V3CIP H3CIP H2£xy
0.777E 01 0.559E 03 0.5S9E 03
EXHDH DPIV
0.187E-03 0.460E-04
oo
oo
03
80
-------
TRANS PWR (
0.1143000E
CArt MPH
0.1740000E 01
ENG HP OUT
0.2345910E
01
EXPAND GEAR BOX RATIO
0.5601?94E 00
PADE?
0'.T?4E'-02 0.126E 00 0.438E: 00
PA<
PA3Q
0.273E 00
WEIGHT SUMMARY
TOTAL SYS WT
0.1361150E 04
ECON HOUS WT
0.6623926F 02
BURNER WT
0.1542861E 02
FAN WT
0.2772617E 02
TB-GR BOX WT
0.2250220E 03
REGEN WT
0.3644496E 02
ECON WT
0.6982256E 02
TRANS WT DRIVE TRN WT
0.1550000E 03 0.2000000E 03
RATT WT ST
0.4000000E 02 0.
ACCUM WT CONTROLS WT
1000000E 02 0.3000000E 02
VOLUME SUMMARY
0.2250000E 01
VAP/ECON
0.8620868E 01
REGENERATOR
0.8204741E 00
BURNER
0.1194569E 01
CONDENSER
0.2468481E 01
TRANSMISSION
0.1500000E 01
EXPAND <
0.36015!
TRANS EFF
0.4971740E 00
PEED
HE 03
ACCESSORY KW
0.1916222E 01
GEAR RATIO
0.2459999E 01
ENG HP TOT
0.5317067E 01
PAIDL
0.522E-01
DESIGN AND PART LOAD PERFORMANCE
SFCO ECYCL(l) ECYCL<2)
0.1251502E 01 0.8658413E 00 0.94B6387F 00
0.9$!>f: 00
00
01
01
CONDENSER W
0.1137804E
VAPORIZER W
0.1133920E
ST MT PMP WT
0.2000000E
EXH PIPE WT
0.5500000E
HOTWELL
0.7110075E
03
03
02
02
00
BRN FAN MT
0.1698999E
PVD WT
0.6000000E
ELEC GEN WT
0.1500000E
CONO FAN
0.2380611E
02
WT
02
02
02
01
TOT(.6 PACK DENS)
0.3324124E 02
OFF ? MPG
02 0.1991141E 02
01 0.1
OVER ALL MDG
0.1336184E 02
»««»»PAOFF= 0.1047424E 01»»»«»
IHC217I FIOCS - END OF DATA SET ON UNIT 5
TRACEBACK ROUTINE CALLED FROM ISN REG. 14
IBCOM 00098454
MAIN 00027052
ENTRY POINT= 010917C8
02
REG. 15
00082610
010917C8
REG. 0
00000000
FD000008
01
REG. 1
000993F8
OOOCC7F8
81
-------
APPENDIX E
SUBROUTINE "SHIFT"
SUBROUTINE SHIFTIAPOWR, AN.CRMPH, PRENG.TBGXR ,EFTB ,GEARR , 10, I OFF,
HGFFT,L,tFFTR,DIA)
C
C AUTOMATIC TRANSMISSION SUBROUTINE FOR ORC TURBINE AUTOMOBILE ENGINE
C
DIMENSION /MDT(30),ZKODT(30),RTDT(30),RNDT(30)
DATA ZKIDT / 105 . 4 , 107.6 , 1 1 1 .9, 1 16 .0, 119 . 1 , 125 . 5 , J 30.9, 14C.2 , 150.9,
1 162. 4, 168. 9, 183. 6, 22 1. 7, 3 16. 3, 379. 8/
DATA ZKODT /O. , 7.82 , 16.65, 26.65, 37.80, 51 .6, 67.4 , 68. 1, 114. 3, 143. 0,
11 51.9, 169. 0,2 10. 2, 308.5, 372. O/
DATA KTDT 12. 0,1. 9, 1.8, 1. 7, 1.59, 1.48, 1.36, 1.24, 1.11, 1.0, 1.0, 1.0,
11. 0,1.0, 1. 0/
DATA kNDT / .0, . 1 , .2 , .3, .4, . 5, .6, .7, .8, .88, .90, . 92, .95, . 975, .98/
NDATA=15
ZKOFL=37Z.O
L = 0
IF( IOFF) 10, 10,11
10 GEARI=1.&5
GEAR1=2.52
GFAR2=1.52
GEAR3=1.U
EFFI=.20
EFF1=.66
EFF2=.77
EFF3=.82
EFFG1=.9A
EFFG2=.<)6
EFFG3=.9e
TIRFD=2.2
EFT3X=.96
GEARR=GEAR3
EFFR=hFF3
EFFRG=EFFG3
9 Tf?PMO= (CRMPH*B8.*DIFFR)/(3. 14 16* TIRED)
ZN'0=TRPMC*GEARR
EFFLL=.0
EFFUL=l.O
EFFG=f F-FK
NTER=0
35 PRENG=APC^R/EFFR/EFTBX
TOG=(PRENG*63025.)/ZNO/12.0
T CLL = 0.
TCUL=1. 1*TCG
! TfcR=0
30 ZKO=ZNO/( rCG**.5i
I F (ZKC-ZKCFL)!>00,'500,600
500 CONTINUE
CALL 1NTPL(NDATA,4,ZKODT,RNDT,ZKQ,RN, INIT.KR)
CALL INTPL(NDATA,'4,RNDT,RTDT,RN,RT, INIT.KR)
CALL INTPL(NDATA,'4,RNDT,ZKIDT,RN,ZKI, INIT.KR)
TI=«TOG/RT
ZNI=ZKI*(TI**.5)
GC TC 601
ZM=Zi\C
f-01 CONTINUE
PENGT=(TI*U.O*ZNI 1/6^0 25. /EFTBX
A12 FCRMATf'O TRPMO ZNO PRENG TOG RN
1 RT ZKP/7E11.3)
82
-------
413 FCRfATCO TI ZNI PENGT'/3E11.3)
IF(AbS(1.-PENGT/PRENG)-.001)19,19,21
21 CALL CMVRGITOG,TOLL,TOUL,PENGT,PRENG,ITER,DUM1,DUM2,10)
IF(IrER-30)30,30,31
31 WRITElID,310)
310 FORMATCO ITERATION TROUBLE IN SUBROUTINE SHIFT')
WRITE(10,311)TOG,TDLL,TOUL,PENGT,PRENG,IOFFT
?11 FCRMATCO TOG TOLL TOUL PENGT PRENG
1IOFFT'/5E11.3,1I7)
L = l
RETURN
19 TRQPI=TI*12.*ZNI/63025.
TRQPC=TGo*12.0*ZNO/63025.
EFFR1=TKQPC/TRCPI*EFFRG
IF! ABSI1.-EFFR1/EFFR)-.001)20,20, 18
18 CALL CNVRC(EFFG,EFFLL,EFFUL,EFFR1,EFFR,NTER,DUM3,OUM4,IO)
EFFR=EFFG
IF(NTER-30)35,35,<36
36 WRITEl10,320)
320 FORMATCO ITERATION TROUBLE IN SUBROUTINE SHIFT ON TRANSMISSION EF
IF.' I
WRITElIO,321)EFFR,EFFLL,EFFUL,EFFR1,TRQPI,TRQPO,IOFFT
321 FCRMATCO EFFR EFFLL EFFUL EFFR1 TRQPI
1TRQPO IOFFT'/6EH.3,1I7)
RETURN
20 IF! IUFF)22,22,41
22 TBGXR=AN/ZNI
EFFTR-EFFR
ICFFT=1
RETURN
41 AN=7NI*TBGXR
IF! IOFFT-1171,71,72
71 AM = AN
PENGl=PRtNG
EFFT1=EFHK
EFFTR = EF(-T1
ICFFT=2
VTIP=PI*AN*OIA/720.
IF 1VTIP-1200.)501,501,551
501 RETURN
551 EFTB=0.
GC TO 3
12 IF! IOFFT-2)73,73,74
73 AN2=AN
PENG2=PRE\G
EFFT2=EFKR
EFFTR=EFFI2
ICFFT=3
VTIPsH*AN*DIA/720.
IF {VTIP-1200.}502,502,552
502 RETURN
552 EFTB=0.
GC TO 5
74 IF(IOFFT"3)75,75,76
75 AM3=AN
PENG3=PKfcNG
tFFTR=f.TFT3
1CFFT=4
76
-------
RETURN
11 IF(IOFFT-1>1,1,2
1 GEARR=GEAR1
EFFR=fcFFl
EFFRG=EFFG1
GC TO 9
2 IF(IOFFT-2)3f3,4
3 GEARR=GEAR2
EFFR=tFF?
EFFRG=EFf(i2
SELl=EFFTl*uFTB
GO TO 9
4 IFUOFFT-3)5t5,6
5 GEAKR=GEAR3
EFFR= EFF3
EFFRG=EFFG3
SEL2=EFFT2*EFT8
GC TO 9
6 IFUOFFT-417,7,8
7 SEL3=EFFT3*EFTB
IF(SEL1-SEL2)50,51,51
50 IF(SEL2-SEL3)53,5A,54
51 IF(SEL1-SEL3)53,57,5?
54 AN=AN2
PKENG=PENG2
G6ARR=GEAR2
EFFTR=EFFT2
ICFFT=5
RETURN
53 AN=AN3
PRENG=PENGi
GEARR=GEAR3
EFFTR=EFFT3
ICFFT=5
RF.TURN
57 AN=AN1
PRENG=PENG1
GEARR=GEArtl
EFFTR=EFFT1
ITFFT=5
RCTURN
8 GEARR=GEARI
EFFR=EFFI
GC TO 9
END
-------
APPENDIX F
SUBROUTINE "DRIVE"
SUBROUTINE CR I VE ( APOWRf AN t CRMPH, PRENG f TBGXR , EFTB ,GE ARR , I0i I OFF ,
1ICFFT,L,EFFTR)
C
C AUTOMATIC TRANSMISSION SUBROUTINE FOR ORC RECIPROCATING AUTO ENGINE
C
DIMENSION ZKIDTOO) , ZKCJDT < 30 ) , RTOTI 30) .RNDT130)
DATA ZKIDT / 1*0 . i 14 1 .5 , 1 42. 5, 144 . , 145. 5, 147 . f 148. 5, 151. , 153. 5 t
1156. ,159. ,162. 5, 167. ,172. ,177. 5, 185. ,193. 5, 210. ,218. 5, 230. ,239.,
2249. ,263. ,280. ,297. 2, 339., 370. /
DATA ZKCDT /O. , 4. :9 1,10. ,15. 4, 21. 1,27. 2, 33. 4, 40. 4, 47. 7,55. 6, 64. 4,
174. 1, B5. 3, 97. 6, 111. 8, 129., 149. ,181. ,193. ,208., 218. ,2 30. ,244. ,264. ,
2283. ,326., 359. /
DATA RTDT 12. 14, 2. 075, 2. 020, 1.962, 1. 9, 1.84 1,1. 78, 1.715, 1.65 5, 1.59,
11. 52, 1.455, 1.38 5, 1.31, 1.235, 1.16, 1.084, .993, .993 , .993, .993, .993,
2. 993, -993,. 993,. 993,. 993/
DATA RNDT /O . , .05 , . 1 , . 1 5 , .2 , .25, . 3, . 35, . 4, . 45, . 5 , . 55, . 6, . 65 , . 7,
1. 7 5,. 8,. 86, .88,. 9,. 91,. 92, .93, .94,. 95, .96,. 97/
ZKOFL=359.0
NDATA=27
L = 0
IF(IOFF) 10,10,11
10 GEARI=2.46
GEAR1=2.46
GEAR2=1.46
GEAR3=1.0
EFFI=.20
EFF1=.66
EFF2=.77
EFF3=..82
EFFGI=.94
EFFG1=.94
EFFG2=.96
EFFG3=.98
EFTBX=.98
GEARR=GEAR3
FFFR=EFF3
EFFRG=EFFG3
9 TRPMO=(CRKPH*88.*DIFFR J/(3. 1416*TIRED)
ZNO=TRPM(J*GEARR
EFFLL=.0
EFFUL=1.0
EFFG=tFFR
NTER=0
35 PRENG = APOW!00 TI-TOG
ZM^ZNC
85
-------
601 CONTINUE
PENGT=(TI*12.0*ZNI)/63025./EFTBX
412 FORMAT! '0 TRPMO ZNO PRENG TOG RN
1 RT ZKI'/7E11.3)
413 FCRMATCO TI ZNI PENGT ' /3E 1 1 .3 )
IF (ABSU.-PENGT/ PRENG) -.00 1)19,19,21
21 CALL CNVRG(TOG,TOLL, TOUL, PENGT, PRENG, ITER ,DUM1,DUM2, 10)
IF( ITtR-30130,30,31
31 WRITE! IG, 310)
310 FCRMATl'O ITERATION TROUBLE IN SUBROUTINE SHIFT1)
WR I TE( 1C, 311) TOG, TOLL, TOUL, PENGT, PRENG, IOFFT
311 FCRMATCO TOG TOLL TOUL PENGT PRENG
1ICFFT'/5E11. 3,117)
L = l
RETURN
19 TRQPI=TI*12.*ZNI/63025.
TRQPO=TOG*12.0*ZNO/63025.
EFFR1=TRCPC/TRCPI*EFFRG
IF (ABSll.-EFFRl/EFFR)-. 00 1)20,20, 18
18 CALL CNVRG(EFFG,EFFLL,EFFUL,EFFR1,EFFR,NTER,DUM3,DUM4,IO)
EFFR=EFFG
IF (NTfcR-30135,35,36
36 WRITE( in, 320)
320 FCRMATCO ITERATION TROUBLE IN SUBROUTINE SHIFT CN TRANSMISSION EF
IF.1 )
WRITEUO,321)EFFR,EFFLL,EFFUL,EFFRl,TRQPI,TRQPO,IOFFT
321 FCRMATCO EFFR EFFLL EFFUL EFFR1 TRQPI
1TRQPO IOFFT«/6E11.3,1I7)
L = l
RETURN
20 IF(IOFF)22,22,41
22 TBGXR=AN/ZM
EFFTR=EFFR
ICFFT=1
RETURN
41 AN=ZNI*TbGXR
IF(IOFFT-1)71, 71,72
71 AN1=AN
PENG1=PRENG
EFFT1=EFFR
EFFTR=eFFri
ICFFT=2
IF(AN-2000. 1501, 501, 551
501 RETURN
551 £FTB=0.
GC TO 3
72 IFUOFFT-2) f3,73,'74
73 AN2=AN
PENG2=PRENG
EFFTK=EFFT2
ICFI-T = 3
If:( AN-2000. 1502,502,552
502 RETURN
552 EFTR-0.
GC TO 5
74 IF(IGFFT-3)75,75876
75 AN3=AN
EFFT3=EFFR
EFFTR=EFFT3
86
-------
ICFFT=4
76 EFFTR=EFFR
RETURN
11 IF( ICFFT-111,1,2
EFFR=fcFFl
EFFRG=EFFG1
GC TC 9
2 IF ( ICFFT-213,3,4
3 GEABR=GEAR2
EFFR=tFF2
StLl=EFFTl»EFTB
GC TC 9
4 IFlICFFT-315,5,6
5 GEARR=GEAR3
EFFR= EFF3
EFFRG=EFFG3
StL2=tFFT2*EFT6
GC TO 9
fa I F ( ICFFT-M7.7 ,8
7 S5L3 = EFFU*EFTB
IF(SELl-ScL2)50,51,51
50 I F ( StL2-b£L3) 53,54,54
51 I F ( SELl-SEL3)53,57,57
G t A R P. = G E <5 R 2
EFFTR=EFFT2
ICFFT=5
RETUSf,
53 AN=fl\i
ICFFT=5
RETURN
57 AN = AM
EF?TR=EFFIi
!CFFT=5
RE TUB'.
8
EF<=RG=EFFGI
GC TC 9
ENO
-------
APPENDIX G
SUBROUTINE "RAMAR"
SUBROUTINE RAMAR(IRMAR,CFANP,CONPW,TAIN,DPAIR,WAIR,QREJDfCCA,CZL,
1CCTOT,'APWKO,CMPHO,APWR,CMPH, IOFF, IO.RAMHP)
f
C CONDENSER HAP AIR MODIFICATION SUBROUTINE FOR AUTOMOBILE APPLICATION
C
DIMENSION TMPH(10),TPBTU<10),TFANP(10 ),TFLOW(10)
DI PENS I UN rPPHFI10),FMBTU(10),FANPF<10 ),FLOWF(1C)
DATA TPPh /u.,10.,20.,30.,40.,50.,60.,70.,8C./
DATA TPUTU /.067,.067i.lt.LA,.204,.29,.A02i.576t.77/
DATA ThANP /.01,.01,.08..04,.07,.15,.32,.73,1.47/
DATA IFLCW /^903.,A903.,8988..8795., 1A281.,1963A.,2A980.,32180. ,
140000./
DATA TNPHF /3.t10.,21.3,31.,35.,39.,47.,5A.,60.,70./
DATA FfBTU /I.755,1.755,1.845,1.845, 1.847,1.853,1.857,1.859,1.862,
11.874/
DATA F4NPF X9.85,9.85,13.41,15.94,17.4,13.02,13.99,15.02,15.96,
112.73/
DATA FLChF /46507.,46507.,54126.,60050.,62628.>55736.,59239. ,
162350.,64660.,61264. /
JL)ATA=10
NDATA=9
IFfIOFF)20,20,21
20 APWRO=APWRC
CRHPH=CPPHC
GC TO 23
21 APWRO=AP«R
CRMPH=CNPH
23 IF(IRMAR)10,10,11
10 CALL INTPL(KCATAT4,TfPH,TMHTU,CRMPh,BTUMT,INIT,KR)
CALL INTPL(NCATA,4,TMPH,TFLOW,CRMPH,FLOWT,INIT,KR)
CALL INTPL(NnATA,4,TMPH,TFANP,CRMPH,FANPT,INIT.KR)
CP=.240
DTT=FLOWT*CP/BTUMT/l.E6
TINT=TAIN
TAVGT=TINT+DTT/2.
PINT=14.69*1'»A.
FL01M=72800.
DPTM*.264*144.
DPT=DPTM*(FLCWT/FLOTf)**2
PAVGT=PINf+DPT/2.
R=&3.3A
KHOT=PAVOT/R/(TAVGT+460.)
RHPTl=FLCrir*DPT/RHnT/550./3600.-.6*FANPT
CFNT1=FANPT
FLOCK'75300.
OPTCP=.148*144.
DPTC=DPTCf*(FLCWT/FLCCM)**2
CNPW1"FLC«T*DPTC/RHOT/550./3600.
CALL INTPLlJDATA,4,TMPHF,FMBTU,CRMPH,BTUTF,INIT.KR)
CALL INTPLfJDATA,4,TPPHF,FLOWF,CRMPH,FLWTF,INIT.KR)
CALL I NT PLUDATA,4,TWPHF,FANPF,CRMPh,FNPTF,INIT.KR)
DTTF=FLWTF*CP/BTUTF/1.E6
TAVTF=T!NT+UTTF/2.
DPTF=OPTC*(FLWTF/FLCTM)**2
PAVTF-PINTtDPTF/2.
RHOTF=PAVrF/R/fTAVTF+460.)
KHPT2-FLW1 F1'DPT^/RhOTF/550./3600.-.6*FNPTF
CFNT2=FNPTF
DPTCMDFICK*iFLWTF/FLCCM)**2
CNPW2=FLWTF*DPTCF/RHOTF/550./3600.
)*APWRO/APWRD
88
-------
I + UHPT2-RHPT1)*APWRO/APWRD
IF(RAMHP)40,41,41
40 RAMHpsQ.
41 CCNTINUE
CCNPWsCNPwl+(CNPW2-CNPWl)*APWRO/APWRC
112 FOR^ATl'O RHPT1 CFNT1 RHPT2 CFNT2 CFANP
1RAMHP CONPW CNPW1 CNPW2 /9E1 1 . 3 )
CFANP=CFANP*.746
CCNPW*CONPW*.746
IRMAR=1
RETURN
11 ZLT=4.2/12.
ZLO=CCTOT
AD=CCA*CZL
AT=1192. 7/144.
TIND=TAIN
FLOWD=WAIR*3600.
DTD=FLCWD*CP/CREJD
TAVGD-TINC+DTD/2.
PIND=14. 69*144.
PAVGD«PIND+DPD/2.
RHOD=PAVGD/R/ (TAVGC + 460. )
RPHPD=RANHP*( (ZLT/ZLC)*(AO/AT)*{RHOD/RHOT)*{ .1 487.264 )+( (.264-. 148
I)/. 264))
DPTOT*CPTP*(FLOWO/FLCTM I**2-DPTCM*( FLOWD/FLGCM)**2 + DPD
TCTPW=FLCKC*DPTOT/RHOD/ 550. / 3600.
CFANP=(TCTPW-RMHPC)/.6
IF(CFANP)30,31i31
30 CFANP=0.
31 CCNTINUE
RAMHP=RMHPD
113 FORMATCO RMHPD CFANP DPTC TOTPW DPTOT«/5E11
1.3)
110 FCRPAT!«0 DPD ZLT FLOWT RHOD AD
1 ZLD FLOWD'/7E11.3)
111 FCRKATCO RHCT AT FANPT FLWTF RHOTF
1FNPTF'/6E11.3)
IRMAR=0
CFANP=CFANP*.746
RrTURN
END
89
-------
APPENDIX H
RECIPROCATOR PROGRAM
r.
r. RECIPRCCA1CR MODEL FOR SYSTEM DESIGN OPTIMIZATION PROGRAM
f
COMMON IR,10,CRAV,PI
COMMON PSH(IOO),NP<99),NPP,TSH(2500),HSH(2500),SSH(2500),VSH(25001
COMMON PSC(100),NPSC(99),NPSCPiTSCf1000),HSC<1000),VSC<1000)t
1SSCI1000)
COMMON PL(100)tNPL(99),NPPL,TU1000),HL(1000)tVL(1000)
COMMON TTV(IOO) , ZMTV(100),ZKTV( 100),TTL(100),ZMTL(100)fZKTL(IOO)
IRCIP=0
NCLPW=0
PINSV=PIN
CLENG=PCTCL*STROK
ELENG=CLENG+STROK-PCTRP*STROK
RODLG=RDXSK*STROK
SPIST-2.0*STROK*RPM
IF(MODE)210,213,210
210 CIANG=0.
MCLPW=0
PINLL=PEX
PINUL=PIN
IMTPI=0
GC TO 182
212 ANGLL=0.0
ANGUL=180.0
CIANG=45.
MCLPW=1
INTRT=0
GC TC 182
?13 BORLL=0.0
BORUL=3.0*STROK
BORE=STRCK
INTRS=0
182 IF(PCR-PIN)910,910,911
910 CALL D3NTP(VIN,TIN,PJN,TSC,VSC)
CALL D3NTP(HlN,TINiPIN,TSC,hSC)
CALL D3NTP(SMN,TIN,PIN,TSC,SSC)
GU TO 912
911 CALL D2NTPSVIN,riNtPIN,TSH,VSH)
CALL D2NTP
-------
CALL USNTPIHEXVI.SU PEX,SSC,HSO
GO TO 932
931 CALL D2NTP(HEXSfSEXStPEX,SSH,HSH)
CALL D2NTP(HEXVI,SltPEXt SSH.HSH)
932 CONTINUE
DHT=HIN-HtXS
HVDHT»(DHT-(Hl-HeXVl ) )/DHT
EXPRT=ELENG/(CLENG+VLENG)
V2=V1*EXPRT
S2S=Sl
P2GS=P1/EXPRT
P2GSL*.7*P2GS
P2SLL»P2GS*.675*60./(CIANG+.l)
IF(P2SLL-P2CSL)88,88,69
89 P2SLL=P2GSL
88 CONTINUE
P2SUL*PIN
IF(NCLPW)250i250,251
251 P2SLL*.5*P2GS
P2SUL«2.*P2GS
250 CONTINUE
INTRU=0
33 IF(PCR-P2GS)940i940i94l
940 CALL 03NTP(H2StV2fP2GS,VSC,HSC)
CALL D3NITP(H2Sl,S2StP2GSf SSC.HSC)
GC TO 942
941 CALL 02NTP(H2StV2tP2GStVShiHSH)
CALL D2NTP(H2Sl,S2SiP2GS,SSH,HSH)
9A2 CONTINUE
IF(ABSU.J-
-------
CALL D2NTP(T21fH2,P2G,HSH,TSI-)
CONTINUE
IF(ABS( 1.0- ( T2/T21) )-.0005) 131, 131, 132
132 CALL CNVRG(P2G,P2LL,P2UL,T2,T21, INTRV, S09, S010, IWO)
IFHNTRV-301133,133,134
134 WRITEUWe,2318)
?318 FORMATCOITERATION TROUBLE ON GAS TEMP FOR CYL HEAT LOSS - STAT 13
12'>
WRITE(IWC,2319)P2G,P2LL,P2UL,T2,T21
?319 FORMATCO P2G P2LL P2UL T2 T21V5E1U
13)
H2=H2S
P2G=P2GS
GO TO 44
131 TG=TIN*(VIN/V2)+(( ( V2-V IN ) / ( 2.0*V2 ) )*(TIN+T21)
TH=465.+181.*(VIN/V2)**2
CALL INTPL(NTV,4,iTTV,ZKTV,TG,CNOUC,INlT,KR)
CALL INTPL
IF(INTRT-30)80,80,79
79 WRITE!IWO,2209)CIANG,HP1,HP
2?09 FCRMAT(«OITERATION TROUBLE ON CRANK INTAKE ANGLEX'OCIANG
13,' HP1 =' ,1E11.3,« HP
GC TO 66
77 WFLOW=(CYLNO*FLOWV)/V1
PIN=PINSV
RETURN
66 IRCIP-1
RETURN
END
93
-------
APPENDIX I
SUBROUTINE "WEXPD"
SUBROUTINE WEXPDlCYLNO,RODi.G,PMl ,BORE,WTCRU. VCRU.WS, 10)
RECIPROCATING EXPANDER
WTCRU=CYLNG*.284*3.14*ROCLG*U 1 .22*PMI / 127.<«*BORE/4.<*2)**2+2.*
-------
APPENDIX J
FEDERAL DRIVING CYCLE ANALYSIS
:. FEDERAL DRIVING CYCLE ANALYSIS FOR ORC AUTO ENGINE OPTIMIZATION
DIMENSION MMEJ 1300) tSMPHI 1300)
IRD = 2
IWO=3
JS=1
JF = ".
1 READ! IRO.IOOO) ITIMEt K ) ,SMPH(K ) ,K=JSt JF)
1000 FCR*AT(8£10.0)
JS=JS+4
JF=JF+4
IFITIME(K) ) 1,2, 1
2 CCNTINUE
WRI TE( IWC.1090)
1090 FCRMATt I1 I
31 READ(IRD,1000)SPEDL,SPEDU,TTIME,WT
WRITE(IWO,2001)SPECLtSPEDUtTTIME,WT
?001 FCRMATCO SPEDL SPEDU TTIME
CDAF=12.0
RHO=0. 00238
AIRFT=(CDAF*RHO)/2.0
ACPHP=5.0
TSPED=«0.0
AOl'0.0
A12=0.0
A23=0.0
A34=0.0
WT'/1E10.3,3E11.3)
Ai6=0.0
A67=0.0
A78 = 0..0
A89=0.0
A910=0.0
TSPDN=0.0
A01N=0.0
A12N=0.0
A23N=0.0
A67N=0.0
A89M=0.0
A910N*0.0
TSPDH=0.0
HP10=0.0
HP20=0.0
KP30=0.0
HP40=0.0
HP50=0.0
HP60=0.0
HP70=0.0
HP80»0.0
HP90=0.0
HP100=0.0
HP110=0.0
HP120»0.0
HP13030.
-------
TTSPD-O.O
1=0
17 IM + l
SPEDl-SMPH)I)*(88.0/60.0)
ACC=(SKPH( I+i)-SHPH< I))
STIME=0.0
15 STIME=STIPt+1.0
IF((ABS((TIME(I)+STIHE)-
-------
15S A45N=A45N+1.0
GC TC 25
156 A56N=A56N+1.0
GC TO 25
157 A67N=A67N+1.0
GC TO 25
158 A78N=A78N+1.0
GC TO 25
159 A89N=A89N+1.0
GC TO 25
160 A910N=A910N+1.0
25 CONTINUE
FSPED=SPFEC*(88.0/60.0)
RCLLR=(WT/65.0)*(1.0-H0.0014*FSPED)+(0.000012*JFSPED**2)
A1RDR»AIKFT*(FSPED**2)
DRGHP=((KCLLR+AIRDR)*FSPED)/550.0
SPEDF=FSPED
ACCHP=(wr/(2.0*32.2*550.0))*«SPEDF**2)-
-------
?62 HP120=HP120«-1.0
GC TO 26
263 HP130*HP130+1.0
GC TO 26
283 HP140*HP140+1.0
26 IF((ABS((TIME(M+&TIPE)-TTIME))-.01)30i30tl5
30 WHITE!IWC,2002)TSPEDfAOltA12iA23iA34,A45,A56,A67,A78,A89,A910
?10? FORMATt'O TSPED A01 A12 A23 A3*
1A45 A56 A67 A78 A89 A910*/1E10.
23.10E11.3,//)
WRITE(IWC,2012)TSPDN,A01N,A12NtA23N,A34NtA45NiA56NfA67N,A78NtA89Ni
1A910N
2012 FCRMATCO TSPDN A01N A12N A23N A34N
1A45N A56N A67N A78N A89N A910N'/1E10
2.3.10E11.3,//)
AVGHP«TOTHP/TSPDH
AVGSP«TTSPD/TSPDH
WRITE(IWOf2022)TSPDH,HP10,HP20,HP30|HP«OfHP50,HP60fHP70|HP80tHP90,
lHP100fHP110fHP120,HP130|HP140tAVGHP,AVGSP
2022 FCRHATCO TSPDH HP10 HP20 HP30 HP40
1HP50 HP60 HP70 HP80 HP90 HP100«/1EIO.
23,10E11.3,/«0 HP110 HP120 HP130 HPUO AVGHP
3 AV(iSP'/lE10.3,!5Ell. 3, Ill/in
GC TO 31
END
98
-------
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TECHNICAL Rf-J';:,\r<:c be/ore ceed automatic transmission, (2) condenser ram air effects and (3) reciprocating
tparider. It is concluded that both the RC-1 and RC-2 candidate fluids are appropriate
DT automotive size engines and are conducive to good efficiencies for automotive
'applications.
KEY WORDS AND DOCUMENT ANALYSIS
DESCRIPTORS
Air Pollution
Rankine cycle
Sngines
Oe a i gn
Turbines
Computer programs
Reciprocating Engines
DISTrtlOUTION STATEMfcNT
flelease Unlimited
b. IDENTIFIERS/OPEN ENDED TERMS
Working Fluid
Mixed Fluorobenzenes
Aqueous Pyridines
19. SLCUHITY CLASS (llns Kcpt'rtf
Unclassified
20. SECURITY CLASS (Tins page)
Unclassified
c. COSATl l-ickl/Group
13 B
21 G
21 E
14 B
7 C
21. NO Ol PAGLS
107
22. PRICC
A Form 2220-1 (9-73)
103
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