SUMMARY REPORT
AUTOMOBILE
GAS TURBINE ENGINE
STUDY
•
for the
ENVIRONMENTAL PROTECTION AGENCY
AT-6100-R8, REV. 1
SEPTEMBER 15, 1972
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SUMMARY REPORT
AUTOMOBILE
GAS TURBINE ENGINE
STUDY
for the
ENVIRONMENTAL PROTECTION AGENCY
Approved by.
AT-6100, REV. 1
D. W. Boone, Supervisor
Engineering Reports and Data
d
B. C. Riddle, Project Engineer
Advanced Technology & Development
Director
Advanced Technology & Development
SEPTEMBER 15, 1972
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
'HE GARRETT CDRPORATIQN
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AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
.. 01'..'510N 0" T"'I: a"ARCTT CORPORATION
SUMMARY REPORT
AUTOMOBILE
GAS TURBINE ENGINE
STUDY
FOR THE
ENVIRONMENTAL PROTECTION AGENCY
THE STUDY PROGRAM OBJECTIVE WAS TO DETERMINE THE OPTIMUM GAS TURBINE POWERPLANT SYSTEM
FOR A STANDARD SIX-PASSENGER AUTOMOBILE. THE MAJOR GOALS FOR THE GAS TURBINE AUTOMOBILE ARE
(1) IT SHOULD MEET THE 1976 FEDERAL EMISSIONS STANDARDS AND (2) IT SHOULD BE SIMILAR TO, OR BET-
TER THAN, THE PRESENT AUTOMOBILE WITH RESPECT TO:
.
ACCELERATION
.
PERFORMANCE
.
INITIAL CONSUMER COST
.
FUEL ECONOMY
.
MAINTENANCE AND REPAIR COSTS
DURING THIS STUDY, IT WAS DETERMINED THAT, THROUGH PROPER DESIGN, A GAS TURBINE ENGINE/
TRANSMISSION SYSTEM CAN BE MASS-PRODUCED AT AN ESTIMATED COST COMPARABLE TO A 1970 SPARK IGNI-
TION (SI) SYSTEM;* IT WAS ALSO FOUND THAT THE OPTIMUM GAS TURBINE (GT) SYSTEM HAS A LOWER COM-
PUTED AVERAGE FUEL CONSUMPTION THAN THE 1970 SI SYSTEM AND THE GT SYSTEM VEHICLE ACCELERA-
TION RESPONSE WOULD EQUAL OR EXCEED THE SI SYSTEM. THIS STUDY IS A LIMITING CASE SINCE THE
ENGINE CYCLES WERE NOT PENALIZED FOR LOW-EMISSION COMBUSTOR DESIGNS, BECAUSE THE PENALTY, IF
ANY, HAS NOT YET BEEN QUANTITATIVELY DETERMINED. FEDERAL DRIVING CYCLE EMISSIONS WERE COM-
PUTED FOR THE THREE CANDIDATE SYSTEMS USING DATA FROM EXISTING AIRESEARCH ENGINES AND ANA-
LYTICAL TECHNIQUES. IT WAS FOUND THAT ALL OF THE ENGINES MET THE CO AND UHC REQUIREMENTS
WITH MARGIN, BUT THAT NONE OF THESE CONVENTIONAL COMBUSTORS MET THE NOX REQUIREMENT.
*DEFINED FOR THE PURPOSES OF THIS STUDY AS A STANDARD 1970 SPARK-IGNITION ENGINE WITHOUT ADDI-
TIONAL EMISSION CONTROL DEVICES.
AT-610Q-R8
PAGE 1
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AIRE5EARCH MANUFACTURING COMPANY OF ARIZONA
" DIV'.IDN all" THE aARAItTT COAPDRA,TlON
THE OPTIMUM GT SYSTEM WAS FOUND TO BE A RELATIVELY LOW- PRESSURE RATIO, SINGLE -SHAFT
ENGINE WITH HIGH HEAT RECOVERY EFFECTIVENESS COUPLED TO AN INFINITELY VARIABLE SPEED RATIO
TRACTlON.TYPE TRANSMISSION. IN THE SEARCH TO FIND THE OPTIMUM GT SYSTEM, A LARGE NUMBER OF
POTENTIAL ENGINE CYCLES, INCLUDING SINGLE-SHAFT, FREE-TURBINE, AND MULTI-SPOOL CONFIGURATIONS,
WERE CONSIDERED. THE STUDY ALSO INCLUDED CONSIDERATION OF SINGLE- AND MULTI-STAGE COMPRESSORS
AND TURBINES WITH BOTH AXIAL- AND RADIAL-FLOW COMPONENTS, COOLED AND UNCOOLED TURBINES, FIXED
AND VARIABLE GEOMETRY, AND SIMPLE- AND REGENERATED-CYCLES. ENGINE PRESSURE RATIOS OF 4 TO
16, AND TURBINE INLET TEMPERATURES OF 16000 TO 22000F WERE CONSIDERED.
FROM THIS LARGE ARRAY OF POTENTIAL ENGINES, THREE CANDIDATE SYSTEMS WERE SELECTED. TWO
OF THESE SYSTEMS EMPLOY SINGLE SHAFT ENGINES, ONE WITH A RECUPERATOR AND THE OTHER WITH A
ROTARY REGENERATOR. BOTH HAVE VARIABLE INLET GUIDE VANES AND ARE COUPLED TO INFINITELY VARI-
ABLE SPEED RATIO TRACTION TRANSMISSIONS. THE THIRD CANDIDATE SYSTEM IS A REGENERATED, VARIABLE
GEOMETRY FREE-TURBINE ENGINE COUPLED TO A THREE-SPEED AUTOMATIC TRANSMISSION.
FIGURE 1 PRESENTS A SCHEMATIC OF THE TWO SINGLE-SHAFT SYSTEMS.
TINUOUSL Y VARIABLE INLET
GUIDE VANES, A SINGLE-
STAGE CENTRIFUGAL COM.
PRESSOR, AND A SINGLE-
STAGE RADIAL INFLOW
TURBINE. OUTPUT POWER
IS EXTRACTED FROM THE
COMPRESSOR END OF
THESE ENGINES. A TWO-
STAGE GEAR TRAIN
REDUCES ENGINE SPEED
TO A LEVEL ACCEPTABLE
TO THE VARIABLE SPEED
DRIVE. THE ON.OFF
CLUTCH IS ONLY DIS-
ENGAGED DURING ENGINE
START-UP TO FACILITATE
ADEQUATE OIL PRESSURE
BUILD.UP PRIOR TO START
OF TRACTION-DRIVE OUT-
PUT SHAFT ROTATION.
THE TRANSMISSION OUT-
PUT SHAFT DRIVES A CON.
VENTIONAL TORQUE CON-
VERTER COUPLED TO A
FORWARD AND REVERSE
GEARBOX.
THESE ENGINES FEATURE CON.
SINGLE-SHAFT ENGINE - SYSTEM SCHEMATIC
59 "F SEA LEVEL
RATEDSHP-165,155
(OR 125,108 WITH POWER
AUGMENTATION)
EXHAUST
.m;:~~
(6.0)
"T - 0.88, 0.89
No
iiij - 0.33 - 2.0
(PRESSURE LOSS, PERCENT)
(LEAKAGE LOSS, PERCENT]
TOROUE CONVERTER
'WHERE TWO NUMBERS ARE GIVEN, THE FIRST APPLIES TO THE RECUPERATEO
CYCLE AND THE SECOND TO THE REGENERATED CYCLE
FIGURE 1
AT.610D-R8
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AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
.. 01"1510'" 0" TM£ O""'UIE:TT COAPOAATIO""
THE FREE-TURBINE POWERED CANDIDATE SYSTEM IS SHOWN IN FIGURE 2. THIS ENGINE USES VARIABLE
INLET GUIDE VANES AND VARIABLE POWER TURBINE NOZZLES; BOTH CONTINUOUSLY VARIABLE. THE GAS
GENERATOR SECTION HAS A SINGLE-STAGE CENTRIFUGAL COMPRESSOR AND A SINGLE-STAGE RADIAL TURBINE.
THE POWER TURBINE CONSISTS OF A SINGLE-STAGE AXIAL COMPONENT. IN THIS ENGINE CONFIGURATION,
OUTPUT POWER IS EXTRACTED FROM THE POWER TURBINE AT THE TURBINE END OF THE ENGINE. A CONVEN.
TlONAL 3-SPEED AUTOMATIC TRANSMISSION, WITH A SLIGHTLY MODIFIED GEAR RATIO, IS COUPLED TO THE
ENGINE WITHOUT A TORQUE CONVERTER.
ffi
FREE-TURBINE ENGINE - SYSTEM SCHEMATIC
59 of SEA LEVEL
RATED SHP = 175
(OR 135 WITH POWER AUGMENTATIONI
EXHAUST
WATER (1.0)
INJECTOR HX (4.01
( ,..,
~; I [~:'_::~ : ~.":;:
68,000 RPM
(1.5)
(~
(1.7)
PIP = 4.6
PARASITIC LOSS = 5 HP
(6.0)
3-SPEED AUTOMATIC
TRANSMISSION
(
+
)
OUTPUT TO
DIFFERENTIAL
q = 0.98
PARASITIC LOSS = 1.5
qPT - 0.88
(PRESSURE LOSS, PERCENT)
[LEAKAGE LOSS, PERCENT]
FIGURE 2
AT-6100-R8
PAGE 3
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AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A O.V'SION 0" THE GARRI:TT COAPCUI...TIDN
TABLE 1 PRESENTS THE DESIGN CHARACTERISTICS OF THE THREE CANDIDATE SYSTEMS FOR THE POWER-
AUGMENTED VERSIONS OF THE ENGINES. FOR THE NON-POWER-AUGMENTED ENGINES, THE AIRFLOW IS
TABLE 1
~ CANDIDATE ENGINE DESIGN POINT CHARACTERISTICS
~ (59°F SEA-LEVEL RATING)
CYCLE
3
FREE. TURBINE SINGLE. SHAFT. SINGLE. SHAFT.
PARAMETER REGENERATED RECUPERATED REGENERATED
AIRFLOW. LBISEC 1.63 1.21. 1.22
PRESSURE RATIO 4.6 6.4 4.6
COMPRESSOR EFFICIENCY 0.61 0.79 0.62
COMPRESSOR SPEED, RPM 77.000 63.600 64.100
COMBUSTOR EFFICIENCY 0.99 0.99 0.99
TURBINE INLET TEMP. of 1650 1600 1900
COMPRESSOR TURBINE EFFICIENCY 0.68 0.68 0.69
FREE-TURBINE EFFICIENCY 0.68 - -
FREE-TURBINE SPEED. RPM 62,900 - --
HEAT RECOVERY EFFECTIVENESS 0.90 0.66 0.90
OUTPUT POWER, SHP 136 125 109
SFC. LB 0.43 0.41 0.42
Hp.HR
INCREASED BY THE RATIO OF OUTPUT POWERS, AND THE SHAFT SPEEDS ARE DECREASED BY THE INVERSE
RATIO OF OUTPUT POWERS TO THE 0.5 POWER. ALL OTHER FACTORS OF THIS TABLE REMAIN THE SAME FOR
CHANGES IN THE POWER RATING.
FIGURE 3 SHOWS STANDING-START ACCELERATION PERFORMANCE (FOR THE FIRST 150 FT) OF THE
CANDIDATE GT SYSTEMS COMPARED TO A 350-IN.3 V-8 SI ENGINE. PROPER DESIGN OF THE GT SYSTEMS
ENSURES THAT ESSENTIALLY NO ACCELERATION LAG WILL EXIST RELATIVE TO THE CONVENTIONAL VEHICLE.
AT -6100-R8, REV. 1
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AIREBEARCH MANUF"ACTURING COMPANY OF" ARIZONA
'" DIVl810N 0" THE GARRETT CDAPDAATIDN
STANDING START ACCELERATION PERFORMANCE
OF CANDIDATE SYSTEMS
AMBIENT CONDITIONS: 10S-F, SEA LEVEL
VEHICLE WEIGHT' 4000 LB FOR TURBINES
4300 LB FOR SPARK IGNITION
200
20
200
180
180
~ SI.NGLE ~HAFT.
IV TRANSMISSION
I I I I
- -SPARK-IGNITION,
~:~~~~[g:ATIC !.
- FREE TURBINE
160
160
140
140
120
80
..,
...
w'
u
~
Ii;
i5
100
120
100
80
60
60
40
40
20
o
o
4
8
o
o
TIME. SEC
FIGURE 3
TABLE 2 SHOWS A COMPARISON OF ACCELERATION PERFORMANCE FOR THE THREE CANDIDATE SYSTEMS
ON THE SPECIFIED 1050F DAY. THE POWER RATING OF EACH ENGINE wAs SELECTED TO ENSURE THAT ALL
PERFORMANCE REQUIREMENTS ARE SATISFIED.
TABLE 2
VEHICLE ACCELERATION PERFORMANCE
(40'00-lB AUTOMOBilE, 1050 F, SEA-lEVEL)
11-440 FT. 0-60 MPH. 25-70 MPH. DOT PASS.
ENGINE SEC SEC SEC SEC
SINGLE. SHAFT
REGENERATED 10.0 12.8 15.0 15.0
SINGLE. SHAFT
RECUPERATED 10.5 12.2 13.6 14.9
FREE. TURBINE
REGENERATED 9.6 11.9 14.6 15.5
EPA REQUIREMENT 10.6 14.3 15.8 15.B
AT-6100-R8
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AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
.... DIVISION 0" 1"1041: G"AAt:TT CORPORATION
THE FUEL ECONOMY STUDY RESULTS FOR SEVERAL FREE-TURBINE SYSTEMS. COMPARED TO 1970 SI
SYSTEMS. ARE PRESENTED IN TABLE 3. THE FEDERAL DRIVING CYCLE AND THE COMPOSITE ROUTE WERE
USED AS THE BASIS FOR THESE CALCULATIONS. THE FREE-TURBINE SYSTEM ACHIEVES BETTER FUEL ECONOMY
TABLE 3
EB
FUEL ECONOMY COMPARISONS
(850 F SEA-LEVEL) .
60°F VEHICLE COMPOSITE
ENGINE SEA LEVEL TRANSMISSION WEIGHT, FDC, ROUTE.
RATED, SHP LB MPG MPG
FREE-TURBINE, REGEN (0.90) 175 3-SPD AUTO .4.000 16.4 19.9
FREE-TURBINE, REGEN (0.90) 135' 3.SPD AUTO 4,000 18.1 21.6
1970 SPARK'IGNITION 175 3.SPD AUTO 4,300 12.5 14.8
1970 SPARK.IGNITION 175 TRACTION 4.300 14.2 18.0
FREE-TURBINE, REGEN (0.901 175 TRACTION 4,000 15.8 18.9
FREE -TURBINE, REGEN (0.90) 135' TRACTION 4,000 17.4 20.5
'30 PERCENT POWER AUGMENTATION USED FOR HOT DAY PERFORMANCE
WITH THE THREE-SPEED TRANSMISSION THAN WITH THE TRACTION DRIVE BECAUSE OF THE GREATER EFFI-
CIENCY OF THE THREE.SPEED AT LOW OUTPUT POWER. THE GAIN REALIZED BY ALLOWING THE FREE.
TURBINE TO OPERATE NEAR MINIMUM SFC WITH THE INFINITELY VARIABLE TRANSMISSION IS OVERCOME BY
THE LOSS IN TRANSMISSION EFFICIENCY.
TABLE 4 SHOWS THE FUEL ECONOMY STUDY RESULTS FOR THE SINGLE-SHAFT CONFIGURATIONS COM-
PARED TO THE SI SYSTEMS. ALL BUT ONE OF THE CONFIGURATIONS EMPLOYED A SLIPPING CLUTCH. THE
ONE USED A TORQUE CONVERTER, AS NOTED ON THE TABLE. THE TORQUE CONVERTER SYSTEM CONSUMES
AN APPROXIMATE AVERAGE OF 1 MPG MORE FUEL THAN THE SLIPPING CLUTCH SYSTEM. HOWEVER. THE
TORQUE CONVERTER IS MORE DESIRABLE FOR ACHIEVING STANDING-START ACCELERATION PERFORMANCE
AND MINIMIZING SYSTEM COST. A LIMITING CASE IS SHOWN BY THE LAST TWO ITEMS ON THE TABLE. WHERE
IT IS ASSUMED THAT THE VEHICLE IS LOADED TO 4600 LB. THE POWER REQUIRED TO MEET THE ACCELERA-
TION PERFORMANCE WAS COMPUTED. THEN THE RESULTING FUEL ECONOMY WAS DETERMINED.
AT -6100-R8
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AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
... DIV'S'ON 01' non; GARRCTT CORPORATION
TABLE 4
ffi
FUEL ECONOMY COMPARISONS
(as 0 F SEA-LEVEL)
&O°F VEHICLE COMPOSITE
ENGINE SEA LEVEL TRANSMISSION WEIGHT, FDC, ROUTE,
RATED, SHP LB MPG MPG
SINGLE-SHAFT RECUP (0.851 125. BELT 4000 14.3 20.0
SINGLE.$HAFT REGEN (0.90) 155 BELT 4000 14.0 19.7
SINGLE-SHAFT REGEN (0.901 108" BELT 4000 17.0 22.1
1970 SPARK IGNITION 175 3-SPD AUTO 4300 12.5 14.8
1970 SPARK IGNITION 175 TRACTION 4300 14.2 18.0
SINGLE-SHAFT RECUP (0.851 125" TRACTION 4000 11.5 17.2
SINGLE-SHAFT REGEN (0.901 108" TRACTION 4000 15.8 20.8
SINGLE-SHAFT REGEN (0.901 155 TRACTION" 4000 13.7 18.5
SINGLE-SHAFT REGEN (0.901 122" TRACTION 4600 13.8 18.8
SINGLE-SHAFT REGEN (0.901 122" TRACTION 4600 11.7 16.8
(T 4 = 1700"FI
"30 PERCENT POWER AUGMENTATION USED FOR HOT-DAY PERFORMANCE
""TORQUE CONVERTER
TABLE 5 PRESENTS A SUMMARY OF THE ESTIMATED MANUFACTURING AND CONSUMER INITIAL COSTS
FOR THE AUTOMOBILE, COMPARING FIVE VERSIONS OF THE CANDIDATE GT SYSTEMS WITH THE 1970 SI SYS-
TEM- THE CONSUMER COST OF THE 1970 SI VEHICLE WAS OBTAINED FROM A DEPARTMENT OF COMMERCE
PUBLICATION. THE MANUFACTURING COST ESTIMATES WERE BASED ON AN ASSUMED MANUFACTURING LABOR
COST OF $10 PER HOUR AND A PRODUCTION RATE OF ONE MILLION UNITS PER YEAR. THE RESULTS SHOW
THAT THE SINGLE-SHAFT SYSTEMS CAN BE PRODUCED AT A COST CONSIDERABLY LOWER THAN THE FREE-
TURBINE SYSTEMS, BUT GREATER THAN THE 1970 SI SYSTEM EMPLOYING NO ADDITIONAL EMISSION CONTROL
DEVICES,
AT -6100-R8
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
... DIVlgiON Or' TMI: OAR'U:TT CORPORATION
TABLE 5
IEBI
ESTIMATED MANUFACTURING AND CONSUMER COST
ENGINE!rRANSMISSION
CONFIGURATION
v-a SPARK IGNITION,
AUTOMATIC $356 $267 $1167 $1780 $3186
TRANSMISSION
FREE.TURBINE.
REGENERATEO.AUTo. 820 $161 $61 267 1150 2459 4696
MATIC TRANSMISSION
SINGLE-SHAFT.
REGENERATEO. 429 137 61 233 1150 2010 3788
TRACTION
TRANSMISSION
SINGLE-SHAFT,
REGENERATED. 429 137 61 197 1150 1974 3723
BELT TRANSMISSION
SINGLE-SHAFT.
RECUPERATED (METAL). 626 137 67 197 1160 2067 3890
BELT TRANSMISSION
SINGLE-SHAFT,
RECUPERATED 480 137 67 197 1150 2021 3B08
(CERAMICI,
BELT TRANSMISSION
TABLE 6 SHOWS A SUMMARY OF THE ESTIMATED REPAIR AND MAINTENANCE COSTS FOR THE CANDI-
DATE GT SYSTEMS. THESE COSTS INCLUDE ITEMS APPLICABLE ONLY TO A GAS TURBINE ENGINE,SUCH AS
TABLE 6
REPAIR AND MAINTENANCE ESnMATED FOR 105,000 MILES, HEAR LIFE,
GAS TURBINE ENGINES
SEVEN
ENGINf/I'RANSMISSlON FIRST THIRD SEVENTH YEAR
SYSTEM YEAR YEAR YEAR TOTAL
(11 SINGLE-SHAFT. $67.50 $109.00 $74.00 $801.50
REGENERATED. TRAC.
TlON TRANSMISSION
(21 SINGLE.SHAFT.
REGENERATED, 67.50 109.00 66.60 861.50
BELT TRANSMISSION
(31 SINGLE-SHAFT,
RECUPERATED, 67.50 109.00 66.50 824.00
BELT TRANSMISSION
(41 FREE-TURBINE.
REGENERATED. 104.00 100.00 891.00
THREE-SPEED AUTO- 67.60
MATIC TRANSMISSION
AT-610o-R8
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AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
A DIYISIDN 0" THE: aARAI:TT COAPDRA,TIDN
REPLACEMENT OF THE IGNITION COIL, LEAD AND IGNITION; INSPECTION OF THE COMBUSTOR LINER; AND
REPLACEMENT OF REGULATOR SEALS WHERE APPLICABLE. OTHER ITEMS INCLUDED ARE COMMON TO BOTH
GT- AND SI-POWERED VEHICLES, SUCH AS REPLACEMENT OF THE AIR FILTER, CHASSIS LUBRICATION, FRONT
END ALIGNMENT, RELINING BRAKES, REPLACEMENT OF STARTER BRUSHES, REPLACEMENT OF THE AL TERNA-
TOR, AND OTHER SMALLER ITEMS. THE REPAIR AND MAINTENANCE COST ESTIMATE FOR THE SI ENGINE (AS
REPORTED BY THE DEPARTMENT OF COMMERCE) IS SLIGHTLY OVER $1500, OR MORE THAN $600 HIGHER THAN
THE COST FOR THE GT ENGINES. THE MAJOR PART OF THIS DIFFERENCE IS FOUND IN THE ENGINE OVER-
HAUL COST ($250) AND OIL CHANGES ($150) OVER THE LIFE OF THE PISTON ENGINE. THE GAS TURBINE CAN
BE DESIGNED FOR A LIFE EXCEEDING 3500 HR, THEREFORE, ENGINE OVERHAUL WOULD NOT BE REQUIRED.
THE TURBINES ARE ALSO DESIGNED TO RUN ON FOIL-TYPE AIR BEARINGS, THEREBY ELIMINATING THE
REQUIREMENT FOR OIL CHANGES.
COST-OF-OWNERSHIP COMPARISONS FOR THE CANDIDATE SYSTEMS AND THE SI SYSTEM FOR THE SPECI-
FIED 7-YEAR, 105,OOO-MILE LIFE OF THE VEHICLE ARE SHOWN IN TABLE 7. THE RESULTS SHOW THAT
ALL OF THE GT-POWERED VEHICLES HAVE ESTIMATED COSTS-OF-OWNERSHIP LOWER THAN THAT OF A 1970
AUTOMOBILE USING A CONVENTIONAL ENGINE. OF THE GT SYSTEMS, THE SINGLE-SHAFT VERSIONS HAVE THE
TABLE 7
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COST-Of-OWNERSHIP COMPARISONS
SYSTEM
V8 SPARK-IGNITION, $11,894
AUTOMATIC $3185 $1522 $2560 $158 S4469 100
TRANSMISSION
FREE-TUR8INE,
REGENERATED, 4595 891 1700 4469 11,655 98
AUTOMATIC
TRANSMISSION
SINGLE-SHAFT,
REGENERATED 3788 802 1773 4469 10,832 91
TRACTION
TRANSMISSION
SINGLE-5HAFT,
REGENERATED, 3723 851 1670 4469 10.711 90
BELT TRANSMISSION
SINGLE-5HAFT.
RECUPERATED 3890 824 1842 4469 11.025 93
(METAL I
BELT TRANSMISSION
SINGLE-5HAFT.
RECUPERATED 3808 824 1842 4469 10.943 92
(CERAMICI. BELT
TRANSMISSION
.INCLUDES TIRES. INSURANCE, TAXES. GARAGING. PARKING, TOLLS.
AT-6100-R8
PAGE 9
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AIRESEARCH MANUf"ACTURING COMPANY Of" ARIZONA
A DIVIS'ON Of' TI1~ aAAAII:TT COR~aA""TIDN
LOWEST INITIAL COST, LOWEST MAINTENANCE AND REPAIR COSTS, AND THE LOWEST TOTAL COST OF
OWNERSHIP. THEREFORE, A SINGLE-SHAFT ENGINE WITH HIGH HEAT RECOVERY EFFECTIVENESS AND VARI-
ABLE COMPRESSOR GEOMETRY, DRIVING THE VEHICLE THROUGH AN INFINITELY VARIABLE TRACTION TRANS-
MISSION, IS RECOMMENDED AS THE MOST PROMISING GT SYSTEM FOR THE AUTOMOBILE. IT IS SHOWN THAT
THIS SYSTEM SATISFIES THE COST, PERFORMANCE, AND FUEL ECONOMY OBJECTIVE OF THE PROGRAM. TO
FURTHER ENHANCE THIS SELECTION, AIRESEARCH IS RAPIDLY PROGRESSING TOWARD A COMBUSTOR DESIGN
THAT WILL MEET THE 1976 FEDERAL EMISSIONS STANDARDS.
A PICTORIAL PRESENTATION OF A RECUPERATED VERSION OF THE RECOMMENDED SINGLE-SHAFT
ENGINE SYSTEM IS SHOWN BY FIGURE 4. THIS DESIGN FEATURES A DUAL-MODULE RECUPERATOR WITH
ffi
ADVANCED GAS TURBINE
AUTOMOBILE DEMONSTRATOR
INLET I'OU
A/C CO"'I'IUIOI
SINGLE ROTOR, FOIL BEARINGS
VARIABLE COMPRESSOR IGV'S
WASTE HEAT RECOVERY
VARIABLE SPEED DRIVE
~ { EPA EMISSION GOALS
DEMONSTRATION LOW FUEL CONSUMPTION
PROGRAM RAPID RESPONSE/ACCELERATION
... {LOW INITIAL COST
... LONG RANGE LOW COST OF OWNERSHIP
POTENTIAL HIGH RELIABILITY
FIGURE 4
AT-6100-R8
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AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION 0" THE QAj;tRETT CORPORATION
DESIGN POINT EFFECTIVENESS OF 0.85, INTEGRATION OF VEHICLE AND ENGINE ACCESSORIES, AN INFINITELY
VARIABLE TRANSMISSION, AND AN INTEGRATED DIFFERENTIAL.
A MOCK-UP PHOTOGRAPH OF A 150 HP SINGLE-SHAFT ENGINE/TRANSMISSION SYSTEM IS SHOWN BY FIG.
URE 5. THE MOCK-UP SHOWN IS FOR INSTALLATION AS A REAR-ENGINE REAR-DRIVE SYSTEM, BUT THE UNIT
IS READILY ADAPTABLE TO FRONT INSTALLATION WITH EITHER FRONT- OR REAR-WHEEL DRIVE.
FIGURE 5
THE DIMENSIONS OF THIS ENGINE/TRANSMISSION PACKAGE ARE:
.
39 IN. LONG
.
30 IN. WIDE
.
27 IN. HIGH
FOR A FRONT ENGINE REAR DRIVE INSTALLATION, THE SYSTEM WEIGHT IS APPROXIMATELY 300 LB LESS
THAN THE SYSTEM WITH A 350 IN.3 V-8 ENGINE AND AN AUTOMATIC TRANSMISSION.
MP-34088
AT-6100-R8
PAGE 11
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
" DIVISION 0,. THE DARRETT CORPORATION
FIGURE 6 SHOWS A CONDENSED VERSION OF THE STEPS INVOLVED IN ACHIEVING VEHICLE.
DEMONSTRATION OF THE RECOMMENDED GT SYSTEM.
ffi
ADVANCED GAS TURBINE
AUTOMOBILE DEMONSTRATION PROGRAM
CONDENSED LOGIC CHART. SINGLE-SHAFT ENGINE, IV TRANSMISSION
SYSTEM DESIGN AND ANALYSIS
AAPSDD INPUTS . SELECT VEHICLE COMPONENT DESIGN,
... . REFINED CYCLE STUDIES ~ FAB AND TEST
. OPTIMIZATION STUDIES . SELECT IV TRANSMISSION ~ -
. POWER SECTION
. VEHICLE SPECIFICATION . SYSTEM ANALYSIS . CONTROLS AND
. ENGINE/TRANSMISSION SPECS ACCESSORIES
. DETAIL DESIGN LAYOUTS" . TRANSMISSION
. CONTINUING COMBUSTOR . VERIFICATION TESTS
" DEVELOPMENT
POWER SECTION TESTING
. MECHANICAL INTEGRITY
. PERFORMANCE ENGINE/TRANSMISSION
. ACCEL RESPONSE TESTING
. EMISSIONS . CONTROLS RESPONSE AUTOMOBILE FINAL REPORT
... ~ ~ ~
.... AND STABILITY INSTALLATION . CONCLUSIONS
. PERFORMANCE AND TESTING
TRANSMISSION TESTING . RECOMMENDATIONS
. SIMULATED VEHICLE
. EFFICIENCY PERFORMANCE
. RESPONSE . SIMULATED FDC
EMISSIONS
. CONTROL STABILITY
FIGURE 6
THE RESULTS OF THE ENGINE, COMBUSTOR, AND TRANSMISSION STUDIES WILL BE USED TO DEFINE
DETAILS OF THE SYSTEM. A VEHICLE WOULD BE SELECTED EARLY IN THE PROGRAM TO DEFINE THE ENVEL.
OPE DIMENSIONS OF THE ENGINE COMPARTMENT, TO SPECIFY THE ENGINE. MOUNTING POINTS, AND TO DESIGN
INLET AND EXHAUST SYSTEM LOCATIONS.
AT.6100.R8
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~. .
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A O.VISID~ C" THE: a""AA£TT CORPORATION
REFINED CYCLE STUDIES WOULD BE PERFORMED, IF REQUIRED, TO ACCOUNT FOR MODIFICATIONS IN
THE SYSTEM, SUCH AS INCREASED PRESSURE DROP FOR THE LOW-EMISSION COMBUSTOR OR LIMITATIONS ON
THE COMBUSTOR INLET TEMPERATURE. MISSION ANALYSIS STUDIES WOULD BE PERFORMED TO MAKE A FINAL
SELECTION OF ENGINE POWER RATING TO MEET THE VEHICLE ACCELERATION REQUIREMENTS, TO COMPUTE
FUEL ECONOMY, AND TO ESTIMATE FEDERAL DRIVING CYCLE EMISSIONS.
ENGINE AND TRANSMISSION SPECIFICATIONS WOULD BE WRITTEN TO AID IN THE DETAIL DESIGN OF THE
SYSTEM COMPONENTS.
NEXT, THE ENGINE, TRANSMISSION, AND CONTROL SYSTEM COMPONENTS WOULD BE DESIGNED IN DETAIL,
BUILT. AND TESTED TO VERIFY MECHANICAL AND AERODYNAMIC DESIGN OBJECTIVES. THE ENGINE AND
TRANSMISSION WOULD THEN BE TESTED SEPARATELY FOR MECHANICAL INTEGRITY, PERFORMANCE, RESPONSE
AND CONTROL STABILITY. EMISSIONS TESTS WOULD ALSO BE RUN ON THE ENGINE.
NEXT, THE TRANSMISSION WOULD BE MATED WITH THE ENGINE FOR DYNAMOMETER TESTING THE
COMPLETE SYSTEM. SIMULATED VEHICLE PERFORMANCE, CONTROLS, AND EMISSIONS TESTS WOULD BE CON-
DUCTED. THE SYSTEM WOULD THEN BE INSTALLED IN THE AUTOMOBILE FOR DEMONSTRATION AND FINAL
VERIFICATION TESTS. A FINAL REPORT ON THE RESULTS AND CONCLUSIONS OF THE PROGRAM WOULD BE
ISSUED.
A CONDENSED SCHEDULE FOR THE DEMONSTRATION PROGRAM IS SHOWN IN FIGURE 7. A THREE-
PHASE PROGRAM IS PROPOSED FOR ACHIEVING SUCCESSFUL DEMONSTRATION OF THE RECOMMENDED GAS
TURBINE AUTOMOBILE IN 33 MONTHS.
AT-6100-R8
PAGE 13
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Ie:
~ANUF"ACTURING COMPANY OF" ARIZONA
~ DIVIStON Dr" THE aARRETT COAPDRATlD"'I
ADVANCED GAS TURBINE AUTOMOBILE
DEMONSTRATION PROGRAM SCHEDULE
o
REVIEW PERIOD
DECISION
ACTIVITY
DESIGN ANALYSIS. SPEC AND LAYOUTS
DETAIL COMPONENT DESIGN
FABRICATION AND PROCUREMENT
.
COMPONENT VERIFICATION TESTS
11111
COMBUSTOR DEVELOPMENT
IIIlIlIImmmnlll
TRANSMISSION TESTING
1111111111111111111111111111
ENGINE TESTING
ENGINE/lRANSMISSION TEST
FINAL REPORT
t:.
VEHICLE TESTING
REVIEW AND
DECISION
PHASE
I
PHASE II
PHASE III
FIGURE 7
PHASE I WOULD CONSIST OF FINAL CYCLE STUDIES, PRELIMINARY DESIGN LAYOUTS OF THE SYSTEM,
AND INITIAL TESTING AND DEMONSTRATION OF AN ADVANCED LOW-EMISSION COMBUSTOR, A LOW-COST
FUEL CONTROL CONCEPT, AND AN IV TRANSMISSION. THIS PHASE WOULD INCLUDE DETAIL DESIGN OF THE
SYSTEM COMPONENTS, COMPONENT VERIFICATION TESTS, AND ENGINE AND TRANSMISSION SUBSYSTEM TESTS.
THIS PHASE WOULD REQUIRE 16 MONTHS FOR COMPLETION. IN PHASE III THE ENGINE/rRANSMISSION SYSTEM
TESTS WOULD BE COMPLETED, FIRST AS DYNOMOMETER TESTS AND THEN AS VEHICLE TESTS. THIRTEEN
MONTHS WOULD BE REQUIRED TO COMPLETE THE PHASE III EFFORT. THE COMPLETE PROGRAM WOULD
REQUIRE A TOTAL OF 33 MONTHS.
AT-6100-R8
PAGE 14
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iEBi
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
"QIYI!IICN Dr TH£ a"RRI:TT CORPOA"TIDN
SIGNIFICANT MILESTONES FOR THE PROGRAM ARE SHOWN IN FIGURE 8. COMPREHENSIVE REVIEWS
WOULD BE HELD AT THE END OF EACH PHASE OF THE PROGRAM. THESE REVIEWS COULD BE USED AS DECI-
SION MILESTONES FOR GO-AHEAD ON THE NEXT PHASE OF THE PROGRAM.
ADVANCED GAS TURBINE AUTOMOBILE
DEMONSTRATION PROGRAM MILESTONES
MONTHS
o
ACTIVITY
FINALIZE LAYOUT
PROCURE DEMONSTRATION AUTOMOBILE
6
REVIEW PERIOD
DECISION
LONG-LEAD DRAWINGS COMPLETE
6
-INITIATE COMPONENT TESTS
6 PREDESIGN
6 FINAL
INITIATE ENGINE TESTS
6 FINAL
VERIFY ENGINE PERFORMANCE
INITIATE TRANSMISSION TESTS
6
INITIATE ENGINEITRANSMISSIDN TESTS
6
INITIATE VEHICLE TESTS
6
DELIVER VEHICLE
REVIEW AND
DECISION
6
PHASE
I
PHASE II
PHASE III
FIGURE 8
AT-6100-R8
PAGE 15
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