FINAL REPORT
AUTOMOBILE GAS TURBINE OPTIMIZATION STUDY
Prepared by
AIRESEARCH MANUFACTURING COMPANY
OF ARIZONA
(A Division of The Garrett Corporation)
402 S. 36th Street
Phoenix, Arizona 85034
Prepared for the
ENVIRONMENTAL PROTECTION AGENCY
OFFICE OF AIR PROGRAMS
Contract 68-04-0012
July 14, 1972
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AUTOMOBILE GAS TURBINE OPTIMIZATION STUDY
. FOR THE
ENVIRONMENTAL PROTECTION AGENCY
AT-6100-R7
July 10, 1972
.
.
Prepared by:
Enqineerinq Staff/AEH
Approved by:
.~v'itI ~
D. W. Boone, Supervisor
Engineering Reports/Data Group
g c. '12JJA-
B. C. Riddle, Project Engineer
Advanced Technology and Dev.
or, Program Director
Technology and Dev.
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
.. DIVISION OF' THE DARRETT CDRPDRATIDN
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REPORT NO.
AT-6100-R7
420
TOTAL PAGES
ATTACHMENTS:
REV BY APPROVED DATE PAGES AND!ORP ARAGRAPHS AFFECTED
:
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AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
A DIVISION 0,. TH~ DARRIETT CDRPORATION . .
TABLE OF CONTENTS
Page
1.
INTRODUCTION AND SUMMARY
1- 1
. . . . .
. . . . . . . .
. . . .
Introduction. . . . .
SUInInary . . . . . . . .
1.1
1.2
1- 1
1- 2
. . . .
. . . . . . . .
. . .
. . . . .
. . .
. . .
. . . .
2.
BASELINE TECHNOLOGY
2- 1
. '. . . .
. . . .
. . . .
. . . '. . .
2.1
Compressors. .
'2- 1
. '. .
. . . . .
. . .
.' . . . .
. . .
2.1.1
2.1.2
Current Technology. '. . . .'.' . . . . .
1975 Established Techno1o~~ . . . .. .
2- 2
2- 7
. . .
. . .
2.2
2.3
Combustors
Turbines
2- 7
2-14
2-14
2-21
'. . .
.' .' . . .
. .' . . .
. . .
. . . . .
. . . '. . . . . .
. . .' .
. . . . .
. . . .
2.3.1
2.3.2
Current Technology. . . .
1975 Estimated Technology
. . . . . . .
. . .
. . . .
. . .
. . .
Regenerators/Recuperators . . . . . . . . . . . . . .
Transmission and Drive-Line Component's.,. . .. . . .
2.4
2.5
2-22
2-27
2-27
2-32
2-37
2.5.1
2.' 5.2
2 . -S . ,3
General. . . . . . .". . . . . . . . .
Gearbox Losses'. . . . . . . . . . . . .
Transmissions, . . .' ~ . .'~ .' . . ~ . .
. . .
. . .
. . .
Engine Parasitic Losses'
2.6
2-47
3- 1
. . . . .
. . . . . ..
.. . . .
3.
4.
PARAMETRIC DESIGN-POINT CYCLE STUDIES
. . . .
. . .
. . .
OFF-DESIGN PERFORMANCE ANALYSIS
4- 1
4- 4
4- 5
4-10
4-12
. . .
. . .
. . . .
. . .
4.1
4.2
4.3
4.4
Rehea t . . '. . . . . . . . . . . . . .. . . . . . . .
Axial Supercharging. . . . . . . . . . . . . . . . .
Water Injection. . . . . . . . . '. . .' . . . . . . .
Cycles Selected for Off-Desi~n AnalysiS. . .,. . . ~
5.
DETAILED OFF-DESIGN PERFORMANCE OF THE THREE
SELECTED CANDIDATE CYCLES. . . . . . . . .
5- 1
. . . . . . .
5.1
5.2
Cycle Design Point. . . . . . . .'. ...'
Component Maps. . . . . . . . . .'. . .
5- 6
5- 6
. . .'. . .
. . .
. . .
5.2.1
5.2.2
5.2.3
5.2.4
Combustor Maps. . . . . . . . . . . . . . . .
Compressor Maps. . . . . . . . . . . . . . .
Turbine Maps'. . . . . . .. . . . . . . . . . .
Heat-Exchanger Maps. ... . . . '. . . . . . .
5- 6
5- 6
5-16
5-16
AT-6100-R7
Page i
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10.
11.
5.3
6.
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A.DIVISION.Dr THE GARA£TT CORPORATION
TABLE OF CONTENTS (Contd)
Engine Performance Maps. . . . . . . . . . . . . . .
5.3.1
5.3.2
5.3.3
Recuperated, Single-Shaft Cycle
Regenerated, Single-Shaft'Cycle
Regenerated, Free-Turbine Cycle
. . . .
". . .
. . .
. . . .
. '. . . ' . . , .
MISSION ANALYSIS
. . .
6.1
6.2
6.3
6.4
6.5
6.6
. . . .
. . . .'
. . . . .
. . ..
. . .
Computer Program. . . . . . . . . .' . . . . .,' . .
Steady-State Power, . .. . . . . . . . . . . . . . .
Rear Axle, Transmission, and Coupling
Characteristics. . . . . . . . . . . . . . . . . . .
Acceleration and Deceleration .'. . . . . '. . . . . .
Federal Register Driving Cycle. . . . . . . . . . .
Uniform Simplifi,ed, Driving Cycle. . . . . .. . . .
7.
CANDIDATE CYCLE SELECTION. .
. . .
7.1
7.2 '
7.3
7.4
7.5
. . .
. . .
. . .
. . .
Selection Criteria, . .' . . '. . . . . ~ . . ... . .
Selection of Three Engines. . . . .'. . . . . . . .
Performance of Candidat~ Engines. . . . . . . . . .
Fuel Economy of Candidate Engines. . . . . . . . . .
Emissions of Candidate Engines. . .. . . . . . . .
8.
PRELIMINARY DESIGN AND MANUFACTURING COST ESTIMATES
FOR CANDIDATE CYCLES. . . . . . . . . . . . . . . . . . .
8.1
8.2
8.3
9.
Engine Design Characteristics. . . . ..
. . .
. . .
,,' .
8.1.1
8.1.2
Rotary Regenerators. . . .
Fixed-Boundary Recuperators
. . . . . .
. . .
. . . . .
. . . .'
Manufacturing Cost Estimating Procedure, . . . . . . .
Design Layouts and Cost Estim~tes . . . . .' . . . . .
ECONOMIC ANALYSIS. . . . . . . .
. . . .
. . . ,8 . . . . .
9.1
9.2
9.3
Consumer Initial Cost. . . . . . . . . . . . . . . .
Repair and Maintenance Expenses. . . . . . . . . . .
Cost of Ownership. . . . . . .'. .. . . . . . . . .
RECOMMENDED ,CONFIGURATION. . .
. . . . . .
. .. .'. .
. . .
PROGRAM PLANS - RECOMMENDED DEVELOPMENT AND
DEMONSTRATION PROGRAM. . . . .'. . .'. ..
Panp
5-28
5-28
5-28
5-38
6- 1
6- 1
6- 5
6- 6
6-12
6-16
6-17
7-1
7- 1
7- 1
7-7
7-22
7-34
8- 1
8": 1
8- 3
8- 5
B- 8
8-13
9- 1
9- 1
9- 1
9- 7
10- 1
. . . . .
. . . 11- 1
AT-6100-R7
Page ii
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11.1
11.2
11. 3
12.
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AIAESEARCH MANUFACTURING COMPANY OF ARIZONA
A OlVtStON-O" THE GARRETT CQRPORATION
TABLE OF CONTENTS (Contd)
Program Logic Chart. . . . . . . .
Program Schedule. . . . . . . . .
Program Costs. . . . . . . . . . .
Page
. . . . .' . !I . . 11- 1
. . . . . . . . . 11- 6
. . . . . . . . . 11- 9
GAS TURBINE LONG-RANGE POTENTIAL
. . . . .
12.1
12.2
12.3
12.4
12.5
13.
. . .
. . . .
. 12- 1
Introduction. . . . . . . . . . . . . . . . . . . . 12- 1
Engine Performance Evaluation. . . . . . . . . . . . 12- 3
Vehicle Performance and Fuel Economy. . . . . . . ~ 12-17
Manufacturing Cost Estimates. . . . . . . . . . . . 12-19
Cost of Ownership. . . . . . . . . . . . . . . . . . 12-27
REFERENCES AND CREDITS
. . . . .
. . .
. . .
. . .
. . .
SUPPLEMENT - Systems Controls
APPENDIXES ( 6)
"J.1""l,ES :
DC-Series Vehicle Motors. . . . . . . . . . . . . .
Engine Parasitic Losses. . . . . . . . . . . . . .
Comparison of Component Sizes. . . . . . . . . . .
Basic Cycle Engine Configurations. . . . . . . . .
Recuperated Single-Shaft" Cycle (Engine NII2V) ...
Regenerated Single-Shaft Cycle (Engine NIII2V) . . .
Regenerated Free-Turbine Cycle (Engine AIII2V) . . .
Simulated Dynamometer Driving Schedule. . . . . . .
Engines Analyzed. . . . .". . . . . . . . . . . . .
Performance Requirements. " . . ... . . . . . . . .
Performance of Single-Shaft Regenerated Engine. . .
Performance of Single-Shaft Recuperated Engine,
125 hp Rate'd . . . . . . . . . . . '. . . . . . . . .
Performance of Free-Turbine Regenerated Engine. . .
Fuel Economy of Single-Shaft Regenerated Engine
Fuel Economy of Single-Shaft Recuperated Engine
Fuel Economy' of Free-Turbine Regenerated Cycle. . .
Emissions Comparison of Candidate Cycles for
Federal Driving Cycle. . . . . . . . . . . . . . .
8- 1 " Candidate Engine Design Characteristics. . . . . .
8- 2 Regenerated Free-Turbine Engine. . . . . . . . . .
8- 3 Single Regenerator Single-Shaft Engine. . . . . . .
8- 4 Single-Shaft Engine with Ceramic Counterflow
Recuper a tor. . . . . . . . . . . . . . . . . . . .
8- 5 Single-Shaft Engine with Plate-Fin Counterflow
Recuperator . . . . . . . . . . . . . . . . . . . .
8- 6 Variable Speed Traction Transmission. . . . . . . .
2- 1
2- 2
4- 1
4- 2
5- 1
5- 2
5- 3
6- 1
7- 1
7- 2
7- 3
7- 4
7- 5
7- 6
7- 7
7- 8
7- 9
AT-6100-R7
Page "iii
. 13- 1
2-40
2-51
4- 7
4-13
5- 7
5- 8
5- 9
6-18
7- 3
7- 9
7-13
7-17
7-21
7-25
7-26
7-27
7-36
8- 4
8-17
8-25
8-31
8-37
8-43
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TABLES (Contd)
8- 7
8- 8
8- 9
8-10
8-11
8:"12
8-13
8-14
8~15
9- 1
9- 2
9- 3
9- 4
9- 5
9- 6
10- 1
11- 1
12- 1
12- 2
1'2 - 3
12-4
12- 5
12- 6
12- 7
12- 8
12- 9
12-10
12-11
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AIRESEARCH MANUf'ACTURING COMPANY Of' ARIZONA,
" DIVISION D" THE DARRETT CDRPORATIQN
TABLE OF CONTENTS (Contd)
Page
Variable, Speed Belt TransmissIon. . . . . " " . . . 8-51
Automobile Gas Turbine System Controls Cost
and Weight. . . . . . . . . . . . . . . . . ". . .. 8-56
Control System Cost and Weight Summary. . . .. . . 8-59
Accessories - Automotive Gas Turbihe Engine
and Power Transmission. . . . . . . . . . . . . . .
Free-Turbine Engine Rotary Regenerator' Sy~tem' . . .'
Single-Shaft Engine Rotary Regenerator System. . .
Single-Shaft EngineCe!amic Counterflow'
Recuperator' System. . . .. . . . ,': . . . . . . . .. 8-64
Single-Shaft Engine Plate-Fin Recuperator ..... 8-65
Weight Summary, Full-Size, Six-Passenger
Automobile ". .; . . . . . . . . . . . . . . . . . . . 8-66
Summary of Estimated Manufacturing and
Consumer Costs. . . . . . . . . . . . . . . . . .. 9- 2
Estimated Maintenance Required Per Year, V-8
Spark Ignition Engine. . . . . . . . . . . . . .. 9,- 3
Repair and Maintenance Estimate for 105,000
Miles, 7-Year Life, V-8 Spark-Ignition Engine. .. 9- 4
Estimated Maintenance Required Per Year. . . . .. 9- 5
Repair and Maintenance Estimate for Gas
Turbine Engines. . . . . . . . . . ~ . . . . . .. 9- 6
Co~t-of-OwnershipComparispn . .. . . . . . . . .. 9- 8
Comparison 'of Candidate Systems with Respect
to Des,ign Objectives '. . . .'. .. .'. . " . . . . . 10- 2
Breakdown of 'P:rogram Costs. .. . . . . . " . . . . 11-10
Time Peri6d C6mpariscin of Techno1o~y Levels.. .. 12- 4
1985 Regenerated 'Single-Shaft Cycle Design Point . . 12- 5
1995 Regerierated ~ing1e-~haft Cyc1eDe~ign poini .. 12- 6
Desigri-:-Point Pa~amet,ers and Performance. ',' .'.. 12-14
Performanc~ com~aiisons. . . .. . . ~ . . . . . . 12-18
F'ue1 Economy, Comparisons. . . . . .'. . . . . ',' . 12-21
1985 Engine' . . ',' . . . . . .'. . . ',' . . . . . 12-23
1995 Engine' ,. e'. . .. . . . . .' . . . . . . . . .12-24
Summary of Estimated Automobile Manufacturi!lg .
and Consumer Costs. . . . . . " . . . . .'. . . . . 12-25
Vehicle Weight Summary.'. . '. ',' . . . . . . . . . 12-26
Cost-ot-Ownership Comparisons.. ',' . . '," . . . . 12-28
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AT-6100-R:7
Page iv
8-61
8-62
8-63
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AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
A DIVIBIDNor THE GARRETT CDRPORATION
TABLE OF CONTENTS (Contd)
Page
TIST OF ILLUSTRATIONS:
1- 1
1- 2
1- 3
2- 1
2- 2
2- 3
2- 4
2- 5
2- 6
2- 7
I
2- 8
2- 9
2-10
2-11
2-12
2-13
2-14
2-15
2-16
2-17
2-18
2-19
2-20
2-21
2-22
2-23
2-24
2-25
2-26
Vehicle Initial Cost Trend for Optimum Gas
Turbine Automobile. . . . . . . . . . . . . . . . . .
Composite Route Fuel Economy Trend for Optimum
Gas Turbine Automobile. . . . . . . . . . . . . . . .
Cost-of-Ownership Trend for Optimum Gas Turbine
Automobile. . . . . . . . . . . . . . . . . . . . . .
1- 5
1- 6
1- 7
Single-Stage Centrifugal Compressor. . . . . . . . . 2- 3
Single-Stage Axial Compressor Efficiency Estimates. . 2- 4
Compressor Performance, Single-Stage Radial or
Mixed Flow. ... . . 0.. . . . . . . .. . . . . . . . . . 2- 5
Compressor Performance, Two Stages; Axial-Radial
or Two-Radial. . . . . . . . . . . .. . . . . . . . . 2- 6
Combustor Efficiency vs Loading Parameter
(Conventional Aircraft Engine) . . . . . . . . . . . . 2-11
Combustion Efficiency, Low-Pressure Ratio Combustor. 2-12
Combustion Efficiency, High-Pressure Ratio
Combustor. . . . . . . . . . . . . . . . . . . . . . 2-13
Single-Axial-Stage Turbine Performance. . . . . . . . 2-15
Two-Stage Axial or One-Stage Radial Turbine
Performance .. . . . . . . . . . . . . . . . . . . . . 2-16
AiResearch Axial Turbine Efficiency Correlation. . . 2-18.
Effect of Specific Speed on Radial-Inflow Turbine
Efficiency. . . . . . . . . . . . . . . . . . . . . . 2-19
Axial and Radial Turbine Performance (Small
Turbines) ...................... 2-20
Typical Plate-Fin Pure Counterflow Recuperator . '.' . 2-23
Disc-Type Rotary Regenerator. . . . . . . . . . . . . 2-26
Automobile Cruise Power Requirement. .,. . . . . . . 2-29
Free-Turbine Drive Schematic. . . . . . . . . . . . . 2-30
Single-Shaft Gas Turbine Drive Schematic. . . . . . . 2-31
Gearbox Power Loss. . . . . . . . .. . . . . . . . . 2-33
Gas Turbine Primary Gearbox Performance. . . . . . . 2-34
Automobile Rear Differential Gearbox Performance. . . 2-35
Automobile Rear Differential and Axle Overall
Efficiency. . . . . . . . . . . . ~ . . . . . . . . . 2-36
Automobile Three-Speed Gearbox Performance. . . . . . 2-38
Performance of Hydromechanical Transmission for
Gas Turbines. . . . . . . . . . . . . . . . . . . . . 2-42
Hydromechanical Infinitely Variable Ratio
Transmission Performance. . . . . . . . . . . . . . . 2-43
Performance of Infinitely Variable Speed
Mechanical Transmissions. . . . . . . . . . . . . . . 2-44
Toroidal Variable Speed Drive Performance. . . . . . 2-45
AT-6l00-R7
Page v
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AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA'
,. '
iii. DIVISION Df" THE GARRETT CORPORATION
TABLE OF CONTENTS (Contd)
LIST OF ILLUSTRATIONS (Contd)
2-27
2-28
2-29
2-30
3- 1
3~ 2
3- 3
3- 4
3- 5
3- 6
, 3- 7
3- 8
3- 9
4- 1
4- 2
4- 3
4- 4
4- 5
4- 6
4- 7
4- 8
,4~ 9
4-10
4-11
4-12
4-13
4-14
4-15
4-16
Variable Speed Belt Drive Performance, .. .. .' . . .
Regenerator Seal Leakage Design G.oals . .' . '," . .
Compressor Leakage Loss. " . 0 00 . ',' ',,' . . . .
Turbine Cooling Flow Requirements. . . . .. . . ','
Design Point Cycle Program. . . . . . . . . 0 . . .
Non-Regenerated 'Free-Turbine Cycle; Sea-L~vel,
59,oF Day, 150 shp . . . .'. ',' . . . . . . . . ~ . .'
Recuperated Free-Turbine with Fixed Geometry. . . .
Regenerated Free-Turbine with Variable Turbine
Nozzles. .t.". .' . .; . '. . . . '. . . . .". . . . . . . .
Recuperated Free-Turbine with Variable Turbine
No z zles .", ". . .:.. .. . . . . ... . . . . . .. . . . . .
Non-Regenerated Free-Turbin~ . . .; . . . ~', . ',' . 0
Non-Regenerated Single-Shaft. . . '. . . . . . .' . .
Recuperated .Single-Shaft . . .. . . . . . . '," . .
Regenerated Single-Shaft. '.' . . . . . . 0 . . . .
Page
2-46
2-48
2-49
2-50
3- 2
3- 4
3- 5
3- 6
3- 7
3- 8
3- 9
,3-10
3-11
. ,,'.,
Axial Stage Supercharging Schematic, ',' '," . . . . . ,4- 6
Results of Axial Supercharging. ',' . ... . . . .'. 4- 9
Power Augmentation with Con~tant Water-to-Air
Mass'Ratio .. . ." .. . .8 . .- . ... .'. . . .. . ". .. ...
Free-Turbine Cycle, 50°F Day. . . . .'. . . . . . .
Recuperated Free-Turbine Cycle, 85°F Day. ',' . . ~
Recuperated Free-Turbine Cycle with Variable ~ower
Turbine 'Nozzles" 85°F Day. . ~ . . . . . ',' . . ',' 4-18
Recuperated Free-Turbine Cycle with Variable Power
Turbine Nozzles, 85°F Day . ',' " . .'. . . . . . . .'., 4-19
Regenerated Free-Turbine Cycle with Variable Power
Turbine Nozzles; 85°F Day. . .. . . . . . . . . . . 4-20
Free-Turbine Cycle, 85°F Day. . . ., ~ . . . . . . . ,4-21
Single-Shaft Cycle, ,85°,F Day., ~ . . . . . . . . . . ',4-22
Recuperated Single-::Shaft Cycle. . . . . . . .'. .'. ,: 4-23
Recuperated Single-Shaft Cycle, 85°F Day.. . . .. 4-24
Recuperated Single-Shaft Cycle with Variable, , ,
Inlet Guide Vanes, -85°F Day.,. "",~ ... 0 . . :4-25
Recuperated Single-Shaft Cycle with Variable,
Inlet Guide Vanes. . . . 0 0 0 . . . ~,. .. . . . . '4~26
Regenerated Single-Shaft Cycle. 0 0 0, 0 ' 00 . ,0 .. 4-27
Regenerated, Single-Shaft Cycle with Vari~bl~
Inlet Guide Vanes,,' a 5,° F Day. .', ,', 0' 0 0,0 0 0' 0 0 0,' 4 -2 8
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AT-6l0P:-R7
Page vi
4-11
4-16
4-17
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION.OF' THE GARRETT CQRPORATION
TABLE OF CONTENTS (Contd)
Page
~tST OF ILLUSTRATIONS (Contd)
5- 1 Single-Shaft Recuperated Engine (NII2V)
Combustor Efficiency. . . . . . . . . . . . . . . . . 5-10
5- 2 Single-Shaft Regenerated Engine (NIII2V)
Combustor Efficiency. . . . . . . . . . . . . . . . . 5-11
5- 3 Free-Turbine Regenerated Engine (AIII2V)
Combustor Efficiency. . . . . . . . . . . . . . . . . 5-12
5- 4 Single-Shaft Recuperated Engine (NII2V)
Compressor Performance. . . . . . . . . . . . . . . . 5-13
5- 5 Single-Shaft Regenerated Engine (NIII2V)
Compressor Performance. . . . . . . . . . . . . . . . 5-14
5- 6 Free-Turbine Regenerated Engine (AIII2V)
Compressor Performance. . . . . . . . . . . . . . . . 5-15
5- 7 Single-Shaft Recuperated Engine (NII2V)
Turbine Performance. . . . . . . . . . . . . . . . . 5-17
5- 8 Single-Shaft Recuperated Engine (NII2V)
Turbine Performance. . . . . . . . . . . . . . . . ~ 5-18
5- 9 Single-Shaft Regenerated Engine (NIII2V)
, Turbine Performance. . . . . . . . . . ...". . . . . 5-19
5-10 Single-Shaft Regenerated Engine (NIII2V)
Turbine Performance. ". . . . . . . . . . I' . . . . . 5-20
5-11 Free-Turbine Regenerated Engine (AIII2V)
Gasifier Turbine Performance. . . . . . . " . . . . . 5-21
5-12 Free-Turbine Regenerated Engine (AIII2V)
Gasifier Turbine Performance. . . . . . . . . . . . . 5-22
5-13 Free-Turbine Regenerated Engine (AIII2V)
Power Turbine Performance. . . . . . . . I' . . . . . 5-23
5-14 Free-Turbine Regenerated Engine (AIII2V)
Power Turbine Performance. . . . . . . . . . . . . .
Regenerator Off-Design Performance. . . . . . . . . .
Rotary-Ceramic Regenerator Off-Design Perfqrmance
Regenerator Seal Leakage Goals at Cycle Design
Pressure Ratio. . . . . . . . . . . . . . . . . . .
Estimated Metal Recuperator Off-Design Perfo~mance .
Recuperated, Single-Shaft Cycle, 105°F Day. . . . .
Recuperated, Single-Shaft Cycle with Variable
Inlet Guide Vanes, 85°F Day. . . . . . . " . . . . . 5-31
5-21 Recuperated, Single-Shaft Cycle with Variable
Inlet Guide Vanes, 59°F Day. . . . . . . I' . . . . . 5-32
5-22 Recuperated, Single-Shaft Cycle with Variable
Inlet Guide Vanes, 30°F Day. . . . . . . . . . ." . . 5-33
5-23 Regenerated, Single-Shaft Cycle 'with Variable
Inlet Guide Vanes. . . . . . . . . . . . . . . . . . 5-34
5-24 Regenerated, Single-Shaft Cycle with Variable
Inlet Guide Vanes, 85°F Day. . . . . . . . . . . . . 5-35
5-24
5-25
5-26
5-15
5-16
5-17
5-18
5-19
5-20
. 5-27
. 5-29
. 5-30
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Page vii
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~
, ' ,
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISIDN.oF THE GARRETT CDRPDRAT'DN
TABLE OF CONTENTS (Contd)
LIST OF ILLUSTRATIONS (Contd)
5-25
5-26
5-27
5-28
5-29
5-30
5-31
" 5-32
5-33
6- 1
6- 2
6- 3
6- 4
6- 5
6- 6
7- 1
7- 2
7- 3
7- 4
7- 5
7- 6
7- 7
7- 8
7- 9
Regenerated, Single-Shaft Cycle with Variable,
InJ.,etGuideVanes, 59°F Day .'. .'. ',," ',"'"
Regenerated, Single-Shaft Cycl~ with Variable
Inlet Guide Vanes, 30°F Day. 0 ';' . '0 .'. " . 0 0
Regenerated Free-Turbine with Variable Power
Turbine Nozzles, 105°F Day. 0 . 0 . 0 0 .' 0 . . . 0
Regenerated Free-Turbine with Variable Power, ,
Turbine Nozzles, 85°F Day 0 . 0 . 0 . ~ 0 .0 . 0 . 0
Regenerated Free-Turbine with Variable Power
Turbine Nozzles, 59°F Day 0 . 0 0 . . . . ~ . . . . .
Regenerated Free-Turbine Engi,ne, 105°F Day,
Unbalanced Tprque". . . 0 0 0 . 0 . . 0 . . . 0 . 0 0
Regenerated Free~Turbine Engine, 85°F,Day,
Unbalanced Torque '0'. 0 ~ 0 '0 0 . 0 . . 0 . .,.,. . .
Regenerated Free-Turbine Engine, ,59°F Day,,'
Unbalanced Torque. 0 . 0 . 0 0 0,0 . 0 0 . 0 . .. 0
Regenerated Free-Turbine Engine with Variable
Power Turbine:Nozzles and Variable Inle~ Guide
Vanes, 85°F Day 0 0 0 0 . . 0,' 0'. 0 o. . P 0
o 0 0
Mission Analysis Program Block Diagram' 0 . 0 . . . .
Rear Axle and Transmission Spin-Loss Characteristics
(Based on OAP Data) . '. 0 o. 0 . 0 '. . 0 0 0 0 . . 0
Belt Transm'ission - :Road-LQad, Eff.iciency 0, 0 0 0 . .'
Toroidal Transmission - Road-Load Efficiency. 0 0 .
Torque Converter Characteristics (OAP Data)" 0,' 0 ,0' P:
Free-Turbine Engine AIII2V Ma,ximum Throttle, '
Performance."'. ..- . e.". . . . ." .' . ".. . . . . .. . . .0
, '
Total 'Fuel'Costs as a,Function of Fuel Consumption
Effect of Regenerator Effectiveness on Cost of '
'Fuel for Lif,eof Vehicle 0 0 0 0,. .' . '.:'. ',0' 0 . . .
Standipg~Start Acceleration Performance '0 0'. : . . .
Standing-Start Acceleration Performance. '0 '. 0' 0 . 0
Standing-Start Vehicle Acceleration P~r;formance
wi t'h Single-Shaft Regenerateq Engine. . . . . .. .
Merging Traffice and DOT High-Speed Performarice
with Single-Shaft Regenerated Engine. ,0 0' ,00 0 0 .
Standing-Start Vehicle Accele~ation Per£ormancie
withSingl~~Shaft Recuperated,Eng~ne . ,0 ~. 0 0 0 .
Merging Traffic and DOT High-Speed Pass, '
Perfo,rmance with Single-Shaft Recuperated Engine
Standing-Start Vehicle Acpeleration Performanc~
with Free-Turbine Regenerated Engine. . . . 0 . 0 .
AT';'6l00-R7
Page viii
Page
5-36
5-37
5-39
5-40
5-41
5-42
5-43
5-44
5-46
6- 2
6- 8
6-10
6-11
6-13
6-15
7- 2
7- 8
7-11
7-12
7-15
7-16
7-19
7-20
7-23
-------
ffi]
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
It. DIVISION-O" THIE GARRETT CQRPORATION
TABLE OF CONTENTS (Contd)
TtST OF ILLUSTRATIONS (Contd)
7-10
7-11
7-12
7-13.
7-14
7-15
8- 1
8- 2
8- 3
8- 4
8- 5
8- 6
8- 7
8- 8
8- 9
10- 1
10- 2
10- 3
11- 1
11- 2
11- 3
11- 4
Merging Traffic and DOT High-Speed Pass
Per'formance with Free-Turbine Regenerated Engine. .
Road-Load SFC Comparisons of Three Candidate
Turbines and SI Engines, 85°p Sea-Level Day. . . .
Road-Load Fuel Economy Comparisons of Thre.e.
Candidate Engines and an SI Engine. . . . . . . . .
Road-Load Fuel Economy Comparison for Free-
Turbine Regenerated Engine with Variable
Geometry. . . . . . . . . . . . . . . . . . . . . .
Road-Load Fuel Economy of Single-Shaft, .
Regenerated Engine, 45°F Sea-Level Day. . . . . . .
Road-Load S~C Comparisons, 85°F Sea-Level Day. . .
Cercor Regenerator Sizing Characteristics. . . . .
Cercor Regenerator Sizing Characteristics. . . . .
Comparison of Recuperator Configurations. . . . . .
Regenerated Free-Turbine Engine Variable Inlet
Guide Vanes and Power Turbine Nozzles. ... . . . .
Single Regenerator Single-Shaft Engine, Variable
Inlet Guide Vanes. . . . . . . . . . . . '. . . . .
Single-Shaft Engine with Ceramic Counterflow
Recuperator, Variable Inlet Guide Vanes. .. . . . .
Single-Shaft Engine with Plate-Fin Counterflow
Recuperator, Variable Inlet Guide Vanes. '. .. . . .
Variable Speed Traction Transmission. . . . . . . .
Variable Speed Belt Transmission. . . . .:. . . . .
Single Regenerator T~action Transmission,
Single-Shaft Engine. . . . . . . . . . . . . . . .
Single-Shaft Engine Traction Transmission
Engine Installation. . . . . . . . . . . . . . . .
Single-Shaft Engine - System Schematic. . I. . . . .
Advanced Gas Turbine Automobile Demonstration
Program Logic Chart. . . . . . . . . . . I. .
Advanced Gas Turbine Automobile Demonstration
Program Schedule. . . . . ". . . . . . . . I. .
Advanced Gas Turbine Automobile Demonstration
Program Milestones. . . . . . . . . . . . . .
Program Total Costs. . . . . . . . . . .'. .
Page
7-24
7-29
7-30
7-31
7-32
7-33
8- 6
8- 7
8- 9
8-15
8-23
8-29
8-35
8-41
8-49
10- 5
10- 6
10- 7
. . . 11- 3
. . . 11- 7
. . . 11- 8
. . . 11-11
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Page ix
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~
;- ''',in,
e'ni'
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION -0,. THE DARREn CORPORATION
TABLE OF CONTENTS (Contd)
LIST OF ILLUSTRATIONS (Contd)
12- 1
12- 2
12- 3
12- 4
12- 5
12-' 6
12- 7
12- 8
Centrifugal Compressor Performance Advancement~. .
Predicted Compressor Efficiency with Pressure'
Ratio for Year' 20,00 . . . . . . .'. .' '. . . . . . .
, "
Radial In-Flow Turbine Performance Advancement
Predicted Radial Turbine Efficiency ,Varia~ion
with Pressure Ratio for Year 2000 . . .' . . '. . . .
Regenerated Single-Shaft Cycle. ,. .' ~ . . . .'. .
1985 Engine Regenerated Single-Shaft Cycle,
Sea-Level, 85°F Day. . . . ., .'. . . . .. ~ " ..
1995 Engine Single-Shaft Regenerated,.", ...' . . .
Constant-Speed FueL Economy Comparison!?' . . . . . .
I '
AT,-6l00-R7
Page x
Page
12- 8
12- 9
12-11
12-12
12-13
12-15
12-16
12-20
-------
1.
IM'TRODOCTION AND
$UMMARY
-------
~
AIRESEARCH MANUF'ACTURING CDMPANY DF' ARIZDNA
iii. OWIS'ON OF TH£ GARRETT CORPORATIQN
SECTION 1
INTRODUCTION AND SUMMARY
1.1
INTRODUCTION
The effort reported herein was performed by the AiResearch
Manufacturing Company of Arizona, A Division of The Garrett Corpora-
tion, on the Automobile Gas Turbine Optimum Configuration Selection
Study under Contract 68-04-0012 for the Environmental Protection
Agency, Office of Air Programs, Advanced Automotive Power Systems
Development Division.
The purpose of this study was to define the optimum gas turbine
_~gine capable of meeting the 1976 emission standards, when used in
1
the largest-selling-size classification of u.S. automobiles, and
capable of being developed by the year 1975. Optimization criteria
were:
(a)
Emissions - 1976 Federal Standards as speci~ied in the
July 2, 1971, Federal Register
(b)
Performance
Appendix 1
Similar to present automobiles'as specified in
( c)
Cost of Ownership - Equal to or less than 110, percent of
present standard-size automobile with spark-ignition engine
as determined by the U.S. Department of Commerce 1969/70
statistics
(d)
Mean Operational Life - 7 years, 105,000 mi, 3500 hr
(e)
Installation Volume - 35 ft3 maximum
AT-6l00-R7
Page 1-1
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IEBi
AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA"
A DIVISION Dr THE GARRETT CDAPORATIDN
1.2
SUMMARY
This study approach was to perform limited analyses, consisting
of design-point cycle studies of a large number of potential candi-
date automobile engines comprising single-shaft, free-turbine, and
multiple-spool configurations. Cycle pressure ratios and tempera-
tures, with turbine cooling flow rates, were varied, thus providing
" "
sufficient information to estimate qualitatively the part-load per-
" "
formance of each engine. In these analyses, the effects of cycle
modifiers, such as heat exchangers and variable compressor and turbine
" "
geometry, were determined. Over 150 cycles were analyzed in the above
process.
Twelve of the promising cycles were chosen for off-design per-
formance analysis over the entire operating range of each engine.
These performance curves for each engine, with performance curves of
suitable transmissions, were used in a computer vehicle simulation
program to compute vehicle acceleration performance, fuel economy for
selected driving schedules, and emissions estimates.
Three of these engine-transmission systems were then chosen as
prime candidates. Engine and transmission design layouts were made,
and direct manufacturing costs of each system were estimated. Main-
te~ance and ~ep~ir, fuel, and other costs were estimated for the 7-
year, 105,000-mi life of the vehicle, to obtain a vehicle cost-of-
ownership.
Results of this study show tha"t a relatively low pressure ratio,
single-shaft engine with regeneration (either a fixed-boundary recu-
perator or a rotary regenerator, driving the vehicle through an infi-
,
nitely variable speed-ratio traction transmission) is the system most
capable of meeting or exceeding the optimization criteria. To mini-
mize fuel consumption and, therefore, total cost of ownership, a high
heat recovery effectiveness is recommended--B5 percent for a fixed-
boundary recuperator and 90 percent for a rotary regenerator.
AT-6l00-R7
Page 1-2
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Ir:B' I
!(OAADETT
"... '
...:..__.1
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION 0" THE GARRETT CORPORATtOH
Although consumer initial cost would be decreased by using a lower
heat recovery effectiveness, the higher values are required to mini-
&I,iz:e the cost-of-ownership optimizing parameter.
Additional work, beyond the scope of this study~ is required to
-"~termine the optimum heat recovery device. The three most promising
candidates for the heat exchanger are the ceramic rotary regenerator,
the ceramic counterflow recuperator, and the metallic counterflow re-
cuperator. The primary problem with the rotary regenerator is that of
designing the gas path seals to minimize the leakage loss to the cycles
and maintain an adequate seal life at an acceptable cost. This prob-
lem has been investigated for several years, with evidence of apparent
solution. However, the'proprietary nature of this work affords little
specific information to support this contention. Bec,ause of the high
heat recovery effectiveness (£R S 0.90) obtainable at a reasonable
weight and volume and potentially low cost, the rotary regenerator is
, I
the preferred heat exchanger for the standard automobile-type gas tur-
bine engine; assuming, of course, that the seal problem is resolved.
However, if the regenerator seal problem has not been adequately
solved (as contended by some sources) and assuming the solution is not,
inuninent, some other type of heat exchanger must be used. For an
effectiveness of 0.8.5, the counterflow recuperator is the preferable
un.it. Two types of recuperator core materials were considered in the
analysis, ceramic and metallic. The ceramic material offers a poten-
tial for lower initial cost but has not been proven aSi a practical
material for the counterflow configuration. For the metallic recu-
perator, 347 Stainless Steel was used for the core material: as a
result, the estimated initial cost is reiatively high. However, a
concept has been proposed to reduce this high cost. If this concept
is proven practical, the metallic recuperator could be more attractive
than ceramic versions.
AT-6l00-R7'
Page 1-3
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ffi
AIRESEARCH MANUFACTURING COMPANY Of' ARIZONA
/II. DIVISION Dr THE: DARRETT CORPQRATION
Further development of the three heat exchangers will identify
the optimum heat recovery device. The recommended engine configura-
tion does not depend on which of the three heat exchangers is selected.
In each case, the recommended engine is of a single-shaft configura-
tion; only the optimum design-point pressure ratio would be slightly
affected by the heat recovery ef!ectiveness chosen.
The 7-year, 105,000-mi estimated cost-of-ownership of the auto-
mobile with the selected gas turbine engine is less than that for a
corresponding 1970 automobile with spark-ignition engine. Based on
operating life data for aircraft gas turbine engines, the mean life
of the automobile gas turbine will exceed the 3500-hr, 105,000-mi
specification.
The optimum gas turbine engine .is easily packaged in the limiting
35-ft3 volume. An installation drawing showing one version of the
engine-transmission system insta11~d in a standard-size U.S. automo-
bile is included in Section 10.
The development program required to achieve the projected 1975
technology level is provided in Section 11.
The long range potential of ,the gas turbine engine automobile is
analyzed. Figures 1-1 through 1~3 summarize the results of. this
analysis. The vehicle initial c~st, in terms of 1970 dollars, is
estimated to decline as new materials are developed for use in the
engine and as component efficiencies are improved, decreasing the size
. .
of the engine. Major reductions in cost will result from substituting
ceramic materials for high-temperature nickel and coba1t'base alloys.
the development of a ceramic turbine will allow higher turbine inlet
temperatures, resulting in better efficiency and lower fuel costs.
AT-6l00-R7
, Page 1...4
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~
AIRESEARCH MANUFACTURING COMPANY OF ARI'ZONA
A DIVISION 0" THII QARRETT CORPORATIDN
.
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TIME AFTER PROGRAM INITIATION, YEARS,
13-15
VEHICLE INITIAL COST TREND FOR OPTIMUM
GAS TURBINE AUTOMOBILE
FIGURE 1-1
AT-6100-R7
Page 1-5
I
23-25
-------
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION A,. THE DARRETT CORPDRATIQN
.
o
3-5 13-15
TIME AFTER PROGRAM INITIATION, YEAR
23-25
COMPOSITE ROUTE FUEL ECONOMY TREND FOR OPTIMUM GAS TURBINE AUTOMOBILE
FIGURE 1-2
AT-6100-R7
Page 1-6
-------
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A DIVISION 0" THE OARR~TT CDRPCAATIQN
0-
O.
3-5 13-15
YEARS AFTER PROGRAM INITIATION, TIME
23-25
COST-OF-OWNERSHIP TREND FOR OPTIMUM GAS TURBINE AUTOMOBILE
FIGURE 1-3
AT-6100-R7
Page 1-7
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rn
AIRESEARCH MANUF'ACTURING COMPANY OF' ARizONA
It. DIVl91DN OF THE GA.RRETT CDRPORATION
The average fuel economy of the gas turbine automobile as
projected will increase with increasing component efficiencies and
turbine inlet temperatures (Figure 1-2). Increasing fuel economy is
a significant factor, since a fuel crisis is anticipated in the next
20 to 30 years.
The cost of ownership, in terms of 1970 dollar-value, is
to slightly decrease with the projected lower initial cost of
engine and improved fuel economy (Figure 1-3).
expected
the
This is a limiting case, in that the engine cycles were not penal-
ized for low-emission combustor designs, simply because this penalty
was not known during the course of the study. Results of the low-
emission combustor programs, conducted in parallel with this program,
will provide the performance penalties, if any, for the low-emission
combustor designs.
Federal Driving Cycle (FDC) emissions for the three candidate
systems were computed, using data from AiResearch aircraft engines and
employing analytical techniques. All of the engines met the CO and
UHC requirements with margin, but none of these conventional combus-
tors met the 1976 NO requirement. The recuperated engine had the
x
lowest NO emission, as expected, because of the lower combustor inlet
x
temperature.
AT-6100-R7
Page 1-8
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2.
13ASELIM~ 'TECHNOLOGY
-------
ffi]
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
It. OIV'SIDN 0" TH~ GARRE.TT CORPORATION
SECTION 2
BASELINE TECHNOLOGY
Vehicle performance requirements specified in Paragraph 8 of
"Vehicle Design Goals - Six-Passenger Automobile," reprinted in
Appendix 1, were used to establish power requirements of the engine
at approximately 150 hp or an airflow rate of 1 to 2 lb/sec. This
requirement was then used to calculate the approximate engine compo-
nent size and design-point performance characteristics, as discussed.
2.1
COMPRESSORS
The following candidate compressor configurations were considered
in the optimum cycle studies:
(a)
Single-state centrifugal
(b)
Single-stage mixed-flow
( c)
Axial first-stage, centrifugal second-stage
(d)
Axial first-stage, mixed-flow second-stage
(e)
Centrifugal first-stage, centrifugal second-stage
The impeller, diffuser, and stage-matching of all-candidate com-
pressors was optimized to give the best performance possible at low
part-load power, since the average speed of the automobile for its
operating-life is approximately 30 mph when the engine o~tput power
is less than 20 percent of the peak power.
AT-6l00-R7
Page 2-1-
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I~I
.I~I
AIRESEARCH MANUf"ACTURING COMPANY Of" ARIZONA
A DIVISION OF' THE GARRETT CORPORATION
2.1.1
Current Technology
The interrelationship of pressure ratio, flow rate, and adiabatic
efficiency of various AiResearch production centrifugal compressors is
shown in Figure 2-1. The curves were obtained from test data of com-
pressors with backward-curved impeller blades and low compressor exit
Mach number. This figure shows the quantitative effects on per-
formance associated with increased pressure ratio, as well as the siL-
. .
effects (tolerances and running clearances) , which influence both the
. .
impeller and diffuser. .
High Mach numbers, relative to the inducer tip and diffuser inlet,
are associated with high-pressure ratio centrifugal compressors. As
a result,. backward-curved blades are used for a wide surge margin at
high inducer tlp relative Mach numbers. The impeller exit absolute
Mach number is also lower with backward-curved impeller blades than
with radial blades.
Figure 2-2 shows the current state of the art of various sing1e-
stage axial compressors. These data include stage efficiency, pres-
sure ratio, surge margin, tip speed, and flow rates for the design and
some off-design speeds.
The mixed-flow compressor is a form of the centrifugal compressor
and differs only in that the flow exits from the impeller less than 90
degrees from the axis of rotation. AiResearch accomplished an investi-
gation of mixed-flow compressor design criteria and ascertained that
mixed-flow and radial out-flow compressors can be designed using
identical techniques and will yield comparable performance for the
same design point.
Figures 2-3 and
function of pressure
studies for one- and
2-4 show compressor adiabatic efficiencies, as a
ratio, that were used in the design-point cycle
two-stage compressor configurations.
AT-6100-R7
Page 2-2
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ii,I. rk\.-',.,. L,:' ~'~'{~~:'~~X'~'~',,: "~;',
~ ,-~,- ..:I "'.~::.~.~~~,~~~.
..... ~ ~~~~{~~~
"I: ~\~~'
~(: 1: :\1i~
4.: /
- .&.J~I ""A;lv
= COMPRESSOR INLET
CORRECTED F~OW
2.0
7.0
3.0
4.0 5.0
PRESSURE RATIO
6.0
8.0
SINGLE-STAGE
CENTRIFUGAL
COMPRESSOR
FIGURE
2-1
m
~
:a
III
CD
III
~
:a
n
z
. 1:
!! ~
S Z
5C:
z ...
D ~
... n
~-f
.. c:
~:a
8 -
8 Z
3GJ
n n
~ D
~1:
811
~~
DZ
Z -<
o
...
~
:a
N
D
Z
~
9.0
-------
1tJ»f
III 8
I.QI
(1)0'\
f-I
"-'0
10
~I
:;0
......
~
~ 1.00
~
H
U
H
~
~ 0.90
u
H
8
~
~ 0.80
H
Q
~
~
~ 0.70
~ 1.0
~
o
6
AA
o
m
CURRENT
~
:II
PI
In
PI
~
:II
n
:I
. :t
!!)-
~ Z
DC
z ...
a)-
... n
~ ...
"C
~ :II
.-
. Z
~CJ
n n
~C
~:t
. 'D
~)-
az
z -<
C
...
)-
:II
N
c
z
)-
'0 .
1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.0
P 2/ P 1
w./i/ 6
o 18. 7
181 24.4
o 7.2
o 29.4
A 33.0
'V 28.S
o 27.4
. 10.4
o 3.7
SOLID SYMBOLS: DES IGN SPEED DATA
OPEN SYMBOLS: OFF-DESIGN SPEED DATA
18 U = IMPELLER TIP SPEED, FT/SEC
9 = TIN' °R/SI8.7
S = PIN' PSIA/14.696
SINGLE-STAGE AXIAL COMPRESSOR EFFICIENCY ESTIMATES
8
o
10 12 14
U/ Ie - FPS X 10-2
16
FIGURE 2-2
-------
EB
AIRESEARCH MANUF'ACTURING CDMPANY DF' ARIZDNA
It. DIVISION D" THE GARRETT CDRPORATION
0.86
u ESTIMATED
I:"
.. 0.84 1975 STATE
~ OF THE ART
~
~ 0.82
H
()
H -
r... H 0.80
r... tC1:
~ 8
0
() 8
H
8 0 0.78
tC1: 8
IX!
tC1: H
H tC1: 0.76
Q ~
tC1:
8
~ ........ 0.74
0
U)
U) PRESENT STATE
~ 0.72 OF.'_~!!E ART
AI
~
0
()
0.70
3 4 5 6 7 8
PRESSURE RATIO
COMPRESSOR PERFORMANCE, SINGLE-STAGE
RADIAL OR MIXED FLOW
FIGURE 2-3
AT-610cr:R7
Page 2-5
-------
~
0.86
u
s=-
0.84
...
~
u
~ 0.82
H
u
H-
&: ~O. 80
ILl 8
o
880.78
;;J~
~ ~O. 76
~t;
E-t
~""'O. 7 4
en
en
~ 0.72
~
o
u 0.70
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
It. DIVISION D~ THE GARRETT CORPORATIDN
ESTIMATED 1975
STATE OF THE ART
STATE OF THE ART
4 .
8
12
16
14
6
10
PRESSURE RATIO
COMPRESSOR PERFORMANCE, TWO STAGES;
AXIAL~RADIAL OR TWO-RADIAL
FIGURE 2-4'
AT-6100-R7
Page 2-6
-------
:ffii
AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
.... DIVISIDN DF' THE DARRETT CORPORATION
2.1.2
1975
Established Technology
The 1975 compressor performance projection is a two-point improve-
mant in efficiency. This improvement is expected to be made by better
contour control, improved design technology, and improved control of
., -iufacturing tolerances. These improvements will be applicable to
mass production components, as well as small quantity production.
2.2
COMBUSTORS
Federal emission standards specify the following levels of exhaust
pollutants for 1976 automobiles:
(a) Hydrocarbons - 0.41 gm/mi
(b) Carbon monoxide - 3.4 gm/mi
(c) Oxides of nitrogen - 0.4 gm/mi
These pollutants are the result of incomplete combustion, particularly
the hydrocarbons (HC) and carbon monoxide (CO). Therefo,re, pollutant
levels can be utilized to compute the combustion efficiency required
for the Federal Driving Cycle to meet the specified limits.
. To calculate combustion efficiency, levels in grams. per mile must
be converted to an equivalent mission index expressed as milligrams of
pollutant per gram of fuel. The formula for accomplishing this con-
\ _.rsion is
gal 1 mi gm
EI = 1000 x ~ x 3 x --r x -r
em gm/cm ga ml.
AT-6l00-R7
Page 2-7
-------
~
AIRESEARCH MANUFACTURING CDMPANY DF ARIZDNA
A DIVISION Dr THE GARRETT CORPDRATIDN
where:
EI = emissien index, mg/grn
gal/ern3 = 1/3785
grn/cm3 = density ef fuel = 0.763 grn/cm3
Cembining the censtant values yields
EI = 0.34626 x mi x gm
gal mi
For example, if average fuel censumptien ever the Federal Driving
Cycle (FDC) is 10 mpg, the emissien index fer each pellutant is
FDC
grn/mi EI
HC 0.41 1.42
CO 3.4 11.80
NO 0.4 1.38
x
Cembustien efficiency is varieusly expressed as (1) actual cem-
busto.r temperature rise divided by ideal temperature rise fer a given
fuel-air ratio., (2) ideal fuel-air ratio. divided by actual fuel-air
ratio. fer a given temperature rise, er (3) actual enthalpy rise
divided by ideal enthalpy rise. There is very little difference in
these three values unless efficiency is less than 90 percent. Fer the
purpose ef emissien calculatiens, efficiency must be en an enthalpy
basis. Fer an adiabatic cembustien reactien, the sensible enthalpy
change is equal to. the chemical energy released in reactien. There-
fere, the cembustion efficiency can be expressed as the chemical
enthalpy change fer the actual preducts divided by that ef the ideal.
AT-6l00-R7
Page 2-8
-------
~
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
. A DIVISION OF' THE DARRETT CORPORATIQN
The ideal chemical enthalpy change on a pound-of-fuel basis is .
equal to the fuel lower heating value. The same actual change is the
lower heating value of the fuel minus that of each standard product
formed on a pound-of-fuel basis. The combustion efficiency can then
J:..- written as
T) =
LHV f - L: M HV
p p x 100
LHVf
where:
T) = combustion efficiency, percent
LHVf = fuel lower heating value, Btu/lb
I
M = pounds of pollutant per pound of fuel
p
HV = heating value of pollutant, Btu/19
p I
,r-or JP-4 fuel, LHVf = 18,500 Btu/lb; for carbon monoxide, HV = 4345.23
. , p
Btu/lb; for hydrocarbon as CHl.85 per the Federal Tes1 requirements,
HV = 18,656 Btu/lb. The influence of oxides of nitrogen is so small
p. ,
that it can be disregarded for purposes of calculating required com-
""-lstion efficiency. Therefore,
. TI =
I
18,500 - (4345.23 x Mca> - (18,656 x ~e>
18,500 x 100
TI = 100 - (23.48 x Mea> - (100.8 x ~C>
or for emission index,
EI = Mea x 1000
I
T) = 100 - 0.02348 x Elea - 0.1008 x EIHe
AT-6l00-R7
Page 2-9
-------
rn
AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
A DIVISIDN 0" THE GARRETT CDRPORATION
For the specified emission goals and the 10 mpg example
~ = 100 - 0.02348 x 11.8 - 0.1008 x 1.42
~ = 99.58 percent
In an actual mission analysis, combustion efficiency and fuel consump-
tion will vary; hence, the preceding represents an overall integrated
efficiency for the total amount of fuel burned during the cycle. To
achieve this, combustion efficiencies, particularly at idle and part-
load, must be on the order of 99.6 percent. This implies that the com-
bustor must be designed for the part-load operating condition rather
than for maximum power, to ensure that the required high-efficiency
levels be maintained.
With a conventionally sized combustor (i.e., one that is sized at
a maximum power-point), efficiency drops rapidly at the off-design low
power-points in that higher aerodynamic combustor loading requires
increased combustion zone volume. However, the combustor must be
sized at a low power-point and will be oversized at maximum power.
The combustor map of a conventional aircraft engine, based on experi-
mental data, is shown in Figure 2-5. Maps of low-pressure ratio recu-
perated and high-pressure ratio unrecuperated engine co~ustors,
designed for high efficiency at part-load, are shown in Figures 2-6
and 2-7, respectively. Note that the loading parameter was modified
to inc1ude the effect of combustor inlet temperature in the latter
maps. By designing combustors for part-load, the volume olf those in
low pressure must be increased by approximately 90 percent and those
in high, pressure by approximately 50 percent. The net effect is to
place the combustor operating range to the right of the "knee" (as
shown on the efficiency curves in Figures 2-6 and 2-7), thereby assur-
ing maximum combustion efficiency over the entire range.
AT-6100-R7
Page 2-10
-------
10
0.025
0.017
E-i 8
z
~ 0.01
~
~
Il4
..
>t 60 0.08
u
z
~
H
U
H
"0> rx.,
PJ~ rx.,
IQI ~
(1)0'1
I-" ~
NO 0
10 E-i
1-"1 U)
I-"~ ::>
~ IJ:I
~
0
U
40
0.06
2
o
20
---+.
-----
---
------==------ .
60 80 100
DESIGN, P2/W, PERCENT
COMBUSTOR EFFICIENCY VS LOADING PARAMETER
(CONVENTIONAL AIRCRAFT ENGINE)
NOTES:
1-
2.
3.
F/A = 0.004
- - - ~ - -
40
FIGURE 2-5
P = PRESSURE, ATM
W = AIRFLOW, LB/SEC
F/A = FUEL/AIR RATIO, LB FUEL
LB AIR
120
140
160
m
~
;a
PI
m
PI
~
;a
n
X
J> 1:
!! ~
~ Z
sc
z ...
a ~
... n
~ -f
.. C
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SIiJ
nn
~D
~1:
:'11
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az
z <
o
...
~
;a
N
D
Z
~
-------
"d);'
III 8
.Q. I
C1>cn
.~
'" 0
. I 0
~'
"':b
-..I
E-t
Z
rz:I
~
rz:I
PI
. ,
>t
o
~
H
o
H
r..
r..
rz:I
Z
o
H
E-t
(/)
P
~
o
o
100
98'
96
94
92
F/A = 0.006 TO 0.010
0.004 OR 0.015
O. 002 OR o. 03 0
0.001
0.0005
@DESIGN, p2.iT = 238
W
F/A = 0.003
. . . .
CYCLE PRESSURE RATIO = 4
REGENERATIVE CYCLE
90
88
86
84
o
NOTES:
1.
2.
3.
4.
---
W = AIRFLOW, LB/SEC
P = PRESSURE, ATM
T = TEMPERATURE, oR
F/A = FUEL/AIR RATIO LB FUEL
. ' LB AIR
BASED ON
" = 80
@ W JK.. = 0.8
p2.IT V
K = 0.006 FOR F/A < 0.006
F/A
K = 1.0 for 0.006 ~ F/A ~ 0.01
liL
K = 0.01 FOR 0.01 < F/A
V = O. 143 F~
100 150 200 250 300 350 400 450 500
p2fi
W
COMBUSTION EFFICENCY, LOW-PRESSURE RATIO COMBUSTOR
FIGURE 2-:-6
50
m
»
ii
PI
m
PI
»
:II
o
J:
> ~
2»
~z
aC
Z "I
a »
, 0
~-t
~c:
~ :II
.-
.z
lGi
nO
~O
~~
~~
az
z-<
o
"I
»
:II
N
.0
z
»
-------
"0>
SII 1-3
\CII
(1)0\
I-'
IV 0
10
1-'1
W~
-..J
:.00
1-
98
96
E-t
Z
~
()
p::
~
PI 94
...
>>t
()
Z
~
D 92
H
~
~
~>
Z
o 90
H
E-t
CJ)
::>
I:Q
:E:
8 88
86
84
100
0.012 TO
OR 0.024
OR 0.030
OR 0.040
OR 0.060
o. 02 0
@ DESIGN; p../T = 366
W
F/A = 0.011
CYCLE PRESSURE RATIO = 12
NONREGENERA TIVE CYCLE
200
300
400 p2/T 500
W
COMBUSTION EFFICIENCY, HIGH-PRESSURE RATIO COMBUSTOR
FIGURE 2-7
NOTES:
1.
2.
3.
4.
OPE~~ RAN~ -
W = AIRFLOW, LB/SEC
P = PRESSURE, ATM
T = TEMPERATURE, oR
F/A = FUEL/AIR RATIO LB FUEL
, LB AIR
BASED ON
,., = 80
@ W Ii< = 0.8
p2 frf V
K = 0.012/ F/A FOR F/A < 0.012
K = 1. 0 FOR O. 012 < F /A < O. 02 0
K =F/A /0.02 FOR F/A> 0.020
V = O. 048 FT3 .
600
700
800
m
~
:II
lit
18
~
:II
n
z
. ~
!!>
~ Z
~c
z,
a>
~~
"C
~:II
..-
.. Z
SGJ
nn
~D
~I:
"''11
~>
az
Zoo(
D
,>
>
:II
N
D
Z
>
900
-------
~
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION. OF' THE DARRETT CORPDRATION
2.3
TURBINES
Candidate turbine configurations considered for free-power turbii_-
engines were:
. Configuration Gas Generator Power
No. Turbine Turbine
r
1 One radial 'One axial
2 One axial One axial
3 Two axial One axial
Turbines considered for single-shaft engines included the following:
Configuration
No.
Turbine
1
2
One radial
One radial and one axial
3
4
Two axial
Three axial
2.3.1
Current Technology
Selection of a turbine aerodynamic configuration is made on the
basis of speed, work, artd flow requirements dictated by engine,cycle,
compressor specific speed, and turbine stress consideration$. The,
optimum turbine configuration requires suitable trade-off between aero-
dYIi~ic performance and mechanical. design; thus, there is no unique
cor+elation of turbine efficiency as a function of cycle pressure
. .
rat~o. Figur~s 2-8 and 2-9 shOw estimated efficiency levels tnat ~ay
be 9btained for a single-stage axial, a two-stage axial, and a sing:_-
st~ge radial turbine as a function'of cycle pressure ratio for engines
in the l50~hp class.
AT-6l00-R7
Page 2-14
-------
~
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION Dr TH~ DARREn CORPORATION
0.87
1975 STATE OF THE AR
0.86
+I
C"
)4
~ 0.85
r.:!
H-
U~
H~
~8
~Q
r.:!8.
U 6 0.84
H8
81
~:;2
~8
HQ
ClE-t
~-0.83
.r.:!
z
H
~
::>
8
PRESENT STATE
OF THE ART.
0.82
0.81
3
4
5 6
CYCLE PRESSURE RATIO
7
8.
SINGLE-AXIAL-STAGE TURBINE PERFORMANCE
(1 TO 2 LB/SEC ENGINE AIRFLOW)
FIGURE 2-8
AT-6100-R7
Page 2-15
-------
~
AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
A DIVISION OF' THE GARRETT CORPORATION
0.90
0.88
~
C"
...
~ o. 86
z
r.t:I
H-
UH
H<
r...8
r...O
r.t:I8
U 6 0.84
H8
81
8
0.80
0.78
.4
1975 STATE OF
THE ART
PRESENT
STATE OF THE ART
6
8 10
CYCLE PRESSURE RATIO
16
12
14
TWO-STAGE AXIAL OR ONE-STAGE RADIAL TURBINE
PERFORMANCE (1 TO 2 LB/SEC ENGINE AIRFLOW)
FIGURE 2-9
AT-6100-R7
Page 2-16
-------
I~_-
~'
!~)!
AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
A DIVISION 0" THE GARRETT CORPORATION
Quantitative radial and axial turbine efficiencies are estimated
by theoretical analysis based on experimental data. These estimates,
which include rotor blade and stator vane losses, are a function of
the turbine detailed geometry. Therefore, these may be used to esti-
mate performance penalties for nonoptimum aerodynamic designs, as well
as estimates on performance improvements that might be realized from
better materials or improved manufacturing techniques.
The efficiency-estimating technique yields the results shown in
Figure 2-10 for seven AiResearch axial-flow turbines.
Figure 2-11 provides a comparison of the radial turbine efficiency
prediction, as a function of specific speed, for various AiResearch
radial turbines and for data available in the literature.
For small turbines of the size contemplated, radial units are
usually more advantageous than axial (Figure 2-12). Efficiency com-
parisons (at zero-clearance) of radial and axial turbines for specific
speeds in the range of interest demonstrate that actual radial turbine
efficiency is higher, since clearance effects are less pronounced. In
addition, radial turbines can operate at higher tip speeds than axial,
thus permitting smaller diameters.
Radial wheels that are cast or forged can be "run at substantially
higher speeds than the axial-flow type, although the higher ultimate
strength of forged wheels permits higher tip speeds than the cast
wheels. Also, the higher the tip speed, the lower the "relative blade
temperature will be for a given gas total inlet temperature. There-
I
fore, it is possible for stress-rupture life to increase with increased
speed in spite of the higher stresses.
Other important advantages of radial flow turbines include higher
stage work capability and resulting lower relative gas temperature.
The low temperatures result in lower blade metal temperatures and,
AT-6100-R7
Page 2-17
-------
ffi]
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION 0" THE GARRETT CORPORATION
1.1
+ TURBINE 1
X TURBINE 2
o TURBINE 3
o TURBINE 4
OTURBINE 5"
. TURBINE 6
. TURB INE 7
1.0
>t
(J
z
~
H
(J
H
r...
r...
~
a 0.9
~
E-i
(J
H
a
~
p..
0.8
5
dP
2.5 ..
" z
1 0
H
o E-i
1 ~
:>
2.5 riI
a
0.8
0.9
1.0
MEASURED EFFICIENCY
AIRESEARCH AXIAL TURBINE EFFICIENCY CORRELATION
FIGURE 2-10
AT-6100"-R7
Page 2-18
-------
t't1):>t
PI 1-3
\QI
CDm
......
~o
10
1-'1
\O::tI
-..J
1.0
8
'+J 0.9
~
..
~
u
~ 0.8
H
u
H
~
~
~ 0.7
H
,i:(
8
o
8
6 0;6
8
I
H
F:t:
8
~ 0.5
u
H
8
F:t:
~ 0.4
H
Q
F:t:
. 0.310
N = N/Q/(H )3/4
S ad
N = SHAFT SPEED, RPM
Q = EXIT VOLUME FLOW,
FT3/ EC. .
~ TURBINE 1
U TURBINE 2
~ TURBINE 3
~ad = ISENTROPIC HEAD ACROSS
TURBINE, FT - (TOTAL/TOTAL
PRESSURE RATIO)
. PREDICTED
X TURBINE 4
o TURBINE 5
+ TURBINE 6
o TURBINE 7
o TURBINE 8
V TURBINE 9
<> TURBINE 10
t7 TURBINE 11
RADIAL INFLOW TURBINES
(DOES NOT INCLUDE DIFFUSER)
. I .
(AIRESEARCH) :
(AIRESEARCH)
(AI RESEARCH)
20
60 80 100
SPECIFIC SPEED, NS
200
300
30
40
EFFECT OF SPECIFIC SPEED ON RADIAL-
INFLOW TURBINE EFFICIENCY
FIGURE 2-11
400
800 1000
600
m
~
;a
PI
m
PI
~
;a
n
I:
. ~
!!~
~ z
lie
z ,.
a)'
.. n
~-4
" e
~ ;a
.. -
..z
SIiJ
nn
~D
;J~
.. '11
~~
az
z-<
o
,.
~
;a
N
o
z
~
-------
tott>
1lIt-3
lQl
CDm
~
IVO
10
IVI
0::0
'-I
...
~
~
riI
H
()
H
~~. 90
rilZ
()~
t!F5
1;""...:1
~()
::So
caP::
~ ~ 85
~ .
H
~
P
8
95
N = NvVA
S (JllH) 3/4
80
. 25
50 75 100
SPECIFIC SPEED, NS
125
RADIAL TURBINE ADVANTAGES
1. HIGH TIP SPEED
2. GOOD EFFICIENCY, REDUCED
CLEARANCE EFFECTS
3. HIGH-STAGE WORK, LOW RELATIVE
GAS TEMPERATURES
4. RELATIVE TEMPERATURE DROPS
WITH RADIUS
5. LOW RELATIVE MACH NUMBERS,
TOLERANCE TO THICK BLADES AND
COOLING MODIFICATIONS, LOW
HEAT TRANSFER RATES
NOTES:
1 . VA =
2. JllH =
AXIAL AND RADIAL TURBINE PERFORMANCE
(SMALL TURBINES)
FIGURE 2-12
EXIT VOLUME FLOW,
FT3/SEC
ISENTROPIC HEAD ACROSS
TURBINE, FT
m
~
~
PI
CD
PI
~
~
n
z
. ~
!! ~
~ z
5C
z ...
o ~
.. n
~ -4
"C
~ ~.
.. -
.. Z
SG1
nn
~D
~~
.. '11
~~
oZ
z -<
D
...
~
!
N
D
Z
~
-------
~
AIRESEARCH MANUFACTURING COMPANy'OF ARIZONA
A DIVISION Dr THI: GARRETT CDRPDRATION
l__~ce, longer stress-rupture life. In addition, the blade relative
~_.nperature drops directly with the radius of a radial wheel. Conse-
qL__ltly, at the exducer trailing-edge blade root where centrifugal
stresses are at a maximum, the temperature is substantially lower than
at the blade inlet. This is not true for an axial blade, as there is
virtually no difference in relative blade temperature from inlet to
exit. The radial turbine also has superior resistance to foreign
object damage, usually has lower cost, and is generally more rugged.
The duty cycle imposed on the design has an all-important role in
determining the relationship of temperature, speed, and ,size. Since
the time at peak power in this application is minimal, stress-rupture
life may not be as significant as in aircraft applications. In fact,
mission analysis results show that the majority of operating time is
spent at less than 50-percent power. In this case, low~cycle thermal
fatigue from start cycles may be the critical failure mode for the gas
generator turbine. The minimum design-life for analysis is specified
as 10,000 starts.
2.3.2
1975 Estimated Technology
Turbine technology projections for 1975 include a 2-percentage-
point improvement in gasifier turbine efficiencies and only 1-
percentage~point increase in power turbine efficiencies, since the
speed of this component may be selected to give the opti~um aerody-
namic configuration.
The improvement in efficiency levels is expected to be achieved
by:
( a)
Closer running clearance, utilizing more rigidl structures
and improved technology in shafting and bearing arrangements
AT-6100-R7
Page 2-21
-------
EB....- '
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AIRESEARCH MANUFACTURING COMPANY OF" A.RIZONA
/II. DIV)SICN Df THE GARRE.TT CDRPDRATIDN
(b)
Contour control through improved manufacturing and quality
control techniques at lower cost
(c)
Improved analytical techniques
2.4
REGENERATORS/RECUPERATORS
Some degree of waste heat recovery in the gas turbine engine is
required to achieve a competitive specific fuel consumption at low
output power for the automotive engine. Heat recovery methods con-
sidered in this study were:
( a)
Fixed-boundary recuperator
(b)
Rotary-regenerator
The fixed-boundary recuperatC?r shown in Figure 2-13 is a static,
direct-transfer heat exchanger, consisting of a matrix (core), headers,
. .
and plenums. The core may consist of either tubular, plate-fin metal
sandwich or ceramic elements, depending on the design requirements.
For high-effectiveness applications, coun'terflow configurations must
be used.
The metal fixed-boundary recuperator has no moving parts, is
backed with considerable field' experience, and lends itself to modular
construction--factors highly desirable for ease of installation and
maintenance. Consideration of manufacturing cost and thermal stresses
tends to favor. a plate-fin counterflow design for the recuperator.
However, it is difficult to package a unit designed for high effec-
tiveness in a limited volume without incurring adverse duct losses
and poor flow distribution. Nopuniform flow causes a.degradation of
effectiveness with excessive pressure drop.
AT-6l00-R7
Page 2-22.
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~
EXHAUST GAS
OUT
AIRESEARCH MANUf'ACTURING CDMPANY Df' ARIZDNA
A DIVISION Of" THE: OAR"!:TT CO""ORATION
AIR OUT
EXHAUST GAS
IN
/
TYPICAL PLATE-FIN PURE COUNTERFLOW RECUPERATOR
FIGURE 2-13
AT-6100-R7
Page 2-23
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION OF' THE GARRETT CDRPDRATIDN
In establishing a recuperator configuration, the main factors to
consider are the ability of the unit to withstand imposed steady-stal-
and transient thermal gradients, the capability to transmit internal
pressure loads, compatibility of the design to imposed vibration and
shock loads, and ease of maintenance.
The plate-fin surfaces assumed for sizing the counterflow recu-
perator are production surfaces. similar to those employed in heat
exchangers for various commercial, military, and spacecraft applica-
tions. Offset rectangular strip-fins are used on both the air and gas
sides. The offset feature of the fins yields high heat-transfer coef-
ficients through recurring boundary-layer interruption and also con-
tributes structural strength to the core. Plain rectangular fins are
assumed in the triangular headers to minimize the pressure losses in
the end sections of the core. The fin pitch in the headers is kept to
a minimum, consistent with structural load requirements. The exhaust-
gas and air-side fins are separated by thin plates that extend through-
out the core.
In spite of more efficient manufacturing techniques, the cost of
a metal plate-fin recuperator remains relatively high, largely because
of the cost of the structural material itself. Also, there is a sharp
upward break in the cost when switching ~rom stainless steel to high-
temperature alloys. Hence, a substantial increase in turbine inlet
temperature must occur before the more expensive heat exchanger may be
offset by a saving in fuel cost.
Low-expansion glass ceramic surfaces may prove to be an attrac-
tive alternative material for fixed-boundary recuperators. However,
the present level of technology restricts the ceramic units to cros.s-
flow configurations with comparatively larger core volume at a given
thermal effectiveness.
SY-6l00-R7
Page 2-24
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:~I
1~.TT!
... !
,
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVIStDN OF' THE QARRETT CDRPORATION
Surface fouling, which is prone to occur with metallic cores at
r-Tt-load conditions due to incomplete combustion, should be largely
alleviated with better combustor and fuel control characteristics.
Ceramic surfaces are more resistant to fouling due to the relative
difference in thermal expansion coefficients between carbon deposits
-Ad ceramic materials.
In the rotary regenerator (Figure 2-14), heat is absorbed in the
portion of the rotating matrix that is immersed in the hot exhaust gas
and subsequently released to the compressor discharge air as a conse-
quence of matrix rotation. Since the two gas streams flow through the
matrix in opposite directions, a close approach to true counterflow
conditions is possible. A mechanical drive is needed to achieve the
continual, periodic movement of the heat-storage material between the
": .
exhaust gas and compressor discharge streams.
In the rotary generator, the matrix can be very compact, is,
relatively inexpensive, and is self-cleaning in operati9n. However,
the complete regenerator requires power for matrix rotation and has
seal-leakage that tends to be severe at high pressures~ The penalty
I
to cycle performance resulting from leakage may be largely offset,
,
since it is practical to achieve a high design effectiveness in a
rotary regenerator. The combined clearance and displacement leakage
can be limited to an estimated 5 percent or less of compressor flow
at a 4:1 pressure ratio, based' on a 28-in.-diam Cercor disc.
The low expansion coefficient of the ceramic material imparts
high thermal shock resistance and facilitates seal and bearing design.
Low thermal conductivity helps to minimize the adverse effect of
axial heat conduction through the matrix. Proper flow distribution
should be more readily obtained in a rotary regenerator, since the
core face areas are pie-shaped segments, in contrast to:the high-
aspect-ratio headers often required by a plate-fin recuperator.
AT-6100-R7
Page 2-25
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
/II. DIVI91CN 0" THE GARREn CORPORATION
.....
--
-4
EXHAUST GAS
I
DISC-TYPE ROTARY REGENERATOR
FIGURE 2-14
AT-6100 -R7
Page 2-26
AIR
..
-------
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AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
/II,. DIVISION OF' THE GARRETT CORPORATION
Seal development represents a major problem in rotary regenerator
technology, and little information on the subject is currently avail-
able from outside sources. The small allowable leakage-flow and large
~- -ling perimeter necessitate the use of rubbing seals rather than
controlled clearance seals. Seal leakage is smaller for one large
disc than for two smaller ones with the same area. However, available
disc size and packaging considerations may dictate a twin-disc con-
figuration.
Glass-ceramic discs are uniquely well-suited for rotary regen-
ator service because of the following properties:
(a)
Extremely low thermal expansion coefficient
(b)
Low thermal conductivity
(c)
Relatively low cost
(d)
High heat capacity
2.5
TRANSMISSION AND DRIVE-LINE COMPONENTS
2.5.1
General
The following are desiraple transmission characteristics:
( a)
High efficiency over the normal operating range
(b)
Low cost compatible with large-scale production
(c)
Control simplicity for optimum performance
(d)
Infinitely variable gear ratio for single-shaft engines
(e)
Low volume and compact arrangement
AT-6l00-R7
Page 2-27
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION Of" THE: GARRETT CORPORATION
( f)
Low noi.se
(g)
Low weight/power ratio
(h)
Reverse-power and braking capability
(i)
Capability of absorbing road shocks
( j )
Low power consumption during engine start and at idle
(k)
Push-start capability
The transmission must be capable of supplying the relatively low power
required in normal urban traffic at moderate or low cruise speeds with
high efficiency. However, it must also be capable of operation at much
higher powers and speeds without failure or large losses. Figure 2-15
illustrates the low cruise power required at low and moderate speeds
for a 4000-lb automobile.
Transmission design will vary, depending on the type of gas tur-
bine. A single-shaft unit requires an infinitely variable speed
transmission to prevent engine stall in normal operation, whereas a
free-turbine engine will use other types of transmissions, such as the
conventional multiple-speed gearbox. Figures 2-16 and 2-17 illustrate
typical engine-transmission configurations for the single-shaft and
free-turbine engines, respectively. Certain transmission power losses
exist in each. Thus, the losses involved in the primary gearbox, rear
differential, and rear axle are substantially independent of the type
of turbine. This is, of course, not true of the means of varying the
speed ratio. The efficiency' of a given transmission component depends
upon both the power being transmitted and the operating speed. For
example, the torque efficiency of a single gear at zero speed is essen-
tially 100 percent, whereas it may easily have losses of 1 percent at
speed. Studies of losses in gear sets indicate that losses may be
divided into two types; those dependent on operating speed, and those
dependent on input torque.
AT-6l00-R7
Page 2-28
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AUTOMOBILE CRUISE POWER REQUIREMENT
FIGURE 2-15
-------
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FREE-TURBINE DRIVE SCHEMATIC
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2.5.2
Gearbox Losses
Losses in a conventional gearbox are of the three following types:
( a)
Gear Mesh - Lubricated sliding loss proportional to torque,
operating speed, tooth accuracy, and finish
(b)
Bearing - Proportional to torque, speed squared, and bear-
ing size
( c)
Lubricant Churning and Pumping - Proportional to the speed
squared
The relationship of these losses in an aircraft gearbox involviI,,=,
two gear reductions, one exte~nal plus a planetary gear reduction, is
given in Figure 2-18. Using a ratio of 0.80 for the two external gear
meshes, relative to one external plus a planetary (one ,exter~al plus
one internal mesh), the percent power losses would remain at the
first-stage reductions contemplated for the automotive gas turbine.
This is consistent with the approximation often used in estimating
gear losses of 1 percent per external mesh and 1/2 percen'tper inter-
nal mesh at rated power and speed. Using loss data in Figure 2-18,
gear efficiency for the reductions involved in the proposed transmis-
sions can be determined for the operating speed range. Transmission
efficiency of the gas turbine primary gearbox is given in Figure 2-19.
Losses in this gearbox are normally included in the calculation of the
gas turbine output power to the transmission. Automobile rear differ-
ential efficiency has been derived and is illustrated in Figure 2-20;
the combined efficiency of rear differential and axle is given in
Figure 2-21 as a function of speed and power. The usual practice of
using constant efficiency irrespective of speed ~nd power for these
components is obviously in error, particularly at higher speeds and
lower powers. To illustrate, consider from Figure 2-15 that a cruise-
level road speed of 60 mph requires 30 hp at the wheel. For a l50-hp
'?
AT-6l00-R7
Page 2-32
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0.3 0.4 0.5
RATED POWER LOSS, PERCENT
0.6
0.7
GEARBOX POWER LOSS
FIGURE 2-18
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E-I 98
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EFFICIENCY BASED ON LOSSES
INVOLVED WITH TWO EXTERNAL
GEAR MESHES, ASSOCIATED
BEARINGS, ETC.
100
RATED SPEED
PERCENT
99
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80
GAS TURBINE 'PRIMARY GEARBOX PERFORMANCE
FIGURE 2-19
AT-6100-R7
Page, 2-34
20
40
60
70
80
90
100
100
-------
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISIDN Of' THE GARRETT CDRPDRATIDN
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NOTE:
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PERCENT RELATIVE TO A STANDARD OF
98.0 PERCENT IN PRIMARY GEARBOX
20 40 60
RATED INPUT POWER, PERCENT
80
,
AUTOMOBILE REAR DIFFERENTIAL GEARBOX PERFORMANCE
I
FIGURE 2-20
AT-6100-R7
page 2-35
RATED SPEED,
PERCENT
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10
20
40
60
70
80
90
100
100
-------
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION 0" THE DARRETT CORPORATION
NOTE:
EFFICIENCY BASED ON STANDARDS OF 96.5
PERCENT FOR REAR DIFFERENTIAL AND 96.0
PERCENT FOR REAR AXLE, RELATIVE TO
STANDARD OF 98.0 PERCENT IN PRIMARY
GEARBOX'
RATED SPEED,
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RATED INPUT POWER, PERCENT
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AND AXLE OVERALL EFFICIENCY
FIGURE 2-21
A'r-6100-R7
Page 2-36
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
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rated engine, the percent input power to the rear differential is about
22 percent, giving a rear differential and axle overall efficiency of
91 percent (taken from Figure 2-2l). The constant efficiency approxi-
mation of 96.5 percent for the rear differential and 96.0 percent for
the axle gives an overall efficiency of 92.6 percent., Maximum power
acceleration gives rear differential and axle overall efficiencies of
approximately 96 to 93.5 percent, depending upon speed, which is larger
than the constant 92.6 percent.
2.5.3
Transmissions
There are four basic transmission types, defined as the.mechanism
of the drive line that changes the engine-to-wheel spee9 ratio (depend-
ing on speed and power) that have been studied for the gas-turbine-
powered automobile: .
( a)
Multiple-shift mechanical gear
(b)
Electric drive (generator, motor, and controls)
(c)
Hydromechanical or hydrostatic power-splitting
( d)
Infinitely variable speed ratio (toroidal drive and belt
drive)
The very low power required by the automobile at no~mal urban
cruise speeds (Figure 2-l5) emphasizes the need for a highly efficient
transmission. Efficiencies of a typical current automobile three-
speed automatic gearbox and a typical forward and reverse (F&R) gear-
box are shown in Figure 2-22. These efficiencies are plotted versus
vehicle speed in mph, assuming the cruise powers in Figure 2-15. Fig-
ure 2-22 illustrates the simple three-speed gearbox transmission effi-
ciencies between 80 and 90 percent in the normal urban driving speed
range.
AT-6100-R7
Page 2-37
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISIDN Cr' THE GARRETT CORPORATION
NOTE:
"B" AUTO TRANSMISSION POWER, AS
REQUIRED BY A 4000-LB AUTO (DATA
SUPPLIED BY OAP)
100
F + R
8 90 THIRD GEAR
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20
40
60
80
100
120
ROAD SPEED, ZERO GRADE, MPH
AUTOMOBILE THREE-SPEED GEARBOX PERFORMANCE
FIGURE 2~22
AT-6100-R7
Page 2-38
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" '.,..0:". ' '. ---;---
~
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVleiON or THE DARRETT CDRPDRATION
While a multiple-speed gearbox can be incorporated with a
free-turbine engine, it is necessary to consider more complicated
transmissions for the single-shaft gas turbine because of poor torque
characteristics. In the past, gas turbine-generator combinations have
been considered in which the electrical output was supplied to a motor
driving the wheels. While numerous unique arrangements were developed,
the overall efficiencies of such drives remained unreasonably low and
the overall potential cost unreasonably high. Table 2-1 gives typical
data on electric motors from which the best possible transmission effi-
ciency (in the order of 77 percent) is derived:
Dt = DgDmDc = (0.99)
(0.90)
I
(0.95) = 0.77
. where:
Dt = transmission efficiency
D = generator efficiency
g
D = motor efficiency
m
DC = control efficiency
Also, the potential cost of such a system was quite h.j.gh due to motor
size and control complexity. One surveyl* indicated that controls
would cost from $2.00 to $5.00jhp--probably much too high to meet the
110-percent cost-of-ownership requirement but indicative of the prob-
lems involved. Much lower electrical transmission efficiencies could
be expected at the low part-power operation. Consequ~ntly, no further
study was made of the electrical transmission system.
Studies of hydromechanical transmissions have been extensive in
the last 10 years and have provided improvement in the concepts
*Superscriptnurnbers refer to References in Section 13.
AT-6l00-R7
Page 2-39
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ffiJ
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION Dr THe GARAETT CORPORATION
TABLE 2-1
DC-SERIES VEHICLE MOTORS2
Property Unit No. 1 No. 2
.
I
Continuous Power hp 11 40
Intermittent Power hp 25 100 .
Speed rpm 3200 8000.
Efficiency % 84 90
Voltage vdc 72 120
Cooling Open, fan Blower
Length in. 18-1/2 15-1/2
Diameter in. 9-1/2 9-3/8
Weight 1b 165 160
AT-6100-R7
Page 2-40
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~
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISIO.... OF" THE GARRETT CORPORATION
advanced and in reductions in the size and weight of components. An
early hydromechanical transmission, proposed in 1961 at Stratos, had
an efficiency curve as shown in Figure 2-23, which also includes a more
recent and more optimum four-shaft system3. However, hydromechanical
systems suffered from a low-transmission efficiency in the normal oper-
ating regime and required a substantial amount of hydraulic system com-
ponents. Figure 2-24 shows the typical present-day efficiency changes
with a decrease in power. Although hydromechanical transmission could
be adapted for the single-shaft gas turbine, new variable-speed mech-
anical drives offered greater potential because of high~refficiency
in the normal operating range and lower production costs. As a result,
major consideration was given to two such infinitely variable mechani-
cal drives--the toroidal drive of TRACOR, Inc., and a novel belt drive
invented at AiResearch.
The toroidal drive has had a long history of development4 and is
currently highlighted by a resurgence of interest, based on better
traction fluidsS and greater understanding of the operation. The belt
drive benefits from recent developments in high-strength rubberized
composites (such as the Gates Rubber Co., polyflex belt) and is based
on a unique bent-axis concept that affords nearly optimum design.
Estimated constant-speed, road-load efficiencies for th~se drives are
given in Figure 2-25, and more detailed efficiency curves with respect
to various powers and speed ratios are shown in Figures 2-26 and 2-27.
Both belt and toroidal drives have an operating speed ratio range of
6.0, although the belt drlve operates at lower absolute1speeds than
the toroidal. This belt drive has computed efficiencies significantly
higher than any other transmission, but the new proprietary concept
has not yet been proven experimentally.
When comparing figures, the data for maximum power transfer over
the speed range is shown only in Figure 2~23, whereas Figures 2-22 and
2-25 present cruise power at the speeds involved for a 4000-lb auto-
mobile. The efficiencies of Figure 2-23 would decline significantly
AT-6100-R7
Page 2-41
-------
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION OF" THE GARRETT CORPORATION
NOTE:
MAXIMUM OUTPUT POWER ONLY
FLOW
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""'"
FOUR-SHAFT
PLANETARY GEAR
SYSTEM WITH A
TWO-PUMP MOTOR
...........
"STRATOS"
1961
.100
120
PERFORMANCE OF HYDROMECHANICAL TRANSMISSION
FOR GAS TURBINES
FIGURE 2-23
AT-6100-R7
Page 2-42
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iii. DIVISIQN Dr THE GARRETT CORPQRATION
NOTE:
OBTAINED FROM INFORMATION
SUPPLIED BY SUNDSTRAND
AVIATION - LTR 11/3/71
RATED OUTPUT
SPEED, PERCENT
/ "..-
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RATED INPUT POWER, PERCENT
HYDROMECHANICAL INFINITELY VARIABLE RATIO
TRANSMISSION PERFORMANCE
.FIGURE 2-24
AT-6100-R7
Page 2-43
80
60
100
30
40
20
10
100
-------
rn
AIRESEARCH MANUF'ACTURING CDMPANY DF' ARIZDNA
It. DIVISION OF' THE GARRETT CORPORATION
;
NOTE:
POWER AS REQUIRED BY 4000-LB AUTO INCLUDES
ONE EXTERNAL GEAR MESH LOSS ON EACH DRIVE
100
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ROAD SPEED, ZERO GRADE, MPH
PERFORMANCE OF INFINITELY VARIABLE SPEED'
MECHANICAL TRANSMISSIONS
FIGURE 2-25
AT-6100-R7
Page 2-44
1 0
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AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISiON OF THE GAPI:O:[TT CORPORATION
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I GEAR RATIO
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<> 1. 40
A 1.000,
o 0.667
a 0.500
10 100
OUTPUT TORQUE, FT-LB
TOROIDAL VARIABLE SPEED DRIVE PERFORMANCE
FIGURE 2-26
AT-6100-R7
Page 2-45
1000
-------
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NOTES:
1. INPUT SPEED =
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4200 RPM---
2 . INCLUDES ONE EXTERNAL
GEAR MESH LOSS
3. RATED POWER = 125 HP
80
120
130
90
100
110
VARIABLE SPEED BELT DRIVE PERFORMANCE
FIGURE 2-27
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AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVIBION DF' THE GARRETT CDRPDRATION
by using the
rigure 2-24.
able from the
lower cruise powers required at the lower speeds shown in
Toroidal drive efficiencies largely overlap those avail-
three-speed gearbox.
2.6
ENGINE PARASITIC LOSSES
To accurately predict the performance of an engine, it is neces-
sary to include two types of elements in the computer mathematical
model of the engine--engine component performance maps and parasitic
losses. Both are determined by actual test data. The parasitic losses
include leakage and pressure losses, cooling flow requi'rements, and
I
mechanical inefficiencies for the system components.
The regenerator seal leakage flow is a function of cyclical pres-
sure ratio (Figure 2-28): the cycle leakage flow is also a function of
pressure (Figure 2-29). The cooling required for the t,urbine is a
function of the gasifier turbine inlet temperature, as evident in the
curve of Figure 2-30. Table 2-2 lists the typical losses at design-
point (IOO-percent power condition) for an engine in this power class.
AT-6100-R7
Page 2-47
-------
~
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION DJ' THE DARRETT CORPORATIQN
NOTE:
6 ESTIMATED FROM PREVIOUS STUDY INVOLVING
CERCOR J-1728-0-72, 28-IN.-DIAM DISC WITh -
AN EFFECTIVE SEAL CLEARANCE OF 0.00188 IN.
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REGENERATOR SEAL LEAKAGE DESIGN GOALS
FIGURE 2-28
AT-6100-R7
Page 2-48
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6
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FIGURE 2-29
AT-6100-R7
Page 2-49
-------
rn
AIREBEARCH MANUF'ACTURING C8;JMPANY DF' ARIZDNA
A DIVISIDN C,. THE GARRETT CDAPDR~TIDN
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TURBINE INLET TEMPERATURE, of
TURBINE COOLING FLOW REQUIREMENTS
FIGURE 2-30
AT-6100-R7
Page 2-50
2100
2200
-------
~
~ ":2]
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISIDN OF' Tt-n: DARRETT CORPORATION
TABLE 2-2
ENGINE PARASITIC LOSSES
Parameters
'-
Accessories and Spin Losses
Gasifier shaft, free-turbine cycle
Power turbine shaft, free-turbine cycle
Single-shaft
Power extraction efficiency
Cycle Pressure Losses
Inlet
Exhaust
Compressor discharge
Turbine transition duct
Combustor Pressure Loss
Heat Exchangers Pressure Losses
Recuperator (core plus duct)
Air side
Gas side
Regenerator
Air side
Gas side
Power Turbine Pressure Loss
Diffuser total
AT-6l00-R7
Page 2-~1
Unit
hp
~
%
Loss
5.0
1.5
6.0'
2.0
1.5
1.0
1.0
2.0
4.0
2.3
6.7
2.3
6.7
5.0
-------
3. PARAMETRIC DESIGN-
POINT CYCLE STUDIES
-------
~
,~"RESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
It. DIVISION 0" THE GARRETT CORPORATION
SECTION 3
PARAMETRIC DESIGN-POINT CYCLE STUDIES
A parametric design-point cycle study was made of several sing1e-
shaft and free-turbine engines. Design-point variables considered in
the study included the following:
(a)
Cycle pressure ratio - 4.0 to 16.0
(b)
Turbine inlet temperature - 1600° to 2200°F
(c)
Component efficiencies - function of turbine inlet tempera-
ture, cooling techniques, and component size
The parametric study was made with the component efficiencies
established for 1971 and 1975 technology levels for a gas turbine
engine having a through-flow rate of 1 to 2 1b/sec. Because the
required cooling flow varies with turbine size, turbine inlet tempera-
ture, and cooling techniques, the parametric study was conducted using
three cooling-flow rates for each cycle configuration; 0,'50, and 100
~_rcent, as defined in Figure 2-30, Section 2. The 100-percent cool-
ing is representative of the amount used for aircraft gas turbine
applications. By supplying these data, with other basic information
specified in Figure 3-1 for a particular engine cycle, a computation
of engine performance was obtained by computer analysis, using a veri-
fied, existing program. Thus, "carpet plots" of specific fuel consump-
tion and specific powers were obtained for a given amount of cooling
flow as a function of lines of constant cycle pressure ratio and tur-
bine inlet temperature on a sea-level, standard day.
This information was used for a given cycle to make qualitative
judgements regarding the selection of cycle pressure ratio and tempera-
ture. Based on this choice, the compressor and turbine configurations
AT-6100-R7
Page 3-],
-------
~
AIRESEARCH MANUFACTURING CDMPANY,DF ARIZDNA
A DIVI9ID~ ap' THE GARRETT CDRPORATIDN
CONFIGURATIOII -
INLET COMPRESSORS
o ~UMBER OF COMPRESSORS 0 AMBIENT CONDITION 0 EFFICIENCY
c ~:UMBER OF TURBINES 0 PRESSURE LOSS 0 PRESSURE RATIO
o NUMBER OF HEAT EXCHANGERS 0 LEAKAGE FLOW 0 BLEED FLOW
o FLOW PATH AND SHAFTING 0 LEAKAGE FLOW
ARRANGEMENT
--- EXHAUST SYSTEM
c PRESSURE LOSS
TURBINES COMBUSTORS HUT EXCHANGERS
f-- IREGENERATOR. RECUPERATOR
o EFFICIENCY OR INTER-COOLERj
o EFFICIENCY
0 DIFFUSER PRESSURE LOSS 0 PRESSURE LOSS
c COOLING FLOW 0 TEMPERATURE (EXIT) 0 EFFECTIVENESS
c LEAKAGE FLOW 0 FUEL PROPERTIES 0 PRESSURE LOSS
o ACCESSORY POWER 0 LEAKAGE FLOW (HOT AND COLD
c 3EARING A~~ SEAL POWER SIDES)
o GEAR EFFICIENCY
0 ::ET SF ".FT PORSEPOWER OR
c ENGINE AIRFLOW
I DESIGNPOINTPROGRAM 5770 I .
I
OUTPUT
--
OUTPUT
c COMPONENT FLOWS
o COMPONENT PRESSURES
o COMPONENT TEMPERATURES
o FUEL FLOW .:
o SPECIFIC FUEL CONSUMPTION
o SPECIFIC POWER
o COMPONENT HORSEPOWER
o NET SHAFT HORSEPOWER
DESIGN POINT CYCLE PROGRAM
FIGURE 3-1
AT-6100-R7
Page 3-2 "
-------
~
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION OF' THE DAAAI:TT"CDAPO"ATIDN
were selected that best provided the desired rated (and anticipated
part-load) specific power and specific fuel consumption. In addition,
cycle complexity, ruggedness, reliability, and component costs were
qualitatively considered in the selections.
.Once the preliminary candidate cycles were selected, the follow-
ing additional activities were accomplished:
(a)
Compressors and turbines were sized.
(b)
Cooling flow requirements were established to give the
required engine life for the selected materials, speeds,
and maximum cycle temperature.
( c)
Compressor
mined with
by turbine
and turbine rotor speed compatibility was deter-
respect to efficiency level comprqmise, as imposed
stress limitations~
For the purpose of improving low part-load specific fuel consump-
tion, the following cycle modifiers were investigated during the para-
metric design study:
( a)
Variable area power turbine nozzles
(b)
Heat exchangers of two types:
(1)
Recuperato~ (fixed boundary)
(2)
Regenerator (rotary)
Several additional cycle modifiers were considered durfng off-design
performance analysis (Section 4).
Figures 3-2 through 3-9 show carpet-plots of design-point per-
formance for the selected preliminary candidate gas turbine cycles.
AT-6l00-R7
Page 3-3
-------
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4. OFF-DESIGN
PERFORMANCE ANALYSIS
-------
~
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION a~ THE DARRETT CORPDRATION
SECTION 4
OFF-DESIGN PERFORMANCE ANALYSIS
Since the automobile engine is normally operated at part-load
power, it is essential that the performance of a candidate cycle con-
figuration be computed over the entire operating range. Accuracy of
the methods employed have been demonstrated at AiResearch through
m,UIICrous engine development programs in which predicted performance
levels were verified by subsequent engine tests.
An existing computer program was the principal too1 employed in
the off-design analysis. A major program input for an engine configu-
ration was the performance of each component over its operating range.
. I
Input concerning the various losses to a given engine are expressed as
follows:
( a)
Parasitic pressure losses, 6P/P, were varied as a function
of corrected airflow squared [(W Ii / <5 ) 2 J . .
(b)
I
Accessory horsepower losses, including bearings and seals,
were varied as a function of shaft speed squared.
( c)
Accessory drive gear losses were assigned a va~ue of 2 per-
cent of output shaft.horsepower.
(d)
Leakage losses were varied directly as the cycle pressure.
The logic flow chart on the following page summarizes basic input
information required by this program for each engine. For this study,
cc.",ui>onent off-design characteristics were selected from existing com-
ponent experimental data and scaled to reflect the component sizes for
a 1- to 2-lb/sec through-flow gas turbine engine. Selection criteria
AT-6100-R7
Page 4-1
-------
~
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION OP' THIE GARRETT CORPORATION'
CONFIGURATION
o ~~MBER OF COMPRESSORS
or-..~i.tBER OF TURBINES
o NUMBER OF COMBUSTORS
o HEAT-ExCHANGERS
o FLOW PATH AND
SHAFTING ARRANGEME
TURBINES
o PERFORMANCE MAPS
o DESIG~ EFFICIENCY
c DESIGN FLOW
J DESIG~ PRESSCRE RATIO
c DESIGN SPEED
c. COOLING A~D LEAKAGE FLOW
c ACCESSORY POWER & ERG LOSS
c GEAR EFFICIENCY .
o SHAFT HORSEPOWER (OPTION)
o SPEED, RPM, (OPTION)
c VARIABLE GEOMETRY
PARAMETERS
INLET
o AMBIENT CONDITION
'0 PRESSURE LOSS
EXHAUST SYSTEM
PRESSURE LOSS MAP
o DESIGN PRESSURE LOSS
PARAMETERS
DESIGN FLOW PARAMETERS
COMBUSTORS
PERFORMANCE MAPS
DESIGN EFFICIENCY
DESIGN PRESSURE LOSS
PARAMETERS
TEMPERATVRE (OPTION)
OUTPUT
o COMPONENT FLOWS
c COHPONENT PRESSURES RATIO
o COMPONE~T TEMPERATURES
c COMPONENT EFFICIENCIES
o COMPO~ENT SPEEDS
o COMPONENT HORSEPOWER
o PRESSURE' LOSSES
o FUEL FLOW
o SPECIFIC FUEL CONSUMPTION
o SrAFT HORSEPOWER
o S~;AFT TORQUE
OFF.DESIGN COMPUTER PROGRAM
AT-6100-R7
Page 4-2
COMPRESSORS
o PERFORMANCE MAPS
o DESIGN EFFICIENCY
o DESIGN PRESSURE RATIO
o DESIGN FLOW
o DESIGN SPEED
o BLEED FLOW
o LEAKAGE FLOW PARAMETER
o VARIABLE GEOMETRY
PARAMETERS
HEAT EXCHANGERS.
IREGENERATOR. RECUPERATOR
OR INTERCOOLER I
o PERFORMANCE MAPS
o DESIGN EFFECTIVENESS
o DESIGN PRESSURE LOSS
PARAMETERS
o DESIGN FLOW PARAMETERS
o COOLING & LEAKAGE FLOW
PARAMETERS
-------
~
j"RESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVl810N 0,. THE DARRETT CORPORATION
for the component performance maps included pressure ratio and Mach
number levels comparable to the candidate cycle components. These
criteria assured off-design characteristics equivalent to the scaled
_xperimental components. Therefore, by specifying a range of input
parameters, engine performance maps for the entire operating range
~._re generated. At each match-point on the eng1ne map, the following
~~ta were available for input to the mission analysis computer program
(_scribed in Section 6 of this report:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)
Shaft horsepower
Output shaft speed
Fuel flow rate
Combustor inlet temperature
Combustor exit temperature
Combustor inlet and exit pressure
Combustor efficiency
Fuel-air ratio
Airflow rate
Gasifier speed
Transient performance (for free-turbine cycle)
Only the 1975 level of technology was used in the pff-design per-
formance analyses. The maximum power for. all candidat~ cycles, without
power augmentation, was assigned 150 shaft horsepower (shp) on a sea-
l_~el, standard day (59°F, 14.696 psia). .The engines selected for
power augmentation were assigned 108 shp. Therefore, all component
_£ficiencies were based on components sized for this power class. How-
ever, the mission analysis computer program has the capability of
scaling engine performance without component efficiency modifications,
to match the power requirements of a given engine and transmission
configuration.
AT-6100-R7
Page 4-3
-------
~'
AIRESEARCH MANUF'ACTURING,CDMPA."V I:Jf ARIZDN"
It. DIVISION OF' THE GARRETT CORPORATION
Initial studies showed that vehicle acceleration requirements
, ' .
established the maximum power level of the engine. However, since a
large percentage of engine operating time is at a low power level, a
compromise was sought that would allow lower levels of design-point
, ,
horsepower, thereby improving part~load specific fuel consumption.
Reduction of design-point power can be achieved by supplying some
. "
means of power augmentation sufficient to comply with the transient
vehicle acceleration requirements. Consequently, to improve low-power
, . '
specific fuel consumption and reduce engine size, different methods of
providing power boost were considered and are discussed in the follow-
ing paragraphs.
4.1
REHEAT
The amount of reheat (power boost) that can be used between tur-
bine stages is a function of the maximum cycle temperature, cycle pres-
sure ratio, and the work split between turbine stages. Calculations
were made to determine the compressor and turbine size reduction that
. ,
could be achieved with reheat using a 150-hp, 10w-pressure-ratio (4.6:1),
regenerative, free-turbine engine as the basic cycle. Because of the
relatively high Mach number (0.45 to 0.5), at the gasifier turbine exit,
the interstage burner pressure loss, 6P/P, was estimated as 7 percent.
Respective cycle flow or engine size reductions of approximately 4 and
2 percent were computed, using a maximum cycle 'temperature of l850°F
and a resultant 330°F of reheat. Also, calculations showed that maxi-
mum flow and size reductions of approximately 20 and 10 percent,
respectively, could be obtained with 'reheat for a 12:1 'pressure-ratio,
free-turbine engine having a maximum cycle temperature of 1900°F.
Because of the large burner'volume, increased complexity, and reduction
of turbine life, the reheat burner does not offer a high potential for
a low-cost automobile engine.
AT-6l00-R7
Page '4-4
-------
:--
~
AIREBEARCH MANUF'ACTURING COMPANY OF' ARIZONA
... DIVISION 0" THE GARREn CORPORATION
4.2
AXIAL SUPERCHARGING
This method of power employs an axial compressor stage upstream
from the centrifugal compressor to boost cycle pressure, when maximum
power is required. For lower power operation, the axial stage is dis-
connected from the engine.
The general problem concerning the single-stage axial compressor
.in the development of maximum acceleration power is simply stated:
There must be an effective means to remove the axial stage from the
system for operation at low power to minimize inlet pressure loss.
Three alternative arrangements, all incorporating a dec;:lutching
feature, might be considered:
( a)
A conventional straight-through flow path with the axial
rotor windmilling
(b)
. I
A conventional straight-through flow path w1th the axial
rotor feathered, as in variable pitch propel~er applications
(c)
I
A bypass flow path to the centrifugal compressor that would
probably require two-position doors
Nonsupercharging losses in the first two arrangements can be as
large as one through-flow velocity head or nearly 10 percent of the
inlet pressure. Because inlet losses, for both connected and discon-
, ,
nected operating conditions, indicate a potential for being less, the
third arrangement shown schematically in Figure 4-1 was explored in
",.:Ire detail. Table 4-1 summarizes the results of calc~lations with
related aerodynamic properties. An axial stage with a total pressure
ratio of 1.6 and 8S-percent efficiency was selected.
AT-6100-R7
Page 4-S
-------
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C
FIGURE 4-1
AXIAL STAGE SUPERCHARGING SCHEMATIC
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TABLE 4-1
COMPARISON OF COMPONENT SIZES -
AXIAL SUPERCHARGED VERSUS NON-SUPERCHARGED ENGINE
Operation Mode Pressure Loss Corrected Diameter
at 'Maximum shp Upstream from Flow Into Reduction
Engine Centrifugal Centrifugal for Same
Compressor Compressor at Maximum shp,
% of Ambieht Maximum shp,
Non-supercharged Sup~rcharged Pressure 1b/sec %
Non-supercharged 136.5 -- 1.5 1.332** --
I'd> 141.4 1.380**
i PI t-3 -- I --
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(Den
I-' 146.8 -- 1.433** --
,j:o.0
10
-..II 108 -- 1.054 --
~
-..I
Supercharged 108 136.5* 3.0- 1.092 9.5
! 141.4* 4.5 1.130 !
146.8* 6.0 1.171
"!Assuming a 4.8-percent loss in axial discha~ge pressure between the axial andcentrifu-
gal stage
**Scaled from value for 108-hp engine (1.054)
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ffi]
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION 0" TH£ DARql:TT CDRPORATION
Bypass inlet and inters'tage pressure losses are variables in the
calculation. Base inlet loss for a typical 108-hp engine is 1.5 per-
cent of inlet pressure. When the inlet loss is increased, 108 hp can
be developed by increasing the centr~fugal compressor corrected flow.
To maintain the same stall margin, the turbine flow function must
increase in direct proportion to the compressor flow. Table 4-1 also
indicates the magnitude of the changes for inlet, loss values of 3, 4.5,
and 6 percent of inlet pressure~ 'The loss between the supercharging
axial and the centrifugal compressor was assumed to be 4.8 percent.
If the base engine was scaled to achieve the same power as axial
supercharging with a 4.8-percent interstage loss, the centrifugal com-
pressor flow would increase. Comparing this flow to the centrifugal
compressor flow of the' axial supercharged engine shows the size, reduc-
tion that accrues from axial supercharge. Irrespective of the bypass
inlet pressure loss, the reducti9n in centrifugal compressor diameter
(in changing from a centrifugal compressor sized for acceleration power
to a supercharged centrifugal for the same acceleration power) is only
9.5 percent.
I .
Better appreciation for the merits of axial supercharging may be
gained from Figure 4-2.' For a 75-percent effectiveness recuperator,
the axial supercharged design offers good advantage over the larger
centrifugal design in the power range below approximately 60 hI', which
may partially overcome the additiona~ complexities of axial supercharg-
ing. However, improving the recuperator effectiveness to 80 percent
reduces this advantage except in the very low power range.
Axial supercharging could be 'more attractive, depending upon
additional work (beyond the scope of this study) in the following
problem areas:
(a)
Innovation in geometric arrangement to reduce bypass inlet
and transition ~ressure losses
AT~6l00-R7
Pag,e 4-8
-------
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~ 0.6
r...
t)
H
r...
H
t)
~
p..0.4
U)
1.0
---- ---- 146.8-HP DESIGN, 80% RECUPERATOR
- - - - 108-HP DESIGN, 75% RECUPERATOR, AXIAL
. SUPERCHARGE TO 146.8 HP .
146.8-HP DESIGN, 75% RECUPERATOR
--
- --
0.2
10
70
80
40
50 60
SHAFT -HORSEPOWER
30
20
- - - -
RESULTS OF AXIAL SUPERCHARGING, 85°F DAY
FIGURE 4-2
m
~.
:a.
1'1
m
~
:a
n
%
.~
!!~
!z
~c
Z"I
D~
~~
"C
~:a
.-
.z
9GJ
nn
:0
~~
.,.
~~
~ z.
~
/ 0
...
~
:a
N
o
z
~
90
100
-------
~
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION 0" THE GAAAI:TT CDRPORATIDN
(b)
Higher supercharging pressure ratios with reasonable
efficiency
(c)
Better match between typical through-flow axial and centri[
ugal Mach numbers to reduce transition pressure loss
(d)
Clutch mechanical design, response time, and life
4.3
WATER INJECTION
The power of a gas turbine engine may be increased by injecting
a suitable liquid into the engine airflow path.. Injection may be
accomplished through spray nozzles at the compressor inlet, at various
. .
interstage points within the compressor, at. the combustor inlet, or a
combination of these points. For this study, only water injected at
the compressor inlet was considered, since this point in the cycle pro-
vides maximum power boost. The theoretical and experimental results
of water and water~methanol mixtures, injected into the inlet of the
Garrett/AiResearch'T-76 turboprop engine, were reported in 19706.
These results showed that a power-augmentation ratio [(shp)wet/(shp)
d ] of 1.4 could be achieved with a water-to-air mass ratio of 0.06,
ry .
when the engine is operating on a 100°F day with constant turbine exit
temperature (Figure 4-3). The ratio of specific fuel consumption
[(sfc)wet/(Sfc)dry] was essent~ally constant..
No detailed calculations were made of engine performance with
water injection. However, based on the above results, a maximum aug-
mentation ratio of 1.3 was used for this study.
Water injection would be used only as a power-boost medium for
acceleration and similar maximum power conditions and would require
only a small reservoir (Appendix 2). The engine would be sized so
that power boost would be required only for ambient temperatures in
excess of 60°F.
AT-6100-R7
Page 4-10
-------
1.5
~
CI
';l; 1.4
:x:
CI)
~
~
-
III
:x: 1.3
CI)
-
.1t.I>
1118
\QI
CD 0'1
....
~o
10
.... I.
.....~
-..J
. rz..
. 0
o
H
E-I
~
Z
o
H
E-I
~
~ 1.1
p
IC(
1.2
1.0
1 I I I I I
WATER-TO-AIR MASS RATIO = ,0. 06 /
I I. 1 1 1 I V
TURBINE INLET TEMPERATURE = 18400F /
~
/ /
~
~ ~
~
- ---
-
-
40
60
70 80
AMBIENT TEMPERATURE, ° F
90
100
110
50
POWER AUGMENTATION WITH CONSTANT WATER-TO-AIR MASS RATIO
FIGURE 4-3
m
~
;a
III
ID
~
;a
n
%
.~
!!~
Sz
~I:
Z"'I
a)'
~~
"I:
f;a
.-
.z
SGI
g.n. .
. D' .
~ ~.
~ ~ ,~
~z '.
~
D
"'I
)'
;a
N
D
z..
)'
-------
1
~
, ' '
, , ,
AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
A DIVISIDN CP" THE GARRETT CDRPORATIDN
Evidence indicates that up to 50-percent
achieved in a gas turbine engine by injecting
cent of the airflow on a mass basis.7 , '
reduction in NO can be
, x
water at a rate of 2 per-
4.4
CYCLES SELECTED FOR OFF-DESIGN ANALYSIS
Two basic engine cycles have been studied during the course of
the program: (1) the single-shaft, and (2) the 1-1/2 spool, free-powE-...
turbine. A list describing each of the engine configurations compris-
ing these basic cycles is shown on Table 4-2, with comparisons of each
for design and off-design ,performance on a sea-level, 59°, 85°, and
105°F day. An engine identification code' was established consisting
of four identifying characters:
(c)
( a)
The first character is alphabetical, denoting the compressor-
turbine con£iguration (Table 4-2).
(b) ,
The second character isa Roman numeral, indicating the
, type of regeneration:
(1)
I - Non-regenerated
(2)
II - Recuperated (fixed-boundary)
(3)
III - Regenerated (rotary)
The third character denotes the assumed state of the art
(SOA) values for performance parameters and is either a 1 or
a 2. A 1 signifies present SOA, and a 2 stands for 1975 SOA.
(d)
The fourth charac'ter;is either F or V, indicating fixed or
variable geometry. For free-power turbine cycles, V denotes
variable power turbine nozzles; for the single-shaft cycle,
V indicates variable compressor inlet guide vanes.
AT-6100-R7
Page 4-12
-------
~
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION 0,. THIE OARIUTT CORPDRATION
Table 4-2
BASIC CYCLE ENGINE CONFIGURATIONS
SFC at
, Cycle Design SFC at 100' Oes1gn Maximum
Compressor Cycle Maximum Her sepower Design aSGF Day HoraepO\o1er Hor,sepower
Engine and Turbine Cycle Maxin1um Temperature Standard HorseDower Maximum 85°F Dav on
Configuration Configuration Modifiers pip of' Day ~R SFC Horsepower t., . SFC 105 OF Day
R
AI2F H1r
1 Cent. C None 8.1 1900 150 0.0 0.589 133 0.0 1.83 --
1 Radial GGT
1 Axial FPT
AII2 F 8.1 1900 150 0.85
~ 1 cent. C Recuperator 0.448 133 0.85 0.90 122
1 Radial GGT e:R = 0.75 0.75 0.75 0.99
1 Axial FPT and
0.85'
AII2V 1 Cent. C Recuperator 6.7.1 1850 150 0.85 0.438 130 0.54
0.85 117
1 Radial GGT e:R = ~~~5 0.75 0.471 0.75 0.73
~ 1 Axial FPT
0.85
" VTN
AIII2V
~ 1 cent. C Regenerator 4.56.1 1850 150 0.90 0.423 130 0.90 0.47 118
1 Radial GGT e:R = ~~O
1 Axial FPT I
and
IGV I
DI2F ~
2 cent. C None 12.1 1900 150 0.0 0.550 137 0.0 1.40 114
1 Radial GGT
1 Axial FPT
DII2 F
~ 2 Cent. C Recuperator 1011 1900 150 0.0 0.542 135 0.70 0.98 --
1 Radial GGT Bypass ,
1 Axial FPT e:R = 0.0
and
0.70
MI2F ~
2 Cent. C None 12:1 1900 150 0.0 0.553 I 134 0.0 1. 3 75 121
1 Radial and
1 Axial SST
MI2V
2 Cent. C IGV 12.1 1900 150 0.0 0.555 134 1.63 121
~ 1 Radial and
1 Axial SST
NII2 F ~ 0.85
1 cent. C Recuperator 6.42.1 1900 125 0.434 90 0.85 0.630 85
1 Radial SST e:R = ~~~5 0.75 0.465 0.75 0.765
0.85
NII2 V
~ 1 Cent. C Recuperator 6.42.1 1900 125 0.85 0.434 I ' 94 0.85 0.56 87
1 Radial SST e:R = 0.75 0.75 0.465 0.75 0.68
and
0.85
IGV
NIII2 F ~
1 Cent. C Regenerator 4.6:1 1900 108 0.90 0.41 94 0.9 0.558 85
1 Radial SST e:R = 0.90
NIII2~~ 1 Cent. C Regenerator 4.6.1 1900 , 108 0.90 0.41 96 0.9 0.493 87
1 Radial SST e:R = ~~O
Abbreviations:
Cent. C - centrifugal Compressor
GGT - Gasifier Turbine
FPT - Free )?ower Turbine
SST - Single-Shaft Turbine
VTN - Variable Power Turbine Nozzles
IGV - Compressor Inlet Guid Vanes
*Design-point valve
AT-6100-R7
Page 4-13
-------
iEBI
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION 0,. TH~ GARRETT CORPORATION
Multiple-spool cycles were considered but not specifically
studied in detail for this application. Considerable work has been
done previously on vehicular application of the gas turbine engine,
results of which indicate that multiple-spool cycles have a number
of favorable features:
(a)
(b)
(c)
The variable-speed tu~bocharger produces results similar to
that of adding varia~le geometry to the 1- or 1-1/2-spool
, ,
cycles and also provides.excel,lent part-load fuel economy..
Turbine inlet te,mperature varies wi th load, lengthening
stress~rupture, and oxidation-life at part-load.
Two compressor stages are available for sharing the cycle
pressure ratio, with p~tentially higher ,overall compressor
efficiencies than obtainable in single-stage compressors of
the same overall pressure ratio.
Undesirable characteristics of these same cycles are:
(a)
(b)
(c)
High-inertia, variable-speed turbocharger (low-pressure
spool) must be accelerated to rated speed to produce rated
power. Thus, engine response to load-demand is extremely
slow compared to the "instantaneous" power .capability of
spark ignition (SI) engines and single-shaft, gas turbine
engines.
Rematching the pressure-ratio split between spools for im-
proved response inflicts a significant penalty on part-load
fuel economy.
Power output and fuel economy are highly influenced by vari-
ations in accessory power, loading on the high-pressure spool
AT-6l00-R7
Page 4-14
-------
.~
AIRESEARCH MANUFACTURING CDMPANY DF ARIZDNA
A DIVISIDN 0" THE DARRETT CORPQRATION ,
and by small variations in component characteristics and
"build" techniques that normally are within acceptable pro-
duction tolerances for simple cycles.
(d)
Cycle packaging arrangements dictated by available automo-
bile engine envelopes may result in excessive interstage
cycle losses which could negate some of the attractive part-
load performance characteristics~
(e)
Engine braking is not available without introqucing cycle
complexities, such as interspool clutches and 'compressor
bleed valve~ with. associated controls, shafts, and gears.
( f)
Power-lapse rate with ambient temperature is excessively
large and requires oversizing to achieve the necessary power
output on hot days.
Summation of the preceding factors implies excessive weight, cost,
and complexity. The disadvantages of multiple-spool cycles seem to
f-~ out-weigh the advantages, thus makin~ them unattractive for the
automobile application.
Figures 4-4 through 4-16 show typical off-design engine perfor-
mance for each of the engine configurations listed in Table 4-2. These
maps are a result of an iterative process involving the calculation of
off-design engine performance for each cycle listed, starting with the
si.uf)lest. This output is then used as input to the mission analysis
program to determine whether or not the engine/vehicle performance
goals were achieved. If the automobile system fuel economy did not
prove satisfactory, various cycle modifiers were added to improve
engine cycle efficiency, and the iterative process was repeated. Cycle
modifiers investigated include:
AT-6100-R7
Page 4-15
-------
T1T.l m
160 of.
----
0.59
~
;a
III
II
III
.
;a
n
120 %
A 12 F, pip = 8.0 1800 . ~
!!.
150 SHP RATED ~z
~C
z ~
o.
100 ~~
.~ ..c
~ 1700 ~;a
..-
.. z.
o SGJ
Po. nn
I'd> ~ 80 ~o.
I)J t-3 tI) i':~
\Q I p;: .. 'D
CD 0'1 0 ~. .
1-'. ::I: 1600 oz
~O, Zo(
'0 8 O.
1-" ~
0'I.::tJ. ~ 60 ~
-...J .
tI) ;a'
N.
a
z
.
40
20
o
1200
100
40 50 60 70
POWER TURBINE SPEED, PERCENT
10
20
30
90
FREE-TURBINE CYCLE, 59°F DAY
FIGURE ,-,
-------
tt:J>
1lIt-3
\01
CD 0\ .
I---'
~o.
'.10
1---'1
-..J~
-..J
~
riI
~
AI .
riI
U)
~
o
::t:
8
~
::t:
U)
':. ) (
140
120
100
AII2F, P/P=8.0'
150 SHP RATED
€R = 0.85
80
60
40
20
10
20
30
40 50
.POWER rU@:I;NE
SFC=0.474
. TIT,
2-
1900
1850
1800
1750
1700
1650
1600
1550
1500
1450
1400
1350
100
1090
70
PERCE~'I'
80
RECUPERATED FREE-TURBINE CYCLE, 85°F DAY
FIGURE 4-5
m
~
;a
III
ID
III
~
;a
n
. x
. ~
!!~
~z
~c:
Z "I
a~
"'n
~-t
.. c: .
~;a
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..z
SGJ'
nn
~D
iJ~
8"U
~~
az
Z -<
D
"I
~
;a
N
D
Z
~
-------
160
140
120
I'd>
~ 1-3
IQI
rom
~
~o
10
~I
(X)~
...,j
~ 100
~
11.
P::I
CI)
~
o 80
~
-8
~
ffi 60
A I 12 V, pI P = 6. 7, .
150 SHP RATED
eR = 0.85
0.460
8
::>
11.
8
5
40
0.5
20
0.6
0.7 0.5
o
0 10 20 30 40 50 60 70
.POWER TURBINE SPEED, PERCENT-
RECUPERATED FREE-TURBINE CYCLE WITH VARIABLE POWER TURBINE NOZZLES, 85°F DAY
F :GURE ,-6
m
~
;a .
PI
m
PI
~
1850 ~
z
. ~
!!~
180 0 ~ ~
z '"
a~
1750 ~~
.. c:
e;a
.. -
1700 S ~
1700 g g
~ ~
"11
;~
az
1700 z-<
D
'"
~
;a
N
D
1700 ~
TIT
of
1700
i700
-------
rn
140 AN ~
TIT, ;a.
~D III
of II
III
~
1.0 1850 ;a
n
z
. ~
!!~
1.0 1800 ~ z
~c
z ,.
o~
0.525 .. n
1.0 1750 ~-4
"C
~;a
II -
1.0 1700 "Z
SGJ
0.9 1700 nn
~D
~~
"'11
~~
az
0.8 1700 Z 0(
D
,.
~
";a
N
D
z
0.7 1700 ~
40
120
AII2V, pip = 6.7,
150 SHP RATED
€R = 0.75
~
~ 100
o
III
riI
t1)
~
"tI> 0
1118 :x: 80
\QI
m",. ~
~6. ~
IO@
I-' I t1)
~::u .
~
60
20
- - - - .
10
RECUPERATED
30 40 50
POWER TURBINE SPEED,
FREE-TURBINE CYCLE WITH VARIABLE
FIGURE 4-7
60
PERCENT
POWER TURBINE NOZZLES, 85°F DAY
20
0.6
1700
70
80
0.5
100
1700
90
-------
140
120
p::
~ 100
o
III
riI
en
p::
. 0
1tJ:to' :I: 80
III 1-3
\QI 8
(1) 0'1 ~
~6 ~
I 0 en
IVI
o:;tl
-...J
60
40
20
~.
AND
1.0
AIII2V, PI P = 4.6,
150 SHP RATED.
~R = 0.90
1. 0 .
1.0
1.0
0.9
--
o 0
90
0.60
100
30 40 50 60 70
POWER TURBINE SPEED, PERCENT
: REGENERATED FREE-TURBINE CYCLE WITH VARIABLE POWER TURBINE NOZZLES, 95°F DAY
10
20
FIGURE 4-8
TI'n ~
of c:
PI
.
:II
n
J:
.~
18 00 ~ ~
~I:
z"l
1750 ~ ~
"I:
f:ll .
.-
1700 ~ ~
nn
1700 i ~
~~
az
z~
D
...
.
:II
N.
D
Z
.
1850
1700
1700
1700
1700
1700
m
-------
.120
~ 100
~
~
~> I:iI
PI 1-3 (J)
\Q 1 p::
(Dm 0 80
..... tI:
.c.o 8
.10
t\J1 iii
I-':;tt ~
-..J
(J) 60
140
DI2F, PIP = 12.0
150 SHP RATED
40
20
o
50,000
. .
40 50 60 . 70
POWER TURBINE SPEED, PERCENT
FREE-TURBINE CYCLE, 85°F DAY
90
100
10
20
30
80
FIGURE 4-9
rn
~
:u
GAS III
m
GENERA TOR ~
SPEED, :u
RPM ~
. ~
!!~
~ Z
~c
z ...
D~
~~
"C
~:u
,,-
"z
SGJ
nn
~D
~~
"'11
~~
az
z -<
D
...
~
:u
N
D
Z
~
82,055
78,807
74,659
-------
TIT m
140 .2-
150 SHP RATED SFC = 0.618
1900
120 ~
;u
'"
1800 m
~
;u
n
100 %
1700 .~
!!.
~z
~ ~c
rz:I Z"I
~ a)i
.. n.
~~:. p.. 80 ~...
PI i-!: rz:I "C
1600 =;u
I.Q I ~ tI} .-
men ~ .z
~ 0 ~1iI
.e.di :x: nn
10' 8 ~D
II.,) I' 60 ~~
II.,) :tJ 1 fz.I 1500 ~:
.... ffi
az
Zo(
D
...
40 ~
;u
1400 N
D
Z
.
20
1200 1300
0 1000 1100
60 65 70 75 80 85 90 95 100
ENGINE SPEED, PERCENT
SINGLE-SHAFT CYCL~, 850 F DAY
FIGURE 4-10
-------
tod)l
PI 1-3
\QI
(DO\
~
~o
io
t.J1
W::t!
......
120
100
80
~
!1:1
~
Po.
!1:1
~ 60
o
p::
8
~
~ 40
CJ)
20
T.I.T
~
1900
0.45 ,
./
NII2F, pIp = 6.5,
108 SHP RATED
€R = 0.85
--
--
" -
-
-
o
70
;
0.50
,
75
".. 1000 ~
80
1300
100
85
ENGINE SPEED, PERCENT
RECUPERATED SINGL~-SH~~T CYCLE, 85°F DAY
FIGURE 4-11
1800
1700
1600
1500
1400
m
"~
:II
III
CD
III
~
:II
n
Z
. :t
!! ~
S z
iic
z '"
a~
~~
"C
~:II
., -
., Z
~1iI
nn
~D
~:t
"11
~~
az
z <
D
...
~
":II
N
D
Z
~
105
-------
'tI>
I» 103.
IQI
(1) 0'1,
1-"
.,. 0
10
1\)1
.,.~
. .....
It:
~
~ 80
r J:
2»
5 z
~c
Z '"
D»
i~
"C
~;II
.-
.z
~GJ
nn
~D
~J:
~:
DZ
Zoo(
D
'"
»
;II
N
D
Z
»
105
-------
~>
111 t-3
.Q I
(1)0\
.....
.c:. 0
10
t-JI
U1:D
-..J
140
120
100
p::
~
~
~ 80
~
U)
p::
o
II:
E-t
rz.. 60
:a
U)
NI I2 V, pI P = 6.5
108 SHP RATED
€R = 0.85
40
TI.T
2
1900
20
-
-
o
1200
80 85 90
ENGINE SPEED, PERCENT
65
70
75
95
100
RECUPERATED SINGLE-SHAFT CYCLE WITH VARIABLE INLET GUIDE VANES, 85°F DAY
FIGURE 4-13
1900
1800
1700
1600
1500
1400
105
m
.~
;a.
1'1
m
1'1
~
;a
n
:I
. ~
!!~
S z
J IGV ! ~
=1. 0 = c:
. ;a
:z
SGI
nn
~D
~~
"11
~~
.az
z<
-D
...
~
;a
N
IGV .~
=0. 80 ~
-------
tU»o
1111-3
\!'II
(1)0'1
~
.c. 0
10
1>.)1
0'1::0
.-..J
~
~
~ 60
PI
~
U)
~
~ 50
Eo!
!Z.I
ffi 40
.65
.60 1700
100 105
100
IGV
90
.025
70
NII2V, PIP = 6.5
108 SHP RATED'
£R '= 0.85
30
20
10
g5
60
75 80 85
ENGINE SPEED, PERCENT
RECUPERATED SINGLE-SHAFT CYCLE WITH VARIABLE INLET GUIDE VANES, 85°P DAY
90
65
70
95
FIGURE 4-14
TIT
~
1900
1700
m
~.
:a
1'1
m
1'1
.
.:a
n
:I
. :r
!!.
:!: Z
~c
z ...
o.
-On
~ -t
"C
~:a
..-
..z
SGJ
nn
~D
~:r
;:
oz
z -<
D
...
.
:a
N
D.
z'
.
-------
'tI)I
PI 8
IQI
(1)0'\
~
.c:.o
10
tl.Jl
""':;0
.....
120
100
p: 80
riI
~
~
riI
tI)
~60
II:
8
~
ffi 40
NIII2F, pIp = 4.6
. °108 SHP RATED.
€R = 0.90
,.
'"
"
0.60
,..-
- .....
-
------
o
65
75
85
ENGINE SPEED, PERCENT
95
REGENERATED SINGLE-SHAFT CXCLE, 85°F DAY
FIGURE 4-15
TIT
2
1900
1800
1700
1600
1500
1400
1300
105
m
~
:II
III
m
III
~
:II
n
z
. ~
!!~
~z
51:
z ..,
D~
"n
~~
"I:
~:II
11-
"Z
Sril
nn
~o
~~
"'11
~~
ii Z
z-<
'0
..,
~
:II
N
o
Z
~
-------
~>
PI~
\QI
(1)0\
....
"0
,"0
tVl
CD:;tI
-..J
~
rz:I
~
p,.
rz:I
(J)
~
o
:x:
t
m
110
100
90
80
70
60
50
40
30
20
10
o
55
1. 025
1QY
NIII2V, pip = 4.6
108 SHP RATED
€R = 0.90
1900 ~
TIT
.2..
1.00 1700
1700
1700
1700
1700
1700
1700
1700
~
----
-
65
95
105
75 85
ENGINE SPEED, PERCENT
REGENERATED SINGLE-SHAFT CYCLE WITH VARIABLE INLET GUIDE VANES, 85 of DAY
~IGU ill 4-16
1700
~
:II
III
ID
III. .
~
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n
I:
. i:
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~ z
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=11
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Z
~
-------
~
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION 0" THE ClARAETT CORPORATION
( a)
Recuperator (fixed boundary)
(b)
Regenerator (rotary)
( c)
Variable area power turbine nozzles
(d)
Recuperator bypass
(e)
Power transfer schemes
(f)
Variable inlet guide vanes
Based on the results obtained from the' mission analysis investi-
gation (Sections 6 and 7) of performance exhibited by the various
engine configurations and such factors as size, weight, complexity,
and relative cost, a selection of three candidate cycles was made. A
detailed off-desig~ performance analysis was conducted on these candi-
date engines and is discussed in Section 5 of this report.
AT-6l00-R7
Page 4-29
-------
5. THREE SELECTED
CANDIDATE CYCLES
-------
~
AIREBEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION Dr THE aARRETT CDRPORATIDN
SECTION 5
DETAILED OFF-DESIGN PERFORMANCE OF THE
THREE SELECTED CANDIDATE CYCLES
The three candidate gas turbine cycles chosen for detailed off-
design analysis (Section 7) are described as follows:
( a)
NII2V - Recuperated single-shaft cycle with variable inlet
guide vanes:
Compressor
Single-stage centrifugal
Pressure ratio
at design power
6.4
Variable inlet
vanes
IGV angle
setting
I
= 1.025 to 0.60
wl6 I (wi th swirl)
-r-
=
wl8 I( zero swirl)
(5
Turbine
Single-stage radial
Recuperator
Fixed boundary, counterflow
(ceram~c and metallic)
Sea-level, standard-
day ratinq
Design power
108 shp, scaled to 135
AT-6100-R7
Page 5-1
-------
~
I~I
AIRESEARCH MANUFACTURING CCMPANY CF ARIZCNA
A DIVISION Df' TH~ aARRETT CORPDRATION
Transient power.
increased by water
injection
'(shp) t
we
(shp) dry
=
1.30 maximum
Recuperator
effectiveness
0.85
e: =
R
Inlet guide vanes were. added to the cycle to improve part-
load specific fuel consumption, especially at idle conditions.
(b)
NIII2V - Regenerated single-shaft cycle with variable inlet
guide vanes:
Compressor
Single-stage centrifugal
Pressure ratio
design power
4.6
Variable inlet
guide vanes
IGV angle
setting
= 1.025 to 0.60
=
wlS (with swirl)
o
wla (zero swirl)
\r
Turbine
Single-stage radial
Reqenerator
Ceramic rotary type
Sea-level, standard
day rating
Design power
108 shp
AT-6l00-R7
Page 5-2
-------
~
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION OF' THE GARR£TT CORPORATION
Transient power
increased by water
injection
(shp) wet
(shp)d = 1.30 maximum
ry
Without power
autmentation
155 shp
Regenerator
e:R = 0.90
(c)
AIII2V - Regenerated free-turbine cycle with variable power
turbine nozzles and inlet guide vanes:
Compressor
Single-stage centrifugal
Pressure ratio at
design power
4.6
Variable inlet
guide vanes
IGV angle
setting
= 1.0 to 0.50
=
w/e (with swirl)
o
w/e
-r- (zero swirl)
Gasifier turbine
Single-stage radial
Power turbine
Single-stage axial
Variable power
turbine nozzle
AN/An design = 1.'0 to 0.70
Regenerator
Ceramic rotary type
AT-6100-R7
pag:e 5-3
-------
~
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISIDN OP' ~HI: GARRETT CORPORATIDN
Sea-level, standard-
day rating
Design power
175 shp
Corresponding
minimum gas
generator idle
speed
73 percent of design speed
With water
injection. for
power augmentation
135 shp,
The optimum pressure ratio of an automobile gas turbine is not
necessarily .the pressure ratio which yields the minimum specific fuel
consumption (sfc) at all load conditions. Cycle complexity, rugged-
ness, reliability, and component costs must also be considered. The
following characteristics were qualitatively evaluated in the selec-
tion of cycle pressure ratio:
Heat Exchanger - with increased pressure ratio:
( a)
(1)
Optimum heat recovery effectiveness decreases
(2)
Size and costs decrease because of the higher specific
density and specific power.
(3)
Seal leakage increases
(b)
Compressor - with increased pressure ratio:
(1)
Attainable efficiency decreases (Secti.on 2.1.1)
(2)
More critical impeller and diffuser matching because of
higher Mach number levels
AT-6100":'R7
Page 5...;,4. .
-------
~
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION Of' THE GARRI:TT CORPORATION
(3)
(4' )
(5 )
Speed and,stresses increase
Material costs increase
,
Changing aluminum to stainless steel increases inertia
( c)
Turbine - with increased pressure ratio:.
(l)
(2 )
( 3)
(4 )
Turbine rotor stresses and shaft speed increase
Component size decreases
Optimum turbine inlet temperature increases (Section 3)
Material costs increase because of higher temperature
requirement
(d)
Bearings and Seals - with increased pressur~ ratio:
( l)
(2)
Bearing reliability decreases because of higher speeds
Seal requirements and cost increase
The parametric cycle studies (Section3) and experience were used
in evaluating the above effects to obtain the proper range of cycle
pressure ratios for a given heat recovery effectiveness. Because of
the number of factors that must be considered, there exists no simple
. . .
means of determining the optimum pressure ratio. As ,a result, several
values in the range determined by the above criteria were evaluated
for. a given effectiveness value. Off-design performance was computed
for each of the cycles and used in the mission analysis program to
compute fuel economy values. Then fuel economy, heat exchanger size,
weight, and estimated cost were evaluated (as well as shaft speeds,
component stresses, and material requirements) for selecting a pres-
,
sure ratio for each of the engines considered in the study.
AT-6l00-R7
Page 5-5
-------
.I~I
~:)I
AIRESEARCH MANUF"ACTURINGCOMPANY'OF'ARIZONA
A DIVISION OF' THI:;GAAAi:TT CDRPDRATION::.
5.1
CYCLE DESIGN POINT
Design point calculations for the thre'e selected~. cy.cl'es': a.re shown
on. Tables 5-1, 5-2, and 5-3. Note th'at the maximum temperature for
the single-shaft cycles is 1900oF, whereas the- free,....turbine has a max-
imum cycle temperature of l850oF. If all three cycles had the same
turbine inlet total gas temperature, the average fo.r the gas generator
turbine blades would be higher for the free-turbine cycle because of
its lower pressure ratio. Consequently, the maximum tempe.rature of
the free-turbine cycle was selected as l850oF.
The fuel lower heating value was de.graded: from' 18.,5'00 to 18,300
Btu/lb to account for radiation heat 1'oss to the' cycl'.e:..,
5.2
COMPONENT MAPS
S'. 2,. 1
Combus.tor Maps
Combustor maps used in the off-design' calculations for the three
engine configurations. a're shown in Figures 5-'1, 5-2, and', 5-3. The
combustors were desi.gned for a part-load operating cond;ition rather
th'an for max.imum power, to ens,ure that the req'llired' high.-Erfficiency'
levels will be achieved at. near-idle conditions.
5.2.2
Compressor Maps
Compressor performance maps with engine operating lin'es' are shown
in:. Figures 5-4, 5'-5, and 5-6. These maps were scaled from' data o:f
existing: components, having pressure ratio' and' Mach number' levels com-
parable to the candidate cycle'S. Note. that. the maximum power match-
po'int was selected so that maximum comp'res'sor' efficiency was ach,ieved
at. low, part-load conditions. 'The compressor utilizes backward-curved
impeller blades that shift the peak efficiency envelope away from the
st'all-limit line, thus providing ample stall-margin with respect to
the engine-operating line.
.AT-6l0 0-R7
Page 5-6
I'
,
, .
-------
TABLE 5-1
.~
RECUPERATED SINGLE-SHAFT CYCLE
(ENGINE N1:I2 V)
~
~
0.16786
0.0
0.000
ALTITUDE
.....ITL
~
:II
1'1
UI
1'1
»
:II
n
:r
> ~
g »
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sE:
z "'1
D »
, n
i -I .
~c:
~:II
D -
D Z
3C1
nn
go
~ ~
D 11
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D Z
Z -<
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o
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»
18300.0
DRIVING
TURBINE
COMPRESSOR
ENERGY CORR.
COOLING AIR
TURBINE
MECHANICAL
EFFICIENCY
BEFORE MIXING
ENTHALPY ~
HP
REQUIRED
---1!.L
WATER
SHAFT HP
ACC HP
1
162.69
0.000
1687.5
0.000
108.0
6.0
279.0
0.980
425.10
BURNER
FUEL FLOW
WATER
0.000
46.89
'tI:'>
~1
",,,,
....
U10
10
..."
:<>
...,
CR FLOW PRESSURE TEMP DELTA THETA R ENTHALPY GAMMA .F/A WIA EFF pip DEL P LEAKAGE COOLING
AMBIENT 1. 043 14.696 518.7 1. 000 1. 000 53.349 124.00 1. 401 -- 0.0000 -- -- -- -- --
INLET 1. 059 14.476 518.7 0.985 1. 000 53.349 124.00 1. 401 -- 0.0000 1. 000 1. 000 0.015 0.000 --
COMPRESSR 0.221 92 .861 972.7 6.319 1.875 53.349 234.28 1. 382 -- 0.000 0.790 6.415 0.000 0.006 0.015
DIFFUSER 0.223 91. 932 972.7 6.256 1. 875 53.349 234.28 1.382 0.0000 0.0000 -- -- 0.010 -- --
REGNR CLD 0.291 89.818 1571. 4 6.112 3.030 53.349 388.11 1. 347 -- 0.0000 0.850 1. 000 0.023 0.000 --
BURNER .0.376 86.225 2359.7 5.867 4.549 53.371 615.85 1.308 0.0128 0.0000 0.999 1. 000 0.040 0.000 --
TURBINE 1. 638 16.932 1677 . 5 1. 152 3.234 53.371 422.26 1.333 0.0126 0.000 0.875 5.092 0.000 0.000 0.015
DIFFUSER 1. 743 15. 916 1677.5 1. 083 3.234 53.371 422.26 1.333 0.0126 0.0000 -- -- 0.060 -- --
REGRN HOT 1. 522 14.850 1114.5 1.010 2.149 53.371 272.63 1. 365 0.0126 0.0000 -- 1. 000 0.067 0.000 --
DIFFUSER 1. 538 14.700 1114.5 1. 000 2.149 53 .371 272.63 1. 365 0.0126 0.0000 -- -- 0.010 -- --
FUEL FLOW
TOTAL
CORRECTED
SFC
0.434
POWER
NET
CORRECTED
SPECIFIC
~6.2
47.6
108.0
109.6
103.57
-------
TABLE 5-2
REGENERATED SINGLE-SHAFT CYCLE
(ENGINE NIII2V)
-....b!!Y-
18300.0
~
ALTITUDE
....ffL
0.000
0.16786
0.0
DRIVING
~
COMPRESSOR
ENERGY CORR.
COOLING AIR
TURBINE
MECHANICAL
EFFICIENCY
HP
REQUIRED
259.1
BEFORE MIXING
ENTHALPY TEMP
~
WATER
0.000
SHAFT HP
ACC HP
6.0
142.76
0.000
108.0
0.980
453.87
1794.8
8URNER
~
0.000
FUEL FLOW
44.29
,,:.-
~1
<>'"
...
<.no
10
CDI
~
CR FLOW PRESSURE TEMP DELTA TEETA R E NT B1\LP¥ GAMMA FIA WIA EFF pIp DEL P LEAKAGE COOLING
AMBIENT 1.218 14.696 518.7 1..000 1.000 53.349 124.00 1.401 -- 0.0000 -- -- -- -- --
INLET 1.237 14.476 518.7 0.985 1.000 53.349 124.00 1.401 -- 0.0000 1.000 1.000 0.015 0.000 --
COMPRESSR 0.339 66.689 861.2 4.538 1.660 53.349 206.81 1.389 -- 0.0000 0.822 4.607 0.000 0.006 0.015
DIFFUSER 0.342 66.022 861.2 4.493 1.660 53.349 206.81 1.389 0.0000 0.0000 -- -- 0.010 -- --
REGNR CLD 0.464 64.504 1689.6 4.389 3.257 53.349 419.79 1.341 - 0.0000 0.900 1. 000 0.023 0.027 --
BURNER 0.577 61.923 2359.7 4.214 4.549 53.368 614.40 1.310 0.0109 0.0000 0.999 1. 000 0.040 0.000 --
TURBINE 1.855 16.924 1781.1 1.152 3.434 53.367 449.98 1.329 0.0107 0.0000 0.890 3.659 0.000 0.000 0.016
DIFFUSER 1.984 15 . 908 1781.1 1.082 3.434 53.367 449.98 1.329 0.0107 0.0000 -- -- -- --
REGRN II)T 1.674 14.843 990.9 1.010 1.910 53.366 240.73 1.374 0.0102 0.0000 -- 1.000 0.067 0.027 --
DIFFUSER 1.691 14.694 990.9 1.000 1.910 53.366 240.73 1.374 0.0102 0.0000 -- -- 0.010 -- --
FUEL FLOW
TOTAL
SFC
0.410
CORRECTED
SPECIFIC
POWER
~
108.0
CORRECTED
44.3
45.0
109.6
88.64
ill
~
;U
..,
In
..,
~
;U
n
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> 3:
2 ~
~ Z
C !:
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a'~
~ ~
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. -
. Z
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-------
TABLE 5-3
REGENERATED FREE-TURBINE CYCLE
(ENGINE AIII2V)
-----M!Y...-
1B300.0
~
0.167B6
~
0.000
ALTITUDE
0.0
ORIVING
TURBINE
1
COMPRESSOR
ENERGY CORR.
COOLING AIR
0.000
TURBINES
'mE POWER TURBINE)
MECHANICAL
EFFICIENCY
0.980
0.980
BEFORE MIXING
ENTHALPY TEMP
509.07 1992.8
440.85 1748.8
(2 IS
HP
REQUIRED
217.1
154.6
~
212 . 00
SHAFT HP
0.0
150.0
~
5.0
1.5
WA TER
0.000
BURNER
FUEL FLOW
63.41
WATER
0.000
'0:>-
~'i'
IDa.
....
"'0
10
"',
..
...
CR FLOW PRESSURE TEMP DELTA THETA R ENTHALPY GAMMA FIA wlA EFF pip DEL P LEAKAGE COOLING
AMBmNT 1.805 14.596 518.7 1.000 1.000 53.349 124.00 1.401 -- 0.0000 -- -- -- -- --
INLET 1.833 14.476 518.7 0.985 1.000 53.349 124.00 1.401 -- 0.0000 1.000 1.000 0.015 0.000 --
COMPRESSR 0.509 65.980 862.0 4.490 1.662 53.349 207.01 1.389 - 0.0000 0.813 4.558 0.000 0.003 0.015
DIFFUSER 0.514 65.320 862.0 4.445 1.662 53.349 207.01 1.389 - 0.0000 -- -- 0.010 -- --
REGNR CLD 0.691 63.817 1660.6 4.343 3.201 53.349 411.97 1.342 0.0000 0.0000 0.900 1.000 0.023 0.027 --
BURNER 0.858 61.265 2309.7 4.169 4.453 53.367 599.62 1.311 -- 0.0000 0.999 1.000 0.040 0.000 -
TURBINE 1.633 30.239 1976.3 2.058 3.810 53.367 504.32 .1.322 0.0105 0.0000 0.880 2.026 0.000 0.000 0.016
DIFFUSER 1.667 29.634 1976.3 2.016 3.810 53.367 504.32 1.322 0.0103 0.0000 -- -- 0.020 -- --
TURBINE 2.773 16.756 1748.8 1.140 3.371 53.367 440.85 1~331 0.0103 0.0000 0.880 1.769 0.000 0.000 0.000
DIFFUSER 2.950 15.750 1748.8 1.072 3.371 53.367 440.85 1.331 0.0103 0.0000 -- -- 0.060 -- --
REGRN IDT 2.506 14.695 985.9 1.000 1.901 53.366 239.41 1.375 0.0098 0.0000 -- 1.000 0.067 0.027 --
FUEL FLOW
SFC
0.423
TOTAL
63.4
CORRECTED
64.4
POWER
~
150.0
CORRECTED
152.3
SPECIFIC
83.10
m
!:
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ttj~
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IDO'I
......
U10
1'0
1-'1
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......
100
98
~
~
..
~ 96
~
r:.:I
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U
H
11!
11! 94
r:.:I .
Z
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8
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::> 92
~
~
U
90
88
o
100
200
300
F/A =
I
0.007
0.005
I
0.004
. I
0.003
400
0.008 TO
I
OR 0.017
OR 0.620
,
OR 0.030
I
OR 0.040
0~014
= P, ATM
= T, oR
=W, LB/SEC
= F/A, LB FUEL/LB AIR
600
700
800
900
PRE SSURE
TEMPERATURE
AIRFLOW
FUEL/AIR RATIO
500
( p21T) /W
SINGLE-SHAFT RECUPERATED ENGINE (NII2V) COMBUSTOR EFFICIENCY
FIGURE 5-.
10.00
m
~
.:a
PI
m
PI
~
:a
n
1:
.. I:
!!~
~ Z
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-------
1t1)1
III 1-3
~I
(DO'\
....
lonO
10
1-'1
I-':::d
-...J
100
98
!:Q
~
96
..
~
U
Z
~
H
U
H 94
~
~
~
Z
o
H
E-t 92
U)
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~
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u
90
88
o
0.008 - 0.011
I I
AND 0.013
AND 0.016
I I
AND 0.022
0.002 AND 0.033
100- -
200 - - 300 -- 400
PRESSURE
TEMPERATURE
AIRFLOW
FUEL/AIR RATIO
- - 5-00
-(P 2fi) jW
600
= P, ATM
= T, oR
= W, LB/SEC
= FIA, LB FUEL/LB AIR
700 -
800
900
SINGLE-SHAFT REGENERATED ENGINE (NIII2V) COMBUSTOR EFFICIENCY
FIGURE 5-2
1000
m
~
:u
PI
m
PI
~
:u
n
x
.~
!!~
iz
oC
z ...
o~
~n
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~~
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~
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~
-------
98
~
~
...
~ 96
CJ
Z AND o. 021
r.::I
H I I
CJ
H AND 0.032
I' I'
;a
n
z
. ~
!!>
~ Z
~c
z...
a)'
~~
"C
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11-
"Z
lGJ
nn
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.~~
"'11
~>
. az
z«
o
....
>
;a
'N
.0
z
>
-------
8.0
m
0.90
COMPRESSOR ADIABATIC
EFFICIENCY, I1c
(TOTAL-TO-TOTAL)
0.80
N/fS = 80%
7.0
STD DAY
RATING
. MATCH POINT
59°F DAY I
OPERATING LINE r
TIT = 1700°F ~
/
/
~
:u
PI
In
PI
~
:u
n
J:
. ~
2 ~
~ z
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° ~
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° z
z -<
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IGV = 0.80
0.70
6.0
't1):o
PI >-3
"II
(1)0'1
~
\110
10
~I
w::tl
.....
o
H
E-4
~ 5.0
rz:J
g;
[/)
[/)
~ 4.0
0.
SURGE
IGV =
SURGE
IGV =
3.0
100
95
2.0
1.0
O.
- o.r
.0.2-
0.-3
0.4
. 0:5 -
.0.-6
0.7
0.8
0.9
1.0
1.1
1.2
CORRECTED FLOW, LB/SEC
SINGLE-SHAFT RECUPERATED ENGINE (NII2V) COMPRESSOR PERFORMANCE
FIGURE 5-4
-------
'1:1>
1111-3
\Q "
(1)0\
, I-'
lJ1 0
10
I-' "
oI:o::d
-..I
6.00
5.50
5.00
4.50
04.00
H
8
~
2 ~
~ Z
~ c:
z ..,
o ~
, n
~ -I
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~ ~
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1.40
-------
'Ij~
1Ut-3
1£11
(1)0\
I-'
U10
10
1-'(
U1~
-..1
6.00
5.00
o
H
E-t
~ 4.00
~
::>
UJ
UJ
~
III 3.00
2.00
1. 00
o
--.....
"...'
"
...~~
...'
10
0.20
85°F DAY
OPERATING
0.60
STANDARD-DAY
RATING "MATC
POINT
..
SURGE
90
100 110
%
50
0.80 1.00 1.20
CORRECTED FLOW, LB/SEC
1. 40
1. 60
1. 80
2.00
FREE.,.TURBINE REGENERATED ENGINE (AI II 2V) COMPRESSOR PERFORMANCE
FIGURE 5-6
m
~
;II
1'1
m
1'1
»
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n
:I
> :!
2 »
~ z
~c
z ...
0»
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-------
~
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA"
It. DIVISION Dr THE DARRETT CORPORATION
, ,
Since an infinite number of maps could be shown for compressors
with variable inlet guide vanes, only two settings are superimposed on
the single-shaft compressor maps as an illustration. The vane setting
of IGV = 1.0 refers to zero inlet swirl: that of IGV = 0.80 refers to
a setting which induces swirl so that" the ratio of flow-with-swirl to
flow-with-zero-swirl is determined:
wla (with swirl)
<5
wla
-r (zero swirl)
= 0.8
5.2.3
Turbine Maps
. Radial turbine maps for the two single-shaft cycles and the radial
gas ,generator turbine of the free-turbine cycle are shown in Figures
5-7 through 5-12. Figures 5-13 and 5-14 show typical maps for one
setting of the variab~e area power turbine nozzle: however, 10 differ-
ent maps, having various nozzle area settings (0.5 to 1.0), were used
in the off-design computer program.
Efficiency and pressure-flow characteristics as a function of
corrected speed are scaled from experimental data of existing turbines.
5.2.4
Heat-Exchanger Maps
Estimated off-design performance of the ceramic rotary regen-
erator is shown in Figures 5-15 and 5-16. In addition 'to the core
fractional pressure loss (Figure 5-16), a total of 3 percent duct
pressure loss was used. This was varied as a function of the square
of the corrected flow into the ducts.
.
The regenerator clearance and seals will be sized for the static
and carryover design leakage goals shown in Figure 5-17.8,9 The leak-
age at off-design conditions was varied by approximate linearity with
pressure.
AT-6100-R7
Page 5-16
-------
1. 00 m
~
:II
0.90 PI
CD
PI
~
:II
H n
~ ::I
. ~
o 0.80 !!~
8 ~ Z
I 5C
o z ...
8 .a ~
I .. n
H ~ -4
~ 0.70 "C
~:II
II -
'1:1> 0 "Z
11Jt-3 8 SG1
\Q 1 - nn
CDm +J ~D
I-' ~~
U10 c 0.60 "'11
10 ~~
1-'1 -. az
..J~ ~ Z 0(
..J U D
Z ,.
~ ~.
H
u 0.50 :II
H N
~ D
~ Z
~ ~
0.40
0.30
1
2
3
4
5
6
7
8
9
10
11
PRESSURE RATIO
SINGLE-SHAFT RECUPERATED ENGINE (NII2V) TURBINE PERFORMANCE
FIGURE 5-7
-------
1"(1')10
PI 8
lQl
en'"
I-'
UlO
10
1-'1
oo:;tj
-..] ,
0.40
0.35
t) "
~ 0.30
...........
II1
H
..
8()
" 0.25
~
~
..
6 0.20
H
~,
Q
,~
t; 0.15
~
,~
o
u
0.10
0.05
,~ //7/ V ~
~l ;0'( / ~
1;
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' 120
'7,
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/ 110 ~
/.
40 / / N/.J8
}60 %
I V
/
/
I I V
o
1
9
6
7
5
8
10
11
2
3
'4
PRESSURE RATIO
SINGI ~-SHAFT RECUPERAT ~) ENGINE (N:: :2V)
FIGURE 5-8
TURB: ~
)ER ~ORMANCE
m
~
;a
PI
CD
PI
~
;a
n
J:
. ~
!!~
~Z
iiC
z ,.
a~
.. n
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z -<
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N
o
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~'
-------
0.60
0.55
0.50
u
[ij
(/)
~
...:I
, 0.45
00
~
~
'1:1;1>0
~1
CD 0'1
I-'
UlO
10
1-',
\0:;0
-..J
,
~
~ 0.40
o
[ij
E-t
U
~
t:t:
8 0.35
0.30
0.25
;/ W/ /'
~ I I
'l / ."...--
418~loo! 1 I
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1,z0
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I I
,40
i
-,-
/ V "'-
J
- I 110.
-. l%(%
- - -
/
3
8
9
10 .
1
6
PRESSURE RATIO
SINGLE-SHAFT REGENERATED ENGINE (NIII2V) TURBINE PERFORMANCE
4
5
7
2
FIGURE 5-9
m
~
:II
1'1
m
1'1
~
:II
n
J:
. 3:
2~
~ Z
~c
z "'I
o~
'n
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e :II
.-
. z
3'"
n n
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~ :
oz
z -<
CJ
"'I
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:II
N
CJ
z
~
11
-------
m
0.90 ~
:II
PI
01
PI
»
:II
n
:z:
0.80 . ~
~ »
~ z
~ c:
z ...
a »
~~
"C:
~ ~:II
. -
.z
,:( 0.70 ~GI
~ nn
E-o ~o
I ~~
o ~~
E-o
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AI >'3 ,:( 0
1 ~ Z
o:u »
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~ 0.50
fiI
H
U
H
r:..
r:..
fiI
0.40
0.30
N/jT
1
2
3
4
5
6
PRESSURE RATIO
7
8
9
10
11
-- .- .---
SINGLE-SHAFT REGENERATED EN:GINE (NIII2V) TURBINE PERFORMANCE
FIGURE 5-10
-------
0.9
0.8
......
H
,:(
~
8
J
0 0.7
8
I
1tJ:J:I H
,:(
PI 8 8
~I 0
roO\ 8
I-' -
lTIO
10 +J 0..6
tVl ~
1-'::tJ
-...J ...
~
CJ
Z
riI
H
CJ
H 0.5
IZ.!
IZ.!
riI
0.4
1
n ' I'><
\ ~/ ". - -
rot ~ - - -- -
-.....
I, ~ /' / -- ~ --.. ~
~ -
\ ~ --~
~ ......... ...............
' ,/ I (' ........ ~ ~
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~ -..;;;:::
........ ......... ............
/"J ~ / ~ - ~ --
"-...... ~
\ ~
, ' I "f- -........... ~
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\ I '" -...... -.........-..z 0
J " . ...............
, ~
\ ~
.......
-.... ---............
\ -----
~£.
'\ - -
" -
\
" ",
tP - 30 - - - -
J
2
3
PRESSURE
RATIO
.FREE-TURBINE REGENERATED ENGINE (AIII2V) GASIFIER TURBINE PERFORMANCE
FIGURE 5-11
% Nile
120
110
100
90
4
m
~
:II
PI
CD
PI
~
:II
n
1:
. ~
!!~
~ Z
at:
z ,.
D ~.
.. n
~-t
"t:
~:II
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~GJ
nn
~D
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~~
DZ
Z 0(
o
,.
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:II
N
o
Z
~
-------
1.0 %N/18 m
lO~ ~
::a
PI
30 m
PI
0.9 ~
::a
n
1:
.:1
2~
~ z
u ~c:
~ z '"
(I) a ~
" 0.8 .. n
I!I ~ ~
"d)' H .. c:
.~ ;II
I1J 1-3 ... 11-
~I ~I~ II Z
mO"l S GJ
.... n n
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tVl 5 "'11
tV:;tI 0.7 ~~
-..J az
H Z 0(
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Q '"
~ ~
E-t ::a
u N
~ c
0.6 .z
~ ~
o
u
0.5
1
3
PRESSURE RATIO
FREE-TURBINE REGENERATED ENGINE (AIII2V) GASIFIER TURBINE PERFORMANCE
2
4
FIGURE 5-12
-------
m
0.90 ~
:II
PI
In
PI
J>
:II
n
J:
. ~
0.80 2 J>
~ Z
5 c:
z ...
DJ>
~ ~
" t:
~ ~:II
. -
. Z
E-< 0.70 3G1
o n n
E-< ~D
I
0 ~~
E-< ~~
I DZ
"C:J:' ~ z -<
III >-3 ~ D
I-' :II
U10 N
I 0 .jJ D
NI
w:u "'. Z
--.J J>
.
~ 0.50
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tJ
H
r..
r..
M
0.40
0.30
L
1.2
1.4
2.2
2.4
2.6
2.8
1.6
2.0
PRESSURE RATIO
FREE-TURBINE REGENERATED ENGINE (AIII2V), AdAND = 1.0, POWER TURBINE PERFORMANCE
FIGURE 5-13
1.8
3.0
-------
1.50
u
~
(J)
'a5:
H
, 1.30
'"
~
~
'1:1~ ,
1111-3 ~
"II 1.10
(1)0'\ H
..... rz.
\.nO
10 Q
1\)1 ~
~!:tI E-t
-...J U
~ 0.90
u
.1.90
v ~
./
If % N/.f9
r--40
50
60
'I 70
0 80
-90
100
----- 110
120
140
h
1.70
0.70
0.50
1
1.80 2
PRESSURE RATIO
FREE-TURBINE REGENERATED ENGINE (AIII2V), AN"l\m == 1.0, POWER TURBINE PERFORMANCE
1.2
1.4
1.6
2.2
2.4
2.6
2.8
FIGuRE 5-14
m
~
;a
PI
In
PI
~
;a
o
J:
> 1:
2~
~ Z
aC
. ...
o~
~~
"C:
~;a
.-
.z
~GI
nO
~D
~1:
~:
oz
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N
o
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-------
~
0.99
0.97
0.95
U)
U)
~
z
~
~ 0.93
8
tJ
~
~
~
~
~ 0.91
H
U)
p::
H
~
0.89
0.87
0.85
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
It. DIVI8tDN OF THE DARRCTT CORPORATION
NOTES:
I.MASS FLOW RATIO (AIR/GAS) = 0.92178
2.THERMAL CAPACITY ,RATIO (AIR/GAS) = 0.91635
20
40
60
80
100
120
140
FLOW, PERCENT
REGENERATOR OFF-DESIGN PERFORMANCE
(CERAMIC ROTARY TYPE)
FIGURE 5-15
AT-6100-R7
Page 5-25
-------
~
0.01
p,.
0
0::
0
r.:I
!5
(/)
(/)
~
p,.
H
-------
./
/
./
,/ ~
./' ''
.,./ "
./ /"
/ '
/",
I
V
"
~
AIRESEARCH MANUF'ACTURING COMPANY OF' A~IZONA
A DIVI81DN OF' THI: ClAAAETT CDRPDRATIQN
20
15
10
9
8
E-t 7
z
~ 6
~
~
AI 5
..
~ 4
~
~
~ 3
...:r
2.5
2
1.5
1
1
2
2 . 5 3 4 5 6 7 8 9 10
CYCLE PRESSURE RATIO
1.5
REGENERATOR SEAL LEAKAGE GOALS
AT CYCLE DESIGN PRESSURE RATIO
FIGURE 5-17
AT-6100-R7
Page 5-27
15
20
-------
~
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION OF' THIE DARRETT CORPORATION
Fixed-boundary recuperator effectiveness as a function of mass
flow is shown in Figure 5-18.
5.3
ENGINE PERFORMANCE MAPS
5.3.1
Recuperated, Single-Shaft Cycle
Engine performance maps for the recuperated, single-shaft cycle
(NII2V) are shown in Figures 5-19 through 5-22 for 105°, 85°, 59°, and
30°F ambient temperatures, respectively.
The performance shown is for an engine sized for a 108-shp, sea-
level, standard-day rating. Performance and engine size was scaled
in the mission analysis program to l25-shp rating to meet vehicle
performance goals. A power augmentation ratio [(shp) t/(shp)d J,
we ry
with water injection of 1.3, was required for maximum powe~ operation
on a 105°F day. Based on water-injection tests of the T-76 turboprop
engine, the fuel flow-rate was also increased in proportion to the
power augmentation ratio.
Compressor variable inlet guide vanes are used to improve the
specific fuel consumption by allowing the engine to operate at a con-
stant l7000F turbine inlet temperature at part-load. The engine per-
formance is shown for guide vane settings yielding flow ratios of 0.6
to 1.025 for a given compressor speed.
The idle speed was selected as 60 percent of the design rated
speed. This was a compromise between less fuel consumption at lower
speeds and decreased engine acceleration time for higher idle speeds.
5.3.2
Regenerated, Single-Shaft Cycle
Performance maps, similar to the recuperated, single-shaft cycle,
are shown in Figures 5-23 through 5-26 for the regenerated single-shaft
AT-6l00-R7
Page 5-28
-------
EBJ
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION OF' THE QARRETT CQRPORATIDN
0.96
0.95
0.94
U) 0.93
U)
riI
Z
~ 0.92
H
E-t
~ 0.91
~
~
riI
~ 0.90
o
E-t
~ 0.89
riI
Ilt
::>
~ 0.88
~
0.87
0.86
0.85
0.84
r '" I
1 ~
II
'" '
~
'" ;
~
"
" I
"
" "
" ~
"
,
o
10
20
30
40
60
70
80
90
100
110
50
AIRFLOW, PERCENT
ESTIMATED METAL RECUPERATOR OFF-DESIGN PERFORMANCE
FIGURE 5-18
AT-6100-R 7
Page 5-29
-------
90 IGV .T;~ .m
1. 025 1900 ~
80 ;u
'"
OJ
'"
~
;u
n
70 I:
. :t
2 ~
:5 Z
60 ~I:
pip = 6.4 z ...
NII2V, a)'
p:: ~~
~ 108 SliP RATED "I:
1'(1:1:" 50 & 1.00 1700 E!
I1J 1-3 ~ R = 0.85 ..z
~I ~ ~GJ
CD'" U) 0.90 1700 g n
...... ~ ..D
U10 ::I: 40 ~~
10
WI E-t ~~
0:;0 rz.. az
....,J ~ 0.80 1700 z-<
D
U) 30 ...
~
;U
N
D
20 0.70 1700 z
~
10
55
65
75 85
ENGINE SPEED, PERCENT
95
0.60
105
1700
o
RECUPERATED, SINGLE-SHAFT CYCLE, 105°F DAY
FIGURE.5-19
-------
100 IGV T~~ ' m
1.025 1900 ~.
90 :II
PI
CD
~
80 :II
n
:I:
. J:
!!~
Sz
70 NII2V, P P aC
z,.
a:..
~ 108 SHP RATED ~~
~ "C
60 eR = 0.85 1. 00 1700 ~:II
11-
AI "Z
't:I :too !:iI SGJ
U) 0.90 1700 nn
OJ 1-3 ~ 50 ~D
I.Q I g ~J:
CD ~ "'11
..... ~:..
U10 E-4 oz
I 0 111 0.80 1700 z~
VJI ~ 40 0
......:;c ,.
-..J U) :..
:a
N
30 0
z
:..
0.70 1700
20
10
0.60
1700
o 55
65
75 85
ENGINE SPEED, PERCENT
95
105
RECUPERATED, SINGLE-SHAFT CYCLE .WITH VARIABLE INLET GUIDE VANES, 85°F DAY
..
FIGURE 5-20
-------
110 IGV . T;~'m
-. ~
1.025 1900
100 ~.
jU
PI
OJ
PI
90 ~
jU
n
:I
. J:
2~
80 :!: z
NII2V, PIP = 6.4 5C
z""
108 SHP RATED o~
~~
P:: 70 e:R = 0.85 "C
1.00 1700 ~jU
~ 11-
"Z
tt1:t- SGJ
~ 60 nn
~'( riI 0.90 1700 ~ ~
CJ)
roo-. ~ "'11
...... ~~
U10 :I: oz
10 50 Zo(
WI 8 0
N~ rz.. 0.80 1700 '"
-...J ~ ~
jU
CJ) N
40 0
z
~
30 0.70 1700
20
10
o
55
65
75 85
ENGINE SPEED, PERCENT
95
- - ..'-'- ---- -_.
RECUPERATED, SING ~ ~-SHAFT CYC ~ ~ WITH VARIABLE . ~ ~T GUIDE VA res, 59° ~ )AY
~IGURE 5-21
0.60
1700
105
-------
140
130 I.GV
120
1.025
110
~ 100
~ 90
0
Po. NII2V, pIP = 6.4.
~ 80
~ 108 SHP RATED 1.00
o 70 0.90
::r: e:R = 0.85
'tI~ E-t 60
Al8 ~ 0.80
IQI 50
CD 0'1
..... tI)
VlO 40
10 0.70
WI
W~ 30
-....J ..--!
20 0.60
10
0 55
65
75 85
ENGINE SPEED, PERCENT
105
95
RECUPERATED, SINGLE-SHAFT CYCLE WITH VARIABLE INLET GUIDE VANES
- -~ ~-- -- ----~ --
30°F DAY
FIGURE 5-22
m
TIT,
of
~ .
;a
PI
1900 ~
:II
n
1:
. ~
!! ~
~ z
lic
Z"I
1700 ~ ~
1700 ; i
:z
1700 ~ ~
go
~ ~
t"G
1700 ii ~
Zo(
o
"I
1700 ~
N
o
z
~
-------
120
:::~
90
80
P:
~ 70
o
11<
riI
'Ij»l ~
~1 0 60
(1)0'1 ::t:
I-'
VlO E-o
10 ~. 50
WI
~~
-.I tI)
40
30
20
10
o
50
NIII2V, PIP = 4.6
108 SHP RATED
E:R= 0.90
----
60
80
ENGINE SPEED, PERCENT
90
100
70
REGENERATED, SINGLE-SHAFT CYcLJ;: WIrH VARIABLE INLET GUIDE VANES
. 1050F DAY
FIGURE 5-23
IGV
1.025
1.000
0.900
0.800
0.700
0.600
110
TIT,
of
1900
1700
1700
1700
1700
1700
m
~
;a
1'1
m
1'1
.
;a
n
:I
. :t
2.
~ Z
~c
. ...
D.
~~
"C:
~;a
.-
.z
~GI
nn
~C
~:t
~~
DZ
. -<
C
...
.
;a
N
c
Z
.
-------
'1j:J:>
PJI-:3
.01
CD 0\
I-'
\J10
10
c..J1
\J1~
.....
p:; 60
~
o
p..
~ 50
p:;
o
:I:
E-< 40
~
U)
IGV
100
1.025
90
~
80
1.000
70
NIII2V, PIP = 4.6
108 S~P RATED
ER= 0.90
0.900
0.800
30
0.700
20
10
0.600
o
55
65
75 85
ENGINE_SPEED, PERCENT
95
105
REGENERATED, SINGLE-SHAFT CYCLE WITH VARIABLE INLET GUIDE VANES
85°F DAY
FIGURE 5-24
TIT,
of
1900
1700
1700
1700
1700
1700
m
~
:II
I'll
m
I'll
~
:II
n
J:
> 1:
2 ~
~ z
5 c
z ...
a ~
, n
~ -I
" C
e :II
. -
.z
~GI
n n
~ c
~ 1:
~ ~
oz
z -<
C
...
~
:II
N
c
z
~
-------
120
no. ~
100
90 NIII2V, PIP = 4.6
108 SHP RATED
80 ER = 0.90
~ 70
~
p.,
r:.:I 60
~
0
:r:
E-< .50
~
tI)
40
30
20
10
-----
0
50 60 70 80 90
ENGINE SPEED, PERCENT
'C:J:I
1IJt-3
"II
!DO'
1-'..
UiO
.0
W.J.
O\~
--.J
IGV
TIT,
of
--
1.025 1900
,,'
1.000 1700
0.900 1700
0.800 1700
/
/
0.700 1700
....
0.600 1700
100
105
REGENERATED, SINGLE-SHAFT CYCLE WITH VARIABLE INLET GUIDE VANES,
59°p DAY
FIGURE 5-25
rn
~
;II
PI
UI
PI
»
;II
n
J:
. ~
2 »
~ z
Be
Z "II
0»
~!1
" I:
~-~
.-
. Z
~GI
nn
~D
~~
~~
oz
Z -<
D
"II
»
;II
N
D
Z
»
-------
150
140
130
120
110
100
p::
~ 90
o
p..
r.:I 80
"1:1»0 ~
III 1-:3 0
"11 ::c: 70
ro~
I-' 8
VlO
10 ~ 60
WI
-.J~
-.J III
50
40
30
20
10
o
55
NIII2V, PIP = 4.6
108 SHP RATED
ER = 0.90
65
IGV
1. 025
1. 00
0.90
75 - 85
ENGINE SPEED, PERCENT
95
105
REGENERATED, SINGLE-SHAFT CYCLE WITH VARIABLE INLET GUIDE VANES,
30°F DAY
FIGURE 5-26
[ill
TIT,
of
~
:II
PI
m
PI
»
:II
n
X
. :t
2 »
~ z
~C
z ...
o »
. n
1700 ~ ~
e:ll
=z
SGI
n n
~D
1700 ~ ~
~ ..
oz
z -<
D
...
1700 t
N
D
Z
»
1900
1700
1700
-------
~
AIRESEARCH MANUFACTURING CDMPANY DF ARIZDNA
A DIVISION C,. THE QARRETT CDRPORATION
cycle (NIII2V). The optimum cycle pressure ratio for the regenerated
cycle is lower (4.6 versus 6.4), due to seal leakage and the higher
effectiveness (90 versus 85 percent) of the rotary regenerator~
The sea-level, standard-day rated power, 108 shp, with a power
augmentation ratio of 1.3, would successfully meet vehicle performance
requirements, which were calculated for engines with and without power
boost. An engine without power is required to have a rating of 155
shp on a standard day. The idle speed for both cycles was again chosen
as 60 percent of the design rated speed--a compromise between engine
acceleration and decreased fuel consumption.
5.3.3
Regenerated, Free-Turbine Cycle
Steady-state engine performance maps of the regenerated free-
turbine cycle are shown in Figures 5-27 to 5-29 for ambient tempera-
tures of 105°, 85°, and 59°F. The gas generator idle shaft speed is
computed at approximately 48 percent of the design rated speed for
these maps.
To account for the power and time requirec:l to accelerate the gas
generator from one operating condition to another, transient perform-
ance maps were computed (Figures 5-30 to 5-32). The output shaft
power, plus the power available for acceleration of the gas generator
shaft, is shown as a function of both the gas generator turbine and
power turbine speeds. Performance was calculated, using the maximum
. .
. cycle temperature (18500F), with the variable power turbine nozzles in
an open position.
The performance shown is for an engine rated at 150 shp on a
standard day. To meet the vehicle acceleration requirements, the
engine was scaled to 175 shp, and the gas generator idle speed was
limited to 73 percent of design rated speed. Consequently, compres-
sor inlet guide vanes were added to the cycle to improve idle fuel
consumption.
AT-6l00-R7
Page 5-38
-------
140 ~
:II
PI
m
AN PI
.
120 AND TIT, :II
AIII2V, PIP = 4.6 OF n
:I
.- -
150 SHP RATED . :r
!!.
1.0 1850 ~ z
e: = 0.90 ~c
~100 R z -.w
o.
~ "n
1.0 1800 ~-I
o ..c
III ~:II
~ ..-
..z
1'tJ:J:I ~ 1.0 1750 SG1
~'( 0 80 nn
roO\ :z: ~a
...... " ~:r
~o E-t 1.0 1700 ~:
I 0 ~ oz
INI 1700 z<
\O::t1 0 46 SFC 0.9
--.J CI) 60 a
-.w
.
:II
N
0.8 1700 a
z
40 .
20
-- -
- -- -- ....
...... -- - - -.-
o
o
10
30 40 50 60 70
POWER TURBINE SPEED, PERCENT
REGENERATED FREE-TURBINE WITH VARIABLE POWER TURBINE NOZZLES,. 105°F DAY
FIGURE 5-27
20
80
90
100
m
0.7
1700
0.6
-------
140
120
'tI:J:>I
'$» 1-3
I.QI
(DOl
......
c.n 0
10
..,.,
o~
~
11: 100
~
~
~
~ 80
o
:=
8.
~ 60
(/)
40
AI~I2V, PIP = 4.6
150 SHP RATED
£R = 0.90
20
/
o
o
10
30 40 50 60 70
POWER TURBINE SPEED, PERCENT
20
80
90
REGENERATED FREE-TURBINE WITH VARIABLE POWER TURBINE NOZZLES
8SoP DAY
FIGURE 5-28
m
TIT, ~
of ~D
1850 1.0
1800 1.0
~
;u
1'1
m
1'1
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21
n
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. :r
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1700
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1700
0.9
1700
0.8
1700
0.70
100
-------
,.6( TIT, ::D [ill
0.425 of
1850 1.0 ~
140 :II
1'1
m
1800 1.0 1'1
~
:II
n
120 III.2V, PIP = 4.6 1:
. 1:
150 SHP RATED !! ~
~ Z
£ = 0.90 5C:
z ....
R 1700 1.0 D~
~n
100 ~ ~
.. c:
~ 1700 0.9 ~:II
~ 11-
"Z
o ~GJ
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riI ~c
tU~ ~ 80 ~1:
1:\11-3 "11
\Q I 0 ~~
(1)0'\ :z: 1700 0.8 DZ
/-' z -< .
1.J10 E-t C
10 ~ ....
I ~I ~
I >" ~ 60 :II
U1 N
c
z
~
40 1700 0.7
20
o
10
20
30 40 50 60 70
POWER TURBINE SPEED,' PERCENT
80
90
o
REGENERATED FREE-TURBINE WITH VARIABLE POWER TURBINE NOZZLES, 59°F DAY
FIGURE 5-29
-------
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
. A DIVl810N 0" TN. GARRITT COIUtOlit"TIDN
120
4
PERCEN~ POWER 80-- M.
. TURBINE SPEED 1QO
o "1
60 /. V""
7J 40,
o 1./
o / / ./
~ / 25
A
0
A ~ V"
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- ~
'II1II
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ij /' '\ ~
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PERCENT POWER
TuRBINE SPEED
0 -100
h /' ,
~ V
5
~ /' AIII2V, ~/~D - 1.0
150 SHP RATED
IGV = 1. 0
2
1
1
o
30
60
70
80
40
50
GAS GENERATOR SPEED, RPM
REGENERATED FREE-TURBINE ENGINE, 105°F DAY, UNBALANCED TORQUE
FIGURE 5-30
AT-6100-R7
Page 5-42
-------
rn
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1:00
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-------
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A O"".'ON 0" TH~ a..A£TT CQRPOR",.,'t:lH
120
o
~ERCENTlpOWER 80 74 -100
TURBINE SPEED 60 /
o ~
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J PERCENT POWER TURBINE
II SPEED \~
r--100
Ii r 1\
1'. ,
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IGV = 1. 0
\
8
~ 10
::c
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A.~
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A.
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A.Z
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30
40
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GAS GENERATOR SPEED, RPM
70'
80
REGENERATED FREE-TURBINE ENGINE, 59°F DAY, UNBALANCED TORQUE
FIGURE 5-32
AT-6100-R7
Page 5-44
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rn
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISIDN D" THE GARRETT CORPQRATIDN
'Since the requirement for inlet guide vanes was not known until
late in the program, time did not permit recalculating engine per-
formance for all ambient temperatures. Engine performance with inlet
guide vanes for an 85°F day is shown in Figure 5-33. Transient per-
formance would not be changed, because the guide vane would be in an
open position (IGV = 1.0) during acceleration.
AT-6l00-R7
Page 5-45
-------
"d)o
1118
I.QI
(1)0\
I-'
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TIT, AN
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1850 1.0 1.0
1800 1.0 1.0
p:: 100
rg
0
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riI 1700 1.0 1.0
U)
p:: 80
0
:z: 1700 0.9 1.0
E-t
~ 60
U)
140
--~
1700 0.8 1.0
40
NGGT
73% 0.70 1.0
120
III2V, PIP = 4.6
150 SHP RATED
E:R = 0.90
20
o
o
20
30 40 50 60
POWER TURBINE SPEED, PERCENT
REGENERATED FREE-TURBINE ENGINE WITH VARIABLE POWER
TURBINE NOZZLES AND VARIABLE INLET GUIDE VANES,
. 850F DAY
FIGURE 5-33
73%
0.8
0.7
0.7 '0.7
73%
0.5
0.7
m
~
;0
PI
In
PI
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2 J>
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-------
6.
MISSION ANALYSIS
-------
~
AIRESEARCH MANUF"ACTURING'COMPANY OF" ARIZONA
/It. DIVISION Dr THe GAARETT CORPORATION
SECTION 6
MISSION ANALYSIS
6.1
COMPUTER PROGRAM
A mission analysis computer program, formulated d~ring a previous
company-sponsored effort, was modified for the automobile gas turbine
optimization study. The program matched the engine characteri~tics to
the route profile, with due consideration for engine operating speed
range, varying transmission efficiency, and vehicle tire adhesion
limits. Two versions of the program--one for a single-shaft engine
I .
and the other for a free-turbine type--were created to facilitate
mathematical modeling of engine dynamic characteristics. The program
versions were sufficiently flexible to subject each candidate engine
to the various performance tests and driving cycles specified for' this
study.
A block diagram of the mission analysis program applicable to' both
types of engines is depicted in. Figure 6-1. Route profile data was
introduced by means of cards designating length, grade, and speed limit
. . . .
for individ~al route segments. In this manner, an act~al trip could be
simulated with a high degree of accuracy, providing a sufficient
I
number of route subdivisions were used. The required computation time
I
was a fraction of both the number of segments and the number of
accelerations.
,
Engine map data consisted of net engine horsepower, fuel flow,
gas generator and power turbine speed (where applicable), turbine inlet
temperature, and emission indexes (gm/kg fuel) as a function of output
speed and throttle setting. Net engine horsepower was ,defined as gross
power output minus the load imposed by engine accessories and the
engine-mounted speed reduction gearbox. A separate set of engine
AT-6l00-R7
Page 6-1
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rn
AIREBEARCH MANUF'ACTURING COMPANY OF' ARIZONA.
A DIVISION OF' THE: GARRETT CDRPDRATION
READ ROUTE AND
ENGINE DATA
.,
SET SPEED EQUAL
TO SPEED LIMIT
SEI,.ECT GEAR RATIO ~
t
CALCULATE VEHICLE
POWER REQUIRED
ACCUMULATED
PRINTOUT
CALCULATE DRIVE-
LINE LOSSES
SEGMENT
CALCULATE MAXIMUM PRINTOUT
ENGINE POWER
AVAILABLE
REDUCE SPEED IF
NECESSARY TO MATCH
ACCELERATION . BRAKING
SUBROUTINE SUBROUTINE
SELECT GEAR RATIO
,
YIELDING. HIGHEST -
SPEED, LOWEST SFC
COMPARE WITH PRECEDING
AND FOLLOWING SEGMENTS
MISSION ANALYSIS PROGRAM BLOCK DIAGRAM
FIGURE 6-1
AT-6100-R7
Page 6-2
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3
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
.. DIVISION DF' THE GARRETT CDRPDRATIDN
map cards was required for each ambi~nt temperature of interest. Fuel
consumption for all gas turbine engines in this study ~as based on a
specific gravity of 0.748 (6.25 lb/gal) and. a lower heating value of
18,500 Btu/lb. Other input data included engine-to-transmission speed
1_juction, maximum vehicle speed at maximum engine speed, engine
C_3ign speed, gas generator and power turbine inertia, and vehicle
total weight.
A two-dimensional interpolation subroutine determined any desired
engine parameter as a function of two other variables. Consequently,
the engine was not restricted to a single speed/horsepower operating
line but was free to seek the best match-point for a given load con-
dition, in accordance with gear-shift logic built into the program.
The initial calculation for a given route segment involved iden-
tification of transmission gear ratios that would permit the speed
limit to be achieved on a steady-state basis. 'If the engine power
were insufficient to reach the speed limit, a lower match-point vehi-
cle speed was determined by iteration. If it were not possible to
attain the speed limit in any gear ratio, the gear yielding the high-
est car speed was selected. When the speed limit was attainable in
mvre than one gear ratio, the ratio was chosen that provides the opti-
mum fuel consumption. Infinitely variable transmissions were simulated
by means of a large number of ~iscrete gear splits.
Engine and vehicle inertia were ignored when a .computer run was
designated as steady-state on the appropriate control card. If such
were the case, the calculation proceeded from segment to segment, as
described above, until the route was completed. Individual segment
printout information included length, grade, speed limit, required'
engine horsepower, actual vehicle speed, gear, turbine inlet tempera-
ture, power turbine speed, gas generator speed, torque converter effi-
ciency, drive-line efficiency, segment time, fuel economy, cumulative
AT-6100-R7
Page 6-3
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EBJ
AIRESEARCH MANUF"ACTURING CDMPANY DF" ARIZDNA
iii. DIVISION Dr- THE GARRETT CORPORATION
distance and time, weight of fuel consumed, grams of individual
pollutants emitted, and Btu per mile. The hydrocarbon and NOx consti~
uents were expressed as equivalent CHI. as and N02' respectively.
Segment printouts were optional and could be restricted to a few
segments ,or eliminated entirely. An accumulated data printout con-
taining the following information was displayed after completion of a
run:
( a)
Total number of segments
(b)
Total distance, miles
( c)
Total fuel consumed, lb
(d) Elapsed time, min
(e) Average fuel consumption, mpg
(f) Average. speed, mph
(g)
Number of gear changes
(h)
Average fuel heat release, Btu/mile
(i) HC emission, gm/mile
( j) CO emission, gm/mile
(k) . NOx emission, gm/mile
AT-6100-R7
Page 6-4
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~
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION OF' THE DARRETT CORPORATION
An additional feature of the mi~sion analysis program was an
integrated operating time computation, applicable to power turbine
speed, turbine inlet temperature, gas generator speed, engine horse-
power, and other variables. This option allowed the operating time
associated with designated brackets of speed, temperature, and power
output to be computed and tabulated. The resulting data couid be con-
verted to histogram form to fac~litate an examination of engine
stress-life characteristics.
6.2
STEADY-STATE POWER
Power required to overcome rolling resistance, air drag, and
grade resistance was computed, using numerical constants furnished
by OAP,
HPROL
=
rolling resistance, horsepower
=
(W ~~s e ) (3~5) [1 + 1.467 V(RI + 1.467 R2V)]
where:
v = vehicle test weight, lb
6 = grade angle
V = vehicle velocity, mph
Rl = rolling resistance constant = 1.4 x 10-3
R2 = rolling resistance constant = 1.2 x 10-5
AT-6l00-R7
Page 6-5
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~
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION D" THE DARRETT CORPORATIDN
,HPWND = wind dz::ag horsepower
= (6.83 x 10~6) a . CD . A . V3
, fr
where:
air density
a =
density at 1 atm, 59°F
CD = drag coefficient
Afr = frontal area, ft2
CCAfr = 12
HPGRD = grade resistance horsepower
(W sin e) V
= 375
A vehicle test weight of 4000 lb was used in most calculations,
except those pertaining to the 30-percent grade performance require-
ment, where a test weight of 4700 lb was used. The 4000-lb weight
was based on a preliminary estimate that the gas turbine engine would
weigh about 300 lb less than the V-8 spark-ignition engine. . The
weights shown in Section ,8 verify this preliminary estimate.
In accordance with OAP directives, the vehicle accessory power
was set equal to 1.3 hp for the Federal Register route and 4.0 hp for
all other routes.
6.3
REAR AXLE, TRANSMISSION, AND COUPLING CHARACTERISTICS
The drive-line horsepower losses associated with the rear axle
were calculated as:
AT-6l00-R7
Page 6~6
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I~I
~
AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
A DIVISION 0" THE GARRETT CORPORATION
HP
loss
=
100 - A (HP. ) + feN)
10D ~n
wt_Ie:
A = torque efficiency, percent
HP. = shaft power input
~n
N = transmission input speed or
rear axle output (wheel) speed
f(N) = spin loss (includes windage and
seal losses)
This procedure was also used for the conventional three-speed auto-
matic transmission.
Torque efficiency was assumed independent of speed and power,
while the spin-loss was dependent on speed only. Based on OAP data,
the following torque efficiencies were assumed for the drive-line
components of a typical medium-size passenger car with a three-speed
automatic transmission:
Drive-Line
Component
Gear Ratio
Torque Efficiency, %
Transmission
(three-speed
automatic)
2.5
1.5
1.0
95.6
94.0
100.0
Rear Axle
3.22
96.0
Transmission and rear axle spin-loss are plotted versus shaft
speed in Figure 6-2. Numerical constants for the transmission spin-
loss equation have been adjusted to yield the best correlation with
AT-6l00-R7
Page 6-7
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rn
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
4.
1.
jlj
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CJ)
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100
It. DIVISION OF' THE GARRETT CORPORATION
0° ~
o f).t{j
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~
~~
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(v~ 0
~45
:Qi.
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1000
SPEED, RPM
o
g;~
~~
& 0
ti&
~~
rt:1-.f
l~
[:y rtJ
&
10,000
REAR AXLE AND TRANSMISSION SPIN-LOSS CHARACTERISTICS
(BASED ON OAP DATA)
FIGURE 6-2
AT-6100-R7
Page 6-8
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[ffi
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISIQN 0" THE DARRETT CORPQRATION
experimental data at the lower gear ratio, where the spin losses are
especially significant:
Identical torque and spin-loss characteristics were assumed for
the free-turbine engine transmissions. Gear ratios of 3.0, 1.65, and
1.0 were selected, based on engine/load matching optimization relating
to the free-turbine engines under investigation.
Since a free turbine functions as a pneumatic torque converter, a
supplementary hydraulic torque converter was not needed in conjunction
with the transmission described above. A controlled shipping clutch
ct-Tacteristic was assumed to permit an idle speed, yielding minimum
fuel consumption. A fi11-and-drain fluid coupling could accomplish
the same objective, but a conventional fluid coupling would impose an
excessive load on the engine during idle periods.
For single-shaft engines, an infinitely variable be1t- or
traction-drive transmission and slipping-clutch configuration was
assumed for the mission analysis. Since a detailed br~akdown of the
losses was not available for this type of transmission, spin-loss was
calculated with torque efficiency instead of separately. Belt-drive
transmission efficiency is plotted versus input/output speed ratio in
Figure 6-3, based on the nominal relationship between speed ratio and
horsepower that would prevail ,for travel over a level road at constant
speed. Rear axle losses are calculated as before. Similarly,
traction-drive transmission efficiency is shown in Figure 6-4.
Since it was necessary to vary the speed ratio in discrete steps,
U_- computer program was dimensioned to allow a maximum of 40 gear
ratios. Vehicle performance, with an infinitely variable transmission
could be closely approximated in this manner. The nurnger of speed
ratios was dictated by a compromise between accuracy and computer time.
AT-6100-R7
Page 6-9
-------
1. 00
m
U)
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~ 0.96
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~ 0.92
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8
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" 0.8
1.2
1.6
2.0
2.4
2.8
INPUT/OUTPUT SPEED RATIO
BELT TRANSMISSION - ROAD-LOAD EFFICIENCY
FIGURE 6-3
-------
0.92
\
\
\
\
"
"
,
~
" ",
"' .....
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~ ~
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0.94
0.90
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51 ~
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8 0.84
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(/)0.80
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~
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8 0.76
0.74
0.72
0.70
0.68
o
0.4
0.8
1.2
1.6
2.0
2.4
2.8
3.2
INPUT/OUTPUT SPEED RATIO
TOROIDAL TRANSMISSION - ROAD-LOAD EFFICIENCY
FIGURE 6-4
-------
~
AIRESEARCH MANUFACTURING CDMPANY DF ARIZDNA
A DIVI91DN Dr- THE: GARRETT CORPDRATION
The torque converter subroutin~ calculated converter input speed
and power as a function of output speed and power. Torque converter
performance was defined by plots of torque ratio and capacity factor
versus speed ratio (Figure 6~5). The curves are applicable to a
standard 11.75-in.-diam unit, having a stall/torque ratio of 2:1.
In addition to the normal operating mode where the transmission
remained coupled to the engine at all times, the following optional
coupling modes could be specified:
(a)
Normal torque converter operation, decoupled when vehicle
was stopped
(b)
Slipping clutch operation below minimum engine speed, direct
coupling at higher speeds
The engine was always confined to a designated speed range,
regardless of the coupling mode. If additional "slip" was required to
maintain minimum engine speed in the lowest gear, this would override
the torque converter characteristics. The slipping-clutch feature
was imperative for the single-shaft gas turbine due to engine torque/
speed characteristics and limited percent speed range.
6.4
ACCELERATION AND DECELERATION
,
Acceleration time, distance, and fuel consumption were computed
by a finite difference method, using 10 arbitrary vehicle velocity
increments per route segment. A sinusoidal speed distributio.n was
assumed to secure greater accuracy at the beginning and end of the
acceleration interval. The number of increments represented a com-
promise between accuracy and computer time. Vehicle acceleration time
for each speed increment was computed by determining full throttle
engine power at the average engine speed, deducting energy absorbed by
AT-6100-R7
Page 6-12
-------
~
300
~~
~280
z
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~ 260
8
u
~
~ 240
>t
8
H
~ 220
~
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U
200
180
160
140
120
100
o
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
lit. DIVISIDN DF' THE GARRI:TT CDRPQRATIDN
400
380
N1 = INPUT SPEED, RPM
N2 = OUTPUT SPEED, RPM
T1 = INPUT TORQUE, LB-FT
T2 = OUTPUT TORQUE, LB-FT
360
DIAMETER = 11.75 IN.
340
0.2
0.4 0.6
SPEED RATIO, N2/N1
0.8
TORQUE CONVERTER CHARACTERISTICS (OAP DATA)
FIGURE 6-5
AT-6100-R7
Page 6-13
2.0
1.9
1.8
1.7
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1.3 ~
1.2
1.1
1.0
1.0
-------
~
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
... DIVISION OF THE GARRETT CORPORATION
the engine, and applying the remaining excess power to accelerate the
vehicle with allowance for transmission losses. Engine rotational
energy was deducted only to the extent that it exceeded that previously
computed in a given route segment, when an infinitely variable trans-
mission was used.
A minimum engine speed, exceeding idle, to which the engine must
be accelerated before initiating vehicle acceleration, could be speci-
fied for the single-shaft engine. This permitted a higher initial
torque to be transmitted to the wheels, while the clutch was slipping.
A time integration of engine speed, fuel consumption, and distance
was made at constant vehicle velocity, until the desired engine speed
was attained.
The inertial energy required to accelerate the engine (for both
the power turbine and gas generator of the free-turbine engine) was
taken into account for all vehicle accelerations. The curves plotted
in Figure 6-6 illustrate a strong dependence of free-turbine power
output on gas-generator speed. The free-turbine acceleration subrou-
tine allowed the gas generator to be accelerated above steady-state
speed before free-turbine acceleration, as desired. This feature
proved useful for calculating the time required to develop maximum
usable engine power output.
On the basis of OAP guidelines specifying the tire adhesion coef-
ficient and weight distribution, maximum acceleration for the perfor-
mance runs was 1/2 g or 10.96 mph/sec. Since the traction limiting
condition would generally not apply except at very. low vehicle speeds,
the same vehicle acceleration limit could be imposed for each velocity
increment with little error.
The computer acceleration subroutine determined the speed ratio
yielding maximum transmission output torque at full throttle for each
AT-6l00-R7
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AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION D,. THE GARRETT CORPORATIDN
140
AMBIENT TEMPERATURE = 105°F
STANDARD-DAY
RATED POWER = 175 HP
20
75% POWER
URBINE
SPEED
~
:I: 120
...
8
::>
~ 100
::>
o
~ 80
~
o
~
~ 60
z
H
I:Q
~ 40
::>
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I 50%
~
~ 20
~
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8
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o
8 .. 12
~~
~~
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t:)
16
25%
TURBINE
8
o
32
36
40
44
48
52
56
60
64
68
GAS GENERATOR SPEED, K RPM
FREE-TURBINE ENGINE AIII2V MAXIMUM
THROTTLE PERFORMANCE
FIGURE 6-6
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AIRESEARCH MANUFACTURING CDMPANY DFARIZDNA
A DIVISIDN OF' THIE DARRETT CDRPDRATIDN
vehicle speed increment, subject to_the engine speed limitations. If
the resulting vehicle acc~leration exceeded the maximum permissible
acceleration, the throttle setting was reduced to scale down the excess
power at the wheels in direct proportion to the needed acceleration.
This scheme ensured that the engine would accelerate quickly to the
speed for producing maximum power, even though the maximum power was
not used initially.
Acceleration'time, distance, and fuel consumption were integrated
for the various speed increments. If the route segment were too short
to attain the designated speed limit, a new terminal speed for that
requirement was computed and the integration steps repeated. Likewise,
if a segment were too short to allow acceleration to the speed limit
when a stop was required at the following segment, the intersection
speed of the acceleration and braking curves was calculated by a sep-
arate subroutine. The computer segment printout displayed the engine
conditions prevailing at the maximum speed condition within the route
segment.
Vehicle deceleration characteristics were determined by a braking
subroutine in which a constant deceleration rate, appropriate for the
Federal Register Cycle or tire-adhesion considerations, could be
specified. Engine fuel consumption during braking was based on idle
speed and accessory power consumption. If a particul~r segment were
too short for 'slow-down or stop, an appropriate diagnostic message was
printed.
6.5
FEDERAL REGISTER DRIVING CYCLE (LA-4 ROUTE)
The AiResearch mission analysis programs required that the route
segments be defined by length, grade, and speed limit, or by cumulative
distance, elevation, and speed limit. When a segment had a speed limit
of zero, the length entry was interpreted as the time interval, in
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AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
/II. DIVISION OF" THE: GARRETT CDRPDAATIDN
minutes required to traverse the segment. The dynamometer cycle,
p\-Llished in the November 10, 1970, Federal Register, simulated a
7.43-mi route near downtown Los Angeles. The entire route could be
closely approximated by a large number of constant-speed-limit seg-
ments, with all accelerations and decelerations limited to 3.5 mph/sec.
~ne l43-segment route profile of Table 6-1 is an approximation of the
Federal Register Driving Cycle modeled for the AiResearch mission anal-
ysis programs.
6.6
UNIFORM SIMPLIFIED DRIVING CYCLE
A uniform simplified driving cycle specified by the OAP simulated
vehicle operation for 105,000 mi and 3500 hr according to the follow-
ing schedule:
Route
Average Percent
Speed, of Total
. mph Hours Time
19.84 1750 50
30.00 1150 33
Federal Driving Cycle
Simplified Suburban Route
(equal times at constant
speeds of 20, 30, and
40 mph)
Simplified Country Route
(equal times at constant
speeds of 50, 60, and 70
mph)
60.00
600
17
The average mpg obtained on this driving cycle was used to compute
the total fuel costs for each of the three candidate cycles used in
Section 10, Economic Analysis.
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AIRESEARCH MANUFACTURING COMPANY OF' ARIZONA
A. DIVISIDN Of' THEDAARETT CORPORATION
TABLE 6-1
SIMULATED DYNAMOMETER DRIVING SCHEDULE
(November 10, 197(}, Federal Register)
Segment Length, Speed Segment Length, Speed
Number mi Limit, Number mi Lind t ,
mph mph
1 0.3330 o. 41 0.0584 36. O.
2 0.0215 17.3 42 0.1004 36.1
3 0.0293 22.5 43 0.0373 31. 4
4 0.0379 14.9 44 0.0321 17.3
5 0.0520 22.7 45 0.0119 8.8
6 0.0266 15.8 46 0.1000 0.0
7 0.0547 25.0 47 0.0181 19.1
8 0.0972 ' 25.0 48 0.0443 30.0
9 0.0439 26.4 49 0.0489 27.4
10 0.0497 29.8 50 0.0299 14.0
11 0.1353 30.4 51 0.3170 0.0
12 0.0689 31.0 52 0.0257 23.1
13 0.0440 17.5 53 0.0797 35.6
14 0.0122 9.4 54 0.2752 35.4
15 0.6500 0.0 55 0.0532 19.1
16 . 0.0516 25.8 56 0.0145 9.9
17 0.0565 25.4 57 0.1000 0.0
18 0.0430 17.2 58 0.0344 19.0
19 0.0745 37.3 59 0.0373 24.5
20 0.0974 47.5 60 0.1048 25.1
21 0.1443 47.3 61 0.0324 12.5
22 0.1873 51. 9 62 . 0.2833 0.0
23 0.2011 55.6 63 0.0223 17.0
24 0.1408 56.2 64 0.0852 17.1
25 0.0900 54.0 65 0.0708 21.2
26 o. 0896 53.7 66 0.0419 27.0
27 0.1155 51. 9 , 67 0.0322 13.5
28 0.1497 56.0 68 0.4333 0.0
29 0.1053 51. 5 69 0.0287 19.6
30 0.0984 50.6 70 0.0394 25.6
31 0.0955 4~3.1 71 0.0654 26.2
32 0.0739 41. 5 72 0.0350 13.1
33 0.0691 '31. 5 73 0.2333 0.0
34 0.0334 29.0 74 0.0466 19.2
35 0.0365 18.5 75 0.0495 19.8
36 0.0194 9.3 76 0.0311 9.9
37 0.2330 0.0 77 0.0333 0.0
38 0.0209 20.0 78 0.0276 19.6
39 0.0434 30.0 79 0.0644 28.3
40 0.0639 34.6 80 0.0394 28.3
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AIRESEARCH MANUf'ACTURING COMPANY Of' ARIZONA
A DIVISION 0" THE DARRETT CORPORATION
TABLE 6-1 (Contd)
Segment Length, Speed Segment Length, Speed
Number mi Limit, Number mi Limit,
mph. mph
81 0.0347 21.5 113 0.0404 11.1
82 0.0235 10.3 114 0.0277 9.1
83 0.0333 0.0 115 0.0055 4.5
84 0.0180 17.5 116 0.0333 0.0
85 0.0423 28.0 117 0.0328 20.0
86 0.1482 28.1 118 0.0359 21.5
87 0.0709 31.9 119 0.1718 25.8
88 0.0929 33.4 120 0.0376 12.9
89 0.1172 30.2 121 0.2667 0.0
90 0.0538 19.2 122 0.0360 23.5
91 0.1018 27.8 123 0.0323 11. 8
92 0.0480 28.8 124 0.1667 0.0
93 0.0439 24.5 125 0.0093 12.0
94 0.0661 28.4 126 0.0215 12.9
95 0.0716 28.7 127 0.0294 21.0
96 0.1439 27.3 128 0.1109 21.0
97 0.0503 25.9 129 0.0249 10.5
98 0.0326 21. 6 130 0.1333 0.0
99 0.0478 24.4 131 0.0014 1.0
100 0.1589 24.9 132 0.0134 10.5
101 0.0327 12.4 133 0.0096 8.6
102 0.0667 0.0 134 0.0290 21. 8
103 0.0600 26.3 135 0.0853 23.6
104 0.0774 27.9 136 .0.0698 25.1
105 0.0475 21. 5 137 0.0551 27.0
106 0.0626 22.6 138 0.0292 14.2
107 0.0621 24.8 139 0.4167 0.0
108 0.0444 22.9 140 0.0302 19.5
109 0.0211 11. 5 ' 141 0.0647 21.2
110 0.5000 0.0 142 0.0302 10.6
111 0.0448 24.0 143 0.0833 0.0
112 0.0893 26.9
AT-6100-R7
Page 6-19
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7.
CANDIDATE CYCLE
SELECTION
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~
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
It.. DIVISION "'OF' THE GARREn CORPDRATIDN
SECTION 7
CANDIDATE CYCLE SELECTION
7.1
SELECTION CRITERIA
Selection of three candidate cycles evolved primarily through the
process of (1) keeping the configurations simple to minimize initial
cost, and (2) improving the average fuel consumption of the two basic
_~gines considered (the single-shaft and free-turbine) by adding com-
binations of cycle modifiers to the simplest configuration of each.
Other factors, such as emissions and initial vehicle cost, were con-
sidered only in a qualitative sense, since an accurate means of pre-
~icting emissions did not exist and time was not available for making
cost estimates, using design layouts. Also considered were factors
such as complexity, reiiability, maintainability, and ,weight. Fuel
,
consumption was the only variable for which quantitative values were
available. However, fuel consumption is, next to emissions, the most
:....,portant variable in the optimization study, since cost-of-ownership
is greatly affected by small changes in fuel consumpt~on, especially
-t low values of average miles per gallon (Figure 7-1),. For exampie,
if the average fuel consumption is 7 mpg, small increases in this value
-Te worth $750/mpg to the owner in terms of cost-of-ownership, all
other variables being equal. This type of consideration motivates a
search for improved fuel consumption as long as the a~ded cost and
complexity is outweighed by the miles per gallon improvement. Also
note that emissions are directly proportional to fuel consumption, all
other factors being equal.
7.2
SELECTION OF THREE ENGINES
The engines in the mission analysis procedure are listed in their
final form and in almost the chronological order in which they were
studied (Table 7-1). In general, as degrees of complexity were added,
AT-6100-R
Page 7-1
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
It. DIVISION OF' THe DARRETT CORPORATION
FUEL COST = $O.35/GAL
-1
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15 -15
7 9 11 13 15 )...7 .19
AVERAGE FUEL CONSUMPTION, F , MPG
TOTAL FUEL COSTS AS A FUNCTION 'OF FUEL CONSUMfTION
FIGURE 7-1
AT-6100-R7
Page 7-2
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~ AIRE5EARCH MANUFACTURING COMPANY OF ARIZONA
A DIVIBICN 0,. THE: DARRETT CORPORATlDN
TABLE 7-1
ENGINES ANALYZED
Maximum Design-Point Design FDC
Engine Cycle Regeneration Poin t USEDC
configuration Pressure Effectiveness, shp, mpg, mpg, Comment
Ratio ER 60°F 85°F 85°F
1. Free-Turbine
ih 8.0 150+ 5.0
2. Free-Turbine,
Recuper.a ted
~. 8.0 0.85 150+ 8.4 12.2
3. Single-Shaft
~. 12.0 160 6.3 8.0
4. Single-Shaft, VIGV*
~~ 12.0 160 6.3 8.0 IGVs do not improve
unregenerated cycle.
Idle WF decreased by
6 percent.
5. Free-Turbine
Recuperated,
10.0 '0.70 150+ 7.9 MPG based on min sfc
at 60 percent vs shp curve compared
power wi th Cycle 2.
6. Free-Turbine,
Recuperated, VPTN**
rM 0.75 175+ 10.0 12.7
6.7
0.85 175+ 13.6 17.1
*Variable inlet guide vanes
**Variable, power turbine nozzles
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AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
... DIVISION Dr THE OAAAI[TT CORPORATIDN
TABLE 7-1 (Contd)
Maximum Design-Point Design FDC USEDC
Engine Cycle Regeneration Point
Configuration Pressure Effectiveness, shp, mpg, mpg, Comment
85°F 85°F
Ratio ER 600F
7. Free-TurbJ.ne, VIGV,
Regenerated, VPTN 175 16.4 19.9 No power boost.
"""--
-Jilllllll~
= ~ r"'A -. 4.6 0.90
r"'A ), " r "::::7 g-
"::::7 "'\ j :v ~ 135 18.1 21. 6 Power boost for maximum
acceleration.
-
8. Single-Shaft,
Recuperated
~ 0.80 165 6.0 9.5
6.4
0.80 120 8.1 12.6 Power boost for maximum
acceleration.
9. Single-Shaft,
Recuperated, VIGV
~ 6.4 0.85 125 14.3 20.0 Power boost for maximum
acceleration.
o. Single-Sh~ft.
r R~~r
4.6 0.90 108 9.6 14.9 Power boost for maximum
acceleration.
IT. Slngle-Shaft,
Regenerated, VIGV
~~ 108 17.0 22.1 Power boost for maximum
acceleration.
4.6 0.90
155 14.0 19.7
12. V-8 Spark Ignition
- - 175 12.5 14.8
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION or THI: aAA~ETT CORPORATION
fuel consumption-~~~tinued to decrease, o~-conversely, the average
miles per gallon increased. The design-point shaft hqrsepower for
each of the engines is the horsepower that is required to just meet
all acceleration performance requirements. The difference in shaft
horsepower values required for the various engines indicates the
effects of engine inertia and design speed on engine horsepower and,
as a result, on fuel consumption.
The first engine studied was the simple free-turbine cycle with-
out variable geometry or regeneration. With this engine, the vehicle
fuel economy on the Federal Driving Cycle was only 5 mpg. The next
step was to add a cycle modifier--a recuperator--to improve the off-
design performance of the cycle. The fuel economy was considerably
improved; however, more miles per gallon appear desir.able (Figure 7-1)
to reduce cost-of-ownership.
A high-pressure ratio, single-shaft engine with 'no cycle modi-
fiers was next analyzed. To obtain a somewhat reasonable mechanical
design for this cycle, two stages of compression and. a two-stage tur-
bine were chosen to obtain high compressor and turbine efficiencies
. ,
(relative to single-stage values) and to reduce the turbine disc and
blade stresses by reducing the physical speed (again compared to
single-stage). The 'engine acceleration time of 1.5 sec could not be
met, however, vehicle performance requirements were achieved. The
fuel economy was poor compared to that for the free-turbine recuper-
ated engine and compared to the 1970 spark-ignition ~ngine. Because
of the high fuel consumption cost, the average cons~er could not
afford to drive such a vehicle.
A bypass recuperatorcycle was analyzed as a candidate for reduc-
ing the size of the recuperator and, thus, effecting' a reduction in
,
the manufacturing and consumer cost. The bypass-po~er point was
selected as 65 hp for this engine. The recuperator .for the non-bypass
_~gine was to have an effectiveness of 0.85 at the design-point. The
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I a8TT
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AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION Dr THE DARRETT CDRPORATIDN
recuperator for the bypass engine was designed with the same
effectiveness at the 65-hp poi~t as that for the non-bypass recupera-
tor. The effect of varying the core pressure loss at this power point
was then determined. By increasing the core pressure loss to 20 per- ,
,cent, a weight saving of 29 percent could be achieved. However, the
cost saving for such a design is not expected to be significant.
For example, the non-bypass recuperator for the above engine
weighs 68 lb for a metallic core. At 20-percent core-pressure drop
for the 65-hp point, the corresponding weight is 48 lb for the bypass
system, or a saving of 20 lb. Assuming that the manufacturing cost
for the recuperator is $1.50/lb, the recuperator cost saving would be
$30. However, the costs of a high-temperature valve, additional duct-
ing, and possibly additional control system have to be subtracted,for
the $30.00 saving. Also, the bypass engine will have a higher sfc at
all power conditions below the bypass point, since the cycle pressure
loss is higher at each comparable operating condition. Thus, the fuel
economy of the bypass engine will be reduced. Because of the addi-
tional complexity, the bypass engine would be less reliable, causing
an increase in maintenance costs. Therefore, the bypass system
appears to offer little potential as a significant cost reduction
scheme.
The three engines with the greatest potential for the automobile
are the regenerated free-turbine, the regenerated single-shaft, and
the recuperated single-shaft, Cycles 7,9, and 11', respectively (Table
7-1) .
For each of the candidate engines, the heat exchanger effective-
ness value was chosen as high as could be considered practical, with
respect to volume and greatest dimension. The limiting values of
effectiveness were chosen as 0"85 for recuperators and 0.90 for regen-
erators.
AT-6lOO-R7
,Page 7.:..6
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AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
It. DIVISION Dr n",n;: GARRETT CORPORATION
The manufacturing costs of a heat exchanger and related parts
vary as a function of heat-exchanger effectiveness, but the effect on
vehicle cost-of-ownership is smaller than the change in fuel cost for
the life of the vehicle for changes in effectiveness in the range of
0.80 to 0.90. This is illustrated in Figure 7-2 for the single-shaft
regenerated engine. For example, reducing the effectiveness from 0.90
to 0.85 increases the life-time fuel costs by $425, whereas the total
cost of the regenerator system for this engine is only $57, including
regenerator core, seals, bearings, drive gears, and drive motor (Table
8-3). A similar relationship exists for recuperated engines, there is
no crossover point between cost increase in fuel and cost savings in
recuperator in the effectiveness range near 0.85.
7.3
PERFORMANCE OF CANDIDATE ENGINES
Performance requirements for the vehicle and eng~ne are specified
in the OAP document "Vehicle Design Goals - Six-passe~ger Automobile,"
included as Appendix 1 of this report. These requirements are shown
on Table 7-2.
The requirement of accelerating the engine from idle speed to a
speed that provides maximum output torque (IOO-percent engine speed
for a single-shaft engine and 100-percent gas generator speed for a
free-turbine configuration) is incompatible with the vehicle accelera-
tion requirements. For a given engine configuration, this time
decreases as the engine is scaled down to a lower maximum output
horsepower, whereas the vehicle acceleration time in~reases for the
various maneuvers. Thus, an engine can be designed that will acceler-
ate the vehicle at the traction limit with a response time to obtain
the required output power of less than 1.0 sec, but ~ith a time to
accelerate from idle to maximum torque of greater than 1.5 sec. An
analysis of this contradiction is given in Appendix 3. A change is
recommended in this engine acceleration requirement to specify a vehi~
cle accelerat~on rate that must be obtained in a given time, such as
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AIRESEARCH MANUF"ACTURING CDMPANY DF" ARIZONA
A D''''910.... 0" THI[ GARRETT CORPORATIDN
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0.80
NOTES: .
1. SINGLE-SHAFT REGENERATED ENGINE (108 HP RATED)
2. TRACTION TRANSMISSION
3. FUEL. COST = $0.36/GAL
4. TOTAL MILAGE FOR LIFE OF VEHICLE = 105,220
5. AMBIENT TEMPERATURE = 85 of
.0.82
0.84 0.86
REGENERATOR EFFECTIVENESS
0.88
0.90
EFFECT OF REGENERATOR EFFECTIVENESS ON
COST OF FUEL FOR LIFE OF VEHICLE
. FIGURE 7-2.
AT-6100;"R7
Page. 7-.8.
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" tg ~
1118
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10
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Standing Start
Ambient
Temperature, 0-440 ft, 0-60 mph,
of
sec sec
85
10.0
13.5
-20 to 105
(excluding
85)
10.5
14.3
-
-
-
TABLE 7-2
PERFORMANCE REQUIREMENTS.
Merging
Traffic
25-70 mph,
sec
DOT High 30% Grade
Speed Pass, Velocity,
sec mph
15.0
15.0
15.0
15.8
15.8
14.2
-
-
*These requirements are as specified in "Vehicle Design Goals -
Six Passenger Automobile" (Appendix 1).
5% Grade
Velocity,
mph
70.0
66.5
- -
Idle to
Maximum
Torque,
sec
1.5
1.6
Idle Fuel
Flow,
Percent of
Maximum
14
14
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A ~IVISION OF' THIE GARRETT CCRPCR.AT10N
3 mph/sec in 0.5 sec. (This is an example only and is not necessarily
a recommended value.) This maneuver might be referred to as the. . .
"standing-start initial acceleration rate" for descripti ve purpo~'~.s~~':,:"~!;",;,~
The gas turbine automobile should respond to throttle position in
a manner similar to the spark-ignition (SI) automobile, 'to obtain the
greatest consumer acceptance and to minimize safety problems associ-
ated with the vehicle.
Previous works have shown that the standing-start acceleration
response is much slower with the gas turbine than with the spark-
ignition engine. However, the difference in standing-start perfor-
mance can be essentially eliminated by proper design of the system.
Figure 7-3 compares the standing-start performance of two candidate
gas turbines and a spark-ignition engine. The free-turbine perfor-
mance is very close to the SI performance and is achieved by idling
the gas generator at 73-percent speed. Fuel economy ,is achieve? with
this engine by using variable inlet guide vanes. The standing-start
performance of the single-shaft engine with slipping-clutch lags both
the SI and free-turbine engines by almost 1 sec. The single-sh~ft
performance can be improved by replacing the slipping-clutch with a .
torque converter (Figure 7-4), in which the single-shaft engine is
essentially the same as the SI engine.
Performance of the single-shaft regenerated engine is shown on
7able 7-3 for ambient temperatures between 300 and 105°F for the
. ,
108-hp rated engine and for a l05°F day for the 155-hp rated engine.
For this engine, 94-percent speed is reached in l~4sec, which pro-
vides an initial vehicle acceleration rate of 10 mph/sec. As the
a'cceleration time increases from 0.85 to 1 sec, the speed increases'
from idling at 60 percent to 96 percent, depending on temperature
variance from 590 to 105°F.
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
8 120
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NOTES:
1. TAMB = 105°F
4000-LB
2. VEHICLE WEIGHT.:::: 4300-LB
200
180
160
140
SPARK I3NITION,
THREE-SPEED
AUTOMATIC, 175 HP
60 FREE TURBINE
REGENERA TED,
THREE-SPEED
AUTOMATIC,
40 175 HP RATED
I~
20
o
TIME, SEC
TURBINE ENGINE
SI ENGINE
~SINGLE-SHAFT,
REGENERA TED,
108 HP, RATED,
BELT TRANSMISSION
WITH SLIP CLUTCH
STANDING-START ACCELERATION PERFORMANCE
FIGURE 7-3
AT-6100-R7
Page 7-11
-------
~
AIRESEARCH MANUf"ACTURINI3 COMPANY Of" ARIZONA
... DIVISION OF' T~E GARRETT CORPORATION
200
180
E-<
~
~ 100
~
~
CJ)
H
Q
NOTES:
1. TAME = 105°F
= 4000-LB
2. VEHICLE WEIGHT = 4300-LB
TURBINE ENGINE
SI ENGINE
160
140
SPARK IGNITION, 175 HP,
THREE-SPEED AUTOMATIC
120
SINGLE-SHAFT, REGENERATED,
108 HP RATED, BELT TRANSMISSION
WITH TORQUE CONVERTER
80
60
40
20
°0
4
TIME, SEC
5
2
3
STANDING-START ACCELERATION PERFORMANCE
FIGURE 7-4
AT-6100-R7
Page 7-12
SINGLE-SHAFT,
REGENERATED,
108 HP RATED,
BELT TRANSMISSION
WITH SLIP-CLUTCH
6
7
-------
TABLE 7-3
m
PERFORMANCE OF SINGLE-SHAFT REGENERATED ENGINE
(4000-LB VEHICLE, 4-HP, ACCESSORY LOAD FOR ACCELERATION)
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Design Acceleration Time Grade Velocity, Idle Fuel
Ambient Power Speed mph F1ow,**
;Temperature Boost, (includes Idle to DOT Percent.
OF % Power Boost), ft, 0-60 mph, of Maximum
max shp Maximum 0-440 25-70 mph, Pass,
Torque Speed, sec sec sec sec 5% 30%*
,-
sec
---.. .. - ' -
,--
105 30 110 (1) 1.0 10.4 13.4 15.3 15.1 90 25+ 5.6
..
85 24 120 (1) 0.9 9.9 11.3 12.5 14.5 5.6 I
'.
59 9 120 (1) 0.9 9.9 11.2 12.4 13.5 5.9
30 0 138'(1) 0.85 9.5 10.3 11.5 12.3 6.0
105 0 122 (2) 1.4 10.5 '12.0 13.2 14.8 5.3
105 30 123 (3) 1.3 10.4 12.6 14.3 15.0 5.8
.' --- _ ... .. .
, (l)Engine rated power '" 108 shp (sea level, 590F)
*4700-1b vehicle (2) Engine rated power '" 155 shp
**Obtained' with 1.3-hp accessory load , (3)Engine rated 122 shp, vehicle weight = 4600 1b
power '"
-------
~
AIRESEARCH MANUF'ACTURING COMPANY OF' ARtZONA
A DIVIBIDN 0,. THE GARRIETT CDRPDRATIDN
The power boost required for ambient temperatures less than 105°F
is minimal, the water flow rate being greatest for the 105°P day. The
required water injection will not be more than 1 to 2 percent at"the
most, for a 59°F day, i.e., the boost obta1ined with approximately 6-
percent injection provides more output power than is needed. Note'
also that the water injection scheme does not require that an anti-
freezing agent be added to the water, since water injection is not
required at ambient temperatures near freezing. All that is necessary
is a water storage tank that has sufficient volume of elasticity to
permit expansion when water freezes.
Also, shown on Table 7-3 is the e~gine sizing and performance
results for an assumed 4600-lb traction transmission vehtcle. To meet
all performance requirements for this heavier vehicle, the engine
'power rating must be increased from 108 to 122 shp rated for a 59°F
sea-level day, plus 30-percent power boost for 105°F day.
Standing-start acceleration performance for the single-shaft
regenerated engine is shown in Figure 7-5, and results for themerg-
ing traffic and DOT-pass maneuvers are plotted in Figure 7-6, both
for a 105°F day.
Performance of the single-shaft recuperated engine, rated at
125 hp, is shown on Table 7-4. This engine requires a pow,er rating
greater than that for the regenerated unit, since the optimum pressure
ratio is higher for the lower heat-exchanger effecti veneSSi~ Higher
pressure ratio means larger diameter compres.sor and turbine wheels,
and the fact that aluminum cann.ot be used' for a high-pressure ratio
impeller material because of the resulting high compresso~-discharge ,
temperature. These two factors result in a higher inerti~ engine and,
therefore, greater power is required to accelerate.
AT-6l00-R7
Page 7-14
-------
~
70
60
50
AIRESEARCH MANUFACTURING COMPANY OF' ARIZONA
It. DIVISION OF' THE GARRETT CDRPDRATIQN
NOTES:
1. AMBIENT TEMPERATURE = 105°F
2. ENGINE RATED AT 108 HP (59°F DAY)
3. ACCESSORY LOAD = 4 HP
4. 4000-LB VEHICLE
700
600
500
:I::
AI E-4
:E: 40 400 ~
.. ..
~ ri1
E-4 t)
H ~
t)
o E-4
~ 30 300 ~
:> Q
20
10
o
o
.12
2
4
6 8
ELAPSED TIME, SEC
10
STANDING-START VEHICLE ACCELERATION PERFORMANCE
WITH SINGLE-SHAFT REGENERATED ENGINE
FIGURE 7-5
AT-6100-R7
Page 7-15
200
100
140
-------
~
AIREBEARCH MANUF"ACTURING COMPANY OF" ARIZONA
.. DIVI810N OF' THE OA"RETT CDRPORATIDN
NOTES:
, 1. AMBIENT TEMPERATURE = 105 of
2. ENGINE RATED AT 108 HP (59°F DAY)
3. ACCESSORY LOAD = 4HP
4. 4000-LB VEHICLE
76
1200
1400
68
60 1000
if 800 E-t
::€ 52 Ii.
~ ~
~ ~
H ~
U ~
o
..:I 44 600 tI1
~ H
t:I
36 400
28
o
200
20
o
6
12
14
16
10
2
4
8
ELAPSED TIME, SEC
MERGING TRAFFIC AND DOT HIGH-SPEED PASS PERFORMANCE
WITH SINGLE-SHAFT REGENERATED ENGINE '
FIGURE 7-6
AT-610Q-R7
Page 7-16
i.
:'
I'
-------
'1:1)0
!lJ1-3
IQI
COOl
I-'
-..10
10
1-'1
-..I::t!
-..J
m
TABLE 7-4
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PERFORMANCE OF SINGLE-SHAFT RECUPERATED ENGINE, 125 HP RATED
(4000-LB VEHICLE, 4-HP ACCESSORY LOAD FOR ACCELERATION)
.-
Acceleration Time Grade Velocity,
mph
Ambient Power . Design Idle Fuel
Temperature, Boost, Speed, Idle to F1ow,**
of % max shp - Maximum 0-440 ft, 0-60 mph, 25-70 mph DOT Percent
Torque Speed, sec sec sec Pass, 30% 5% of Maximum
sec sec
--- --. -.
t
105 30 127 1.6 10.5 12.2 13.6 14.9 25+ 90 7.6
85 20 131 1.5 10.4 11.9 13.3 14.2 7.9
59 10 137 1.5 10.3 11. 7 12.7 13.7 8.7
.30 0 143 1.4 10.0 11.0 12.2 12.8 8.0
-- '.'.'
-. - . - -
*4700-1b vehicle
**Obtained with 1.3 hp accessory load
-------
B2
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
... DIVISION OF' THI[ GARRETT CORPORATIDN
Excessive time to accelerate caused this engine to fail in meet-
ing the id1e-to-maximum-torque acceleration requirement. However,
this is of little consequence since output power at about 90-percent
speed is sufficient to accelerate the 4000-1b automobile at the trac-
tion limit.
The elapsed time to reach 440 ft from a standing start slightly
exceeds the 10-sec requirement for ambient temperatures of 59° and
85°P. However, if the power boost available for 6-percent water
injection is a conservative estimate (Section 5), then possibly the
10-sec requirement would be achieved. The standing-start accelera-
tion, merging traffic, and DOT pass performance results are shown in
Pigures 7-7 and 7-8, respectively.
,Table 7-5 shows performance results for the regenerated free-
turbine engine. These results were computed for 105° and 85°P days
for the non-power-boosted engine, and,for 85°P only for the power-
boosted engine. It was foUnd late in the study that the acceleration
subroutine in the mission analysis computer program did not properly
account for the gas generator mass inertia in computing vehicle and
engin~ acce1eratiop. The computer program was then modi;fied and
checked for proper operation by comparing results with hand calcula-
tions. Re-ana1ysis of the acceleration performance of t~e free-turbi~e
engine showed that the cycle h~d to be modified to meet vehicle
requiroements. This was accomplished by increasing the maximum output
power from approximately 140 to 175 hp and by increasing the idle
speed of the gas generator from 49- to 73-percent speed by using vari-
able ip1et guide vanes. The latter change necessitated a recomputatipn
of off~design performance of this modified engine. As a result of
this +~te change, time did not permit recalculation of off-design per-
forma~pe for 59° and 300P. However, it is certain that bo~h the non-
, ,
power~poosted and the power-boosted engines would continue to meet t~e
acce1~~ation requirements and, therefore, this deletion has abso1ute~y
no ef~~ct on the study.
AT-6100-R7
Page 7-18
-------
~
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISIDN Dr THE GARRETT CDRPORATION
NOTES:
1. AMBIENT TEMPERATURE = 105°F
2. ENGINE RATED AT 125 HP (59°F DAY)
3. ACCESSORY LOAD = 4 HP
4. 4000-LB VEHICLE
70
60
50
700
600
500
:I: 8
A. 400 ~
:E 40
..
.. fiI
~ U
8 Z
H ~
U 8
o 300 ~
H 30
~ Q
>
20
10
o 0
2
4
6 8
ELAPSED TIME, SEC
10
12
STANDING-START VEHICLE ACCELERATION PERFORMANCE
WITH SINGLE-SHAFT RECUPERATED ENGINE
FIGURE 7-7
AT....610O"'R7
Page 7-19
200
100
140
-------
~
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
... DIVI910N 0.. THE GARReTT CORPORATION
NOTES:
1. AMBIENT TEMPERATURE = 105 OF
2. ENGINE RATED AT 125 HP (59°F DAY)
3. ACCESSORY LOAD = 4 HP
4. 4000-LB VEHICLE
84
1600
76
1200
1400
68
60 1060
~ E-<
:E: ....
.
>< 52 800 riI
E-< U
H Z
U g5
o DOT PASS
..:I U)
riI H
:> 0
44 600
36
o
400
28
200
20
o
16
10
12
14
2
6
8
4
ELAPSED TIME, SEC
MERGING TRAFFIC AND DOT HIGH~SPEED
PASS PERFORMANCE WITH SINGLE-SHAFT
RECUPERATED ENGINE
FIGURE 7-8
AT-6100-R7
Page 7-20
-------
'tI:r:-
~1
(1)0'1
I-'
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10
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1-':;tI
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TABLE 7-5
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RC:
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a1l
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z~
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N
D
Z
~
PERFORMANCE OF FREE-TURBINE REGENERATED ENGINE
(4000-LB VEHICLE, 4-HP ACCESSORY LOAD FOR ACCELERATION)
Acceleration Time Grade Velocity,
mph Idle Fuel
Ambient Power Design Flow,..
Temperature, Boost, Speed Idle to Percent
of % max shp Maximum 0-440 ft, 0-60 mph, 25-70 mph, DOT of Maximum
Torque Speed, see see see Pass, 30%. 5% -
see see
.- -. --- - - .. -- -- -
105 0 136 (1) 3.0 9.6 11.9 14.6 15.5 25 90 -
85 0 150(1) - 7.2 10.6 12.4 14.7 25 90 5.7
105 30 137 (2) - 9.4 11. 7 14.4 15.7 25 90 -
--
.. no (1) Engine
*4700-1b vehicle rated power = 175 shp -( sea level, 59°F)
**Obtained with 1.3-hp accessory load (2)Engine rated power = 13 5 shp (sea level, 590F)
-------
ffi]
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISIDN OF' THE DARRETT CORPORATION
The standing-start acceleration, merging traffic, and DOT pass
performance results for the free-turbine engine are shown in Figures
7-9 and 7-10, respectively.
7.4
FUEL ECONOMY OF CANDIDATE ENGINES
Fuel consumption calculations for all gas turbine engines were
based on a fuel having a density of 6.25 lb/gal and a lower heating
value of 18,500 Btu/lb (or 11.59 x 104 Btu/gal). The results are
conservative in that, if a fuel with a higher heat release, such as
JP-5 (12.5 x 104 Btu/gal) were used, the miles-per-gallon values would
be increased by approximately 8 percent.
Fuel economy results for the three candidate cycles are shown on
Tables 7-6 through 7-8. Results for the spark-ignition engine, using
gasoline with a density of 5.87 lb/gal and a lower heating value of
18,700 Btu/lb, are shown on each table for comparison. Because of tL-
late modification to the free-turbine engine (Table 7-8) discussed in
Paragraph 7.3, fuel economy was computed for an 85°F day only. This
was no serious deletion since the fuel consumption for other tempera-
tures will vary slightly, as indicated on Tables 7-6 and 7-7, and in
approximately the same manner as for the single-~haft engines.
Fuel economy is shown (Table 7-6) for a 4600-lb vehicle with
single-shaft regenerated engineq appropriately sized to meet acceler-
ation requirements, with a traction transmission. The result of the
600-lb increase in weight is a loss in fuel economy of about 1 mpg on
the FDC and a loss of 1.5 mpg for the composite route. Fuel economy
of the single-shaft regenerated engine is improved, by using power
boost, by about 3 mpg on the Federal Driving Cycle (FDC) and by 2.4
mpg for the composite route. For the free-turbine engine, power boost
improves the fuel economy of both the FDC and the composite route by
1.7 mpg (Table 7-8).
AT-610Q-R7
Page 7-22
-------
~
AI RESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
It. DIVI8'DN ap' THE DARRETT CDRPDRATIDN
NOTES: .
1. AMBIENT TEMPERATURE = 105 OF
2. ENGINE RATED AT 175 HP (5 gOF DAY)
3. ACCESSORY LOAD = 4 HP
4. 4000-LB VEHICLE
70
. 700
60'
600
50 500
::r:
~ 40 E-t
400 I'z.I
... ...
).I ~
E-t t).
H ~
t)
o
~ 30 300 ~
:> 0
20
1:f
200
10
100
o
o
8
10
12
2
4
6
ELAPSED TIME, SEC
STANDING-START VEHICLE ACCELERATION PERFORMANCE
WITH FREE-TURBINE REGENERATED ENGINE .
FIGURE 7-9
AT-6100-R 7
Page 7-23
-------
~
80
76
72
68
64
60
:I1
~ 56
~ 52
H
u
0 48
~
~
:>
44
40
36
32
28
24
AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
'" DIVISIDN OF' TIo4I[ DARAI!:TT CORPORATION
NOTE S :
1. AMBIENT TEMPERATURE = 150°F
2. ENGINE RATED AT 175 HP (59°F DAY)
3. ACCESSORY LOAD = 4 HP .
4. 4000-LB VEHICLE
v "/
V V /
~
,/ "'" /.
DOT PASS - "'"
> ./ 1......1' lP'
V ~ V
/ ./
- /, "" V
V /
/' /' /
./ ./ /
-"" ./ /
/ /
MERGING ./ V /\
TRAFFIC - / -DOT PASS
/V V
/
, .,
/ /
/ 1/
/ /
V ./ '/
/
./
l/
1600
1400
1200
1000
20
o
o
16
12
14
6
8
10
2
4
ELAPSED TIME, SEC
MERGING TRAFFIC AND DOT HIGH-SPEED
PASS PERFORMANCE WITH FREE-TURBINE
REGENERATED ENGINE
FIGURE 7-10
AT-6100-R7
Page 7-24
E-t
II:<
800 ~
~
~
to
H
o
600
400
200
-------
TABLE 7-6
FUEL ECONOMY OF SINGLE-SHAFT REGENERATED ENGINE
(4000-LB VEHICLE, 4-HP ACCESSORY LOAD, BELT TRANSMISSION)
'I:I:J:t
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-------
TABLE 7-7
FUEL ECONOMY OF SINGLE-SHAFT RECUPERATED ENGINE
(4000-LB VEHICLE, 4-HP ACCESSORY LOAD, BELT TRANSMISSION)
'tj):r
I» 1-3
-------
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-------
~
AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
A DIVISION OF" THE DARRETT CORPORATIDN
Note in Table 7-6 that the difference in fuel economy between tL-
use of the toroidal and the belt transmission is only about 1 mpg on
the FDC and a similar differ~nce for the composite route, even though
there are considerable differences between transmission efficiencies
(Figures 2-25 through 2-27). The reason for this is that at part-
power, the more inefficient toroidal transmission forces the engine to
operate at a higher power level where the sfc is lower, thus causing
relatively little change in the required fuel flow, for operation at
the same road-load with the belt transmission.
Specific fuel consumption, as a function of road-load power
requirement, is shown in Figure 7-11 for the three candidate gas tur-
bine engines and the spark-ignition engine. The SI engine is shown
for two types of transmissions--the conventional three-speed automatic
and the traction drive. Constant speed fuel economy for the candidate
gas turbine and the SI engine is illustrated in Figure 7-12.
Note that the conventional thre~-speed automatic transmission is
used with the free-turbine engine in these comparisons because of
greater fuel economy for the FDC at constant speeds (Table 7-8). This
result is illustrated in Figure 7-13 by a comparison of the constant-
speed fuel economy curves for the power-boosted free-turbine engine
with the traction drive and three-speed automatic transmission. A
similar fuel economy comparison for the single-shaft regenerated
engine is shown in Figure 7-14.
For the purpose of comparisons, road-load sfc curves for several
other engines analyzed in this study are plotted in Figure 7-15. An
optimum single-shaft engine is also shown to emphasize the reduction
in sfc achieved by optimizing the gas turbine engine design for the
automobile application.
AT-6l00-R7
Page 7-28
-------
~
AIREBEARCH MANUF"ACTURING COMPANY OF" ARIZONA
/II. DIV'.ION 0" THIt OARAI:TT COAPQIIIATION
0.80
9.76
0.72
0.68
1~0.64
1111
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0.60
0.56
0.52
0.48
0.44
0.40
NOTES:
L VEHICLE WEIGHT = 4000-LB TuRBINE ENGINE
= 4300-LB SI ENGINE
2. 4-HP ACCESSORY LOAD INCLUDED
3. ALL DRIVE LINE LOSSES INCLUDED
SPARK-IGNITION, 175 HP RATED,
THREE-SPEED AUTOMATIC TRANSMISSION
"
SINGLE-SHAFT, RECUPERATED,
GEOMETRY, 125 HP RATED,iR
TRACTION TRANSMISSION
"-
,
VARIABLE
= 0.85
,
"
FREE~RBINE, REGENERATED,
VARIABLE GEOMETRY, 135 HP RATED,
'~ = 0.,90, 'IHREE-SPEED AUTOMATIC
TRANSMISSION
"
" I
,:
"
.....
SPARK IGNITION, 175 HP RATE
TRACTION TRANSMISSION
SINGLE-SHAFT,
REGENERATED,
VARIABLE GEOMETRY,
108 HP RATED, £'R = 0.90"
TRACTION TRANSMISSION,
30
VEHICLE, SPEED, MPH
ROAD-LOAD SFC COMPARISONS OF THREE
CANDIDATE TURBINES AND SI ENGINE
85°F SEA-LEVEL DAY
FIGURE 7-11
AT-6100-R7
Page 7-29
-------
rn
AIRESEARCH MANUF'ACTURINI3 CDMPANY DF ARIZONA
A D.Vi.lelN Dr TNII 0"'"11111" ca.,.a..Yla...
30
SINGLE-SHAFT, RECUPERATED,
VARIABLE GEOMETRY, 125 lIP.
RATED, eR = 0.85,
28 TRACTION TRANSMISSION
12
SINGLE-SHAFT, REGENERATED,
VARIABLE GEOMETRY, 108 HP
RATED, eR = 0.90,
TRACTION TRANSMISSION
I .
FREE-TURBINE, REGENERATED,
VARIABLE GEOMETRY, 135 HP
RATED, eR = 0.90, THREE-
SPEED AUTOMATIC TRANSMISSION
26
24
22
~
~
,
~20
z
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r::I
~
~18
""
.........
16
SPAR
RATE
MATI
IGNITI N, 175 P ~
, THREE SPEED A TO-
TRANSM SSION
"
'\
'\
l.
2.
3.
VEHICLE WT = 4000 LB FOR TURBINE
= 4300 LB FOR SI
4-HP ACCURACY LOAD INCLUDED
ALL DRIVE-LINE LOSSES INCLUDED
14
10
o
10
20
30
40 50
VEHICLE SPEED, ~WH
60
70
80
90
ROAD-LOAD FUEL ECONOMY COMPARISONS OF THREE CANDIDATE
ENGINEg AND SI ENGINE, 8S0F-DAY, SEA LEVEL
FIGURE 7-12
AT-6100-R7
Page 7-30
-------
.~...,
"-~E~':
. ....
..~~--
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
28
26
24
22
e",
~
...20
~
~
Z
o
U
~ 18
H
~
::>
~
16
14
12
10
10
A DIVIS;ON 0" THE G"'P~[i':'" C:ORPCRATtDN
THREE-SPEED AUTOMATIC
NOTES:..
1. ENGINE RAT~D POWER = 135 HP
2. 4-HP ACCESSORY LOAD
3. VEHICLE WEIGHT = 4000 LB
20
30
40 50
VEHICLE SPEED, MPH
70
80
60
ROAD-LOAD FUEL. ECONOMY COMPARISON FOR FREE-TURBINE
REGENERATED ENGINE WITH VARIABLE GEOMETRY, ER = 0.90,
85°F SEA-LEVEL DAY
FIGURE 7-13
AT-6100-R7
Page 7-31
-------
~
AIRESEARCH MANUf'ACTURING COMPANY Of' ARIZONA
iii. DIVISID"" OF' THE GARRETT CDAPDRATIQN
t!)
P4
~
.. 22
~
12;
o
u
~
H 20
~
~
30
28
26
24
18
16
FOUR~SPEED
AUTOMAT IC .
TRANSMISSION ..
14
NOTE S :
1. ENGINE RATED POWER == 108 lIP
2. 4- lIP ACCESSORY LOAD
3. VEHICLE WEIGH!' = 4000 LB
12
o
10
. 30 40
VEHICLE SPEED, MPH
ROAD-LOAD FUEL ECONOMY OF SINGLE-SijAFT, REGENERATED
ENGINE, 85°F SEA-LEVEL DAY
20
FIGURE 7-14
AT-6100-R7
Page 7-32
50
70
60
-------
~
AIRESEARCH MANUFACTURING CDMPANY DF ARIZDNA
A DIVISIDN 0'- THI[ GARRETT CORPORATION
1.4
NOTES:
1. 4-HP ACCESSORY LOAD INCLUDED
2. VEHICLE WEIGHT. = 4000-LB TURBINE
4300-LB - SI
SINGLE-SHAFT UNREGENERATED,
(160 HP RATED)
TRACTION TRANSMISSION .
1.3
SINGLE-SHAFT REGENERATED
o . 4 VARIABLE GEOMETRY, 108 HP
RATED, ER = 0.90~
0.3 TRACTION TRANSMISSION.
o 10 20 30 40 50
VEHICLE SPEED, MPH
FREE-TURBINE,
RECUPERATED,
FIXED GEOMETRY,
175 HP RATED, \
ER = 0.85,
TRACTION TRANSMISSION
1.2
1.1
1.0
F -TURB NE
RECUPERATED,
VARIABLE GEOMETRY,
175HP RATED,
ER = 0.85,
TRACTION TRANSMISSION
p::
:I: 0.9 SPARK IGNITION,
~ d. 175 HP, THREE-
:I: SPEED AUTOMATIC
U 0.8
~
to
0.7
0.6
0.5
60
70
80
ROAD-LOAD SFC COMPRARISONS,
85°F SEA-LEVEL DAY
FIGURE 7-15
AT-6100-R7
Page 7-33
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~
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
At. DIVISION OF' TH~ OAAAETT CORPORATION
The result of the fuel consumption analysis is that the single-
shaft regenerated engine with power boost provides the greatest fuel
economy for the composite route, and the free-turbine regenerated
engine with power boost has the greatest fuel economy on the FDC. TL-
difference between this engine and the spark-ignition unit is about 7
mpg, which means a difference of about $800 in cost of fuel for the
life of the vehicle, when the fuel cost is $0.35/gal (Figure 7-1).
7.5
EMISSIONS OF CANDIDATE ENGINES
Emissions data recorded for a number of AiResearch engines pro-
vided a preliminary computation procedure for estimating exhaust gas
from tur~ine engines~ The main purpose of this procedure was to pro-
vide a comparison of the various cycles, on a relative emissions basis,
rather than predictions of absolute values for the emissions.
The emissions of greatest concern are carbon monoxide (CO), total
unburned hydrocarbons (THC) , and oxides of nitrogen (NO). Analysis
x
of engine data has shown that the weight ratio of THC to CO is approx-
imately a linear function of combustion efficiency. This relationship
has been utilized to provide a prediction procedure for combustors
with known combustion efficiency characteristics.
Oxides of nitrogen are nqt specifically related to combustion
efficiency but are characterized by an effective fraction of the emis-
sions that would be obtained with a stoichiometric mixture. Proced-
ures for estimating all three pollutants are discussed in Appendix 4
of this report.
These procedures were implemented in a computer program that
accepts the cycle map decks and punches a new deck, including the
three emission indexes. This deck is then used in the mission analysis
program to integrate total emissions over a specified driving cycle.
AT-6l00-R7
Page 7-34.
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION 0' THE DARRETT CDRPDRATIDN
Initial cycle computations were performed with the EPA low-
~ressure ratio regenerated combustor design, using an effective
,
stoichiometric fraction of 0.2 and a THC-CO ratio at a 99-percent
efficiency of 0.1205, as discussed in Appendix 3.
Results of the relative emissions calculations for the three can-
didate cycles are shown on Table 7-9. These are presented as nondimen-
sional ratios, in which each emission level for each engine was ratioed
to the largest value for that type of emission.
As might be expected, the lowest NO level is obtained for the
x
engine with the lowest regeneration effectiveness. The last two
_~gines in this table--the single-shaft regenerated (108 hp) and the
. single-shaft recuperated (125 hp)--appear to be the better cycles with
respect to emissions.
Because of the parallel combustor optimization contract with the
OAP (No. 68-04-0014) and because the analytical techniques available
were not completely verified experimentally, no attempt was made to
improve the absolute values of the predictions nor the corresponding
L_lative values shown on Table 7-9. If such an attempt were to be
made, the NO value for the single-shaft recuperated engine might be
x .
.~duced by decreasing the combustor volume and, thus, reducing the
.~sidence time in the combustor, although, this procedure would prob-
cLly increase the CO and THC values. However, if another possible
solution were used--namely, that of extracting combustor primary zone
air upstream from the heat exchanger--the regenerated cycle NO emis-
x
sions would be expected to have a percentage reduction greater than
that for the recuperated engine. This effect would result from the
lower compressor discharge temperature of the lower pressure ratio
regenerated engine. Finally, if combustor variable geometry were used,
the comparative and absolute results could be affected in an entirely
different manner. Therefore, the results on Table 7-9 are meaningful
AT-6l00-R7
Page 7-35
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~):I
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10
WI
O'\::tI
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._-"- .-
TABLE 7-9
EMISSIONS COMPARISON OF CANDIDATE CYCLES
FOR FEDERAL DRIVING CYCLE (85°F DAY)
.-
Rated Power Regeneration Relative Emissions
Level, 590F Effectiveness Average,
Engine Without at Maximum NO CO THC mpg*
Boost, shp Power x
I 175 0.90 1.00 1.00 1.00 16.4
Free-Turbine
Regenerated 17.0
135 0.99 0.98 0.98
I 155 0.99 0.90 0.79 14.0
Single-Shaft
- Regenerated
108 0.81 0.69 0.58 17.0
Recuperated 125 0.85 0.70 0.37 0.10 14.3
~
. \
-.. n - -
*Fue1 LHV = 18,500 Btu/lb; density = 6.25 Ib/~al
m
~
:a
PI
CD
~
:a
n
J:
. ":t
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6C
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a>
-on
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AIRESEARCH MANUFACTURING COMPANY OF ARIZONA.
iii. DIVISIQN 0' THE DARRETT CORPORATION
only for those engines for which the prediction procedure are appli-
cable, based on experimental data obtained on existing aircraft
_~gines, not necessarily optimized for low emissions.
AT-6l00-R7
Page 7-37
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8.
COST ESTIMATES FOR
CANDIDATE CYCLES
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA.
A DIVISIDN OF' THE GARRETT COAPDRATIQN
SECTION 8
PRELIMINARY DESIGN AND MANUFACTURING COST
ESTIMATES FOR CANDIDATE CYCLES
8.1
ENGINE DESIGN CHARACTERISTICS
The general approach taken for each of the engine layouts was to
o"dke the design as simple as possible, keeping in mind that automated
procedures must be used in manufacturing every part. Complex shapes
-Ad costly machined parts were minimized where possible.
Each configuration features a single-stage centrifugal compressor
with continuously variable inlet guide vanes. Aluminum was chosen for
o"vst compressors, except the higher pressure ratio recuperated engine
where 17-4 pH was used because of the higher discharge temperature.
A single-can combustor with a vaporizer fuel injector was
selected to provide the lowest system cost and possibly the lowest
_-nissions for each engine configuration.
A single-stage radial turbine was used for each single-shaft
engine and the gas generator stage of the free-turbine engine. An
--~ial power turbine stage was employed in the latter unit.
The maximum turbine inlet temperature was limited to 19000F for
both single-shaft engines, so that the desired 200-hr life could be
achieved with a cast turbine wheel without rotor cooling. For the
free-turbine engine, the turbine inlet temperature was limited to
l8500F to achieve the required life without cooling, since the rela-
tive blade temperature is higher due to the lower expansion ratio
across this first-stage of the turbine.
AT-6l00-R7
Page 8-1
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AIRESEARCH MANUFACTURING COMPANY OF ARIZONA.
... DIVISIDN DF' THE GARRETT CORPDRATION
Engine life at maximum power was estimated in the required range
of 200 hr for each of the regenerated candidate engines. The recuper-
ated turbine life is somewhat marginal because of the high tip-speed
required for the higher pressure ratio engine.
To achieve the 200-hr life at maximum power, the pressure ratio
would have to be reduced, thus reducing the maximum engine speed, or
the maximum turbine inlet temperature could be slightly reduced to
obtain the required life.
Each engine was mounted on foil-type gas bearings to eliminate
the oil lubrication system normally provided on gas turbines. Some
of the advantages of the gas bearing system are:
(a)
(b)
(c)
(d)
(e)
(f)
Reduction in weight and volume
Elimination of power demands and complexity for oil pump-
ing and scavenging
Elimination of oil cooling, defoaming, and filtering
requirements and associated installation and maintenance
problems
Reduced requiremenents for servicing and accessibility
Reduced initial cost and cost-of-ownership
Elimination of bearing temperature restrictions due to the
oil
Inlet air filtration can be achieved through a conventional
paper filter with a rated flow of about twice the maximum inlet air-
flow, to allow for severe dust conditions. Commercially available
AT-610.0-R7
Page 8-2
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA.
A DIVISION OF' THE BARRETT CORPDRATIDN
filters can remove particles to 2-3 microns with'a clean restriction
of about 0.4 in. of water.
Water injection is accomplished by spray jets at ,the compressor
inlet. The water is not expected to have any harmful effects on the
engine, provided de-ionized water is used. A suitable chemical agent
might be added to the water periodically to remove the road film col-
lected on static and rotating parts.
Significant engine design characteristics for the candidate
cycles are shown on Table 8-1. All performance nurnbe~s in this
are values computed for thelOO-percent power design-point.
table
8.1.1
Rotary Regenerators
Rotary regenerator sizing studies were conducted 'to aid in the
selection of engine design-point conditions. .The glass-ceramic matrix,
. . I
employed in this investigation, is assumed to have the following
properties:
Surface density, ft2/ft3 = 1728
I
Porosity = 0.72
,
Passage hydraulic diameter, in. = 0.02
Matrix web thickness, in.
=
0.00357
Material density, lb/ft3
=
171
These matrix properties are target values propos~d by the Corning
Glass Works for "J" process Cercor discs. The required disc diameter
AT-6l00-R7
Page 8-3
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TABLE 8-1
CANDIDATE ENGINE DESIGN CHARACTERISTICS*
Components
Compressor
Inlet Temperature
Airflow
Pressure Ratio
Efficiency
Speed
Impeller Diameter
Polar Moment of Inertia
Materials
Combustor
Inlet Temperature
Efficiency
Compressor Turbine
Inlet Temperature
Pressure Ratio
Corrected Airflow
Efficiency
Rotor Diameter
Polar Moment of Inertia
Material
Blade Inducer Stress
Blade Exducer Stress
Disc Average Tangential
Minimum Life
Stress
Power Turbine
Inlet Temperature
Pressure Ratio
Corrected Airflow
Efficiency
Rotor Diameter
Polar Moment of Inertia
Ma,terial
Speed
Blade Root Stress
Di~c Average Tangential
Blade Life
Stress
Heat Exchanger
Type
Effectiveness
Mat.erial
Leaj{age
Performance
Specific Fuel Consumption
Power
Unit
. oR 2
Ib/sec
%
rpm
in. 2
Ib-in.-sec
OR
%
OF
Ib/sec
%
in. 2
Ib-in.-sec
ksi
ksi
ksi
hr
OF
Ib/sec
%
in. 2
Ib-in.-sec
rpnt
ksi
ksi
hr
%
Ui/hp-hr
shp
Single
Shaft
518.7
1. 748
4.607
0.822
70,228
5.551
0.0064
1690
99.9
1900
3.659
0.828
0.890
6.145
0.0254
50-60
35-45
45-55
175-225
Configuration
Free
Turbine
518.7
2.106
4.558
0.813
67,500
5.94
0.00646
Aluminum
1660.0
99.90
Single
Shaft
518.7
1. 218
4.607
0.8]]
84,100
4.634
0.0018
-
1690.0
99.90
1850.0 1900.0
2.026 3.659
1.001 0.577
0.880 0.890
5.55 5.13
0.0152 0.0103
INca .713C
43 . 53
30-45 30-44
43 50
125-+75 175-225
1516.0
1.769
1. 956
0.88
6.21
0.0192
55,200
66
55
50~100
~
0.90
Rotary
Regenerator
I 0.90 Io.90
Ceramic
5.4
5.4
0.41
155.0
5.4
0.423
175.0
*All performance numbers are values for the 100% power, design-point.
assumptions used in these calculations.
AT-6100-R7
Page 8-4
0.410
1018.0
Single
Shaft
518.7
1. 207
6.413
0.790
83,600
5.26
0.00721
17-4 pH
1571. 4
99.9
1900.0
5.092
0.435
0.875
6.025
.0.0228
67
50-65
82
50-100
Counterflow
Recuperator
0.85
0.0
O. 4 34
125.0
See Section 2 for
-------
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L~':
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
/II. DIVISION 0" THE GARRETT CORPORATION
-Id thickness were determined as a functiqn of effectiveness and
fractional pressure drop by a computer program, using experimental
friction factors and heat-transfer data supplied by Corning.
To illustrate the results of this investigation, regenerator siz-
ing data are depicted for the single-shaft engine. The nominal air-
and gas-side conditions are listed below:
Air Side
Gas Side
Flow rate, lb/sec
Inlet temperature, oR
Inlet pressure, psia
1.129
861
66.0
1.225
1781
15.91
Disc diameter, thickness, and weight are plotted versus air-side
effectiveness for a single-disc regenerator-in Figure 8-1, assuming
l5.3-percent blockage by the seals and hub area. Equal air- and gas-
side areas are assumed. Similar data are plotted in Figure 8-2 for a
twin-disc design having 22.3-percent blockage. Percent of blockage
figures are tentative and are the result of an earlier AiResearch
study. Disc rotational speeds vary from 20 to 60 rpm, as required,
to satisfy the rotational thermal capacity ratio.
8.1.2
Fixed-Boundary Recuperators
The metal plate-fin matrix, assumed in the calculations, has the
following characteristics:
Air Side
Gas Side
Surface Designation
Number of fins per in.
rin height, in.
20R-.100-.125-.004
20
0.100
l6R-.153-.l43-.004
16
0.153
AT-6l00-R7
Page 8-5
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8
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Ai RESEARCH MANU~ACTURINa COMPANY O~ ARIZONA
A DlylBION OJ' THE DARRETT CDRPORATIDN
23
I I I I I I I I I ~
NOTES: /
1. SINGLE-SHAFT REGENERATED ENGINE V
SINGLE--DISC CERCOR MATRIX /
J-172S--0.720 /
2. BLOCKAGE = '15.3 PERCENT ./
3. ROTATIONAL THERMAL CAPACITY ~ ~
;'
RATIO = 5 ./~. ;'
~."
~ ~ ,,'" / ~
---- "
-- ~ ,,- /'"
- ----- ,... '
............- /
"",..,...-- --- ' ~...
~ 10-' 1/
..,.-
..,. - . .......... ~
-- -- ~..
~
ioo-- ~ ~.. A~
- .-.-.
--- -- . ~,
"'III -
> A . -
---
TOTAL FRACTIONAL PRESS DROP: ~ ~ i
0.04 /
---
--_._--~- 0.06 ~ ~.. : ..
,
I--- - 0.08 .A ./
~ ~." ,/' 1/ ,.
~ /
'-#
:::;e-"""" .../ ;, .,
- ;/ '" ' ,~
~ .",. ~ ~
.." """ ... "'" / """
~. " :. ...', :
/" ' ,,'.'
~ " ;. ~
~. ".... ' V
' ,..... /
----. " .. ,.
- ... .-'" - - /
- -...- ....... ' "...."
.. ............ ... .-
---- -- ............. """
",,_ ...- ~
... 1-- .. ---
,....-- ---
~
- ~
-
22
21
19
18
17
16
15
14
2.8
2.6
1.2
1.0
o
0.80
0.82
0.88
0.90
0.84
0.86
0.92
0.94
AIR-SIDE EFFECTIVENESS
CERCOR REGENERATOR SIZING CHARACTERISTICS
FIGURE 8-1
AT-6100-R7
Page 8-6
",
18 '.""
16
III
14 ,...:I.:
..'
'. ',,8.'
'];2., :,'i~r,
': ,;~":
,~O~
-.U.,
8' t/), '
, H
Q,.
6
:~4 ,
, i
0.96
-------
I---~- ----
I
~
1
.
Z
H 1
..
p::
rx:1 1
8
rx:1
~ 1
~
H
0
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00
H
0 1
.
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H
~ 1.
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AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
lit. DIVISION 0" THIE DARRETT COAPORATION
17
NOTES: ~
1. SINGLE-SHAFT REGENERATED ENGINE ./
6 ~
TWIN-DISC CERCOR MATRIX V
J-1728-0.720 ~
5 - 2. BLOCKAGE = 22.3 PERCENT
3. ROTATIONAL THERMAL CAPAC~""""""'" ~ ~
1,""
4 - RATIO = 5 ~ ."
." I-'"
--L..--~ ....""' '''' ,/
3 .. ~
... .....
;:::- ~ Io-"" ~'"
- 1-"""- -- -- ............
2 -
1-- - ....- ""
-- --.
--.. -- 1-""""
1 - -'
- - 1-'"
-- -- J.~
--
0 If
TOTAL FRACTIONAL PRESSURE DROP:
, 0.04 #
------ 0.06 ~
--- 0.08 ~"
~ ~
8 ~..: -
~ ?/
/'
6 ~
.4 ~'~ ' ,,
4 /
.--. - ./
I~ /'
- ....... ~'
2 ~
- ~-- / I "
I""""" "
0 ~, ..,
,/ '" V '
,
8 V ~.....
---- ,"'" ,.. V
-- "' ./
- -.... ""
6 ....
-' ~ ...."" ~
~ ....- ........ /
4 -. ~
I--'"'"' -- 10-- V'....
-- ".....,.
2 -.... ~
~ ~
........-
0- - L--
0
1
1
2 .
2 .
2.
1.
1.
0.80
0.82
0.84
0.86
0.90
0.92
0.94
0.88
AIR-SIDE EFFECTIVENESS
CERCOR REGENERATOR SIZING CHARACTERISTICS
FIGURE 8-2
AT-6100-R7
Page 8-7
20
18
16 p:J
H
14 8
ffi
12 H
rx:1
~
10 u
, 00
H
8 0
6
4
0.96
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
lit DIVISION Dr THE GARRETT CORPORATION
Air Side
Gas Side
Fin thickness, in.
Surface density, ft2/ft3
Hydraulic radius, ft
Fin area f surface area
Material density, Ib/ft3
Se~arator plate thickness, in.
0.004
250
0.001295
0.676
494
0.01
0.004
292
0.00175
0.718
494
'0.01
..
\ :.
The Cer-Vit matrixes were assumed to have a square flow passage,
with a fin pitch of 22.2/in. and a fin thickness of 0.005 in. The
ac~ual passage heights were varied in the study, since these can be
readily tailored to meet customer requirements. Cer-Vit has a density
of approximately 156 Ib/ft3and can be fabricated in a wide range ~f
shapes and sizes.
Comparisons of core. stack height and volume for counterflow metal-
lic, counterflow ceramic, and crossflow ceramic recuperators for the
.' .
single-shaft engine are shown in Figure 8-3.
8.2
MANUFACTURING COST ESTIMATING PROCEDURE
The manufacturing plan for producing a gas turbine engine and
power transmission for the conventional family automobile would, of.
necessity, include a facility with equipment optimized for the tech-
nQlogy required for the uniqueness of the gas turbine product. The
pLan visualized is a concept of advanced total automation with comput-
erized controls that have complete control of processing, starting
with raw material through final assembly and test. The automated
equipment would be a continuous-flow type tailored to the distinct
features of the gas turbine engine, such as thin cross sections of the
air foils, super alloys, and high accuracies required for the high-
speed rotating components. Under these conditions, the cost of
AT-6100-R7
Page 8-8
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~
AI RESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
A DIVISION OF' THE QARRETT CDRPORATIQN
NOTES: ,
1. SINGLE-SHAFT RECUPERATED ENGINE /J
2. COUNTERFLOW CORE ASPECT RATIO = 2 "
/'
3. TOTAL FRACTIONAL PRESSURE DROP = 0.06 ~.
, ~T /~
, ~
~// ~
...".~
" ~ ~.- -
~.. ? -......
---
~ .....~:::;. --- .,.
---- -- V
~ -----: --:.: ---
. - -- ,- ~
,- ' ----
""" - ----
---
--- ~
...
METAL COUNTERFLOW 20R-0 .100-0 .12,5-0.004/
16R-0.153-0.143-0.004
'!IIi ---- __CER-VIT CROSSFLOW 22. 2R-0. 045-0. 005/
, 22.2R-0.045-0.00S
~ - __CER-VIT COUNTERFLOW. 22'. 2R-0. 045-0 ~ 005/
22.2R-0.04S-0.00S
- - -CER-VIT ,COUNTERFLOW2'2".'2'R":"O. 045-0.005/
lS.3R-0.065-0.005 ~
----
--;-
---
-- -
-
,
'-
- -
- - -
-
-- ~-- --- -- ---
-- --- -- ~--
--- =-
1.8
1.6
M
E-t 1. 4
rz.t
...
~ 1.2
::>
H
o
:> 1.0
t!
8 0.8
0.6
0.4
24
.
Z 22
H
..
E-t
E 20
H
riI
=x:
~ 18
u
IC(
~ 16
riI
~
8 14
12
0.74
0.76
0.78
0.80
0.82
0.84
0.86
AIR-SIDE EFFECTIVENESS
COMPARISON OF RECUPERATOR CONFIGURATIONS
FIGURE 8-3
AT-,6100-R7
Page 8-9.
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AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
A DIVISION or THE: 'GARRETT CORPORATION
producing the hardware would tend to approach the material costs, with
direct labor accounting for only a small portion of total manufactur-
ing cost.
These optimized automated facilities are assumed to exist, in
-determining the material and manufacturing labor costs. However, no
estimate was made of the capital. expenditures required to achieve the
facilities; therefore., the costs do not include allowance for' amorti-
zation of non-recurring expenses.
Raw materials, like the facilities, must be controlled to forms
compatible with the processes, to minimize handling and stock-removal
'operations. Material costs include all those incurred in delivering
.the material ready for final processing, such as extruding, rolling,
machining, or forming. As an example, material costs of castings and
forgings include the primary metal plus the labor involved in the pro-
,cess so that the only remaining direct cost is the manufacturing labor
required for final machining.
Estimates of casting material costs include the salvage value.
incurred by recyciing excessive casting material inherent to this pro-
cess. However, the final cost of the part is not adjusted' for the
reclaimable value of scrap, such as heavy meltings, turnings, and
,stamping clippings.
The costs estimated for the gas turbine engines in this analysis
are considerably lower than those obtained from'the present aircraft-
, '
type engines and extrapolating to large volumes. The primary reason
,is that the engines discussed here were designed for low cost rather
than light weight. Where possible, the parts of the automobile
engines were designed as castable rather than as lightweight sheet
metal. As a result of the low cost design, the engine is much heavier
'than a comparable aircraft engine but is considerably lighter than the
'comparable spark-ignition engine.
AT-6100-R7
Page 8-10
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AIRESEARCH MANUFACTURING COM"ANY OF ARIZONA
It. DIVl81DN Q' THE DAAllcn ca....O,.ATIDH
The manufacturing costs of
established by an economic plan
_~uipment manufacturer.
producing the hardware were
typical of a normal transportation
Preliminary make-or-buy decisions were made to determine the type
or mix of hardware that would be best suited for manufacturing "in-
house" or procuring from an outside vendor--the lowest cost being the
most important criterion. The ultimate decision would have to be made
on the basis of the final design from that manufacturer electing to
produce this type of equipment. For purposes of this report, a deci-
sion to purchase a part will be indicated in the estimate breakdown
for each proposed system. The purchasing plan will be one of placing
managed contracts with competitively selected vendors on an annual
basis to obtain the lowest cost.
In computing manufacturing costs, the direct la~or rate was
obtained from the October 7, 1971, issue of the Mont~ly Labor ReviewlO
for transportation equipment workers. The manufacturing labor cost
was determined as follows:
Direct labor
Fringe benefits (approx.
Manufacturing overhead
Manufacturing labor cost
35 percent)
$ 4.40/hr
I.60/hr
4.00/hr
$lO.OOjhr
Manufacturing overheat cost is an estimated number, ~ince it includes
many variables that are dependent upon the type and location of the
facility and the accounting procedures of individual companies or cor-
porations. In general, this information is treated as highly propri-
etary and, for competitive reasons, is not divulged. Because of the
unknowns in manufacturing overhead costs and potential future escala-
I
tions above the 1971 level, the final cost numbers would have to be
adjusted before the initial production date.
AT-6l00-R7
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.~I
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A D1VIStON OF' THE: GARRETT CDRPDAATtDN .
Estimates were based on producing 1 million engines per year of
each concept, as depicted by the engineering conceptual layout. Each
individual detail was analyzed for cost by taking into consideration
material cost, form, weight, and complexity, with the production rate
for the controlled, single-purpose equipment. An example typical of
the logic used in determining manufacturing costs is given in detail
for a compressor. impeller .as follows:
Compressor Impeller - Radial Flow Sinqle-Shaft
Engine, Recuperated
Material.
Finished machine weight, lb
Finished cast weight, lb
Gating, lb
Pour weight, lb
17-4 pH
1.8
2.0
10.'0
12.0
Casting Process
Manuf acturing
Time, hr .
Dollars
Wax molding
Assembly
Investing
Dewax and insulation
Casting - pouring
Knockout
Cut-off snag and bend
Firs~ inspection (visual andzyglo)
0.100
0.025
0.245
0.040
0.060
0.030
0.125
0.100
1.00
0.25
2.45
0.40
0.60
0.30
1.25
1.00
0.725
7.25
4.00
Material cost
Yield, 90 percent
Marking and master heat qual.
o .050
11.25
13.23
2.50
15.73.
17.47
0.50
Yiel~, 85 per6ent .
Final inspection (x~ray and dimen.)
0.250
TOTAL
17.97
AT-6l00-R7
Page 8-12
-------
Manufacturing
Time, hr Dollars
0.050 0.50
0.050 0.50
0.050 0.50
0.035 0.35
0.030 0.30
0.041 0.41
0.016 0.16
0.025 0.25
0.083 0.83
0.380 3.80
18.00
3.80
21.80
,---~~---,----;.--------
~
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIvrSION 0' TH~ GARReTT CORPORATION
Machining Process
Contour turn aft end, bearing diam,
and large outside diam ,
Face end, spot drill, drill and
countersink aft end
Face, spot drill, bottom drill, and
countersink front end
Grind large outside diam and tip
shroud
Grind bearing diam and end face
Grind inside diameters
Deburr
Shot peen
Balance
Material cost - casting
Manufacturing cost
TOTAL
Manufacturing costs of purchased engine and transmission parts
(such as bearings, seals, the regenerator drive motof, hydraulic
, .
clutch, and similar parts) were obtained from manufa~turers. (A list
of manufacturers consulted is given in Section 13.) Manufacturing,
costs of vehicle accessories (such as the alternator, battery, starter,
etc.) were obtained through automotive marketing per~onnel.
8.3
DESIGN LAYOUTS AND COST ESTIMATES
Design layout drawings of the candidate engines and transmissions
are shown in Figures 8-4 through 8-9. Detailed parts lists, including
estimated manufacturing costs, follow each layout (T~bles 8-2 through
8-7, respectively).
Control system costs and weights for two types of systems, the
hydromechanical and electronic, are estimated on Tables 8-8 and 8-9. '
AT-6l00-R7
Page 8-13/8-14
-------
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REGENERATED FREE-TURBINE ENGINE VARIABLE INLET
GUIDE VANES AND POWER TURBINE NOZZLES
FIGURE 8-4
AT-6100-R7
paqe 8-15/8-16
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TABLE 8-2
REGENERATED FREE-TURBINE ENGINE
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1 ImDeller. ComDressor InvCst AT. 1 1. 00 5.00 0.15 1 5n 6 50
2 Wheel, Turbine InvCst 713 1 4.11 12 00 0 40 4nn 16 nn
.3 Shaft Imoeller. ComD Bar 17-4 1 0.56 7 Rn n n1 n 1 n 7 Qn
4 Shaft Imneller Turbine Tubina A2R6 1 n 77 1 7'1 n nl n 1 n 1 '1'1
5 Seal, Labyrinth Tubinq 440 1 0.20 0.11 0.055 0.55 0.66
6 Slinqer, Oil PwrMtl 4600 2 0.04 0.25 0.02 0.20 0.4'5
7 Retainer, Bearinq PwrMtl 4600 1 0.01 0.20 0.01 0.10 0.30
8 Gear, Bevel, Spiral Bar 4620 1 0.35 0.06 0.32 3.20 3.26
9 'Nut Bar 4130 1 0.15 0.03 0.015 0.15 0.18
10 Bearina. Ball Purch M-50 3 0.45 18.00 -- -- 18.00
11 Wheel, Turbine InvCst 713 1 2.33 35.00 0.17 1. 70 36.70
12 SDacer, Bearina Tubina 1141 1 0.15 0.01 0.015 0.15 0.16
13 Retainer, Nut Sheet 4130 1 -- 0.01 0.003 0.03 0.04
14 Nut Bar 4130 1 0.02 0.01 0.01 0.10 0.11
15 Carrier, Bearinq InvCst 4130 1 0.70 4.00 0.04 0.40 4.40
16 Scroll, Compressor SndCst 'GM-60 1 24.00 15.00 0.15 1.50 16.50
17 Diffuser InvCst GM-60 1 15.00 13.60 0.25 2.50 16.10
18 Spacer SndCst Ni Rst 1 0.57 1. 50 0.03 0.30 1. 80
19- Seal Purch AsbCmD 1 -- 0.15 -- -- 0.15
20 Shroud InvCst 310S 1 1.55 12.00 0.05 0.50 12.50
,,' 7.00 0 OR n Rn 7 Rn
21 Counler. Scroll Forcma '310S 1 0.75
22 Inlet Imneller Turbine In"Csr 713 1 O,62 .,n nn n 1" ,.,n .".,n
23 Scroll, Inlet, Turbine SndCst 310 1 6.00 30.00 0.10 1. 00 31.00
24 Seal Purch Steel 2 0.10 0.30 -- -- 0.30
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TABLE 8-2 {contd}
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DESCRIPTION ~ ~ '! r.,"f ~ ~, 8 8
25 Housing, Stator InvCst HS-31 1 5.25 100.00 0.25 2.50 102.50
26 Carrier. Bearina. Turbine InvCst HS-31 , 1 1,63 '? nn n, n , nn , 'I nn
27 Support. Housina. Stator SndCst GM-60 1 6 60 ,:. nn n nA nAn' ,:. An
28 Bearina Assemblv Foil pwrMt-l 116r. 1 o?<; ?"7n n?? ? ')n A on
29 Shroud I i':hppt- "121 ? 0.60 0.90 0.01 O. , 0 1 00
30 Rinq, Retainer Bearinq Stamp Steel 1 -- 0.03 -- -- 0 0"1
31 Ring Stamp Steel 1 -- 0.05 -- - 0.05
32 Ring, Retainer Stamp Steel 1 -- 0.05 0.02 0.20 0.25
33 Ring, Stator InvCst HS-31 1 0.45 6.00 0.05 0.50 6.50
34 Housina Seal Fornnn A2R6 1 0 ?<;' 1,:.n n n':le: n ':Ie: 1 oe:
35 Seal. Turbine Purch Cbn/St: 2 -- 3.00 -- -- "I no
36 Sprinq. Compressor Wind Steel 1 0 10 onl=; -- -- '0 n,:.
37 Carrier Bearina Tubina 4130 ? 0 4<; 0' n n nc:: o,:.n n"7n
38 Shroud, Discharge, Turbine Sheet 321 1 6.00 5.75 0.025 0.25 6.00
39 Shroud, Discharqe, Turbine Sheet 321 -1 -- 0.25 2.50 2.50
40 Rinq, Spacer Tubina 4130 1 0.02 0.04 0.015 0.15 n 10
41 Plenum, Turbine SndCst GM-60 1 62.21 37.20 0.42 4.20 41.40
42 Housina. Bearina Carrier SndCSt GM-60 1 '2.37 10.00 O. , 5 1 e:n 1 1 <;0
, n n'l n n1~ n 1 e: n 1 A
43 Rinn Retainer 1'1'..1-.; ~~ 4110 1 O,?O '
44 Seal Purch ,hshCmp 1 -- 0.20 -- -- 0.20
45 Seal, Rotarv, Reaenerator Purch Stl/Cb: 2 3.56 10.00 -- -- 10.00
46 Rotarv, Reaenerato~ Purch Cramic 1 12.00 37.00 -- -- 37.00
~ -- - -
47 Housinq. Reqenerator SndCst GM-60 1 30.11 21.00 0.22 2.20 23.20
48 Washer Sheet 300 30 0.24 0.60 0.004 0.04 0.64
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TABLE B-2 (Contd)
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49 Washer, Sprinq Stamp. Steel 30 0.06 0.45 -- -- 0.45
50 Pin R1'Ir !';tppl 30 -- 0..45 -- -- 0.45
51 Nut, Self-Lockinq Bar A286 30 0.15 1.20 -- -- 1.20
52 Link, Actuator InvCst 17-4 30 0.21 15.00 0.60 6.00 21.00
53 Rinq Actuator InvCst A286 1 0.78 9.00 0.60 6.00 15.00
54 Bearinq. Sleeve R1d/WIc HS-25 I 0.28 1. 40 0.005 0.05 1. 45
55 Rinq SuPPort. Actuator Extrsn 21-6-9 1 0.31 1. 80 0.025 0.25 2.05
56 Housing, Vane Support Bar 303 30 3.25 5.70 0.03 0.30 6.00
57 Rinq Retaininq R1d/W1c A286 I 0.25 0.80 0;02 0.20 1.00
58 Bearina. Sleeve Tubina 440A 30 2 50 2.00 0.035 0 35 2.35
59 Vane Stator InvCst 713 30 1. 70 75.00 0.60 6.00 81. 00
60 Housinq, Access Gearbox SndCst GM-60 I 6.96 5.60 0.15 1.50 7..10
61 Gear Spur Fnrnna ~6'0 , 1'0 1 00 0'5 2.50 3.50
62 Nut Tllhina 4110 1 0 1>0 0 10 0 01 0.10 0 40
'6.1 C1'Irripr. Bo~Y"; n~ r.M-I>O 1 , 41. 1 00 0 10:; 1 0:;0 4 0:;0
1>4 !,:p1'I1 Pllr,..h " .'-ro. 1 -- 0 l' -- -- 0 12
65 Bearinq. Ball Purch 52100 6 0.54 3.12 -- -- 3.12
66 Spacer. Bearino Tubino 4130 3 0.38 0.15 0.015 0.15 0 30
67 Rino Retainer Tllhinn 4130 3 . O. 1>0 .. h?O 0 010:; 0 10:;- 0 10:;
68 Gear Bevel, Spiral Forqnq 4620 1 0.45 0.45 0.45 4.50 4.95
69 Gear, Pinion, Spur Bar 4620 1 0.50 0.08 0.12 1. 20 1. 28
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TABLE 8-2 (Contd)
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70 Shaft, Pinion Bar 6260 1 0.47 0.09 0.14 1. 40 1. 49
'71 "0" Rilla Mold c; , ,..no 1 -- 0 O? -- -- 0 O?
72 Housina. Gear SndCst GM-60 1 7 lR c; 1" 0 1 c; 1 C;O """
73 Gear, Idler Forqnq 6260 1 0.64 0.58 0.25 2.50 3.08
74 Bearinq Sleeve Tubina Bronze 2 0.08 0.12 0.03 0.30 0.42
75 Bearinq, Roller Purch M-50 1 0.13 8.00 -- -- 8.00
76 Gear Bar 6260 1 2.17 0.50 0.40 4.00 4.50
77 Support, Bearing SndCst GM-60 1 1. 47 1. 25 0.10 1.00 2.25
78 Bearing, Sleeve Tubinq Bronze 1 0.20 0.14 0.015 0.15 0.29
79 Bearina Sleeve Tubina Bronze 1 0.14 0.015 O. 15 0.29
80 Gasket Purch AsbCmD 1 -- 0.03 -- -- 0 O~
81 Spacer Tubinq 4130 1 0.23 0.08 O.O~ O.~O 0 ~R
82 Seal. Lip Purch 2 0 02 0 30 -- -- 0 ~o
83 Carrier, Seal Cst GM-60 1 0.28 0.50 0.04 0.40 0.90
84 Pulley Purch Steel 1 1. 42 0.65 -- -- 0.65
85 Retainer, Nut Stamp 4130, 1 0.14 0.01 0.003 0.03C 0.04
86 Nut Bar 4130 1 0.03 0.015 0.15 0.18
87 Gear, Worm, Purch Bronze 1 0.25 3.64 -- -- 3.64
88 Drive Motor, SE " ACCES: ORV LH l'
89 Wheel. Worm Gear Bar 4340 1 2.83 1 61 0 22 2 20 3 81
190 r.askpf- PnT"h 1 0.03 0..04 -- -- n n4
191 'Se..;1. PnT"h 1 0.01 O. 15 -- -- 0 1 <;
92 Bearina, Sleeve PwdMtl Bronze 1 0.16 0.30 0.005 0.05 0.35
93 Bearing, Sleeve PwdMtl Bronze 1 0.16 0.30 0.005 0.05 0.35
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TABLE 8-2 (Contd)
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.If, DESCRIPTION ~ $
94 -- -- -- -- -- -- -- -- --
Q' Cover InvCst GM-60 1 3.48 2.70 0,05 0 50 3 20
9E Screw, Machine lPurch Steel 8 0.26 0.08 -- -- 0.08
9~ Housina. Reaenerative Drive InvCst GM-60 1 5.03 3.60 0.085 0.85 4.45
9E Screw Machine 'Purch Steel 6 0.20 0.06 -- -- 0.06
9~ Ianition - Plua lPurch -- 1 0.15 0.20 -- -- 0.20
100 Cover. Quill Drive Tubina Al 1 0.10 0.03 0.007 0.0 0.10
iOl Accoustic Inlet Duct Purch P1stc 1 2.50 3.00 -- -- 3.00
02 Combustor Sheet 1018 1 3.70 0.35 3.50 7.20
03 Combustor Cnuer SndCst GM-60 1 43.26 18.48 0,.11 1.10 19 58
04 Combustor. ClarnD 'Purch 300S.5 1 1. 50 -- -- 1.50
-- -... .- 410S/S
05 SUDDort. Actuator InvCst 1 0.47 2.50 0.035 0.35 2.85
06 Rina. Actuator InVCst 440 1 0.78 6.50 0.055 0.55 7.05
07 Link, Actuator InVCst 17-4 12 0.08 2.40 0.24 2.40 4.80
08 P.in, Actuator Purch 410 12 0.06 0.06
09 Nut, Se1f-Lockinq Bar. Steel 12 0.05 0.12 -- -- 0.12
10 Bearinq, Vane Mold Plastct 12 0.03 0.48 -- -- 0.48
11 Vane Inlet InVCst 410 12 0.27 6.00 0.24 2.40 8.40
12 Ring, Vane Support SndCs'c GM- 60- 1 1.92 2.00 0.15 1.50 3.50
Miscellaneous Hardward and .. - -- -
Unidentified Detailed Parts 38.15 61. 00 -- -- 61.00
Assemblv Time n 50 5.00 5,00
.Totals 339.67 717.24 10.267 102.67 819.71
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AIRESEARi::H MANUF"ACTURING COMPANY OF" ARIZONA
lit. DIVI81DH 0'" THE DA'tltrTT ca."OItATIDN
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SINGLE REGENERATOR SINGLE-SHAFT ENGINE,
VARIABLE INLET GUIDE VANES
FIGURE 8-5
,.
AT-6100-R7
Page 8-23/8-24
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TABLE 8-3
SINGLE REGENERATOR SINGLE-SHAFT ENGINE
~
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DESCRIPTION .Q, ~ 0
1 Impeller Inv Cst Al 1 0.60 3.30 0.15 1.50 4.80
2 Wheel. Turbine Inv Cst 713C 1 4 11 ~5.00 n 52 5 20 40 20
3 Shaft Wheel Bar 4340 1 0 18 0.34 0.014 0.14 0.48
4 Shaft BeaT'inn FornnN 4~4n 1 1 17 4.no 0 18 1 80 5.80
" Fni1 Tn... 7C;n , n n1 n 7n n nil n 4n n 70
6 Foil Assemblv. Bearina Sheet lIne 750 16 0.03 0.30 0.16 1.60 1. 90
7 Carrier Bearina PWrMet 303 2 0.57 2.40 0.06 0.60 3.00
8 Coup1inq, Spline Bar 4340 1 0.08 0.10 0.062 0.62 0.72
9 Nut Bar 4340 1 0.02 0.03 0.022 0.22 0.25
10 Core. Reaenerator Pureh Cramc 1 11.0 30.00 -- -- 30.00
11 Rina. Nozzle Inv Cst 713C 1 1. 23 20.00 0.12 1. 20 21. 20
12 Rina. Clamp RId Rnc 310 1 0.94 7.00 0.08 0.80 7.80
13 Scroll. Turbine Snd Cst 310 1 8.17 30.00 0.10 1.00 31.00
14 Shroud. Turbine Inv Cst 310 1 7.64 18.00 0.12 1.20 19.20
15 Rina Seal Inv Cst GM-60 2 0.40 0 40
16 Housina Inlet . ~nd Cst GM-60 1 21,41 10:; no 0.15 1 o:;n 16 50
17 Screw Machin.. 1/4-20 17-4 30 0.87 0.30 -- -- 0.30
18 Nut 1/4-20 17-4 30 0.20 0.30 -- -- 0.30
19 Housinq, Diffuser Inv Cst GM-60 1 14.98 13.60 0.25 2.50 16.10
20 Support, Turbine Inv Cs t Ni Rst 1 2.55 3.25 0.20 2.00 5.25
21 Rina Seal Inv Cst Ni Rst 1 0.10 -- -- 0.10
22 Rina Pilot Inv Cst GM-60 1 0.35 0.50 0.025 0.25 0.75
23 Plate. Seal Inv Cst 713C 1 0.49 4.50 0.065 0.65 5.15
24 Gasket -- ASB 1 0.11 0.15 -- -- 0.15
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t: . DESCRIPTION . tf! $ 0 t: $ ~ I 8 8
25 Housing, Exhaust Inv Cst GM-60 1 27.92 21. 00 0.22 2.20 23.20
26 Screw, Machine 1/4-20 Steel 36 1.16 0.36 -- -- n .16
27 Nut Bar Steel 36 0.23 0 36 -- -- 0 '16
28 Seal, Reqenerator Purch Stl Ctd 1 0.50 5.00 -- -- 5 00
29 Seal. Reqenerator Purch Stl Ctd 1 . 0 . <;0 c; nn -- - o:;nn
30 Gasket Stamp Asb Cmp 1 0 RO n?n -- -- n ?n
31 Housina Rea. Drive Inv Cs nct Irn 1 5 03 'I 6n n nRO:; n RO:; 4 4C;
32 Screw, Machine 1/4-1 Steel 16 0.46 0.12 -- -- 0 12
33 Nut. Bar Steel 16 0.10 0.16 -- -- 0 16
34 Worm Gear. Reaenerator Bar. Brn'7.t=> 1 n?c; "I ~4 - - ':t ~A
35 Bearinq Worm Gear Bar Steel 1 0 0<; 0.06 n O?c; . n?c; n ':tl
36 Drive Motor Reaenerator S"'" T.; ".
37 Gasket I",+-~~- A~b ('mn 1 00'1 n nA - -- n n A
38 Cover. Iilv Cst Dct Irn 1 3.48 2.70 0.05 0.50 3.20
39 Seal I ~;~~p TFES+l 1 0.01 0.15 -- -- 0.15
40 .Bearing, Worm Wheel PwrMet Brnze 2 0.31 0.60 0.01 0.10 0.70
41 Wheel, Worm Bar 4340 1 2.83 1. 61 0.22 2.20 3.81
42 Housing, Center SndCst Ni Rat: 1 60.98 52.00 0.28 2.80 54.80
43 Liner, Combustor Sheet 1018 1 6.25 3.40 0.32 3.20 6.60
44 Cover Snd Cs 1 GM-60 1 26.35 16.80 0.10 1. 00 17.80
45 Clamp Cover Purch 300S/S 1 -- 1. 50 -- -- 1. 50
,4..6 .Fittlna., F.uel u Bar 300S/S 2 0.10 0.02 0.01 0.10 0.12
47 Gasket Stamp Asb Cmp 2 -- 0.10 -- -- 0.10
48 Tube Assemblv. Fuel Purch Teflon 1 -- 0.15 -- -- 0.15
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TABLE 8-3 (Contd)
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DESCRIPTION ~ $ 0
49 Plenum Half, Upper Snd Cst GM-60 1 5.27 4.50 0.05 0.50 5.00
50 Plenum Half, Lower Snd Cst GM-60 1 2.77 2.75 0.05 0.50 3.25
51 Seal, Inlet Mold Plastc 1 0.10 0.05 -- -- 0.05
52 Seal, Inlet Mold Plastc 1 0.10 0.05 -- -- 0.05
53 Filter, Air Se e Acces ory Li~t
54 Cover, Filter Mold Plastc 1 1. 54 0.18 -- -- 0.18
55 Support, Actuator Inv Cst 410S/S 1 0.47 2.50 0.035 0.35 2.85
56 Ring, Actuator Inv Cst 440 1 0.78 6.50 0.055 0.55 7.05
57 Link, Actuator Inv Cst 17-4 12 0.08 2.40 0.24 2.40 4.80
58 Pin Actuator Purch 410 12 0.06 -- -- 0.06
59 Nut, Self-Locking Bar Steel 12 0.05 0.12 -- -- 0.12
60 Bearing, Vane Mold Plastc 12 0.03 0.48 -- -- 0.48
61 Vane Inlet Inv Cst 410 12 0.27 6.00 0.24 2.40 8.40
62 Ring, Vane Support Snd Cst GM-60 1 1. 92 2.00 0.15 1.50 3.50
Ianition Plua Purch. -- 1 0.15 0.20 -- -- 0.20
Cover. Oui11 Drive Tubina AC 1 0 10 0.01 0.007 0,07 0 10
H?O In;ection Tubes 0.125D SIS 3 0.15 0.90 0.01 0.10 1.00
Acoustic Inlet Duct Purch Plastc 1 2.50 3 00 -- -- 3.00
Bolts Nuts Misc~ Hardware and
Unidentified Detail Parts 26.00 41.40 -- -- 41.40
Assembly Time -- 0.34 3.40 3.40
Totals 256.35 380.56 4.815 48. 15 428.71
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AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
A CUV1810"l cr THe D...."£T'T C:O."O."'TIC'"
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SINGLE-SHAFT ENGINE WITH CERAMIC COUNTERFLOW RECUPERATOR,
VARIABLE INLET GUIDE VANES
FIGURE 8-6
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~Ul AT-6100-R7
Page 8-29/8-30
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TABLE 8-4
SINGLE-SHAFT ENGINE WITH CE~MIC COUNTERFLOW RECUPERATOR
[:..,
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! tfl I.:J (j&) {j~ R
$ 8 t! $' ~ [:.., ~~/{; {;
.I<, DESCRIPTION ~ ~ ~ t: ~ ~, 8 8
1 Impeller Inv Cst 17-4 1 1.80 18.00 0.38 3.80 21. 80
2 Wheel, Turbine Inv Cst 713C 1 4.11 35.00 0.52 5.20 40.20
3 Shaft, Wheel Bar 4340 1 0.18 0.34 0.014 0.14 0.48
4 Shaft, Bearing Forgng 4340 1 1.17 4.00 0.18 1. 80 5.80
5 Foil Assembly, Thrust Sheet Inc750 2 0.03 0.30 0.04 0.40 0.70
6 Foil Assembly, Bearing Sheet Inc750 16 0.03 0.30 0.16 1. 60 1.90
7 Carrier, Bearinq PwrMet 303 2 0.57 2.40 0.06 0.60 3.00
8 Coupling, Spline Bar 4340 1 0.08 0.10 0.062 0.62 0.72
9 Nut Bar 4340 1 0.02 0.03 0.022 0.22 0.25
11 Rinq, Nozzle Inv Cst 713C 1 1. 23 20.00 0.12 1. 20 21.20
12 Ring, Clamp RldRng 310 1 0.94 7.00 0.08 0.80 7.80
13 Scroll, Turbine Snd Cst 310 1 8.17 30.00 0.10 1.00 31. 00
14 Shroud, Turbine Inv Cst 310 1 7.64 18.00 0.12 1. 20 19.20
15 Ring, Seal Inv Cst GM-60 2 -- 0.40 -- -- 0.40
16 Housing, Inlet Snd Cst GM-60 1 21. 41 15.00 0.15 1.50 16.50
17 Screw Machine 1/4-20 17-4 30 0.87 0.30 -- -- 0 30
18 Nut 1/4-20 17-4 30 0.20 0.30 -- -- 0 30
19 Housinq, Diffuser Inv Cst GM-60 1 14 98 11 60 0.25 2 50 16 10
20 SUDDort Turbinp Inv Cst NiRst 1 ? 0:;0:; ':!?o:; n?n ? nn o:;?o:;
21 Rina Seal Tnv Cst Ni Rsi: 1 -- 0 10 -- -- 0 10
22 Rina Pi1ni- Tnv ('si- r.M-6n 1 0 1'\ n o:;n n n?o:; n?o:; n 70:;
23 Plab> 1';",,,,1 Tnv ('",i- 711(' 1 n dQ d I;;n n nI:l;; n 1:1;; I;; 1 I;;
24 Gasket Purch ASB 1 0.11 0.15 -- -- 0.15
NOTE Item 10 - Not Assigned
Items 25 - 41 Not Assigned
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36
42 Housina. Center Snd Cst Ni Rat 1 60.98 52 00 0?8 2 An <;4 80
43 Liner. Combustor Sheet 1018 1 6.25 1.40 0 12 'I 20 ':;':;0
44 Cover Snd Cst GM-60 1 26.35 16.80 0.10 1.00 1 7 . 80
4" Claron Cover Purch 1001':/1': 1 -- , "n -- -- 1 "0
46 Fi ttin(J Fuel purch 1001': I!': ') 0 10 0 O? 0 01 0 10 0 1?
47 Gasket purch AsbCmn 2 -- n 1 n -- -- 0.10
48 Tube Assemblv Fuel purch Teflon 1 -- n 1" -- -- 015
49 Plenum Half Unner Snd Cs t GM-60 1 5 27 4 50 0 05 0 "0 "00
50 pl<>,..,,,m J.T",1f' T.n..,,,,,.. I':nn ['''' t r.M-':;O 1 ') 77 ') 7" n n<:: n <::n ~ ')<::
51 Seal Inlet Mn1n P1"",t-... 1 0 H\ n n<:: -- - 0 0"
~_2 Seal Inlet Mn1n P1"",t-... 1 0 10 n n<:: -- -- n 0"
53 Filt-er Air !,:" T~
54 r'nu<>r F; 1 r<> r Mn1..'! P1",c:r,... 1 1 <:: II. n, 0 -- - n '0
55 - T,..,,, r" + 11.1 Oe: Ie: 1 n 11.7 .., I:n n n")1: n")1: .., 01:
56 ",i,..,n Tn" r,,+ 11.11.0 , n 7A C I:n n nI:l: n .,,= ... nl:
57 Link. Actuator Inv Cst 17-4 12 0.08 2.40 0.24 2 4n 4.80
58 Pin. Actuator purch 410 12 -- n 01; -- -- n 01;
I"q Nut:. S<>lf'- e:+-<><> 1 12 0 n" n 1') -- -- n 1')
Ihl) BearinrJ Van'" Mn1n p,,,,,,+-,... 1 ') 0.0'1 n II.A -- -- n ilA
It::, tl<>"'~~n~ Tn''''+- Tn" ,,~.. iI,O 1 ') 0 ')7 t:: nn n ,)A .., An 0 An
62 Rina. Vane SUDDort Snd Cst GM-60 1 1 92 2.00 0 15 1 "0 3 50
63 Housing, Recuperator Cstnq -- 1 30.00 27.00 0.10 1.00 28.00
Ih4 Recuperator Fab reraroic 1 55.70 60.00 -- -- 60.00
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J<, DESCRIPTION ~ $ 0 t: $ $ I 8 8
65 Exhaust Manifold Inv Cst GM60 1 17.00 17.00 0.08 0.80 17.80
66 Seal, Recuperator Purch 347s/s 1 0.20 1.25 -- -- 1.25
67 Seal, Recuperator purch 347s/s 1 0.20 1.25 -- -- 1.25
Iqnition PluQ purch -- 1 0.15 0.20 -- -- 0.20
Cover, Quill Drive Purch AC 1 0.10 0.03 0.007 0.07 0.10
H20 Injection Tubes 0.125D s/s 3 0.15 0.90 0.01, 0.10 1.00
Acoustic Inlet Duet Mold Plastc 1 2.50 3.00 -- -- 3.00
Bolts, Nuts, Mise Hardware and
Unidentified Detail Parts 30.00 47.70 -- -- 47.70
Assemblv Time -- -- 0.34 3.40 3.40
TOTALS 309.99 433.46 4.615 46.15 479.61
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A DWI.ION 0" TH£ GAoA8IIETT CO""'OIitATIDN
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AT-6100-R7
Page 8-35/8-36
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SINGLE-SHAFT ENGINE WITH PLATE-FIN COUNTERFLOW
RECUPERTOR VARIABLE INLET GUIDE VANES
-------
TABLE 8-5
SINGLE-SHAFT ENGINE WITH PLATE-FIN COUNTERFLOW RECUPERATOR
~
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.I<" DESCRIPTION Q, ~ ~ ~ ~ ~I 8 8
1 Impeller Inv Cst 17-4 1 1.80 18.00 0.38 3 RO 21 RO
2 Wheel, Turbine Inv Cst 713C 1 4 11 ':Ir:; 00 0 r:;., r:;.,n iln.,n
3 Shaft, Wheel Bar 4340 1 0.18 0.34 0.014 0.14 0.48
4 Shaft, Bearinq Forqnq 4340 1 1.17 4.00 0.18 1. 80 5.80
5 Foil Assemb1v Thrust Sheet Inc750 2 0.01 0 10 0 04 0 40 0 70
6 Foil Assemb1v Bearina Sheet Inc750 16 0 01 0 30 0 16 1 fiO 1 qO
7 Carrier Bearina PwrMet 303 2 0.57 2.40 0 06 0.60 3.00
8 Spline, Couplinq Bar 4340 1 0.08 0.10 0.062 0.62 0.72
9 Nut Bar 4340 1 0.02 0.03 0.022 0.22 0.25
" Rina. Nozz1", Tnu ('<=:+ 711(' 1 1 .21 20 00 0 12 1 20 21 20
12 Ring, Clamp RId Rnc; 310 1 0.94 7.00 0.08 0.80 7.80
13 Scroll, Turbine Snd Cst 310 1 8.17 30.00 0.10 1.00 31. 00
14 Shroud, Turbine Inv Cst 310 1 7.64 18.00 0.12 1.20 19.20
15 Ring, Seal Inv Cst GM-60 2 -- 0.40 -- -- 0.40
16 Housinq, Inlet Snd Cst GM-60 1 21. 41 15.00 0.15 1.50 16.50
17 Screw, Machine 1/4-20 17-4 30 0.87 0.30 -- -- 0.30
18 Nut 1/4-20 17-4 30 0.20 0.30 -- -- 0.30
19 Housinq, Diffuser Inv Cst GM-60 1 14.98 13.60 0.25 2.50 16.10
20 SUDDort Turbine Inv Cst Ni Rst 1 2 55 ':I.,r:; 0 20 ., 00 r:; 2r:;
21 Rina. Seal Tnu Cst Ni R<=:t 1 0 10 -- -- 0.10
22 Rina. Pilot Inv Cst GM-60 1 0.35 0.50 0.025 0.25 0.75
23 Plate. Seal Inv Cst 713C 1 0.49 4.50 0.065 0.65 5.15
24 Gasket Purch ASB 1 0.11 0.15 -- -- 0.15
Item 10 - Not Assigned
Items 25 - 41 Not Assigned
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60 Bearinq, Vane Mold Plastc 12 0.03 0.48 -- -- 0.48
1 fi 1 Vane. Inlet Inv CSt 410 12 0.27 6 00 0 24 ? 40 R 40
62 Rina. Vane SUDDort Snd CSt GM-60 1 1. 92 2 00 0 1<; 1 <;0 "I 50
1,;:"1 Housincr. ReCUDerator Cstncr GM-60 1 45.00 40.00 0.10 1. 00 41.00
~LI. Recunerator Fab 347 1 63.00 94.50 -- -- 94.50
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J<. DESCRIPTION ~ ~ ! ~ ~ ~ I 8 8
65 Exhaust Manifold Cstna GM60 1 22.00 I 15.40 0.08 0.80 16.20
66 Seal "I.47~/~ , 0.20 , . 20; - -- , .20;
67 Seal, Recuperator Purch 347S/S 1 0.20 1.25 -- -- 1.25
Ignition Plug Purch -- 1 0.15 0.20 -- -- 0.20
Cover. Quill Drive Tubina AC 1 0.10 0.03 0.007 0.07 0.10
H20 Injection Tubes U..L'<::>1J s/s 3 0.15 0.90 0.01 0.10 1.00
--
Acoustic Inlet Duct Purch P1astc 1 2.50 3.00 -- -- 3.00
Miscellaneous Nuts, Bolts,
Unidentified Details 30.00 47. 1C 47.70
Assembly Time 0.34 3.40 3.40
TOTALS 337.29 479.36 4.615 46.15 525.51
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FIGURE 8-8
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Page 8-41/8-42
-------
TABLE 8-6
VARIABLE SPEED TRACTION TRANSMISSION
$.,
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DESCRIPTION ~ ~ Q t: ~ ~ I 8 8
1 Shaft, Quill Bar 4340 1 0.13 0.36 0.14 1. 40 1. 76
2 Housing, Inlet Inv Cs GM-60 1 5.05 3.45 0.10 1. 00 4.45
3 Screw, Machine purch LC Stl 20 0.01 0.10 -- -- 0.10
4 Housing, Gear Snd Cs1 GM-60 1 17.06 13.50 0.26 2.60 16.10
5 Rina, P1anetarv Forana 4620 1 4.75 2.80 0.37 3.70 6.50
6 Planet Forana 4620 3 3.22 2.25 0.30 3.00 5.25
7 Sun Planetary Bar 4620 1 0.13 0.04 0.08 0.80 0.84
8 Sun Planetary Bar 4620 1 0.13 0.04 0.08 0.80 0.84
9 Shaft, Input Bar 4620 1 0.25 0.07 0.12 1.20 1.27
10 Ball Purch 4620 6 ~n;.~~ 0.18 -- -- 0.18
11 Spacer. Sun Bar 4620 1 0.04 0.02 0.06 0.60 0.62
12 Nut Bar 4340 1 0.03 0.015 0.025 0.25 0.26
13 Carrier Planetarv Forana 4620 1 1. 79 1.18 0.28 2.80 3.98
14 Bearina Planet Pwr Mt Brnze 6 0.34 1. 20 0.02 0.20 1. 40
15 Shaft. Planet Bar 4340 3 0.55 0.16 0.06 0.60 0.76
16 Bearina. Ball Purch SHOO 1 0.17 0.96 -- -- 0.96
17 Transmission Traction Purch Misc 1 35.00 15.00 6.0 60.0 75.00
18 Shaft Ouill Bar 4";20 1 1 28 0.30 0.082 0.82 112
~ 1 q D~~_~~~ R,," 1:,)'1\1\ , n , I: n ql'; -- -- n ql';
120 R.."..;n,.. <::,....u~ Pwr M.... D_~_~ , n n4 n, r:; n n, n, n n?r:;
I'), r.!..".. A"-.n , -. ')n , r:;n n r:;R r:; Rn 7 ":In
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2"1 Dis"'. Fri..,tinn <::+-"mD ~u-Gran 3 -- -- --
124 ni....... Fri ~...~~,., A":IAI\ .":1 , 7Q -- -- --
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TABLE 8-6 (Contd)
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DESCRIPTION ~ ~ 0 ~ ~ ~I ~8 8
25 Spacer, Disc pwr Met 4340 1 -- -- -- --
26 Cover, Clutch Pwr Met CstIrn 1 0.66 4.80 -- -- 4.80
27 Ring, Retaining Purch SprStl 1 ;I[c.~~ -- -- --
28 Plate, Clutch Pwr Met 4340 1 0.27 -- -- --
29 Piston Clutch Pwr Met GhtIrn 1 0.53 -- -- --
30 O-Rinq Mold Silcon 1 -- 0.02 -- -- 0.02
31 O-Rinq Mold Silcon 1 -- 0.02 -- -- 0.02
32 Carrier Seal Pwr Met FM Irn 1 0.22 0.30 0.025 0.25 0.55
33 Gasket Stamp Cmpsit 1 -- 0.02 -- -- 0.02
34 Spacer Bearinq Pwr Met FM Irn 1 0.04 0.15 -- -- 0.15
35 Seal, Lip Stamp TFE 2 0.02 0.30 -- -- 0.30
36 Bearing, Ball Purch 52100 1 0.17 0.96 -- -- 0.96
37 Bearina Sleeve Tubina Brnze 1 0.11 0.88 0.026 0.26 1.14
38 Shaft, Clutch Bar 4130 1 0.51 0.20 0.18 1. 80 2.00
39 Gear. Spur Pwr Met 4620 1 0.39 1. 80 0.025 0.25 2.05
40 Bearina Ball Purch 52100 1 0.17 0.76 -- -- 0.76
41 Shaft. Spline Bar 4130 1 0.42 0.20 0.11 1.10 1. 30
42 Housina Gear Snd Cst GM-60 1 17.52 12.00 0.26 2.60 14.60
43 Screw Machine Pnr,..h 1<'M 1 ""1 0.01 0 01
44 Shaft Idler Bar 1117 1 0 47 0 1R 0.05 0 '>0 0 68
4'> Tn1"'r P..,r Met 1 n n? 0 1'> -- -- 0 1 '>
46 Bearinq Ball Purch 52100 2 0.34 1. 92 -- -- 1.92
47 Gear, Idler Pwr M:!t 4620 1 3.93 4.50 0.17 1. 70 6.20
48 Gear, Output Forgng 4620 1 4.10 2.50 0.23 2.30 4.80
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DESCRIPTION ~ ~ 0 ~ ~ ~I ~8 8
49 Spacer pwr Met Iron 1 0.05 0.25 0.01 0.10 0.3L
50 Bearina. Roller Purch 52100 1 0.28 1. 25 -- -- 1 25
51 Retainer. Bearinq Pwr Met Iron 1 0.05 0.20 -- -- 0.20
52 Bearinq Ball Purch 52100 2 0.34 1. 92 -- -- 1. 92
53 Shaft. Outnut Bar 4130 1 1 12 0.54 0.1'; 1 <;0 7 04
54 Gasket Stamn Cm....~;" 1 - 0 01 - -- 0 01
55 Retainer. Seal Pwr Met Iron 1 0 1 A 0 25 0 01<; 0 15 0 40
56 Screw. Machine purch steel 4 0 04 0.12 0.12
57 Seal. Lin Stamn TFE 1 0.01 0.15 -- -- 0.15
58 F1;>nn<>. 0"""""" 1- 6760 1 1 00 n 70 0'0 , 00 , 70
59 Washer, Lock Stamp 1018 1 0.04 0.01 0.005 0.05 0.06
60 Nut Bar 1113 1 0.06 0.10 -- -- 0.10
61 Bearinq Cover Inv Cst GM-60 1 1. 37 1.00 0.05 0.50 1. 50
62 Gear. Bevel Spiral Bar 6260 1 0.20 0.04 0.50 5.00 5.04
63 Nut Bar 6260 1 0.02 0.02 0.01 0.10 0.12
64 Gear, Bevel Spiral Forqna 4620 1 0.43 0.39 0.58 5.80 6.19
65 Gear, Spur Bar 4620 1 0.12 0.03 0.055 0.55 0.58
66 Bearing, Ball purch 52100 2 0.30 1.06 -- -- 1.06
67 Carrier. Bearina Cstna 4620 1 0.40 0.08 0.08 0.80 0.88
68 Spacer. Bearina Tubina 4620 1 0.11 0.02 0.01 0.10 0.12
69 Spacer. Bearina Tubina 4620 1 0.02 0.02 0.01 0 10 0 12
70 Shim Stamn steel AIR AIR 0.03 -- -- 0.03
71 Cover Cstna GM-60 1 0.39 0.50 0.015 0.15 0.65
72 Rina Lock Stamn MilSt1 1 0 01 -- -- 0.01
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DESCRIPTION ~ $ 0 t: $ $1 $88
73 Nut Bar 4620 1 0.05 0.01 0.015 0.15 0.16
74 Gear, Spur Forgng 4620 2 1. 32 0.89 0.08 0.88 1.77
75 Carrier, Bearing Tubing 4620 2 0.52 0.10 0.05 0.50 0.60
76 Bearing, Ball Purch 52100 4 0.60 2.12 -- -- 2.12
77 Spacer, Bearing Tubing 4620 2 0.02 0.01 0.003 0.03 0.04
78 Ring, Lock Stamp Mi l&rL 2 0.10 0.01 -- -- 0.01
79 Nut Bar 4620 1 0.03 0.01 0.015 0.15 0.16
80 Ring, Retaining Purch Steel 1 0.01 0.03 -- -- 0.03
81 Ring, Retaining Purch Steel 1 See 0.01 -- -- 0.01
82 Washer, Thrust Stamp Steel 1 Item 0.04 -- -- 0.04
83 Pin Purch Steel 1 89 0.01 -- -- 0.01
84 Gear, Worm Bar 4620 1 0.04 0.096 0.96 1.00
85 Drive Tachometer Bar 4620 1 0.11 0.02 0.09 0 90 0 92
86 Housing, Lube Pump Pwr M+ GM-60 1 tern 89 1.00 0.04 0.40 1 40
87 Shaft Bar 4340 1 0.02 0.02 0.02 0.20 0 22
88 Rotor Set Lube PumP Pwr M+ Steel 1 Item R9 0 7S -- -- 0.7"
89 Housina Lube PumP Pwr M+l GM-60 ] 0.82 0 60 0.005 0 0'> 0 65
90 SDacer Bearina Tubina 4620 ] 0.10 0.0::1 0.01 0 10 0 1:>
91 Bearina. Ball P",..,..h ~?'nn ? n?n , nl:: -- -- , nl::
92 Pin P",..,..h ~b"",1 1 -- 0~01 -- -- 0 ()l
q3 ~",,,,1 J.in 'T'F'R~ 1 () 01 () 1" -- -- 0 ,,,
q4 N11T A",,.. 411?O 1 n.n? n n, n n'~ n, ~ n'l>
95 Gear Spur For ana 4620 1 0.58 0 50 012 1 20 1 70
96 Rina Lock Stamn Mi1STL 1 0 .01 0 .01 -- -- 0.01
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DESCRIPTION ~ ~ 0. t: ~ ~,~8 8
97 Retainer, Bearinq Tubinq 4130 1 0.40 0.20 0.015 0.15 0.35
98 Sheave V-Belt Cstna Iron 1 0.44 0.65 -- -- 0.65
99 Carrier Bearinq Inv Cst GM-60 1 1. 64 0.09 0.08 0.80 0.89
100 V-Belt Mold Rubber 1 0.23 0.60 -- -- 0.60
101 Bolt Bar Sreel 1 0.03 0 07 -- -- 0 07
10 Washer Stamn Steel 1 O.lR 0 01 -- -- 0 01
1103 Washer. Lock Stamn Steel 1 0.01 0.01 -- -- 0.01
04 Nut Bar Steel 1 0.02 0.03 -- -- 0.03
05 Bracket Stamu Steel 1 0.17 0.05 0.005 0.05 0.10
1106 Alter",,+-n,.. c::", T.; <:
07 Cornu Air Conditioner SE Ie Acces orv Lislt
08 Screw Machine I FI" r C::+-ppl /'; n .12 OO/'; -- -- n.o/';
Bolts. Nuts Misc Hardware and
Unidentified Detail Parts 10.50 12.36 -- -- 12.36
Assemblv Time -- 0.50 5.00 5.00
TOTALS 128.91 106.20 12.400 124.00 230.20
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FIGURE 8-9
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Page 8-49/8-50
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TABLE 8-7
VARIABLE SPEED BELT TRANSMISSION
f.,
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'" DESCRIPTION ~ ~ 0 ~ ~ ~I 88
1 Bearing, Roller purch M-50 2 0.33 16.00 -- -- 16.00
2 Gear, Pinion Bar 6260 1 0.31 0.05 0.16 1. 60 1.65
3 Shaft, Idler Bar 6260 1 0.50 0.68 0.08 0.80 1. 48
4 Bearina, Roller Purch 52100 1 0.20 1. 20 -- -- 1.20
5 Gear. Spur Pwr Mtl 6260 1 0.50 1. 50 0.025 0.25 1. 75
6 Gear. Spur Bar 6260 1 1. 21 0.55 0.19 1. 90 2.45
7 Cover Inv Cst M-60 1 2.88 1. 75 0.05 0.50 2.25
8 O-Rinq Mold VitonA 1 -- See Pa e 5
9 Piston, Clutch Pwr Mtl Grftzd 1 0.74 Includ ed in I ems 18 23
10 O-Rina Mold VitonA 1 -- See Pa e 5
11 Shaft Clutch Bar 6260 1 0.67 0.20 0.12 1.20 1.40
12 Bearina. Sleeve Tubina Brnze 1 0.13 0.08 0.026 0.26 0 34
13 Seal. Lio Stamo TFES'1'T, 2 0.02 n "10 -- -- n "In
14 Bearina Ball Purch 52100 1 0.16 0.96 -- -- 0 Q6
15 Soacer Pwr Mt FM S'1'T. 1 0 02 n 10:; -- -- n 10:;
16 Carrier. Seal I tit.,,,, Mt 1 J;'M C:"'T. 1 n "IQ n "In n n']o:; n ']0:; n 0:;0:;
17 Gasket IC:+-"mn 1 - 0 n'] - - n n')
18 Carrier. Pist-on tI",,.. Mt- 1 1 n R"I -- -- --
1Q tl1"+-,,, . ,; n~ -0..,,.. M+- 1 "+-,,,";1 1 n ';1 - --
20 Rina, Retainina Stamo SorStl 1 ~~c.~~ 4.An -- -- 4.80
21 Disc, Friction Stamp Cu-Gro 4 1. 82 -- -- --
22 Disc, Friction Stamp 4340 4 -- -- -- --
23 Spacer, Disc Pwr Mt 1 4340 1 0.68 -- -- --
24 Gear, Sour Forana 6260 1 3.04 1. 90 0.58 5.80 7.70
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DESCRIPTION ~ ~ ! ,,-'" ~ ~I ~8 8
25 Rina, Lock Stamp 1018 2 0.06 0.01 0.005 0.05 0.06
26 Nut Tubina 4110 2 O. 10 0 07 0 01" 0 1" 0 17
27 Seal LiT> i~~ TFEStl 2 0.0::1 0":10 -- - 0 ":10
28 Shaft. Oui11 Bar 4140 2 0 40 0 10 0 17 1 70 1":10
179 PM" M.. 1 tI.,:;oo 7 0 0<; 0":10 0 o? o?n 0 c;n
30 Sprinq Wire CrbStl 2 0.06 -- -- 0.06
31 Retainer Stamp MilStl 2 0.04 0.06 -- -- 0.06
32 Rina, Retainer Stamp SprStl 2 0.02 -- -- 0.02
33 Bearina, Sleeve Tubina Brnze 2 0.72 0.57 0.05 0.50 1.07
34 Cover Stamp MilStl 2 0.14 0 07 0 01 0 10 0 17
35 Piston. Sheave Bar 4130 2 0.59 0 70 0 04 0 40 1 .10
36 Seal Lip Stamp TFEStl 2 005 0":10 -- -- 0 ":10
37 Retainer B"'r LR ~t-1 ::1 0'2 0":10 -- - 0 ":10
38 Sheave Statinn",rv IR",r ('",t- ~;; wi 2 4.32 1.30 -- -- 1. 30
, "'"
39 Sheave. Movable Bar Cst Stl wI 2 5.09 1.92 -- -- 1.92
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40 Belt ~old Cmpsit 1 0.35 2.50 -- -- 2.50
41 Housing, Sheave Support Inv Cst GM-60 2 9.20 7.00 O.ll 1.10 8.10
42 Housinq, Transmission Snd Cst GM-60 1 55.91 44.80 0.45 4.50 49.30
43 Gear, Idler Pwr Mt1 4600 1 1. 84 3.00 0.14 1 40 4 40
44 Bearinq, Ball IPurch 52100 2 0.30 1. 92 -- -- 1. 92
45 Spacer ~wr Mtl 4600 1 0.05 0.05 -- -- 0 05
46 Shaft. Idler Bar 4130 1 0.59 0.011 0.02 0'0 0 2R
47 Screw. Machine 3/8x1. 0 FM St1 1 0.02 -- -- 0 02
48 Retainer. Seal IT-ubina 4110 1 0.16 0.07 0.07 0 70 0.'')
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~ DESCRIPTION ~ ~ 0. ~ ~ ~ I 8 8
49 Seal, Lip Stamp TFE/Stl 1 0.01 0.15 -- -- 0.15
50 Gear, Spur PwrMtl 4600 1 0.46 1. 80 0.025 0.25 2.05
51 Bearinq, Ball Purch 52100 2 0.34 1. 42 -- -- 1. 42
52 Gear, Output Forgng 4620 1 2.15 1.38 0.10 1.00 2.38
53 Bearinq, Roller purch 52100 1 0.28 1. 25 -- 1. 25
54 Shaft, Sheave Bar 4340 1 0.45 0.10 0.09 0.90 1. 00
55 Bearinq, Ball Purch 52100 2 0.35 1.92 -- -- 1.92
56 Gasket Sheet Cmpsit 1 -- 0.01 -- -- 0.01
57 Retainer, Seal Tubing 4130 1 0.20 0.03 0.02 0.20 0.23
58 Seal, Lip Stamp T'FE/St1 1 0.01 0.15 -- -- 0.15
59 Nut Bar 4620 1 0.06 0.01 0.015 0.15 0.16
60 Shaft, Output Bar 4130 1 1. 06 0.16 0.08 0.80 0.96
61 Flanae, Output Forana 6260 1 0.77 0.70 0.10 1.00 1. 70
62 Seal Lip StamD TFE/Stl 1 0.01 0.15 -- -- 0.15
63 Bearina. Ball Purch 52100 1 0.16 0.96 -- -- 0.96
64 Bearina. Sleeve Stamn Brnze 1 0.05 0 15 0.01 0 10 0 2<;
65 Nut Bar FM St1 1 0.09 0.02 0.015 0.15 0.17
66 Gear Bevel Bar 6260 1 0 20 0.04 0.50 <;00 <; 04
67 Rina LoC!k C"""mT"'o Milc..' , Coo t:.c:: 0 01 0 00<; 0 0<; n n~
16B R~I'IrinCT. Bl'l11 t:>,,~~h t:'Jlnn 1 n , t:. n 7~ -- -- n 7~
it:.Q Chim "hoo" " /" " /t:> ,,~~ A'J n n, - -- n n,
70 Gasket Sheet Cmnsit 1 -- 0.02 -- -- 0.02
71 Cover Inv Cst- GM-60 1 0.42 0.75 0.02 0.20 0.95
72 Gear Bevel ForCTnCT 4620 1 0.43 0.39 0.58 5.80 6.19
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TABLE 8-7 (Contd)
F.,
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r., DESCRIPTION
73 Bearing, Ball -- 52100 2 0.19 1.06 -- -- 1. 06
74 Shaft, Accessorv Drive Bar 4620 1 0.12 0.03 0.05 0.50 0.53
75 Carrier Bearina pwr Mt1 4600 1 0.40 0.75 0.01 0.10 0.85
76 Spacer Bearina. Outer Tubina Steel 1 0.11 0.02 0.015 0.15 0.17
77 Spacer Bearina. Inner Tubina Steel 1 -- 0.02 0.015 0.15 0.17
78 Shim Stamp Cmos it AIR See 75 0.01 -- -- 0.01
79 Cover Inv Cst GM-60 1 0.39 0.50 0.025 0.25 0.75
80 Rina, Lock Stamp 1018 1 0.05 0.01 0.005 0.05 0.06
81 Nut Bar 4620 1 -- 0.01 0.015 0.15 0.16
82 Gear. Spur ForCYnCJ 4130 2 1. 32 0.95 0.30 3.00 3.95
83 Carrier Bearina Pwr Mtl 4600 2 0.52 1.20 0.01 0.10 1. 30
84 Bearina Ball Purch 52100 4 0.41 2.12 -- -- 2.12
85 Spacer Bearina Tubina Al 2 See 82 0.01 0.003 0.03 0.04
B6 Rina. Lock Stamp Mi1Stl 2 0.10 0.02 0.01 0.10 0.12
B7 Nut- Bar 4130 2 -- 0.02 0.03 0.30 0.32
RR 1'/;"... D~"'~;~;~~ Mi'c+-, , C"'''' Q7 0.01 -- -- 0 01
RCI Rincy. 1'/",+-"i";,,... C+-"mn Mil!';t-l 1 -- 0.01 -- -- 0.01
'10 00. ... t:l,,~ c+-"'''', , c"'''' Q7 0.04 -- -- 0.04
a, Di~ Purch Steel 1 -- 0.01 -- -- 0.01
92 Shaft. Gear. Worm Bar 4620 1 0.10 0.02 0.088 0.88 0.90
Q1 .....' 'J1" J:\".,.. 4620 1 0.11 0.02 0.09 0.90 0.92
~ Pnmn T.nh",. p",.,.. M+-l r.M-l::n , Se'" 97 . 1.00 0.04 0 40 1. 40
95 Shaft. Ouil1 Bar 4340 1 0.02 0.02 0.02 0.20 0.22
96 Rotor Set Pumo. Lube Pwr Mt1 Steel 1 See 97 0.75 -- -- 0.75
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DESCRIPTION ~ ~ ! t: ~ ~, 8 8
97 Housing, Pump, Lube PwrMtl GM-60 1 0.82 0.60 0.005 0.05 0.65
98 Spacer, Bearing Tubing 4620 1 0.10 0.02 0.01 0.10 0.12
99 Bearing, Ball Purch 52100 2 0.20 1.06 -- -- 1.06
tLoo Pin Purch Steel 1 See 95 0.01 -- -- 0.01
1101 Seal Lie Stamp TFE/st1 1 0.01 0.15 -- -- 0.15
tL02 Nut Bar 4130 1 0.01 0.015 0.15 0.16
tL03 Gear Spur Forana 4620 1 0.58 0.50 0.120 1 20 1. 70
04 Rina. Lock Stamp TFE/Stl 1 0.01 -- -- 0.01
05 Retainer. Bearina Tubinq 4130 1 0.10 0.20 0 . 0 15 0.15 0.35
06 Sheave, U-Belt Cstng Iron 1 0.44 0.65 -- -- 0.65
07 Housing, Bearing InvCst M-60 1 1. 64 1. 05 0.05 0.50 1.55
08 V-Belt Mold RubbeI 1 0.23 1. 00 -- -- 1.00
09 Bolt Bar Steel 1 0.07 -- -- 0.07
10 Nut Bar Steel> 1 0.18 0.03 -- -- 0.03
11 Washer Stamp Steel 1 0.01 -- -- 0.01
12 Washer. Lock Stamp Steel 1 0.01 -- -- 0.01
13 Bracket Stamp Steel 1 0.17 0.05 0.005 0.05 0.10
14 Alternator S e Acces ory Li t
15 Comp, Air Conditioner S e Acces ory Li t
16 Bolt Bar Steel 39 1.17 0.78 -- -- 0.78
17 Screw Bar Steel 36 0.72 0.36 -- -- 0.36
18 Screw Bar Steel 6 0.12 0.06 -- -- 0.06
Bolts, Nuts- Misc Hrd & Unident. Detail Parts i -- 11. 25 15 . 64 --- 15 . 64 15.64
Assembly Time 0.50 5.00 5.00
TOTALS 124.47 139.05 5.262 52.62 191. 67
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
"DIVI8IDN g,. THE OA"AI:TT CORPORATION
TABLE 8-8
Engine Type
Single-Shaft Free-Turbine
Systems
Factory Weight, Factory Weight,
cost, Cost,
Dollars 1b Dollars 1b
FUEL CONTROL
Hydromechanica1
Fuel Filter 1. 07 0.2 1. 07 0.2
Fuel Pump 6.81 2.0 6.81 2.0
Relief Valve and Spring .50 0.1 .50 0.1
Metering Section 6.47 1.0 6.47 1.0
Governor 11. 90 2.0 14.40 2.3
By-Pass Valve 5.43 0.8 5.43 0.8
Fuel Solenoid 6.65 0.5 6.65 0.5
Governor Reset 10.00 1.0
TOTAL 38.83 6.6 51. 33 7.9
Electronic
Fuel Filter 1. 07 0.2 1. 07 0.2
Fuel Pump 6.81 2.0 6.81 2.0
Relief valve and Spring .50 0.1 .50 0.1
Metering Section 13.30 0.8 13.30 0.8
By-Pass Valve 5.43 0.8 5.43 0.8
Fuel Solenoid 6.65 0.5 6.65 0.5
Computing Section 15.60 0.6 17.53 0.7
TOTAL 49.36 5.0 51. 29 5.1
ACTUATOR
Hydromechanical
Power Pistor and Rod 7.50 2.5 15.00 5.0
Servo Spool 4.43 0.5 8.86 1.0
Brake Servo 2.50 0.5 5.00 1.0
Housing 5.00 4.5 10.00 9.0
Linkage 1. 50 0.5 3.00 1.0
TOTAL .20.93 8.5 41. 86 17.0
AUTOMOBILE GAS TURBINE
SYSTEM CONTROLS
COST AND WE IGHl'
AT-6100-R7
Page 8-56
-------
rn
AIREBEARCH MANUF"ACTURING COMPANY OF" ARIZONA
A DIVI.IO'" 0,. THE aAltltETT CDRPDAATIDN
TABLE 8-8 (CONTD)
Engine Type
Single-Shaft Free-Turbine
Systems
Factory Weight, Factory Weight,
Cost, Cost,
Dollars lb Dollars lb
WATER INJECTION CONTROL
Temperature Sensor 7.50 0.3 N/A N/A
Needle Valve 1. 50 0.1
TOTAL 9.00 0.4
SENSORS
Hydromechanica 1
Overtemperature 8.00 0.4 Same As Single-Shaft
Overspeed 5.00 0.3
TOTAL 13.00 0.7
Electronic
Temperature {Thermocouples 10.00 0.1 Same As Single-Shaft
Speed 5.00 0.3
TOTAL 15.00 0.4
AT-6l00-R7
Page 8-57
-------
~
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
... OlYISION 0" THE OARRETT CORPORATION
TABLE 8-8 (CONTD)
Engine Type
Single-Shaft Free-Turbine
Systems.
ManufacturiIY;)' Weight, Manufactur iIY;J' Weight,
Cost, Ib Cost, Ib
Dollars Dollars
ACTUATOR
Electronic
Power Piston and Rod 7.50 2.5 15.00 5.0
Servo Spool 4.43 0.5 8.86 1.0
Housing 5.00 4.5 10.00 9.0
Driver 13.30 0.8 26.60 1.6
Computing Section 7.72 0.3 15.44 0.6
TOTAL 37.95 6.6 75.90 13.2
AUTOMATIC STARTING AND PROTECTION CONTROL
Hydromechanica1 System 23.41 0.9 25.16 1.0
Electronic System 15.44 0.6 17.34 0.7
TRANSMISSION CONTROL
Speed Servo and Housing 12.20 1.6 15.00 2.0
Feed Back Linkage 4.00 .2 N/A N/A
HYDRAULIC CLUTCH CONTROL
Servo Spool and Housing 3.35 1.0 3.5 1.0
Feedback Linkage 1. 50 0.1 N/A N/A
Engine Speed Servo 11.0Q 1.5 11. 00 1.5
TOTAL 15.85 2.6 14.50 2.5
AT-6100-R7
Page 8-58
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TABLE 8-9
CONTROL SYSTEM COST AND WEIGHT SUMMARY
Single-Shaft Engine Free-Turbine Engine
Hydromechanica1 Electronic Hydromechanica1 Electronic
Systems
Factory Weight, Factory weight, Factory Weight, Factory Weight,
Cost, 1b Cost, 1b Cost, Ib Cost, Ib
Dollars Dollars Dollars Dollars
Fuel Control 38.83 6.6 49.36 5.0 51. 33 7.9 51. 29 5.1
Actuator 20.93 8.5 37.95 6.6 41. 86 17 75.90 13.2
Automatic Starting and 23.41 0.9 15.44 0.6 25.16 1.0 1 7 . 34 0.7
Protection Control
Transmission Control 16.20 1.8 16.20 1.8 15.00 2.0 15.00 2.0
Hydraulic Clutch Control 15.85 2.6 15.85 2.6 14.50 2.5 14.50 2.5
Maximum Power Control 9.00 0.4 9.00 0.4 -- -- -- --
Sensors 13.00 0.7 15.00 0.4 13.00 0.7 15.00 0.9
Total 137.22 21.5 158.80 17.4. 160.85 31.1 199.03 24.9
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AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION OF' THE QAARr::TT CORPORATIDN
These estimates are based on the system schematics and the discussion
in the supplement of this report. Table 8-10 is a summary of acces-
sories weights and costs, and Tables 8-11 through 8-14 summarize
weights and costs for the various engine-controls-transrnission systems.
A summary of automobile weights resulting from the candidate engine is
included on Table 8-15. The resulting vehicle weight for each gas
turbine system is within the range of 3700 I50 lb, so that performance
and fuel consumption results, based on a vehicle weight of 3700 lb
(+300 lb for passengers and cargo) for each engine, were sufficiently
accurate.
AT-6l00-R7
Page 8-60
-------
rn
TABLE 8-10
ACCESSORIES - AUTOMOTIVE GAS TURBINE ENGINE AND POWER TRANSMISSION
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LB LB $ LB ~B $ LB $ LB $ LB $ LB $ LB $ LB LB LB LB
SINGLE SHAFT ENGINE 0J.5 1.0 1.5 2.0 .35 8.5 1.0 45.0 1.0 .20 7.0 67.70
WITH ROTARY REGENERATOR
SKP 25192 0.30 2.90 4.50 1. 00 0.50 17.00 2.50 7.00 2.00 3.32 20.00 61. 02
SINGLE SHAFT ENGINE 0J.5 1.0 2.0 .35 8.5 1.0 45.0 1.0 .20 7.0 66.20
"':>' PLATE FIN RECUPERATOR
,," SKP 25196 0.30 2.90 1. 00 .50 17.00 2.50 7.00 2.00 3.32 20.00 56.52
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"':0 CERAMIC COUNTERFLOW RECUPERATOR
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SKP 25202 0.30 2.90 1.00 .50 17.00 2.50 7.00 2.00 3.32 20.00 56.52
FREE TURBINE ENGINE .15 1.0 1.5 8.5 1.5 45.0 1.0 .20 7.0 65.85
ROTARY REGENERATOR
SKP 25189 0.30 2.90 4.50 17.00 3.75 7.00 2.00 3.32 20.00 60.77
VARIABLE SPEED
TRACTION TRANSMISSION
SKP 25190
3.20
SANOTRAC 50
1.25/QT - CAliS
.80/QT - BUL~
7.4
VARIABLE SPEED
BELT TRANSMISSION
SKP 25188
5.00
MIL-L-7808 OIL
1.40/QT - CANS
1.25/QT - BULK
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ROTARY REGENERATOR
SKP 25189
OPTION A
OPTION B
TABLE 8-11
FREE-TURBINE ENGINE ROTARY REGENERATOR SYSTEM
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LB $ LB $ LB $ LB $ LB $ LB $
339.67 65.85 130.00 31.1 566.62
819.71 60.77 267.00 160.85 1308.33
339.67 65.85 130.00 24.9 560.42
819.71 60.77 267.00 199.03 1346.51
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SINGLE SHAFT ENGINE
ROTARY REGENERATOR SYSTEM
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ROTARY REGENERATOR ~~
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TABLE 8-13
SINGLE-SHAFT ENGINE CERAMIC COUNTERFLOW RECUPERATOR SYSTEM
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SINGLE SHAFT ENGINE
CERAMIC COUNTERFLOW RECUPERATOR
SKP 25202
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479.61 56.52 233.40 158.80 928.33
OPTION C 310.0 66.20 132.27 21.50 529.97
479.61 56.52 194.67 137.22 868.02
OPTION D 310.0 66.20 132.27 17.40 525.87
479.61 56.52 194.67 158.80 889.60
* Includes $3.20 (4 qts) Sanotrac 50 lubricating oil
loIncludes $5.00 (4 qts) MIL-L-7808 lubricating oil
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525.51 56.52 233.40 137.22 952.65
337.29 66.20 136.31 17.40 557.20
525.51 56.52 233.40 158.80 974.23
337.29 66.20 132.27 21.50 557.26
525.51 56.52 196.67 137.22 915.92
337.29 66.20 132.27 17.40 553.16
525.51 56.52 196.67 158.80 937.50
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4xncludes"$5.00 (4 qts) MIL-L-7808 lubricating oil
-------
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III 0-3
-------
9.
ECONOMIC ANALYSIS
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION 0,. THE DARRETT CORPORATION
SECTION 9
ECONOMIC ANALYSIS
9.1
CONSUMER INITIAL COST
A comparison of consumer initial costs for a full-size, six-
passenger automobile with a standard v-a engine and the five most prom-
ising gas turbine engine configurations is presented on Table 9-1.
Consumer costs were obtained from total manufacturing costs, using the
methods outlined in Appendix 5 of this report. To illustrate, consumer
cost of the single-shaft regenerated engine with belt transmission is
obtained as follows:
Consumer cost = ($1974) (1.2) 3 (1.04) + $176 = $3723
9.2
REPAIR AND MAINTENANCE EXPENSES
Estimated repair and maintenance requirements for present Otto
engine-type vehicles are shown on Tables 9-2 and 9-3. These estimates
are based on factory-recommended maintenance schedules and, commonly
known, approximate miles-to-failure for engine and transmission compo-
nents. Note that the 7-year total (105,000 mi) of $1522 is very near
the value for the expense reported in the Bureau of Census Statistical
Abstracts (Appendix 6).
The corresponding estimates for the five gas turbine systems are
shown on Tables 9-4 and 9-5. (Only four systems are listed on Table
9-5, since the repair and maintenance requirements for the two recup-
erated, single-shaft engines are expected to be about equal, whethe"r
the recuperator material used is metal or ceramic.)
AT-6l00-R7
Page 9-1
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TABLE 9-1
SUMMARY OF ESTIMATED MANUFACTURING AND CONSUMER COSTS, DOLLARS
(FULL-SIZE, SIX-PASSENGER, FOUR-DOOR SEDAN, WITHOUT AIR-CONDITIONING)
Drive Line,
Engine-Transmission System Body, Frame, Total Total
Configuration Engine Controls Accessories Transmission Interior Manufacturing Consumer
Wheels, Tires, Cost Cost
and Misc.
V-8 Spark Ignition 356* -- ._- 267 1157 1780 3185
Automatic
(1970 List)
Traction 356 -- -- 233 1157 1746 3130
Free-Turbine, 820 161 61 267 1150 2459 4595
Regenerated
Automatic
Single-Shaft, 429 137 j 233 2010 3788
Regenerated.
Water Injection
Traction
Belt 429 197 1974 3723
Recuperated I
Belt
Metal 526 57 2067 3890
Ceramic 480 57 2021 3808
*Includes controls and engine-mounted accessories
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ESTIMATED MAINTENANCE REQUIRED PER YEAR~
v-a SPARK-IGNITION ENGINE
(15,000 MI/YR, 7-YR LIFE)
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Maintenance Average Cost for Cost per
Item Interval Each Service, Year,
Dollars Dollars
Chassis Lubrication 4 mo or 6000 mi 3.50 10.50
Engine Oil and 4 mo or 6000 mi 7.50 22.50
Filter
Air Filter l/yr 3.50 3.50
Rotate Tires 7,500 mi 3.00 6.00
Pack Wheel Bearings 15,000 mi 4.00 4.00
Brake Fluid, PCV, l/yr 3.00 3.00
Fuel Filter,
Differential Lube
Wash and Wax 10/ yr 2.00 20.00
Total Cost/Year 69.50
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TABLE 9-3
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REPAIR AND MAINTENANCE ESTIMATE FOR 105,000 MILES,
7-YEAR LIFE, V-8 SPARK-IGNITION ENGINE
(BASED ON 1970 ENGINE AND AUTOMOBILE)
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Average Average Cost' Years in Cost/Year, Seven
Maintenance or for Each Repair Which Repa ir Dollars
Interval, Year
Repair Item mi or Service, or Maintenance First Second Third Fourth Fifth Sixth Seventh Total
Dollars Required
Front end alignment 20,000 12.00 2, 3, 4, 6, 7 -- 12 . 00 12 . 00 12 . 00 -- 12 . 00 12.00
Engine tune-up 20,000 40.00 2, 3, 4, 6, 7 -- 40.00 40.00 40.00 -- 40.00 40.00
Transmission 24,000 26.00 2, 4, 5, 7 -- 26.00 -- 26.00 26.00 -- 26.00
service
Flush and fill 2 yr 15.00 2, 4, 6 -- 15.00 -- 15.00 -- 15.00 --
radiator
Reline brakes 30,000 50.00 2, 4, 6 -- 50.00 -- 50.00 -- 50.00 --
RePlace radiator 3 yr 5.00 3, 6 -- -- 5.00 -- -- 5.00 --
hose
Replace water pump 40,000 24~00 3, 6 -- -- 24.00 -- -- 24.00 --
RePlace battery 3 yr 30.000 3, 6 -- -- 30.00 -- -- 30.00 --
Grind valves and 60,000 - 250.00 5 -- -- -- -- 250.00 -- --
rePlace rings 80,000
Starter brushes 50,000 15.00 4 -- -- -- 15. 00 -- -- --
and commutator
Replace alternator 60,000 30. 00 4 -- -- -- 3 O. 00 -- -- --
Maintenance yearly 15,000 69.50 1, 7 69.50 69.50 69.50 69.50 69.50 69.50 69.50
(Table 9-2)
Miscellaneous 15,000 -- 1, 7 3.50 6.00 10.00 12.00 12 . 00 10.00 10.00
(alternator belt,
wiper)
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TO'mL 73.00 2 18 . 50 190.50 269.50 357.50 255.50 157.50 1522.00
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TABLE 9-4
ESTIMATED MAINTENANCE REQUIRED PER YEAR.
GAS TURBINE ENGINE
(15.000 mi/yr, 7-yr life)
Maintenance Average Average Cost Cost per
Item Interval for Each Service Year
Chassis Lubrication 4 mo or 6000 mi $3.50 $10.50
Air Filter 1 per yr 5.50 5.50
Rotate Tires 7,500 mi 3.00 6.00
Pack Wheel Bearings 15,000 mi 4.00 4.00
Brake Fluid 1 per yr 3.00 3.00
Differential Lube,
Fuel Filter
Oil Filter 15,000 mi 3.00 3.00
Wash and Wax 10 per yr 2.00 20.00
TOTAL $52.00
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TABLE 9-5
REPAIR AND MAINTENANCE ESTIMATE FOR GAS TURBINE ENGINES
(105,000 MILES, 7-YEAR LIFE)
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Average Cost for Years In Seven
Maintenance or Average Which Repair First Second Th ird Fourth Fifth Sixth Seventh
Repair Item Interval, Each Repair or Maintenance Year Year Year Year Year Year Year Year
mi or Service Required Total
Front End Alignment 20,000 $12.00 2, 3, 4, 6, 7 -- $ 12.00 $ 12. 00 $ 12. 00 -- $ 12. 00 $ 12. 00
Reline Brakes 30,000 50.00 2, 4, 6 -- 50.00 -- 50.00 -- 50.00 --
Battery 3 yr 30.00 3, 6 -- -- 30.00 -- -- 30.00 --
starter Brushes 50,000 15.00 4 -- -- -- 15.00 -- -- --
and Commutator
Alternator 60,000 3 O. 00 4 -- -- -- 30.00 -- -- --
Ignition Coil, 55,000 15. 00 4 -- -- -- 15.00 -- -- --
Lead and Ignitor
(1) (2) (3) (1) (2) (3 )
Transmission Fluid 55,000 4.50 4 -- -- -- 4.50 -- -- --
(2) (3) (2) (3) (2) (3 ) (2) (3) (2) (3)
Transmission Belt 25,000 12.50 2, 4, 5, 7 -- 12.50 -- 12.50 12.50 -- 12 . 50
(1) (2) (4) (1)(2)(4)
Regenerator Seals 55,000 27.50 4 -- -- 27.50 -- -- --
(1) (2 ) (3 ) (1) (2) (3) (1)(2)(3)
Water Hose 3 yr 5.00 3, 6 -- -- 5.00 -- -- 5.00 --
(4) (4) (4) (4)
Transm~sst2Y 24,000 26.00 2, 4,. 5, 7 -- 26.00 -- 26.00 26.00 -- 26.00
ServJ.ce
Maintenance Yearly 15,000 52.00 1, 7 52. 00 52.00 52.00 52.00 52 . 00 52 . 00 52.00
Table 9-4
Miscellaneous 15,000 -- 1, 7 3.50 6.00 10.00 12 . 00 12.00 10.00 10.00
(Alternator Belt,
Wiper Blades,
etc.)
TOTALS, DOLLARS
(1) Single-Shaft, Regenerated, Water Injection, 57.50 120.00 109.00 218.00 64.00 159.00 74.00 801.50
Traction Transmission
(2) Single-Shaft, Regenerated, Water Injection, Belt 132.50 I 230.50 76.50 I 86.50
Transmission 851.50
(3) Single-Shaft, Recuperated, Water Injection, Belt 132.50 203.00 76.50 86.50 824.00
Transmission
(4) Free-Turbine, Regenerated, Three-Speed Automatic 146.00 104.00 239.50 90.50 154.00 100.00 891.00
Transmission
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A DIVISION or THE DARRETT caRIIOAAT_ON
9.3
COST OF OWNERSHIP
Results of estimated cost-of-ownership values for an automobile
with the spark-ignition engine and with the five gas turbine systems
are listed on Table 9-6. Elements of the total cost-of-ownership are
approximately the same as those in Appendix 6. Fuel cost for the
spark-ignition engine was based on an average consumption of 14.8 mpg,
as computed in this study, rather than the 13.8 mpg shown in Appendix 6.
Fuel cost for a gas turbine engine differs from that for a spark-
ignition engine in that a gas turbine may use JP and diesel fuels
rather than the low-lead, high-octane that will be required by 1975 or
before. Although fuel prices vary widely with location and time, pres-
ent distributor cost of JP fuels is at least $0.02/gal less than
regular leaded gasoline of 90-96 octane rating.. Most of this cost
differential is in tetraethyl lead. Thus, if present fuel costs were
used in the cost-of-ownership analysis, a differential of $0.02/gal
should be assumed.
If large quantities of JP fuel were demanded, distributor costs
would have to be increased to cover amortization of the capital equip-
ment required. However, at that time, the cost of nonleaded 90-96
octane gasoline would be increased by about $0.02/gal, as estimated by
oil industry representatives. . Thus, the cost differential between JP
fuels and gasoline would still remain at about $0.02/gal.
'.
In this analysis, fuel costs were assumed to be $0.34 and $0.36/
gal for JP and gasoline fuels, respectively. Also, the heat release
per gallon of JP fuel is necessarily greater than that for high octane
gasoline because of the higher densities of the JP fuels. For example,
JP-5 has a heat release of about l2.5'x 104 Btu/gal compared with
11 x 104 Btu/gal for gasoline, or a difference of about 11 percent.
Thus, the gasoline-burning engine would have to have an ll-percent
AT-6l00-R7
Page 9-7
-------
TABLE 9-6
COST-OF-OWNERSHIP COMPARISON, DOLLARS
(FULL-SIZE, SIX PASSENGER AUTOMOBILE; 105,000~MILE, 7-YEAR LIFE)
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISIDN Dr THE GARRETT CORPDRATION
L_~ter average fuel economy than the JP-burning engine to have the
scu,,~ total fuel cost, assuming the fuel costs per gallon were equal.
.Lne full advantage of this difference between the spark-ignition and
gas turbine engines was not used in this study. Here, it was assumed
that the fuel had a volumetric heat release of ~1.58 x 104 Btu/gal for
JP fuels and 11.0 x 104 Btu/gal for gasoline.
In Appendix 2, an estimate was made that a water~injected engine
would consume about 0.5 gal of water for each gallon of fuel and that
the cost of the de-ionized 'water would be about $O.Ol/gal. Thus, the
cost of fuel should be increased by $0.005/gal to account for the water
cost. For water-injected engines, a somewhat conservative fuel cost of
$0.35/gal was used.
In an EPA report to congressll, 1975 was estimated as the year
that emissions controls could increase the price of a new car by
$262.50 and add an additional operating and maintenance cost of $20.70
per year, or a total additional cost-of-ownership of $407.40. This
would increase the total cost-of-ownership for the automobile with
spark-ignition engine to $12,490. This is approximately $900 greater
than the most expensive gas turbine and about $1800 more than the
least expensive.
AT-6l00-R7
Page 9-9"
-------
10.
RECOMMENDED
CONFIGURATION
-------
~
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A. DIVISION D" THE' GAAACn CDRPDRATIDN
SECTION 10
RECOMMENDED CONFIGURATION
The five engine transmission systems were rated on a scale of
1 to 5, with respect to each of the optimizing parameters (Table 10-1).
The higher rating values indicate a greater margin, relative to other
systems, in meeting the design objective for the given parameter.
Thus, the system having the greatest total is the optimum for the auto-
m..:>bile. Each of the five engines have been prE;:!viously analyzed with
respect to the parameters listed on Table 10-1. The selection of the
rating values are logical but not entirely obvious and, therefore,
will be briefly discussed.
The ratings for emissions are based on Table 7-9, on which is
shown Systems 4 and 5 as slightly better than 2 and 3, and consider-
ably better than System 1.
Cost-of-ownership ratings are obtained from Table 9-6. Systems
2, 3, 4, and 5 have values that range from 89 to 91 percent of the
value estimated for the vehicle with a spark-ignition engine and are
considered equal, within the accuracy of the prediction procedures.
The cost-of-ownership for System 1 is high enough to warrant a slightly
lower rating. All systems have an estimated cost-of-ownership less
than that for the spark-ignition engine and were given high ratings
accordingly.
The engine response values are based on the times required to
accelerate the engine from idle to a speed corresponding to maximum
output torque, as listed on Tables 7-3, 7-4, and 7-5. Only Systems 2
and 3 clearly meet the requirement; Systems 4 and 5 are marginal, and
System 1 exceeds the required time, for reasons discussed in Section
7. This parameter is less important than the others; hence, the best
system is limited to a maximum rating of 4.
AT-6l00-R7
Page 10-1
-------
TABLE 10-1
COMPARISON OF CANDIDATE SYSTEMS WITH RESPECT TO DESIGN OBJECTIVES
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Engine Transmission Emissions Cost of Acceleration ability Initial Mechanical Total
System Ownership Performance and Cost Design
Reliability Margin**
1. Free-Turbine, Regenerated, *
Three-Speed Automatic 2 3 2 2 1 4 14
2. Single-Shaft, Regenerated,
Water Injection, 4 5 4 5 2 5 25
Traction
3. Belt
4 5 4 3 2 5 23
4. Single-Shaft, Recuperated,
Water Injection, 5 5 3 4 2 3 22
Belt
Metal
5. Ceramic 5 5 3 4 2 3 22
>\Systems are rated on a 1-5 scale; larger numbers mean greater margin in meeting design objective.
-
*f8ased on turbine life and stress. levels. Other mechanical features are approximately equal for all engines.
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Maintainability ratings were obtained from Table 9-5. The order
or these ratings is based on an assumption that the regenerator seals
can be designed to provide a life of 55,000 mi and have to be replaced
only once. This assumption was not justified by analysis or data
reported in the literature.
Initial cost ratings were based on total consumer cost values
shown on Table 9-1. There is little difference between initial costs
for Systems 2 through 5, relative to the difference between these and
System 1. Also, all systems provide a consumer initial cost greater
than that for the spark-ignition engine and, therefore, were give~
ratings no higher than 2.
The totals then clearly identify the single-shaft engine as the
optimum gas turbine for the automobile. However, one of the four
single-shaft engine systems has not a distinct advantage over the other
three. Although the belt transmission provides a slightly better sys-
tem rating, the traction drive might be favored since it has already
undergone significant development for constant-speed drive applica-
tions with poorer tractive effort fluids than the SANTOTRAC fluid.
However, after further development, the belt drive may prove to be the
best transmission because of the expected high efficiency and poten-
tial low cost. If emissions were the only criteria, the recuperated
_~gine would be chosen, based on limited data and analytical tech-
niques, but if heat exchanger bypass air were used in the combustor
primary zone, the regnerated engine might .be more desirable because of
the lower pressure ratio and, hence, lower compressor discharge temper-
ature. Therefore, both the regenerated and recuperated single-shaft
_~gines are recommended to be prototype-tested to the point where one
has the distinct advantage. Similarly, both the traction and the belt
transmission should be further tested before making a final decision.
AT-6l00-R7
Page 10-3
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~
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION OF' THE GARRETT CORPORATION
An assembly drawing of one of the recommended engine-transmission
systems is included as Figure 10-1. The installation of this system
in a standard-sized u.s. automobile is shown in Figure 10-2. Either
of the other three systems would package in a similar manner.
A schematic of the recommended configuration is shown in Figure
10-3. Where two numbers are shown (such as, for output power, compo-
nent efficiencies, and pressure ratios), the first number applies to
the recuperated engine and the second number to the regenerated engine.
These engines have variable inlet guide vanes that vary continuously--
a single-stage centrifugal compressor, and a single-stage radial' flow
turbine. The compressor and turbine efficiencies are total-to-total
values. Both engines have exhaust heat recovery with effectiveness
values of 0.85 for the recuperated engine and 0.90 for the regenerated
engine. The numbers shown in parentheses are pressure loss values,
and the numbers in brackets are leakage losses, both given in percent.
The 5.4-percent leakage loss in the heat exchanger applies only to the
regenerated engine, as the regenerator seal leakage.
The sea-level, standard-day, output power ratings are 165 and.155
hp for the recuperated and regenerated engines, respectively. 'These
are the power ratings required to meet all vehicle acceleration per-
formances. The rated power can be reduced by using power augmentation
for hot-day, maximum power accelerations. Water injection is the best
means to achieve this power boost. One engine has demonstrated a 40-
percent power increase on a 100°F day, by injecting water at the com-
pressor inlet at:a rate of 6 percent water-to-air on a mass ratio
basis. In the analysis, a 30-percent power boost was 'used for the
same 6-percent water injection rate. Using power augmentation reduces
the engine size and cost, increases .fuel economy by about 2 mpg on the
FDC and on the composite route, decreases emissions, and reduces
vehicle cost-of-ownership. However, some of these claims may be made
for water injection of spark-ignition and compression ignition engines,
but they are not seriously considered for these engines, probably
AT-6100-R7
Page 10-4'
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FIGURE 10-1
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(OR 125,108 WITH POWER
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ENGINE
SPEED REDUCER
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LOSS - 8.0 .HP
EXHAUST
(2.3)
[0.6]
(5.0)
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,
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E R = 0.85, 0.90
(1.7)
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N = 70,000 RPM
PIP = 6A. 4.6
. ..
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No
if."' = 0.33 - 2.0
I
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,,- 0..
(4.0)
(84.000)
(8.0)
. OUTPUT TO DIFFERENTIAL
F II R BOX .
(PRESSURE LOSS, PERCENT)
[LEAKAGE LOSS, PERCENT]
.WHERE TWO NUMBERS ARE GIVEN, THE FIRST NUMBER APPLIES TO THE RECUPERATED
CYCLE AND THE SECOND NUMBER TO THE REGENERATED CYCLE
SINGLE-SHAFT ENGINE - SYSTEM SCHEMATIC
FIGURE 10-3
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because of logistics, safety, and practicality. Therefore, use of the
non-power-boosted engines is suggested in making comparisons with other
gas turbines and other power systems for the automobile.
Output power is extracted at the compressor end of these engines.
A two-stage spur gear set reduces the engine spe~d to an acceptable
level for the variable speed drive. A planetary gear set could also
be used for the speed reducer.
The on-off clutch is disengaged only during engine start-up to
allow lubrication pressure to build up for the hydrostatic thrust
bearings in the traction drive, prior to rotating the unit. For the
traction element, the Tracor traction drive was used with an overall
. .
speed ratio of 6:1, consisting of a 2:1 speed-up and a 3:1 speed-down.
The output shaft of the Tracor unit drives a conventional torque con-
verter and a forward and reverse gearbox.
. .
AT-6100-R7
Page 10-8
-------
I
L_-
11.
PWJGRAM PLANS
.--- -- ---.....--
-------
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AIRE9£A-RCH MANUFACTURING COMPANY OF' AAIZONA
A DIVI1IIDN Df' THE GARRETT CQAPDIltATIDN
SECTION 11
PROGRAM PLANS - RECOMMENDED DEVELOPMENT
AND DEMONSTRATION PROGRAM
To achieve successful demonstration of the recommended sing1e-
shaft engine-transmission system described in this study, it is neces-'
sary to prove experimentally that the system provides vehicular emis-
sions that are considerably lower than the 1976 Federal Standards, that
the vehicle has acceleration performance, fuel economy, and handling
characteristics as good as, or better than, a 1970 automobile, and that
the vehicle can be maintain~d by the consumer without increased atten-
tion to adjustments, tuning, or diagnostic system checks. These objec-
tives must be met without significantly increasing the complexity of
the system to meet the emissions requirements, otherwise the initial
cost of the system may increase beyond practical limits.
The components requiring the most development effort to achiev~
successful demonstration of the recommended system are the combustor,
the foil-type air bearings for the hot section of the engine, and the
traction variable-speed drive.
11.1
PROGRAM LOGIC CHART
A diagram of the minimum cost development program logic for the
recommended system is shown in Figure 11-1. This program is defined
-~ that required to demonstrate one version of the recommended system,
i.e., the single-shaft recuperated (metallic) engine with a traction
transmission. The minimum program excludes such items as to determine
an~ demonstrate the optimum transmission (traction, hydromechanical',
or belt) and to determine the optimum heat-recovery device (regenera-
tor or recuperator). The minimum program also assumes that the system
AT-6100-R7
Page 11-1
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~
AIRESEARCHMANUF'ACTURING COMPANY OF' ARIZONA
A OIVI8IDN.O" THC DARAIETT CDRPDRATIDN
is developed only to an extent where
an automobile and is not necessarily
tests or fleet demonstrations.
the system can be demonstrated in
ready for extensive endurance
The results of a study and demonstration program to determine the
optimum heat-recovery device, fixed-boundary recuperator, or rotary
regenerator should be completed prior to beginning the design phase
of the program. However, to meet the end date of the demonstration'
program, it may be necessary to perform the heat-exchanger trade-off
program in parallel with the system demonstration program. This could
be accomplished without major schedule impact on the overall program
by designing the power section to accept either type of heat exchanger.
Also, a transmission trade-off study and demonstration program should
be conducted to select the optimum transmission prior to finalizing
the optimum system design. Again, this task could be performed in
parallel with the demonstration program without greatly extending the
time required for the program.
The heat exchanger and transmission programs would increase the
total cost of the program by about 3.5 million dollars (depending on
the scope) but would considerably reduce the risk of not meeting all of
the program objectives in the specified time.
Results of the EPA-sponsored study and design programs for th~
engine, combustor, and transmission would be used to define details of
the engine-transmission system. This would be designed to meet al*
, 'h P f 'f' t' 12
requ~rements ~n teE A per ormance spec~ ~ca ~on.
Refined cycle studies would be performed, to account for modi*i-
, .
ca~~ons in the system', such as increased combustor pressure drop or
limitations on combustor inlet temperature to achieve the emission~
requirements. Engine and transmission specifications would be written
ea~ly in the program to aid the detail design of these subsystems.
Mission analysis studies would be performed to make a final select~on
AT-6l00-R7
Page 11-2
-------
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AIRESEARCH MANUFACTURING CDMPANY Df' ARIZDNA.
.. OfVID'O" D" "oot o.o.IIIIIC" CD.~D."TIO"
SELECT PROCURE ' INITIAL TEST
DEMONSTRATION ---+ DEMONSTRATION ---+ DEMONSTRATION IIUTOMOBILE
AUTOMOBILE AUTOMOBILE AUTOMOBILE ~ MODIFICATIONS
~ L
EPA! OAP AUTOMOBILE I AUTOMOBILE AUTOMOBILE
-"0 ~ MODIFICATION MODIFICATIONS
OPTIMIZATION INTEGRATION
STUDIES PRE-DESIGN ANALYSIS LAYOUT DETAIL PARTS
0 INTERFACE ANALYSIS DESIGN FABRICAiION
0 ENGINE/TRANSMISSION t t
WORKING SPECIFICATIONS -
0 REFINED CYCLE STUDIES
EPA/OAP 0 REVIEW TRANSMISSION CONCEPTS
PASSENGER CAR -.,0 REVIEW COMBUSTOR DEVELOPMENTS -., ENGINE ENGINE ENGINE COMPONENT
-
SPECIFI- TRANSMISSION DETAIL - COMPONENT ~ VERIFICATION ENGINE
CATIONS , .-. LAYOUT .I ...1 DESIGN FABRICATION TESTING .. TESTING
-. ENGINE TRANS- DELIVER .
ENGINi.
... TRANSMISSION MISSION ~ AUTOMOBILE .. DEMONSTRATION
INSTALLATION TESTING AUTOMOBILE AND
TESTING IN AUTOMOBILE (CONTRACTOR) SPARE ENGINE
,
TRANSMISSION TRANSMISSION
CONCEPT "1 TRANSMISSION TRANSMISSION SUBSYSTEM TRANSMISSION
- - VERIFICATION
TESTING AND DETAIL FABRICATION TESTING
DEMONSTRATION DESIGN TESTING r :
(CONTINUING)
CONTROLS AND CONTROLS AND
- COMBUSTOR ... CONTROLS AND ACCESSORIES ACCESSORIES
DEVELOPMENT ACCESSORIES - PARTS - SUBSYSTEM -
(CONTINUING) I DETAIL DESIGN FABRICATION VERIFICATION ..
TESTING
FINAL
REPORTING
ENGINE/COMPONENT
TECHNOLOGY DEMO*-
STRATI ON TESTING
(PREDESIGN)
ADVANCED GAS TURBINE AUTOMOBILE MINIMUM COST.
DEMONSTRATION PRQ~RAM LOGIC CHART
FIGURE 11-1
AT-6100-R7
Page 11-3/11-4
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~
_"RESEARCH MANUFACTURING COMPANY Of' A-RIZONA
A DIVISION.O,. THE GARAETT CDA..a""TIQH
of engine power rating, to compute fuel economy, and to estimate FDC
emissions. The predesign analysis effort would include critical speed
and stress analyses, flow-path design, thermal analysis of potential
configurations, and the selection of a final engine and transmission
configuration. Also, control system dynamics analysis would be per-
formed to determine parameter values for system stability and desired
response.
The demonstration automobile would be selected early in the ,pro-
gram to define the envelope dimensions of the engine compartment, to
specify the engine-mounting points, and to design inlet and exhaust
ducting subsystems. Initial tests of the demonstration automobile
would include acceleration performance, fuel economy, and emissions
tests with the conventional standard-size engine.
Tests and demonstrations of an advanced recuperator and
emission combustor on an existing AiResearch engine would be
aid definition of these components in the engine design.
a low-
used to
Detail layout designs of the engine, transmission, and vehicle
installation of the system would be initiated. 'Transmission and com-
bustor component testing would commence early in ,the program, since
test hardware already exists for these components. Data obtained in
these early tests would be useful in influencing the later detail
design of these same components.
Following the above tests, engine, transmission, and control sys-
tem components would be designed in detail, built, and tested to verify
mechanical and aerothermodynamic design objectives. Components to be
rig-tested would be designed as early as possible in the program and
early fabrication emphasized. These components include the compressor,
turbine, foil bearings, heat exchanger, and controls. Verification
tests of updated combustor and transmission designs would also be
included in the component and subsystem tests.
AT-6l00-R7
Page 11-5
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~
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVI910N. Dr THE: GAAAETT CORPDRATIDN
Next would be the engine and transmission tests--separately, as
subsystems for mechanical integrity, performance, response, and control
stability. Emissions tests would be performed on the engine. The
engine and transmission would be mated for dynamometer testing of the
complete system, including simulated duty cycle, performance, emis-
sions, controls, and endurance testing. Then, the system would be
installed in the automobile for demonstration and final verification
tests; after which, the vehicle would be delivered, and a final rep0.c
on the results and recommendations of the program would be issued.
11.2
PROGRAM SCHEDULE
A three-phase program is proposed for achieving successful demon-
stration of the recommended gas turbine automobile (Figure 11-2):
Phase I
consists of final-cycle studies, preliminary design
layouts of the system, and demonstration of a recupeL
ated AiResearch engine with an advanced low-emissions
combustor. This phase would require 4 months for com-
pletion.
Phase II
includes detail design of the system components, compo-
nents verification tests, and engine and transmission
subsystem tests. This phase would require 16 months
for completion.
Phase III consists of engine transmission system tests, first as
dynamometer 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 for completion.
AT-6l00-R7
Page 11-6
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DESIGN ANALYSIS, SPECS AND LAYOUTS
DETAIL COMPONENT DESIGN
FABRICATION AND PROCUREMENT
COMPONENT VERIFICATION TESTS
COMBUSTOR DEVELOPMENT
TRANSMISSION TESTING
ENGINE TESTING
ENGINE-TRANSMISSION TEST
VEHICLE TESTING
FINAL REPORT
MONTHS
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.
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VIEW AND
DECISION
PHASE
I
PHASE II
l:i
REVIEW PERIOD
DECISION
PHASE III
ADVANCED GAS TURBINE AUTOMOBILE DEMONSTRATION PROGRAM SCHEDULE
FIGURE 11-2
33
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Significant milestones for the program are shown in Figure 11-3.
Comprehensive program reviews would be held at the end of each phase.
These reviews could be used as decision milestones for go-ahead on tL-
next phase of the program.
11.3
PROGRAM COSTS
A graph of estimated minimum program total costs as a function'of
time is shown in Figure 11-4. The cost include expenditures for 'engi-
neering and laboratory man-hours, fabrication and test hardware, and
test facility time but not the general and administrative (G&A) and
fee costs. A breakdown of the total costs for each of these elements
is shown on Table 11-1. These also do not include general and admin-
istrative or fee costs.
A range of man-hours and dollars are provided to show the dif[_r-
ences between the minimum program (as defined in 11.1) and the costs
that might be expected for the more complete lower risk program.
AT-6l00-R7
Page 11-8
-------
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FINALIZE LAYOUT
PROCURE DEMONSTRATION AUTOMOBILE
LONG-LEAD DRAWINGS COMPLETE
INITIATE COMPONENT TESTS
INITIATE ENGINE TESTS
VERIFY ENGINE PERFORMANCE
INITIATE TRANSMISSION TESTS
INITIATE ENGINE-TRANS TESTS
INITIATE VEHICLE TESTS
DELIVER VEHICLE
o 3 6
~
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6
6PREDESIGN
I
6 PREDESIGN
9
MONTHS
12
15
6FINAL
_~EVIEW AND
DECISION
6 FINAL
6
18
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: I~
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21
24
30
27
33
-
~REVIEW PERIOD
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APVANCED GAS TURBINE AUTOMOBILE DEMONSTRATION PROGRAM MILESTONES
FIGURE 11-3
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6
000 I
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/
000 /
500 /
000 I
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SE - - I -
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4
8
10 12
14 16 18
MONTHS
20 22 24
26 28
2
6
PROGRAM TOTAL COSTS
FIGURE 11-4
AT-6100-R?
Page 11-10
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~
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
,
A DIVISION OF' THe: BARRETT CDRPDAATIDN
TABLE 11-1
BREAKDOWN OF PROGRAM COSTS
Item Hours x 10-3 -6
Dollars x 10
Hardware
,
Engines and Transmissions - 1.62-2.90
Special Tooling and Test - 0.51-0~85
Equipment
Total Hardware 2.13-3.75
Labor
Engineering 160-216 2.81-3.8
Laboratory 32- 74 0.52-1.2
Total Labor 190-290 3.33-5.0
Test Facility 15- 32 0.19-0.40
TOTAL Program Cost* 5.65-9.15
*Exc1uding G&A and Fee
AT-6100-R7
Page 11-.11
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L- ---
12.
.. -riii-.- toIIO "
M8GE PO'l'ZIft'IAL
------ .
-------
~
AIREBEARCH MANUF"ACTURING COMPANY OF" ARIZONA
A DIVl910N OF' THE GARRETT CORPORATION
SECTION 12
GAS TURBINE LONG RANGE POTENTIAL
12.1
INTRODUCTION
The purpose of this part of the program was to estimate the long
range potential of the gas turbine engine with respect to initial cost,
fuel economy, and cost-of-ownership for the anticipated role of a
future alternate automotive powerplant. This section of the report is
based on long-range, anticipated technology attainable in the near
term only at far greater effort than considered reasonable for the
demonstration of the optimum engine.
As discussed in a previous section, current analytical methods
and experimental data for low-emissions-designed combustors do not
give accurate estimates of future gas turbine engine emissions. There-
fore, no attempt will be made to present these estimates in this anal-
ysis. Several companies are presently working under contracts for the
OAP (reference Contract 68-04-0014 with AiResearch) on low emission
combustors. Therefore, this discussion is devoted to potential
advancements in technology that will aid in minimizing the remaining
two parameters: fuel consumption and cost-of-ownership.
For a given vehicle, the only way to improve fuel economy is to
increase the engine cycle efficiency or, equivalently, to decrease the
engine specific fuel consumption (sfc). Lower sfc may be achieved by
increasing component efficiencies, heat recovery effectiveness (with
corresponding reduction in cycle pressure ratio), and turbine inlet
temperature or, by decreasing parasitic losses, such as turbine cool-
ing flow, flow-path pressure losses, and leakage losses.
Increased turbine inlet temperature without increased turbine
cooling flow is easily one of the most promising candidates for making
AT-6100-R7
Page 12-1
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EB
AIRESEARCH MANUf"ACTURING COMPANY Of" ARIZONA
A DIVISION OF' THE QARRETT CORPORATION
large improvements in cycle efficiency. However, high-temperature
superalloys and coatings appear to have reached their upper limits at
18000 to 20000F turbine inlet temperature, at a cost reasonable for
automobile application. At present, the strongest contenders for this
reasonable cost, high-temperature material are highly dense silicon
carbide and silicon nitride.13,l4 According to R. J. Lumby (Refer-
ence 14), processing techniques are presently available for producing
test parts, and sufficient production processes are known to permit
reasonable estimates of material costs. However, even if optimistic
results are achieved in component rig tests, considerable development
work will be required before this material can be used in actual gas
turbine engines.
This analysis is not necessarily to predict the ultimate result
of the ceramic materials investigations, but to compute the resulting
optimized engine cycle efficiency, vehicle fuel economy, estimated
engine manufacturing cost, and resulting consumer cost-of-ownership,
assuming such a material proves applicable to the gas turbine engine.
Projections of improved component efficiencies and decreased parasitic
losses by the year 2000 (based on present rate of technolo~y advance-
ment) are used in this analysis to estimate the ultimate potential of
this engine.
The 1985 engine is defined as the engine that could be demon-
strated by 1985, assuming that the technology that is expected to
exist in the year 2000 is available prior to 1985 at an expenditure
of effort considerably higher than is anticipated. The 1995 engine is
defined in a similar manner.
The 1985 engine is a single-shaft configuration with a rotary
regenerator. The seals problem of the regenerator is expected to be
considerably reduced before 1985. This type of heat exchanger pro-
vides a smaller engine, lower manufacturing cost, higher fuel economy,
AT-6100-R7
Page 12-2
-------
~
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
lit. OlVUUQN Of' THE GARRIETT CORPORATION
and greater turbine-life margin, when compared with a similar engine,
using a fixed-boundary recuperator. Although the assumed effective-
ness of the 1985 regenerator is higher than that for the 1975 engine
(0,.94 compared to 0.90, respectively), the diameter of the core is not
changed, since this engine has a higher specific power and, therefore,
lower airflow rate. As the estimated manufacturing cost of the regen-
erator core is only $30, there is little incentive to reduce the cost
by reducing the regenerator effectiveness.
The anticipated 1995 engine is essentially that of the 1985,
except that the variable inlet guide vanes were eliminated to reduce
manufacturing cost. Increasing turbine inlet temperature for the
1995 engine tends to improve fuel economy and counteracts the elimina-
tion of the inlet guide vanes. Again, the 1995 engine is regenerated
rather than recuperated.
1'2.2
ENGINE PERFORMANCE EVALUATION
Preceding studies showed that regardless of the choice of trans-
mission, the regenerated single-shaft cycle was superior to the free-
turbine for exhaust emissions, performance, manufacturing cost, ini-
tial consumer cost, cost of ownership, and weight. Therefore, poten-
tial advancements of gas turbine, long-range technology were applied
to this basic engine cycle. Two engines were studied, and each was
.
compared to the corresponding engine in the previous study. Table 12-1
shows the thermodynamic cycle assumption comparison. Tables 12-2 and
12-3 show the computed sea-level, standard-day, design-point perform-
ance for each engine. Each engine was designed to fulfill the Vehicle
Design Goals - Six Passenger Automobile constraints adhered to in the
preceding studies. The following paragraphs briefly describe the tech-
nical approach for the development of design-point and off-design per-
formance for each.
AT-6100-R7
Page 12-3
-------
TABLE 12-1
TIME PERIOD COMPARISON OF TECHNOLOGY LEVELS
(Sea-Level, Standard Day)
(Single-Shaft Regenerated Cycle)
't:I:J:I
Il>....
I-'
1-'0
IV 0
I I
""'~
-../
Regenerator
Anticipated Turbine Turbine Combustor Specific Specific
Pressure Inlet Variable Cooling T)c' T)t' Pressure Fuel
Engine, Ratio Temp. , IGV ' Air, Effective- % % Loss, Power Consumption,
year of % ness, ER' Leakage, % hp/1b/sec 1b/hp-hr
% %
1975 4.6:1 1900 Yes 1.5 - 90 5.4 82.2 89.0 4 88.6 0.410
1985 4.7:1 2200 Yes None 94 2.7 85.5 93.0 3 145.9 0.298
1995 5:1 2400 No None 94- 2.7 86 93 3 171.82 0.286
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TABLE 12-2
1985 REGENERATED SINGLE-SHAFT CYCLE DESIGN POINT
~
18300.0
Hlc
0.16786
---llL
0.000
ALTITUDE
0.0
DRIVING
TURBINE
1
COMPRESSOR
ENERGY CORR.
COOLING AIR
TURBINE
MECHANICAL
EPPICIE2I CY
BEFORE MIXING
ENTHALPY TEMP
HP
REQUIRED
205.7
SHAFT HP
~
6.0
~
0.000
-!!L-
0.980
508.17
1985.4
110.6
86.70
0.000
~
FUEL FLCM
~
0.000
33.01
"'>
0>"3
""
"''''
....
....0
0->0
, ,
"':<>
...,
CR FLCM PRESSURE TEMP DELTA THETA R ENTHALPY GAMMA FIA W/A EFP pip DEL P LEAKAGE COOLING
AMBIENT 0.758 14.696 518.7 1. 000 1. 000 53.349 124.00 1. 401 -- 0.0000 -- -- -- -- --
INLET 0.769 14.476 518.7 0.985 1. 000 53.349 124.00 1. 401 -- 0.0000 1. 000 1.000 0.015 0.000 --
COMPRESSR 0.209 68.035 853.2 4.630 1. 645 53.349 204.86 1. 389 -- 0.0000 0.855 4.700 0.000 0.004 0.000
REGNR CLD 0.316 65.790 1917.4 4.477 3.697 53.349 481. 89 1. 331 -- 0.0000 0.940 1. 000 0.033 0.014 --
BURNER 0.388 63.816 2659.7 4.342 5.128 53.370 703.61 1. 302 0.0125 0.0000 0.999 1. 000 0.030 0.000 --
TURBINE 1. 285 16.640 1985.4 1.132 3.828 53.370 508.17 1. 320 0.0125 0.0000 0.930 3.835 0.000 0.000 0.000
REGRN HOT 1. 041 14.693 961.7 1. 000 1. 854 53.370 233.75 1. 375 0.0121 0.0000 -- 1. 000 0.117 0.014 --
FUEL FLCM
PCMER
m
110.6
CORRECTED
SPECIFIC
TOTAL
33.0
CORRECTED
~
0.298
112.3
145.94
33.5
m
.
i
..
.
~
"
n
%
.J:
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TABLE 12-3
1995 REGENERATED SINGLE-SHAFT CYCLE DESIGN POINT
rn
195.9
0.980
545.88
2114.3
.
jj
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.
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~
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ALTITUDE
0.0
~
0.000
COMPRESSOR
1
110.6
~
6.0
HP
REQUIRED
TURBINE
MECHANICAL
EFFICIENCY
BEFORE MIXING
ENTHALPY TEMP
DRIVING
~ -..!!L-
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76.90
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0.000
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~
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31. 60
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-------
j-
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A. DIVIS'ON Dr THE aARRETT CDRPDRATIDN
The first task was to estimate the level of compressor and
turbine efficiencies potentially possible, by considering unlimited
availability of R&D funds. Figure 12-1 shows, as a function of time,
a .band of compressor polytropic efficiencies comprising the probable
limits of centrifugal compressor advancement for large and small air-
flow rates, assuming the present rate of advancement. The small stage
(or polytropic) efficiency describes the compression process locally,
at a point in the compressor. When the polytropic efficiency is con-
stant during compression, it is related to the adiabatic efficiency by
T)ad =
(~f-1>/Y
(::: r-1> / (np>
- 1
- ideal compression work
- actual compression work
- 1
where
Pt
2 -
Pt -
1
cycle pressure ratio
y = ratio of specific heats
~P = polytropic efficiency
~ad = adiabatic efficiency
Figure 12-1 indicates that a small compressor polytropic effi-
ciency of 0.883 is potentially obtainable by the year 2000. Using
this value, a curve of compressor adiabatic efficiency was calculated
-~ a function of cycle pressure ratio (Figure 12-2).
AT-6l00-R7
Page 12-7
-------
90 LARGE
AIRFLOW
RATE
40
1't1:1:1
Plt-3
\.QI
(1)0'1
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8
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,
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riI ;
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o
p.
65
PR'V 4 . 0 : 1
8
~30
u
~ PR - 5.0:1
riI
p.
I 0 DEMONSTRATED UT
T1 ad = 0.82+ riI
PIP = 5 ~ X 2000 FPS
Z
T1ad = O. 80+ ~20 0 PEAK EFFICIENCY WELL
AWAY FROM SURGE
~. 0 RADIAL WHEELS PEAK
Z
H AT SURGE
8 0 BACKWARD CURVATURE
~10
GIVES HIGHER
riI
p. STAGE EFFICIENCIES.
o
70
75
80 85 90
YEAR
95 2000
65
70
75
80 85
YEAR
90
95 .2000
CENTRIFUGAL COMPRESSOR PERFORMANCE ADVANCEMENT
FIGURE 12-1
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Z
rz:I
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rz:I
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(:~ )('1-1)/ (npJ - 1
TlAD =
ttI>
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(1)0\
.....
.....0
t-.Jo
I I
\O~
......
-.
>t
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<
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[/)
~ 63
~
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CJ
WHERE
TIp = 0.883 ESTIMATED
FOR YEAR 2000
Y = 1.4
82
3
6 7
CYCLE PRESSURE RATIO
8
9
4
5
PREDICTED COMPRESSOR EFFICIENCY
WITH PRESSURE RATIO FOR YEAR 2000
FIGURE 12-2
10
C~TI
~
:a
'"
en
'"
~
:a
n
::t
. ~
!! ~
~ z
~c
z "'I
a ~
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nn
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a Z
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
iii. DIVISIDN DF THE GARRETT CORPORATIDN
Figure 12-3 shows a plot of radial inflow turbine adiabatic
efficiency (total-to-total) versus time over a range of pressure
ratios from 3 to 5 and for corrected airflows in the range of interest.
This curve was entered at the year 2000, and turbine efficiency was
obtained for cycle pressure ratios of 3 and 5. A straight-line approx-
imation of efficiency variation between these pressure ratio limits
was c9mpiled for Figure 12-4. Additional thermodynamic assumptions
were made for the parametric design-point studies. These include:
(a)
Zero turbine cooling flow
(b)
Regenerator leakage flow of one-half of the values used in
the preceding studies for a given cycle pressure ratio
( c)
Combustor pressure drop equal to 3 percent
(d)
All other cycle pressure losses as in the preceding study
Figure 12-5 shows one of the plots resulting from the parametric
cycle studies. Specific power and specific fuel consumption are
plotted for a range of cycle pressure ratios from 4 to 8 and turbine
inlet temperatures from 1800° to 2400°F for a constant regenerator
effectiveness of 0.94. As indicated on Tables 12-1, 12-2, and 12-3, a
pressure ratio of 4.7:1 and a turbine inlet temperature of 2200°F were
selected for the 1985 engine. A pressure ratio of 5:1 and a turbine
inlet temperature of 24000F were selected for the 1995 engine. Table
12-4 summarizes the design-point parameters for each engine.
Since the vehicle acceleration goals must be met on an 85°F day
at sea level, off-design (or part-load) engine performance maps were
generated accordingly (Figures 12-6 and l2-7}. Each engine was scaled
to a rating of 110.6 shp in the mission analysis program, in order to
attain the vehicle performance goals. Compressor inlet guide vanes
AT-6l00-R7
Page 12-10
-------
95
8
Z
rz:I
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~
rz:I
P-490
1t1:1:'
1118 8
IQI I
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I-'
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~o ~85
I I
I-'::t' Z
1-'-..1 rz:I
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U
H
IZ.t
IZ.t
rz:I
80
1965
~YCLE PRES ~URE RATIO 13 TO 5: 1
IrURBINE IN ~ET CORRECT ~D AIRFLO W =
0.20 TO 0.40 LB/SEC
~m TURBI NE COOLING FI bw
70
75
80
YEAR
85
90
95
2000
RADIAL IN-FLOW TURBINE PERFORMANCE ADVANCEMENT
FIGURE 12-3
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8
9
5 6
CYCLE PRESSURE RATIO
4
7
PREDICTED RADIAL TURBINE EFFICIENCY VARIATION
WITH PRESSURE RATIO FOR YEAR 2000
FIGURE 12-4
! ,--1
I~Di
L ~-_J
~
:a
1'1
(II
1'1
)-
:a
n
1:
. 1:
2 )-
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L ~
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o 1985
6 1995
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AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISIC'" OF' THE DARRETT CORPORATIDN
200
180
24000F T 4
2200
u
fiI 160
CI)
........
It!
H
........
P4
::r: 140
..
~co
........
Po.
::r: 120
(J)
1800
100
0.38
0.36
~
::r:
I
P4
::r:
........
It! 0.3 4
H
2000
..
u
~
CI)
0.32
2200
0.30
2400
0.28
3
8
456 7
CYCLE PRESSURE RATIO, PIP
REGENERATED SINGLE-SHAFT CYCLE (ER = 0.94)
FIGURE 12-5
AT-6100-R7
Page 12-13
-------
~
AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
A DIVISICN DF' THE GARRETT CDAPDRATIDN
TABLE 12-4
DESIGN-POINT PARAMETERS AND PERFORMANCE
(Sea-Level, Standard Day)
Specifications Unit 1985 1995
Compressor
Inlet temperature oR 518.7 518.7
Airflow Ib/sec 0.758 0.644
Pressure ratio PIP 4.7:1 5.0:1
Efficiency % 85.5 86.0
Speed rpm 107,000 115,500
Impeller diameter in. 3.62 3.38
Polar moment of inertia Ib-in.-sec 2 0.00062 0.00041
Materials Al Al
Combustor
Inlet temperature oR 1917.4 2039.4
Efficiency % 99.9 99.9
Radial Inflow Turbine
Inlet temperature of 2200 2400
Pressure ratio pip 3.835:1 4.080:1
Corrected inlet airflow Ib/sec 0.388 0.322
Ef~iciency % 0.93 0.93
Rotor diameter in. 4.0 3.74
Polar moment of inertia Ib-in.-sec 2 0.0068 . 0.0045
Material Ceramic Ceramic
Heat Exchanger Rotary Generator
Effectiveness 0.94 0.94
Leakage % 2.7 2.7
Material Ceramic Ceramic
Performance
Specific fuel consumption Ib/hp-hr 0.298 0.286
Power shp 110.6 110.6
.,
AT-6100-R7
Page 12-14
-------
[ffi]
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISIDN OF' THIE GARRETT CORPDRATION
160
140
120
~
~100
~
I1t
~
CJ)
~
g 80
8
~
,:(
:r:
CJ)
8 60
::>
I1t
8
::>
o
40
20
IGV
SETTING
1.025
..~
J
o
40
0.50
50
60
70 80 90
ROTOR SPEED, PERCENT
100
1985 ENGINE REGENERATED SINGLE-SHAFT CYCLE
SEA-LEVEL 85°F DAY
FIGURE 12-6
AT-6100-R7
Page 12-15
. O. 5 .
O. 0
O. 5
O. 0
O. 5
O. 0
110
-------
~ A DIVISION OF' THI: BARRETT CDRPORATIDN
110
T of
4
100 NOTES:
1.
2. DAY
3.
90
80 ~ ~
2000
~ 70
~
Po.
~
U)
~ 60
0
:x:
8
~ 50
U)
8
~
Po.
8
~
0 40
S C =
3:)
_"RESEARCH MANUFACTURING COMPANY OF ARIZONA
0.25
2~
10
o
50
70 80 90
ROTOR SPEED, PERCENT
1995 ENGINE SINGLE-SHAFT REGENERATED
60
100
110
FIGURE 12-7
AT-6100-R7
Page 12-16
-------
~
AIRESEARCH MANUF'ACTURING CDMPANY DF' ARIZDNA
A DIVISION 0" THE GARRETT CDRPQRATIDN
were used to obtain the performance map for the 1985 engine (Figure
12-6). These vanes were required to improve the specific fuel con-
sumption and achieved their purposes by permitting the engine to
operate at a constant turbine inlet temperature of 22000F at part-load.
The engine performance is for guide vane settings yielding flow ratios
of 0.6 to 1.025.
No inlet guide vanes were used for the 1995 engine, since the
increased cost attributed to the required controls and actuation
device could not be justified. The increased cost was weighed against
the benefit from the higher turbine inlet temperatures and resultant
simplicity of the engine design and was abandoned.
The idle speed for both engines was selected as 60 percent of
~=sign-rated speed. This selection was a compromise between fuel con-
sumption and engine acceleration time.
12.3
VEHICLE PERFORMANCE AND FUEL ECONOMY
Anticipated vehicle performances with the 1985 and 1995 engines
are compared to the 1975 engine on Table 12-5 for an 85°F day. The
idle-to-maximum torque acceleration times for the 1985 and 1995
_~gines are slightly lower than that for the 1975 engine, as a result
of the smaller engine inertias for the advanced designs. . The reason
for the slightly higher elapsed times for the advanced engines (the 0
to 60 and 25 to 70 mph, and the DOT pass maneuvers) is that the over-
speeds of these engines were limited to 104 percent of .design speed.
.Ll1e 1975 engine could run at 109 percent of design speed, allowing
-~out a 5 percent higher peak power. The off-design performance maps
for the advanced engines were not computed for a 105°F day. However,
based on the above similarity of engines, the vehicle acceleration
performance on a 105°F day for the advanced engines will be essen-
tially the same as that given on Table 7-3 for the 1975 engine.
AT-6lOO-R7
Page 12-17
-------
't:J~
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AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
Ii. DIVISION 0" THE DARRETT CQIIIPDAATIDN
Note that the rated power of the advanced engines is the same as
for the 1975, even though the advanced units have lower engine'iner-
tias. The reason is that the 25 to 70 mph and the DOT pass maneuvers
L_~uire that the engine produce approximately 100 hp, even if the
engine had zero inertia or operated at constant speed.
Constant speed fuel economy comparisons of the three engine con-
figurations are shown in Figure 12-8. Fuel economy comparisons for
the Federal Driving Cycle (FDC) and the Simplified Driving Cycle
(USEDC) (Appendix I, Table 1) are shown on Table 12-6.. Both of the
c~Yanced engines obtain better than twice the fuel economy of the 1970
spark-ignition engine on the FDC and the USEDC.The 1985 engine has
L_tter fuel economy than the 1995, since at the lower power operating
conditions, the variable inlet guide vanes of the former provide higher
overall cycle efficiency. The variable guide vanes were eliminated on
the 1995 engine to reduce manufacturing cost and consumer initial cost.
12.4
MANUFACTURING COST ESTIMATES
'~ne following assumptions were made for manufacturing costs of
the 1985 and 1995 engines in terms of 1971 dollars and labor rates:
(a)
Probably all of the parts in the turbine section and most
of the remainder of the engine would have to be redesigned
to accept the ceramic turbine. Also, because of the higher
specific powers of the 1985 and 1995 engines relative to the
1975 unit, most of the larger and more expensive components
will be scaled down as a function of the reduced design-
point airflows of the advanced engines. However, present
speculation on redesign of engine parts assumes no change in
the material cost in dollars per pound or the manufacturing
labor cost; the only cost change is that due to weight change
in scaling down the engine components.
AT-6100-R7
Page 12-19
-------
r -,
i~~)i
L~
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION OF' THE GARRETT CORPDRATION
50
45
40
~
~ 35
..
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rz.1 30
~
rz.1
~
25
20
15
10
1985
ENGINE
NOTE:
"1995
ENGINE
1975
ENGINE
4-HP ACCESSORY LOAD
20
30
40
50
60
70
VEHICLE SPEED, MPH
CONSTANT-SPEED FUEL ECONOMY COMPARISONS
FIGURE 12-8
AT-6100-R7
Page 12-20
-------
~
."RESEARCH MANUf"ACTURING COMPANY Of" ARIZONA
A DIYla.ON OP' THE DARREn CORPORATION
TABLE 12-6
FUEL ECONOMY COMPARISONS
(4000-lb automobile, 85°F day, accessory load 1.3 hp FDC,
4.0 hp for all other routes)
Federal Rated hp
Engine Driving Composite 59°F Day
Configuration, Cycle, USEDC, Without
year mpg Boost,
mpg shp
1970
V-8 Spark Ignition 12.5 14.8 175
Automatic Transmission
1975* 17.0 22.1 108
1985* 27.6 34.3
1995* 25.8 33.5
*Belt transmission
AT-6.100-R7
Page 12-21
-------
~
(b)
( c)
(d)
AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
A. DIVISION 0" THI: GARRETT CDRPORATION
The lower density of the ceramic material will not affect
the cost, since the ceramic version of a given part is
expected to have a larger volume because of the reduced
strength of the ceramic material.
The reduction gearbox for the advanced engines will have a
larger overall speed ratio because of the higher engine
speeds. The necessary speed reductions will be achieved
with the same number of gear meshes, but ratios will be
slightly increased for each mesh.
All other manufacturing cost assumptions are the same as
those for the 1975 engine, as specified in Section 8.
The estimated manufacturing costs of the 1985 and 1995 engines,
relative to the 1975 version, are shown on Tables 12-7 and 12-8. The
manufacturing cost of the 1985 engine is estimated as approximately
$349 or about $80 less than the 1975; similarly, the cost of the 1995
engine is estimated at $300.
with
bine
The total estimated automobile manufacturing and consumer costs
the advanced engines are compared to those of the 1975 gas tur-
and the 1970 spark-ignition engines on Table 12-9. The consumer
of the 1995 vehicle is estimated as about $300 more than that of
cost
the 1970 (Appendixes 4 and 5).
Weights for a standard-size, six-passenger automoblle with four
engine-transmission systems are summarized on Table 12-10. The reduc-
tion in weight for the 1985 and 1995 versions is mostly the result of
smaller engine components. The control system actuator for the vari-
able IGVs is eliminated on the 1995 engine, thus reducing the control
system weight by 8 lb.
AT-6l00-R7
Page 12-22
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~
AIREBEARCH MANUFACTURING COMPANY OF ARIZONA
A DIY'.tON OP' THE GA"AETT CDRPDRATION
TABLE 12-7
1985 ENGINE
Find Finished Material /). Cost, /). Weight,
Description Weight, Cost,
Number lb $ $ lb
1 Impeller 0.29 1. 60 - 1. 70 - 0.31
10 Regenerator Core* 17.27 30.00 - + 6.27
Turbine
2 Ceramic Wheel 1. 85 15.70 -19.30 - 2.26
13 Scroll 3.88 14.20 -15.80 - 4.29
14 Shroud 3.62 8.50 - 9.50 - 4.02
Housing
16 Inlet 10.20 7.15 - 7.85 -11.21
19 Diffuser 9..00 8.15 - 5.45 - 6.00
42 Center 36.6 31.20 -20.80 -24.40
TOTAL -80.40 -46.22
*No cost change; approximately same diameter as 1975 engine
Notes:
1. Find numbers refer to Figure 8-5
2. /). Cost = Cost for 1985 engine - cost for 1975 engine
3. /). Weight = Weight for 1985 engine - weight for 1975 engine
AT-6100-R7
Page 12-23
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~
AIRESEARCH MANUf"ACTURING COMPANY Of" ARIZONA
A DIVISION DF' THE GARRETT CORPORATION
TABLE 12-8
1995 ENGINE
Find Finished Material b. Cost, b. Weight,
Description Weight, Cost,
Number 1b $ $ 1b
1 Impeller 0.21 1.15 - 3.65 - 0.39
10 Regenerator Core* 13.50 30.00 - + 2.50
Turbine
2 Ceramic Wheel 1.41 12.00 - 23.00 - 2.70
13 Scroll 2.80 10.30 - 19.70 - 5.37
14 Shroud 2.62 6.20 - 11.80 - 5.02
Housing
16 Inlet 7.35 5.15 - 9.85 -14.06
19 Diffuser 7.35 6.70 - 6.90 - 7.65
42 Center 30.00 25.50 - 26.50 -31. 00
55-62** Miscellaneous 0 0 - 27.26 - 3.60
:
TOTAL -128.66 -67.29
,
*No change in cost; diameter is approximately same as 1975 engine.:
**IGVs eliminated
Notes:
1. Find numbers refer to Figure 8-5
2. b. Cost = Cost for 1995 engine - cost for 1975 engine
3. b. Weight = weight for 1995 engine - weight for 1975 engine
AT-6100-R7
Page 12-24
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TABLE 12-9
SUMMARY OF ESTIMATED AUTOMOBILE MANUFACTURING AND CONSUMER COSTS, DOLLARS
(Full-size, six-passenger, four-door sedan)
"tI)I
111>,3
IQI
11)0\
.....
1-'0
1\)0
I I
1\)::0
I.n-.J
Vehicle Components Total Costs
Engine All
Configuration, Other
year Engine System Accessories Transmission Parts Manufacturing Consumer
Controls
1970
V-8 Spark Ignition 3561 - - 267 11572 1780 3185
Automatic Transmission
19753 429 137 61 197 1150 1974 3723
19853 349 137 j j I 1894 3576
19953 300 116 1824 3456
lIncludes controls and engine-mounted accessories
2 included in accessories
Seven-pound battery
3Belt transmission
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TABLE 12-10
VEHICLE WEIGHT SUMMARY, POUNDS
(Full-Size, Six-Passenger)
Engine Hydromechanica1 Exhaust All
Configuration, Engine Transmission Controls Accessories Ducting Other Total
year Parts
1970
V-8 Spark Ignition 5651 160 - - 55 31353 3915
Automatic Transmission
19752 256 132 22 68 100 3085 3663
19852 210 I 22 ! j j 3617
19952 189 14 3588
1 accessories
Includes control system and
2Be1t transmission
3 . battery weight included with accessories for gas turbine
Includes 50-1b battery;
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AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
.. DIVISION Dr TH[ GARRETT CQRPQRATION
12.5
COST OF OWNERSHIP
Cost-of-ownership comparisons of automobiles equipped with the
1975, 1985, and 1995 gas turbine engines and the 1970 spark-ignition
engine are given on Table 12-11. Depreciation for all vehicles was
assumed to be at zero scrap value. The cost of JP-4 fuel was based
on $0.35/gal and includes a water cost of $O.Ol/gal of fuel; leaded
90-96 octane gasoline was at $0.036/gal. In Column 6 of the table,
Other Parts, the costs include tires, insurance, taxes, etc., as dis-
cussed in Appendix 6.
Both of the advanced engines have a total cost-of-ownership
slightly less than $10,000 for the life of the vehicle or a total
cost of approximately $2000 less than that for the 1970 automobile
with conventional system.
AT-6l00-R7
Page 12-27
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TABLE 12-11
COST-~F-OWNERSHIP COMPARISONS, DOLLARS
(Life of 7 years, 105,000 mil full-size, six-passenger automobile)
Engine Fuel All Total Percent
Configuration, Depreciation Repairs and and Oil Other Cost of
Maintenance Water Cost of First
year Cost Parts Ownership System
1970
V-8 Spark Ignition 3185 1522 2560 158 4469 11 ,894 100
Automatic Toansmission
1975* 3723 851 1670 - 10,713 90
1985* 3576 I 1071 - 9,918 83
1995* 3456 1098 - 9,825 83
*Be1t transmission
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CREDITS
-------
rn
10.
11.
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A OIVII!UDN OF' THE DARRETT CORPORATION
SECTION 13
REFERENCES
1.
Wheeler, C. M., "Motors for Electric Vehicles," SAE Paper No.
690126, 1969.
2.
Fraize, W. E., et al, "A Survey of propulsion Systems for Low
Emission Urban Vehicles," U.S. Department of Transportation,
PB200144, September 1970.
3.
Kress, J. H., "Hydrostatic Power-Splitting Transmissions for
Wheeled Vehicles Classification and Theory of Operation, II SAE
Paper No. 680549, 1968.
4.
"Metal-to-Metal Traction Drives Now Have a New Lease on Life,"
Product Engineering, October 1971, pp. 33-41.
5.
"Introducing SANTOTRAC," Monsanto Co., Organic Chemicals
Division, Technical Bulletin O/FF-28, 1971.
6.
Ardans, P. M. and D. W. Stephenson, "An Analytical Method for
Estimating the Performance of a Gas Turbine Engine with Water-
Methanol Injection," SAE Paper No. 700208, March 1970.
7.
Dibe1ius, N. R., M. B. Hilt, and R. H. Johnson, IIReduction of
Nitrogen Oxides from Gas Turbines by Steam Injection, II ASME
Paper No. 71-GT-58, March 1971.
8.
Harper, D. B., "Seal Leakage in the Rotary Regenerator and Its
Effect on Rotary-Regeneratory Design for Gas Turbines," Trans.
ASME Paper No. 79, 1957, p. 233.
9.
Penny, R. N., "The Development of the Glass Ceramic Regenerator
for the ROVER 2S/150R Engine," SAE Paper No. 660361, 1966.
"Monthly Labor Review, II Bureau of Labor Statistics, U.S.
Department of Labor, October 7, 1971.
liThe Economics of Clean Air, Report of the Administrator of the
Environmental Protection Agency to the Congress of the United
States," Document No. 92-6, March 1971.
AT-6100-R7
Page 13-1
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~~
AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
A DIVISION 0" THI: OAARI:TT CORPORATION
REFERENCES (Contd)
12.
"Prototype Vehicle Performance Specification," Environmental
Protection Agency, Advanced Automotive Power Systems Develop-
ment Division, January 3, 1972.
13..
McLean, A. F., "The Application of Ceramics to the Small Gas
Turbine," ASME Paper No. 70-GT-105, 1970.
14..
Lumby, R. J., et al, "The Development of Silicon Nitride to
Achieve Higher Inlet Temperatures in Land-Based Gas Turbines,"
SAE Paper No. 720170, 1972.
AT-6100.,.R7
Page 13-2
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~
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISIDN or THE DARRETT CORPORATIDN
LIST OF CREDITS
During the course of the study reported herein, numerous
manufacturers in automotive-related industries were contacted for
information within their respec~ive disciplines.
a listing of major respondents:
The following is
.
Borg-Warner, Ltd., Transmission Division, England
.
Cartriseal Corporation
.
Ford Motor Company
.
Gates Rubber Company
.
General Motors Corporation, Deleo Remy Division
.
GITS Bros.
.
Mobil Oil Company
.
Monsanto Chemical Company
New Departure - Hyatt Division
.
.
Owens - Illinois
.
Rockford Clutch
.
SKF Industries
.
Stauffer Chemical Company
.
Sunstrand Aviation
.
TRACOR Incorporated
Corning Glass Works
.
AT-6100-R7
Page 13-3
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SUPPLBMElft'
Sy.tea Contro ,.
- --_..- - -- ----_.__._-_._--------~
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AIRESEARCH MANUf'ACTURING COMPANY Of' ARIZONA
.. DIV'SION OJ' THE aAAAETT CORPORATION
SUPPLEMENT
SYSTEMS CONTROLS
AT-6l00-R7
Supplement
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~
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION 0" THI: GARRETT CDRPORATIQN
1.
SUPPLEMENT
TABLE OF CONTENTS
SINGLE-SHAFT GAS TURBINE. CONTROL SYSTEM DESCRIPTION
. . . .
1.1
1.2
1.3
1.4
1.5
1.6 .
1.7
1.8
1.9
1.10
2.
Fuel Control Systems and Design
1.1.1
1.1.2
. . .
. . . . . . . .
Implementation
Configurations
. . .
. . .
. . . .
. . . . .
. . . .
. . . .
. . . . . . .
1.1.2.1 Fluidics . . . . . . . . . . . . . .
1.1.2.2 Electronics . . . . . . . . . . . .
1.1.2.3 Hybrid . . . . . . . . . . . . . . .
1.1.2.4 Summary . . . . . . . . . . . . . .
Fuel Control Characteristics
1.2.1
1.2.2
1.2.3
1.2.4
. . . .
. . . . .
. . .
Hydromechanical . . . . . . . . . . . . . . .
Electronic. . . . . . . . . . . . . . . . .
Fluidic. . . . . . . . . . . . . . . . . . .
Hybr id . . . . . . . . . . . . . . . . . . .
Inlet Guide Vane Actuator. . . . . . . . . . . . . .
Automatic Starting and Protection Control. . . . . .
Transmission Control. . . . . . . . . . . . . . . .
Hydraulic Clutch Control. . . . . . . . . . . . . .
Maximum Power Control. . . . . . . . . . . . . . . .
Sensors. . . . . . . . .
. . .
. . .
. . . . .
. . .
Summary of Tasks to Determine Final Control
System Configuration. . . . . . . . . . . . . . . .
Fuel Control System Component Construction. . . . .
1.10.1
1.10.2
1.10.3
1.10.4
1.10.5
Hydromechanical . . . . . . . . . . . . . . .
Electronic Control Assembly. . . . . . . . .
Inlet Guide Vane Actuator; Transmission
Control; Hydraulic Clutch Control. . . . . .
Maximum Power Control. . . . . . . . . . . .
Sensors. . . . . . . . .
. . . . . .
. . . .
CONTROL SYSTEM DESCRIPTION FOR THE FREE-TURBINE
POWERED VEHICLE. . . . . . . . . . . . . . . . . . . . . .
2.1
Control System Components
. . .
. . .
. . . . . . . .
AT-6100-R7
Supplement
Page i
Page
1
4
5
7
10
13
14
14
14
15
17
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26
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29
31
33
34
35
36
37
37
38
40
40
40
42
42
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TABLES:
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION or THE GARRETT CD~paAATlaN
SUPPLEMENT
TABLE OF CONTENTS (Contd)
2.1.1
2.1.2
2.1.3
2.1.4
2.1.5
2.1.6
Fuel Control. . . . . . . . . . . . . . . . .
Turbine Nozzle Actuator. . . . . . . . . . .
Automatic Starting a~d Protection Control
Transmission Control ~ . . . . . . . . . . . .
Hydraulic Clutch Control. . . . . . . . . . .
Sensors. . . .' . . . . . . . . . . . . . . .
Page
42
45
46
46
47
48
48
1. Control Configuration Trade-Off Parameters and
Weighting Factor~ . . . . . . . . . . . . . . . . . . . . . 9
2. Control Configuration Trade-Off Comparison. . . . . . . . . 12
2.2
Control System Component Construction
. . .
. . . . .
LIST OF ILLUSTRATIONS:
10.
11.
12.
13.
1.
Control System Functional Schematic, Single-Shaft Engine. .
Engine Data Used to Determine Control Implementation
2.
. . .
3.
Basic Fuel Control System. . . . . .
. . . . . . .
. . . .
4 .
Optimum Cost Interrelationship
. . . .
. . . . .
. . . . .
5.
Single-Shaft, Inlet Guide Vane, Toroidal Drive
. . .
. . .
6.
7.
Acceleration Limiter Control
. . .
. . . . . . . . .
. . .
Electronic Control Schematic for the Automotive
Gas Turbine Single-Shaft VIGV . . . . . . . . . . .
. . . .
8.
9.
Electronic Control Function Diagram
............
Fuel Management Schematic for Electronic Fuel Control
. . .
Fuel Scheduling and Governing Module
. . . .
. . .
. . . .
Fluidic Temperature Sensor and Amplifier
. . . . . .
. . .
Automatic Start and Protection Circuit
. . .
. . .
. . . .
Vehicle Acceleration Control
. . . .
. . . . . .
. . . . .
AT-6l00-R7
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Page ii
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8
11
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18
19
21
23
24
25
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AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
A DIVISIQN D~ THE OAAAI:TT CQRPQRATIDN
SUPPLEMENT
TABLE OF CONTENTS (Contd)
TIST OF ILLUSTRATIONS (Contd):
14.
15.
16.
ECA Construction Concept
. . . . .
.........
Control System Functional Schematic.
........
Free-Turbine Control Components with Variable
Turbine Nozzles. . . . . . . . . . . . . . .
AT-6l00-R7
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. . .
. . .
.......
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39
43
44
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AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
At, DIVII!IIDN Dr THE OARRETT CORPDRATIDN
SUPPLEMENT
SYSTEM CONTROLS
The total systems control concept, essential for controlling a
gas-turbine-powered automobile, is described in detail in the follow-
ing paragraphs for the single-shaft and free-turbine powered vehicles..
~otal system considerations are particularly useful in determining the
unique relationships that exist between the engine, transmission, and
fuel-management system to achieve the desired system performance.
In this analysis, the control system included all of the func-
tions and components that are required for optimum operation of the
engine. However, in a subsequent analysis of trade-offs between sys-
tem optimum efficiency and minimum cost to the consumer, it may be
desirable to simplify or eliminate parts of the system analyzed in
this report. Herein, vehicle cost-of-ownership was emphasized more
strongly than initial consumer cost as the optimizing parameter.
1.
SINGLE-SHAFT GAS TURBINE CONTROL SYSTEM DESCRIPTION
The control system functional schematic for a variable inlet
guide vane, single-shaft, gas-turbine-powered vehicle is shown in
Figure 1. The engine is coupled to the rear wheels through a toroidal
drive transmission and a forward/reverse-type gearbox. Engine opera-
tion with zero vehicle speed is provided by a hydraulic clutch that
decouples the drive train from the engine.
Driver control and operation is identical to that for existing
automatic transmission vehicles powered by a spark-ignition engine.
As a result, standard items such as a drive gear selector, a foot-
operated accelerator and brake pedal, and an ignition switch (with
off, run, and start positions) are used to control the vehicle.
AT-6100-R7
Supplement
Page 1
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AI"ESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVI.'ON or THE: aARRETT eaRlle"AT'ON
HYDRAULIC
CLUTCH
CLUTCH
CONTROL
FOP-WARD
AND
REVEf
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E~
AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
It. DIVISIQN Dr THE GARRETT CORPQRATIDN
1.1
FUEL CONTROL SYSTEMS AND DESIGN
The primary objectives of controlling fuel to the gas turbine
were to:
(a)
(b)
Accelerate and decelerate as rapidly as possible
Prevent compressor surge
(c)
(d)
Limit turbine temperature
Prevent burner blowout
(e)
Maintain a desired speed set-point under engine load
variations
These items are essential to all gas turbine engines for smooth and
reliable performance. In addition, compressor or turbine variable
guide vanes could be utilized to increase engine efficiency and aid
in acceleration and braking control.
Fuel-control component design was essentially determined by
scheduling and on-speed fuel requirements of the engine. Scheduling
in.volved the consideration of acceleration time, compressor surge,
turbine temperature, 'and burner blowout, whereas on-speed control
in.volved considerations of turbine temperature, burner blowout, and
speed set-point. Typical parameters available for determining fuel
control component design were:
(a)
Fuel scheduling for:
(1)
(2)
Compressor inlet temperature, T2
Turbine inlet temperature, T4
( 3)
(4)
Turbine exhaust temperature, TS
Compressor discharge pressure, P3
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION 0" THE DARRIETT CORPORATION
(5)
(6)
( 7)
(b)
Engine speed, NE
Corrected engine speed, NE ;lIT2
Time, t
On-speed fuel control for:
( 1)
(2)
Engine speed, NE
Corrected engine' speed NE;l/T2
When variable guide vanes were used, component design was mainly
determined by the required speed of response and the required steady-
state accuracy. Typical parameters available, for determining varia-
ble guide vane component design, were:
(a)
Steady-state parameter:
(1)
(2)
( 3)
(4)
Compressor inlet temperature, T2
Turbine inlet temperature, T5
Engine speed, NE
Corrected engine speed, NE;l/T2
(b)
Transient (acceleration and braking) - Engine speed
demand, ND
1.1.1
Implementation
Fuel system control implementation was primarily a function of
cost and reliability. Cost was a relative quantity and depended
largely on required complexity. To determine control complexity, a
very thorough study of engine operation was required. For control
design purposes, engine operation was normally presented in graphical
form as shown on the three plots of Figure 2.
AT-6l00-R7
Supplement
Page 5
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re
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
/It.. DIVISION a~ THE GARRETT CORPORATIQN
PLOT (a)
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CORRECTED SPEED,
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CORRECTED FUEL PLOW
VERSUS
CORRECTED ENGINE' SPEED
ENGINE DATA USED TO. DETERMINE CONTROL IMPLEMENTATION
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TURBINE INLET TEMPERATURE
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FIGURE 2
AT-6l00-R7
Supplement
Page 6
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'-..~
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
It. DIV,SIDN 0;' THI DARRETT CORPORATION
Plot (a) defines the compressor characteristics of a gas turbine;
Plot (b) defines the bounds on engine fuel flow and speed; and Plot
(c) delineates the bounds on engine turbine inlet temperature and
speed. These drawings were used to determine fuel scheduling and
served to set variable guide vane operation. Fuel control complexity
greatly depended on fuel scheduling, as dictated by the shape and sep-
aration of the surge and required-to-run lines shown on Plot (b).
'1.1.2
Configurations
Basic fuel control systems (Figure 3) fall within one of four
major categories--hydromechanical, fluidic, electronic, or hybrid.
The fuel tank, shut-off valve, nozzle, and often the pump are identi-
cal in each of the four. Major differences exist in the sensors,
metering sections, and controller elements.
Hydromechanical control systems generally employ a rotating shaft
as the speed sensor and rotating flyweights as the controller elements
to position a metering valve. The desired speed demand is obtained
through a mechanical arm that resets the load on the governor spring.
The fluidic control system normally has a pneumatic speed sensor
element and pneumatic or hydraulic actuators to position the metering
valve. Controller computations are accomplished fluidically (control
of a fluid stream direction by another fluid stream). Speed inputs
are usually accomplished by a mechanical arm that varies orifice size.
Electronic control systems have an electromagnetic speed sensing
device, electronic controller elements, and an electromechanical or
_lectrohydraulic metering section. Speed command signal is usually
electrical.
AT-6l00-R7
Supplement
Page 7
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tdcn~
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STORAGE
TANK
PUMP
PRESSURE
REGULATOR
SHUT-OFF
VALVE
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CONTROL
ELEMENTS
SENSOR (S)
SPEED COMMAND SIGNAL.
BASIC FUEL CONTROL SYSTEM
FIGURE 3
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARI.ZONA
A DIVISION QF' THE GARRETT CDRPQRATIQN
Hybrid control systems may consis~ of various combinations of
these three, thereby utilizing the most desirable design features of
each.
Table 1 lists five trade-off parameters and their respective
~._lghting factors. Weighting factors were chosen to indicate that
initial cost, reliability, and maintainability (in that order) were
more important as long as reasonable values for weight and size were
obtained.
TABLE 1
CONTROL CONFIGURATION TRADE-OFF PARAMETERS
AND WEIGHTING FACTORS
Trade-off Parameters Weighting Factor
Size 0.05
Weight 0.10
Initial Cost 0.40
Reliability (Life) 0.30
Maintainability 0.15
Initial cost was rated most important because of the necessity of
keeping total vehicle initial cost within normal consumer budgets.
Reliability was also important for relatively trouble-free operation
and low-cost maintenance. The maintainability factor was reduced con-
siderably with reliable components. To facilitat~ maintenance and
reduce cost, a modular concept for fuel system components was recom-
mended.
Economically, there was an optimum reliability for each item of
equipment intended for a specific use. This was from the classical
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AIRESEARCH MANUFACTURING CDMPANY DF" ARIZDNA
A DIVISION 0" THE GARRETT CORPORATION
interrelationships between initial cost, maintenance cost, and reli-
ability as shown in Figure 4. The actual optimum reliability figure
for the selected system was determined as early as possible in the
conceptual phase of the program trade-off studies. Weight and size
were of less importance in this application, and designing for minimum
weight and size might have unnecessarily raised component initial cost.
Table 2 lists the four major control configuration categories
and compares relative size, weight, cost, reliability, and maintain-
ability. The hydromechanical control configuration was used as a
base, and the other configurations compared to it. In the trade-off
parameters, a number greater than one signified size, weight, cost,
reliability, and maintainability greater than that of the hydromechan-
ical system, while numbers less than one indicated the opposite.
1.1.2.1
Fluidics
Referring to the 1971 technology, a comparison of fluidics with
the base system indicated greater size, weight, and cost. Although
composed of elements with no moving parts and tending toward high-
density packaging, fluidics were rated greater than the base system
because of the necessity for an external starting power supply and
stringent filtration requirements. Since a fluidic control for this
application was likely to use pneumatic power for control computation,
several possibilities existed:
(a)
(b)
An electric motor-driven air pump
An engine-driven air pump
For increased life, either system could have been switched off once
the engine reached idle speed, and pneumatic power could be derived
from the engine. compressor. However, compressor air was contaminated
with dirt, exhaust emissions, free-carbon from the engine combustor,
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
... D'VI.,DN Dr THe G...""en CD""D"...TIDN
TOTAL LIFE
COSTS
f4
U2
o
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TIME REPAIR COSTS
0.2
0.4
0.6
0.8
1.0
RELIABILITY
OPTIMUM COST INTERRELATIONSHIP
FIGURE 4
(
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TABLE 2
CONTROL CONFIGURATION TRADE-OFF COMPARISON
Parameters Size Weight Cost Reliability Maintainability
(L i fe)
1971 1975 1971 1975 1971 1975 1971 1975 1971 1975
Hydromechanica1 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Fluidic 1.1 1.0 1.0 1.0 1.2 1.0 0.7 0.9 0.7 0.9
Electronic 0.9 0.75 0.85 0.7 1.2 1.1 0.8 0.9 0.7 0.9
Hybrid 1.0 0.9 0.8 0.7 1.2 1.0 0.9 0.95 0.8 0.95
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moisture, and small amounts of oil. Thsrefore, to protect the system,
filtration would have to be available to remove a large portion of the
contaminant.
Fluidic control devices for this application were considered less
reliable and required more maintenance than the base system because of
the power supply and contamination problems.
1.1.2.2
Electronics
A comparison of electronics with the base system indicates an
_lectronic system will be smaller in size and weight but have a
slightly increased cost. Size and weight savings were due to the
utilization of solid-state devices, which accommodated high-density
packaging. Although electronics required an external source of power,
no additional component was needed as in fluidics, since a battery
that was already available for starting the engine would be used as
the power source.
Cost was normally greater than the base system in that the elec-
tronic control required a separate computing and power conditioning
section, electronic/mechanical interface element, and signal trans-
ducers. However, cost was a relative quantity in this area and
depended to a great extent on the complexity of the system to be con-
trolled. For complex control systems, electronic utility was high
because of the inherent ease of computation.
Electronics reliability was somewhat less than that of the base
system because electronic components were more sensitive to the envi-
ronment. This condition could be greatly alleviated by locating the
computing section within the controlled environment of the automobile
passenger compartment. In some applications, redundant electronic
circuits were employed, providing greater reliability although costs
increased.
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION OF' THE DARRIETT CORPDRATION
Maintenance costs were higher when compared with the base system
because of the additional components involved and specialized trouble-
shooting and repair equipment needed.
1.1.2.3
Hybrid
Trade-off parameters in hybrid control systems compared more
favorably to the base system because the most desirable features of
each configuration were combined. For instance, a fluidic valve could
be utilized in the fuel system and eliminate the contamination problem
previously cited for pneumatic through-flow systems. In this manner,
the reliability of the fluidic element would be improved.
,.
1.1.2.4
Summary
Referring to 1975 technology, general improvements in trade-off
pa.rameters are expected in fluidic and electronic devices, with fluid-
ics showing a slight cost advantage over electronics. Hybrid control
devices are also expected to improve with those in fluidics and elec-
tronics. Hydromechanical technology in 1975 is not expected to show
significant advances over that of 1971.
1.2 FUEL CONTROL CHARACTERISTICS
Regardless of the implementation scheme employed (electronic,
hydromechanical, etc.), basic fuel control generally consists of:
( a)
A pump that routes filtered fuel to a metering section where
a precise amount is automatically supplied to the engine
according to the desired output power, while excess fuel
flow is throttled back to pump inlet through the bypass
valve. A key point is that the fuel must be automatically
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AIRESEARCH MANUf'ACTURING COMPANY Of' ARIZONA
A DIVISION OF' n~'£ aARRETT CORPORATION
supplied to the engine to prevent compressor
overtemperature, and overs peed. These items
too critical to leave to the judgment of the
surge, turbine
were considered
operator. .
(b)
A throttle reset governor, which either repositions or
overrides the metering section, to control a desired engine
speed.
(c)
A fuel shut-off valve automatically controlled during start,
with manual override for shutdown.
1.2.1
Hydromechanical
A cross-section schematic of a hydromechanical fuel control, suit-
-~le for controlling a single-shaft gas turbine is shown in Figure 5.
The control has two orifices in series, with a single pump bypass
,--lve controlling the pressure differential across both orifices. The
upstream orifice is scheduled with compressor discharge pressure
through an aneroid bellows, while the downstream orifice area is
varied by a flyball governor sensing engine speed and throttle posi-
tion. The throttle reset governor is equipped with a minimum fuel-
flow stop to prevent engine burner blow-out during rapid deceleration.
The fuel which passes through the bypass valve, in excess of the pump
capacity, is used in a jet pump to boost the inlet pressure of the
high-pressure pump, thereby preventing cavitation. The shut-off valve
is a direct-acting, normally closed solenoid that receives signals
from the automatic starting and protection control. A pressure relief
valve is provided to prevent control overpressure, when the fuel sys-
tem is dead-headed during shutdown.
The necessity for fuel schedule bias as a function of recuperator-
out temperature, during engine start-to-idle operation, was considered
in the study of the hydromechanical fuel control. Should this type of
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."RESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A O"".'ON 0' TM~ O"'''''~TT ca""Q.""T'ON
/COMPRESSOR DISCHARGE
HYDRAULIC
CLUTCH
PRESSURE
LIMITED
REF. PRESSURE
THROTTLE
.
( INCREASE
.SPEED)
VENT
BRAKE
INLET GUIDE VANE ACTUATOR
METERING
HYDROMECHANlCAL
FUEL CONTROL
GOVERNOR
SOLENOID
SHUT-OFF VALVE
THROTTLE
MINIMUM FUEL FLOW STOP
TO ENGINE
COMBUSTOR
ROLLER DRIVE
ROLLER DRIVE
TOROIDAL DRIVE
OUTPUT SHAFT
SPEED
REGULATED OIL
PRESSURE FROM
TOROIDAL DRIVE
TRANSMISSION
CONTROL
SUMP
HYDRAULIC CLUTCH
CONTROL
SINGLE-SHAFT, INLET GUIDE VANE, TOROIDAL DRIVE
FIGURE 5
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."RESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION 0" Tt-4E GARRETT CORPORATION
contrel be necessary, the displacement output of a mechanical bimetal-
lic temperature sensor could be used directly to provide additional
control of start fuel-flow requirements. Further control studies may
allow elimination of the aneroid bellows metering section in favor of
a limiter-type scheduling control (Figure 6). The limiter control
also acts as a pressure relief valve during shutdown, thereby elimin-
ating an additional element.
1.2.2
Electronic
A functional schematic of an electronic control package is pre-
sented in Figure 7. This package consists of an automatic starting
and protection control (common with the hydromechanical system) I a
minimum specific fuel consumption control, and a fuel schedule and
speed-governing control.
The most important parameter to be controlled for a gas turbine
engine is turbine inlet temperature, since this temperature is directly
related to turbine material life, maximum power, maximum fuel economy,
and compressor surge. Sensing and controlling turbine inlet tempera-
ture is readily accomplished by an electronic control, making it
especi.lly attractive for interfacing with a thermocouple temperature
sensor. However, there are physical limitations to temperature sensor
life set by temperature level, response time, material cost, and reli-
ability. Because of these limitations, turbine exhaust temperature is
generally selected for sensing due to the, lower level and usually
.cceptable correlation with turbine inlet temperature. The sensing
and control of turbine temperature is not restricted solely to elec-
tronics, as mechanical and fluidic sensors are available which could
be utilized with hydromechanical or fluidic controls, respectively~
However, one advantage offered by electronics (response-time compensa-
tion) is more easily implemented for the necessarily slower response
and long-life temperature sensor.
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FIGURE 6 .
- COMPRESSOR AIR
-
FUEL ATOMIZER
FUEL SOLENOID
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AIRESEARCH MANUF'ACTURINGI COMPANY OF' ARIZONA
A 01V'810N 0" TI1I: O....1I1(1'T COII~D..TIDN
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AUTOMATIC STARTING IMINIMUM SFC CONTROL 'I FUEL SCHEDULE AND
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CONTROL (OVERSPEED'ITHRU VANE ACTUATOR) I CONTROL (TS AND N)
OVER TEMP, START)
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IGNITION -.
STARTER -
S -
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,Ir , II . FUEL
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-
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-
INPUT ELECTRONIC
THROTTL~ CONTROL t--
- - IGV
INPUT . ACTUATOR
f POWER INPUT '.
ELECTRONIC CONTROL SCHEMATIC FOR THE AUTOMOTIVE GAS TURBINE SINGLE-SHAFT VIGV
FIGURE 7
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISION OP' THE GARRETT CORPORATION
Referring to the fuel schedule and speed-governing portion of
Figure 8, the fuel schedule control is closed-loop on turbine exhaust
temperature (TS) during acceleration and deceleration. The accelera-
tion schedule is set at the maximum allowable TS consistent with
maximum power requirements, while the deceleration schedule is set at
a TS level to prevent burner blow-out. This low TS level during de-
celeration will aid in decreasing fuel consumption and deceleration
time. Schedule bias with compressor inlet temperature (TS) is only
necessary for the acceleration schedule to prevent compressor surge
during cold-day operation. The necessity of schedule bias for decel-
eration is not mandatory but is used because of its availability.
However, this bias effect during deceleration is desirable, in that
deceleration time over a wide range of T2 variations is minimized.
For on-speed governing, a voltage proportional to speed is gen-
erated by a conditioned speed signal derived from an engine speed
sensor (probably a monopole). During rapid acceleration when the
speed demand is significantly higher than the ,actual speed, voltage
is controlled to the fuel control driver by the acceleration schedule.
As engine speed approaches demand speed, the speed error becomes less
and, through a select low switch, blocks the acceleration schedule
signal. At this point, engine speed will be maintained constant within
some small error band unless the speed demand signal or engine load
changes. During rapid deceleration, when speed demand is significantly
lower than actual speed, the speed error is low and, through a select
high switch, output is blocked in favor of the deceleration schedule
signal. The deceleration signal remains in command until actual speed
approaches demand speed, and normal speed governing is resumed.
An alternate and somewhat simpler approach for deceleration con-
trol is when a single, minimum value of fuel flow is set at 100-percent
engine speed to prevent burner blow-out and the engine is'allowed to
decelerate on this amount of fuel. This scheme is consistent with
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AIREBEARCH MANUF'ACTURING COMPANY OF' ARIZONA
... DIV..ION OP' THE a.Allen CDIIIII8DRATIDN
T"
TS
T2
ENGINE
SPEED
SIGNAL
SIGNAL
CONDITIONER
ACCELERATION
SCHEDULE
T2
MIN DEC.
N
NE
TS
SIGNAL
K2
NE ACTUAL
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ENGINE
FUEL
FUEL CONTROL
VANE
POSITION
~MAX POSI~~g~
MIN
POSITION TOP
+
1700QF T4 CONTROL
DURING ON-SPEED
GOVERNING
VIVG ACTUATOR
ELECTRONIC CONTROL FUNCTION DIAGRAM
(MINIMUM SFC AND FUEL SCHEDULE CONTROL)
SINGLE-SHAFT VIGV ENGINE
FIGURE 8
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TS/T2
TS ACT
(AMPLIFIED)
SELECT
LOW
Kpl
KI
S
T2 SIGNAL
SELECT
HIGH
BRAKE PRESSURE
OVER-RIDE
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISIDN OF' THE: DARRETT CO'lPDRATIDN
the hydromechanical method of deceleration control and is feasible
because of the fairly narrow ,speed range between idle and full-throttle
operation (60- to 100-percent speed). This is attractive because tL-
deceleration control function'generator is eliminated, resulting in
reduced cost and increased reliability. The merits of the two decel
eration schemes require further consideration of the recuperator
effects. Final selection will be based on a trade-off study involving
performance and cost-of-ownership.
A possibility for converting electronic fuel control signals into
engine fuel 'flow is shown on Figure 9. This schematic resembles tL-
hydromechanical fuel control, in which a filter, jet boost pump, higL
pressure pump, bypass valve, relief valve, and solenoid shut-off val\-
are used. The bellows-operated metering section and throttle reset
governor are replaced by a single electrohydraulic device for the COl.
version of electrical signals into engine fuel flow. This device
(Figure 10) is a low-power (2 w max) , direct-acting, balanced-clevis,
shear valve operated by, and integral with, a torque motor armature.
It is a fully developed unit of modular construction and may require
only slight modifications to the metering port and electrical connector
to become suitable for an automobile gas turbine system.
1.2.3
Fluidic
For the years 1972 to 1975, fluidic controls were ,not selected
for application because of (1) the necessity for an external, probably
pneumatic, starting power supply, and (2) their susceptibility to con-
tamination. However, advances are being made in filtration and, by
design, reduction of the contamination sensitivity can be accomplished.
When these advances are realized, a fluidic temperature sensor (Figure
11) will be attractive because of direct turbine temperature measu~-
ment and the rugged design features of the temperature-sensing element.
This sensor could be used with any method of control computation, pro-
vided that the proper interfacing elements are available.
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AIRESEARCH MANUf"ACTURING COMPANY Of" ARIZONA
A OlVI81DN 0' THE GARRETT CDR~OIllATIDN
FILTER
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(ELECTRONIC CONTROL)
FIGURE 10
MP-31778
AT-6100-R7
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At DIYI81aN a,. THe aA""~TT ca""O...TtON
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FIGURE 11
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
iii. DIVISION OP' THE DARAETT CORPORATION
1.2.4
Hybrid
Discussions have been presented throhghout the preceding text to
hydromechanical, electronic, or fluidic controls, referring directly
to their respective comp?ting sections. However, in reality, the
total controls system for this application is composed of a desirable
combination of the above. This is particularly evident in the hydro-
c
mechanical fuel control system where solid-state electronics provide
the automatic starting and protection control. Therefore by defini-
tion, the hydromechanical control system is actually a hybrid.
The trade-off study involved in determining the best type of fuel
control for this application is not isolated solely to the fuel con-
trol components; consideration is also given to other system compo-
nents. For instance, the single most important factor concerning
hydromechanical-versus-electronic fuel control centers around the con-
trolling device for the inlet guide vane actuator. Should the actua-
tor be required to sense and control turbine temperature for
part-throttle fuel economy, an electronic fuel control becomes attrac~
ive since th~ necessary high-quality temperature sensing would already
be available. However, if part-throttle fuel economy can be adequately
controlled by a direct-throttle input to the inlet guide vane actuator,
a hydromechanical fuel control appears more attractive.
The previously established guideline of fuel control selection
depending upon actuator implies that specific fuel cons.umption is an
important factor in this system and should be weighed accordingly.
However, factors such as initial cost and reliability are equally
important and would have to be considered with fuel economy to
determine the scheme which would yield the minimum cost-of-ownership.
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AIIUSEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION DF' THE GARRETT CORPORATION
In summary, hydromechanical and electronic controls offer the
greatest potential for this system, with fluidic elements a possibility
in discrete locations. Realistically, the decision between a hydro-
mechanical and electronic control cannot be firmed until a detailed
controls analysis is made, concerning those items discussed above.
1.3
INLET GUIDE VANE ACTUATOR
Variable compressor inlet guide vanes are used to minimize part-
load fuel consumption. This is accomplished by setting the compressor
inlet area at a value in which the turbine inlet temperature remains
constant.
Figure 5 shows a throttle-operated, hydraulic-powered, follower-
~_rvo piston similar to existing power steering units which, through
an external rod, moves the inlet guide vanes to a more open position
as the accelerator pedal is depressed. The actuator is equipped with
internal maximum and minimum position stops to prevent over-travel and
compressor-surge, respectively. During deceleration, additional vehi-
cle braking is provided by the engine through the vane actuator, i.e.,
when pressure is applied to the brake pedal, the vanes move to a more
open position. Since the vehicle drive wheels are providing the
_~ergy through the drive gear train to rotate the engine during this
mvde, a more open vane position allows the engine compressor to induce
-1ditional air. The result will be greater braking torque imposed on
the vehicle. This action is provided by a brake-actuated piston
attached to a differential link so that the movement causes a reposi-
tioning of the vane actuator piston.
The vane-actuator control concept described above is somewhat'sim-
pIer than the concept shown in Figure 8 but is an indirect means of
controlling turbine temperature. Figure 8 features an electronically
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AIRESEARCH MANUf"ACTURING COMPANY Of" ARIZONA
A DIVISION 0" THE GARRETT COAPOA4.TIDN
positioned actuator that senses and controls turbine temperature
during part-throttle operation. During acceleration or deceleration,
turbine temperature is set sufficiently high or low to prevent conflict
with the part-throttle temperature control. For example, during a
maximum power demand, a turbine inlet temperature (T4) of 1900°F is
reached that is 200°F above the part-throttle T4. At this time, the
actuator will move to a maximum-open position and remain there until
the desired steady-state operating point is reached. Part-throttle
operation is again resumed with the actuator modulating the vanes to
maintain control of turbine temperature. A like control mode takes
place during deceleration, except that the actuator moves the vanes to
a minimum-closed position until part-throttle operation is resumed.
Braking control is provided in a manner similar to that described for
the direct-throttle input actuator, with the intelligence coming from
a brake override signal through a select high switch located in the
electronic actuator control circuitry.
The electronically controlled actuator would be similar to the
drawing shown in Figure 5, except that movement of the servo piston
would be through a direct-acting proportional solenoid or perhaps a
hydraulic servo torque motor. These items would replace the differen-
tial linkage and its mechnical inputs, as depicted on Figure 5. The
temperature-sensing element would be located in the turbine exhaust
rather than the turbine inlet, to increase the life of the sensor.
To define the actuator scheme best suited for this application, a
detailed system analysis of various road and environmental conditions
encountered during the life of the vehicle would be necessary. This
would determine whether the cost and reliability of the simpler actu-
ator would more than offset the savings in fuel consumption realized
from the sensing and precise control of turbine temperature.
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AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION 0" THE GARRETT CDRPORATIDN
1.4
AUTOMATIC STARTING AND PROTECTION CONTROL
Unlike a spark-ignition engine, the gas turbine engine requires
an automatic scheme for starting and engine protection. Gas turbine
starting characteristics are greatly dependent upon combustor and fuel
atomizer. For example, sensitivity to engine light-off is reduced.
considerably if fuel is supplied at a predetermined starter cranking
speed. Engine protection is necessary because certain system malfunc-
tions could result in overtemperature or overspeed. These two condi-
tions are not significantly critical in a spark-ignition engine,
because combustion takes place with the air-fuel ratio less than stoi-
chiometric. Thus, an increase in fuel (failed carburetor) results in
a decrease in combustor temperature. However, the opposite effect is
true of the gas turbine engine. Also, overspeed (a run-away condition)
is less likely in a spark-ignition engine, since the combustion chamber
and valve train tend to limit the rotational speed of the engine.
Figure 12 is a logic diagram of a solid-state electronic auto-
matic starting and protection circuit. Turbine temperature, speed,
and a manual start-initiation switch are inputs, while output signals
are provided to operate the starter relay, fuel solenoid, ignition
unit, and overspeed and overtemperature indicator lights. A typical
operating sequence is initiated by a momentary closure of the start
switch, causing the start relay to pull in and latch. At lO-percent
engine speed, the fue~solenoid and ignition unit are energized. At
50-percent engine speed, the starter relay and ignition unit are de-
energized, thus dropping out the starter and ignition spark. Should
an overspeed or overtemperature occur, the scheduled fuel will be
reduced and an appropriate dash-mounted indicator light will illuminate.
Mechanical- and pneumatic-operated switching logic was considered.
for this application but discarded in favor of solid-state electronics.
Mechanical switching is somewhat more complex as a speed drive and
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m
TO BATTERY
POWER SUPPLY
FUEL TO ~
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AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION 0" T"'~ GARRE1'T CORPORATION
m.!chanica1 flyweights are necessary for sensing speed. For the
pneumatic scheme, lack of available power necessitates an engine-
rechargeable, air-storage bottle or a separate engine-driven air com-
pressor. Also, both the mechanical or pneumatic schemes require micro
switches to interface with the fuel solenoid. These are less reliable
than solid-state switches under repeated cycling, a condition inherent
in this system.
Functions of the automatic starting and protection control pre-
sented above constitute the minimum requirements for engine safety.
The final modes of operation within the fault logic will be selected
-fter a study of system reliability and driving safety hazards that
might be present during a fault.
1.5
TRANSMISSION CONTROL
Several means of controlling the toroidal drive are currently
being considered. The first scheme shown in Figure 5 controls the
speed ratio within the toroidal drive as a function of throttle posi-
tion and rear-wheel velocity. For example, to accelerate the vehicle,
the throttle is depressed, resulting in greater fuel delivery to the
_~gine, simultaneously causing the toroidal drive to downshift. As
__1gine speed increases, the vehicle begins to accelerate. Higher
vehicle speed is sensed by the speed servo that, in turn, begins to
counteract the throttle input. This causes the toroidal drive to up-
shift to maintain the higher vehicle velocity at a lower engine speed.
When cruising speed is reached, the toroidal drive will automatically
be positioned in the lowest possible speed ratio, resulting in the
lowest possible engine speed.
An alternate for controlling vehicle acceleration is Figure l3(a).
Since drive~hee1 torque is proportional to vehicle acceleration, the
second scheme of Figure 5 features a drive-wheel torque sensor that
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'" DIVI81DH 0' TtoiC GA..ETT CO."O"ATION
WHEEL TORQUE SENSOR
(FOR ACCELERATION CONTROL)
\
TORQUE SENSOR
INPUT
(MECHANICAL OR
PRESSURE)
o
..
HIGH TORQUE LOW TORQUE /
REGULATED OIL PRESSURE
FROM TOROIDAL DRIVE
(a) ACCELERATION AND
..
CRUISE CONTROL
APPROXIMATELY 2 IN.
DIA. STEEL BAR ~
II
III
(b) TORQUE SENSOR SCHEME
VEHICLE ACCELERATION CONTROL
FIGURE 13
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--ltamatically selects the optimum toroidal-drive speed ratio for
., -~imurn acceleration. Mechanically, this scheme functions identically
-~ that of Figure 5, but the toroidal-drive, speed-ratio selection is
biased by vehicle acceleration. (This may be thought of as a control
system that is closed-loop on vehicle acceleration.)
One possible concept for the torque sensor is shown on Figure
13(b). This scheme consists of a torque rod, one end of which is
attached to the frame of the auto and the opposite end to the drive
wheels through the axle housing. As the vehicle is accelerated, the
vehicle drive~heel thrust load displaces the center of the torque rod,
thus creating a displacement signal proportional to vehicle accelera-
tion.
The merits of torque sensing to control vehicle acceleration were
not thoroughly evaluated. Examination of this scheme would involve a
computer study to optimize vehicle acceleration through the sensing
and control of drive-wheel torque. However, should this study show
significant gains, the torque-sensing scheme would be further explored.
Since 'the transmission is a traction drive and is mechanical in
nature, a mechanical control for changing speed ratio is more feasible
because of the ease of interfacing. Items such as permanent magnet
generators and monopoles were considered for transmission speed sen-
sors but ruled out in favor of the' mechanical scheme.
1.6
HYDRAULIC CLUTCH CONTROL
The clutch control (Figure 5) consists of a hydraulic servo spool
that senses the position of the transmission traction rollers and con-
trols the muscle pressure to the clutch actuator when the vehicle
approaches low-speed operation. This causes the clutch to slip, while
transmitting some portion of torque to the rear wheels. This opera-
tion is necessary to allow the engine to idle at a low vehicle velocity.
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It. DIVISIDN O~ THE DARAETT CDRPQRATION
Under consideration, but not shown, is the probable necessity for
an additional input to the clutch control. This input might consist
of a turbine speed input or an output-shaft-speed interlock timing
valve that would allow the vehicle to have adequate "curb" pulling
power. For example, suppose an automobile equipped with the type of
clutch control shown in Figure 5 pulled square with a curb and then
attempted to start from rest and pullover it. As the engine throttle
was depressed, only a fixed amount of torque would be transmitted to
the drive wheels since the vehicle has zero forward velocity. Depen~
ing on curb height, this fixed amount of drive-wheel torque might not
be sufficient to move the vehicle forward. However, if there were
feedback from engine speed, or an equivalent, to decrease clutch slip-
page and increase drive-wheel torque, the maximum engine power could
be utilized to pullover the curb.
A mechanical device was selected in this application
simplicity and ease of interfacing with the hydraulically
clutch.
1.7
MAXIMUM POWER CONTROL
because of
operated
The purpose of the maximum power control (water injection) is to
boost engine horsepower when maximum acceleration is desired. Refer-
ring to Figure 5, the maximum power control senses T2 and maximum-
throttle position to regulate the amount of water injected into the
engine. Compressor discharge pressure, P3' is used to .pressurize the
water tank, and water is injected through fixed-area nozzles to con-
trol the injection rate as a fixed percentage of engine airflow. A
bimetal temperature sensor and valve combination unit is mounted in
the compressor inlet duct and allows water to flow to the injector.
nozzles through a throttle-operated needle valve on hot-day conditions
only.
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... DIVISION Oil' THE QARRETT CQRPORATION
A mechanical temperature sensor was selected because (1) it can
l- combined easily with a shut-off feature, and (2) high-speed response
is not necessary. This decision may require re-examination based upon
tl_- final selection of an engine fuel control, since the electronic
\_Ision also requires a T2 sensor. The throttle-operated needle valve
\1-- -; selected because of its simplicity.
1.8
SENSORS
Sensors for the control systems previously discussed consist of
devices that can measure turbine speed, NE' turbine exhaust tempera-
ture, TS' and compressor inlet temperature, T2' The speed sensor will
probably be a monopole which is a proximity, ac-type, single-pole gen-
erator with output frequency proportional to speed. Because this type
of sensor does not require an external drive and is relatively simple
in construction, long service~life can be expected. When used in sys-
tems where a dc voltage level is required, the monopole signal is con-
ditioned by a solid-state rectifying and filtering circuit.
Two sensors are candidates for sensing T2--a bimetal mechanical
displacement device and an electrical resistance device, which produces
a voltage change resistance in proportion to temperature. Because both
devices are suitable for this application, the selection of one or both
depends upon the fuel control and water injection control.
Sensing TS is more difficult than T2 because of the elevated tem-
perature. Three possibilities exist--a mechanical displacement quartz
rod, a thermocouple, or a fluidic device. A quartz rod sensor looks
-ttractive for a topping device (possibly for sensing overtemperature
in the hydromechanical control system), while a thermocouple can be
used for topping or temperature modulation. A thermocouple is espe-
cially suited for an electronic temperature control because of the ease
of interfacing. The fluidic temperature sensor is attractive because
of its rugged sensing element, and because it can be used with hydro-
mechanical or electronic controls with proper interfacing devices.
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... DIVISIDN 0" THI[ aARREn CDRPDAATIDN
1.9
SUMMARY OF TASKS TO DETERMINE FINAL CONTROL SYSTEM CONFIGURATION
The following series of flow diagrams summarize the tasks neces-
sary to determine the final system configuration for the single-shaft
gas turbine:
FUEL MANAGEMENT SYSTEM
Detailed system analysis
of engine fuel consumption
with throttle-operated vs
temperature-sensing inlet
guide vane actuator
+
Actuator Actuator
reliability --t
analysis configuration
-J
+
Fuel control
reliability
analysis
.
Fuel control
configuration
AUTOMATIC STARTING AND PROTECTION CONTROL
Study of system reliability and - Final logic cir-
hazards to driving safety cuit configuration
TRANSMISSION CON~ROL
Analysis of speed ratio selec- - Evaluation of drive
tion for optimum vehicle accel- wheel. torque sensor
eration and cruise
HYDRAULIC CLUTCH CONTROL
Evaluation of turbine
Analysis of required drive- - speed or timing valve
wheel torque for curb-pulling interlock inputs to the
power hydraulic clutch servo
actuator
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_"RESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
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1.10
FUEL CONTROL SYSTEM COMPONENT CONSTRUCTION
1.10.1
Hydromechanical
The metering section, governor, jet boost pump, and relief valve
will be integrated in a single housing, whereas the bypass valve,
solenoid valve, fuel pump, and inlet filter will be separate modules
bolted to the main housing. This packaging arrangement was chosen ,to
minimize raw-material cost and provide ease of maintainability.
With the exception of the bypass valve housing, all main housings
will be die-cast aluminum with internally drilled fluid passages
-Tranged in a manner that will eliminate compound-angle drilling.
~~perience has shown that the bypass valve and governor shaft must be
constructed of a hard, corrosion-resistant material. This is necessary
to minimize metering-edge erosion and surface oxidation (rust) caused
by water entrained in the fuel. A 400-series stainless steel complies
with these requirements and is relatively inexpensive because of its
-iaptability to casting.
The fuel pump gears will probably be constructed from sintered
Illatal or molded plastic to minimize machining cost and provide built-
in lubricating for increased wear resistance.
The metering valve bellows will
mercial brass or phosphorous bronze.
and offer good corrosion resistance.
be hydroformed from either com-
These materials are inexpensive
Miscellaneous hardware, such as springs and adjustment screws,
will be made of 17-7 and 17-4 pH, respectively. This selection was
based on the necessity for high strength, hardness, and corrosion-
resistance.
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1.10.2
Electronic Control Assembly
Studies indicate that construction of the electronic control
assembly (ECA) should be along conventional lines, as typified by the
system presented in Figure 14. This iJ consistent with present state
of the art techniques in manufacturing printed circuit boards.
Typical construction (Figure 14) will probably consist of a
mounting base of stamped sheet metal that bolts to a convenient flat
surface within the compartment; a rubber bottom gasket seals the under
part of the mounting base.
The electronic circuits are contained on a single printed cir-
cuit board. Electrical interface is accomplished by pigtail solder
connections from the printed circuit board to an automotive-type,
terminal strip; the strip is exposed for interface connections even
with the cover in place. The cover is also of stamped sheet metal
construction and is retained by screws on the mounting base. A rubber
top gasket provides a weather seal between the cover and base.
Circuit-board size will be approximately 6 x 4 in. and will
include a mixture of discrete components (resistors, diodes, transis-
tors, etc.) and integrated circuits. The circuit board will contain
the automatic starting and protection, variable inlet guide vane con-
trol, fuel governor set-point control, and signal conditioner circuits.
These circuits will operate from a l2-vdc battery power source input
through suitable filter and regulator circuits also contained on the
printed circuit. Electronic scheduling and gains will be accomplished
by using medium-scale, linear, integrated circuits.
Speed logic decision
(MSI) voltage comparators
cuit (IC) logic packs and
circuitry will use medium scale int~gration
in conjunction with digital integrated cir-
high-powered output driver stages. All of
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AIRESEARCH MANUf'ACTURING COMPANY Of' ARIZONA
lit, DIV'8IaN UP' THE ClA'U'ETT CO""O"ATIDN
TOP
GASKET
ECA CONSTRUCTION CONCEPT
FIGURE 14
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the MSI circuits are available, off-the-shelf items in dual-in-line
packages. The present trend is toward higher packaging densities;
guad op-amps (four separate operational amplifiers within a single
package) are presently available in a single, dual-in-line package.
Similar quad voltage comparators are also available. Prices forecast
for these quad units indicate that they will sell for less than $1.00
per package in large quantities by 1973.
1.10.3
Inlet Guide Vane Actuator; Transmission Control; Hydraulic
Clutch Control
These items will be operating in a closed-loop oil system; there-
fore, the use of corrosion-resistant materials is not necessary.
Meehanite housings and 52100 steel valves are considered the best mate-
rial combination, plus availability, low cost, and reliable operation.
1.10.4
Maximum Power Control
The throttle-operated needle valve and housing will be of molded
plastic. The housing will be equipped with standpipe interfaces suit-
able for external, flexible-hose, band-clamp connections. This type
of construction is best suited for high-volume, low-cost production.
1.10.5
Sensors
The typic~l rod and tube-type temperature sensor consists of a
rod of low-expansion material (quartz) attached to a t~be of high-
expansion material (inconel). When used as a topping device, the
differential output of the sensor normally closes a micro-switch. The
micro-switch mounting is insulated from the temperature probe by mini-
mizing the heat conduction path.
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The thermocouple probe for sensing TS will be a shielded
chrome1-a1ume1 junction. Because of the temperature variation of the
electronic control, a cold-junction compensation will be incorporated.
~ne thermocouple will be connected to a differential amplifier in the
electronic control, thereby ensuring insensitivity to thermocouple
resistance and leakage to ground.
The fluidic TS sensor is of the sonic oscillator-type, with
the temperature probe constructed of a coiled, thin-walled tube sub-
merged in the exhaust gas stream. The temperature signal is pneumatic
and is transmitted to the signal-conditioning fluidic elements mounted
on the external boss of the temperature probe. The conditioning sec-
tion is made of thin, stainless-steel 1aminants brazed together to form
- computing stack. The output signal is extracted from the computing
stack through a threaded-type fluid connection.
The mechanical T2 sensor is comprised of a stack of bimetal discs.
Contraction and expansion of these discs is transmitted directly
through a brass rod that acts as a valve to register the water supply
for water injection.
The speed sensor will be a monopole wound
which ensures good reliability and good signal
variation in pole air-gap.
with heavy-gauge wire,
strength for a wide
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A DIVISIDN 0" THE GARRETT CORPORATIDN
2.
CONTROL SYSTEM DESCRIPTION FOR THE FREE-TURBINE POWERED VEHICLE
The control system functional schematic for the free-turbine
powered vehicle is presented 'in Figure 15. The primary purpose of
this schematic is to present a total system concept similar to that
discussed for the single-shaft engine. When compared with the single-
shaft engine, controlling elements are essentially alike; the major
difference being in the transmission control. This difference is a
result of the three-speed automatic transmission and the more diffi-
cult problem of preventing free-turbine overspeed.
2.1
CONTROL SYSTEM COMPONENTS
Six major elements comprise the control system:
( a)
(b)
Fuel control
Turbine nozzle actuator
(c)
(d)
Automatic starting and protection control
Transmission control
(e)
(f)
Hydraulic clutch control
Sensors
Several implementation schemes were studied
presented in the text that follows. Figure
sentation of the control components.
for these elements and are
16 is a schematic repre-
2.1.1
FUEL CONTROL
The basic fuel control is similar to that of the single-shaft
turbine except that the throttle reset governor is biased by a signal
that prevents overspeed in the event of loss of load. This scheme
precludes free-turbine damage without shutting down the gas generator.
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i-------i g~:;~L h
I
I
~
,
\. ~~<;ESSORY' " I (
I~PAD' I 4L
L ',; I N~~::r-- ~
--- '; AND'
I' PARK I \!RHDJ I
I I I DIlIVE SELECTOR
I L - - 1..:: =- = =::::::..:..--..,
I ~~E-TURBINE SPEED SIGNAL ~ I'
@13 ,------1- ----I
ACCELERATION,' k.. I
Acor:~OR I +-1- B~~~N~O=OL I i '\ I
~ I I PRESSURE I
."'-.;...---"""'" II ~~GNAL I
---- - 1 --=-T GEAR CHANGE I
I ACTUATORS
1 I
\ I I
I I
~ I (MOUNTED IN TRANS- 1
I MISSION AND SHULAR I
I I. I TO CONTROL SHOWN ON I
FIGURE 5)
) )) R I
/' .",,:;/ OFF ffi START I
~=~C S'AR.. ~~-"-// /
& SHUTDOWN BRAKING
PROTECTION CQotMAND ~ SERVO
CONTROL SIGNAL
I I L__l_____~~~::,:---------_J . / /
I L______--- TURBINE ULTIMATE /
L______- ~.:~ :::'':~=L . ? :~~ ~ ~
---
GAS
GENERATOR
I
I
1
I
I
1
I
I
I
I FUEL
I TANK
I
I
I
I
I
I
I
I
I
I
I
.
METERING
SECTION
SHUT-OFF
VALVE
)
CONTROL SYSTEM FUNCTIONAL SCHEMATIC
FIGURE 15
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A"USEARCH MANUf"ACTURING COM~ANY Of" ARIZONA
... DIV..IQN 0,. THI o.....,,:n CDIII~DIII"'TION
HYDRAULIC
ACTUATOR
[BRAKE PRESSURE
METERING SECTION [
GOVERNOR .. COMPRESSOR
MINIMUM FLOW STOP DISCHARGE
PRESSUR E
BYPASS
I
I I
L.... _I
TO SUMP
TO ENGINE
COMBUSTOR
PRESSURE OVER-RIDE SIGNAL
TO TRANSMISSION
SPEED SERVO
r---
I
.
L..
.- .-..--.
I
.. -..-.,
---.-.
REF. I .
PRESSURE:
I
REGULATED
OIL
PRESSURE
.
!---
SUM!"'
FREE-TURBIN~ SERVO
FREE-TURBINE CONTROL COMPONENTS WITH VARIABLE TURBINE NOZZLES
FIGURE 16
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The hydromechanical control (Figure 16) protects the free-turbine
element from overspeed by a reset head operated from a signal generated
by a hydraulic servo. The signal causes the reset-head piston to
retract and repositions the gas generator speeder spring to a lower
fuel setting, thus removing energy from the free-turbine unit.
The electronic control schematic is similar to those of Figures
7 and 8, except that an overspeed signal from the free-turbine biases
the speed summing junction to control impending overspeed.
For discussions of-the fluidic and hybrid controls and the con-
trols trade-off, refer to the applicable sections included in the
single-shaft control system study.
2.1.2
TURBINE NOZZLE ACTUATOR
The purpose of controlling the free-turbine nozzle area is to
provide better fuel economy and aid vehicle acceleration and braking.
Turbine-nozzle positioning is accomplished by an infinitely vari-
-~le, hydraulic-powered, piston actuator (Figure 16), which moves in
response to throttle position. To illustrate, as the throttle is
depressed during acceleration, a greater amount of fuel is added to
the gas generator, which is the power source for the free turbine.
Simultaneously, the free-turbine nozzles are moved to a more open
position, allowing the air to flow more freely through the gas genera-
tor turbine. In this way, the gas generator is accelerated and power
becomes available to the free turbine, in the shortest possible time.
When the throttle is retracted, the free-turbine nozzles return to a
....:>re closed position and gas generator speed returns to idle. This'
condition results in a free-wheeling action in the vehicle. If a
braking action is desired, the hydraulic brake system pressure over-
rides the throttle input to the actuator as the brake pedal is
depressed and causes the actuator to move the turbine nozzles to a
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reverse position. The gas stream is now directed upon the free-turbiI.-
in a reverse manner, resulting in additional vehicle braking.
Part-throttle fuel economy is accomplished by setting a free-
turbine nozzle area at a value to give a constant, maximum-allowable
turbine inlet temperature.
The discussion on actuator control and trade-off parameters for
the free turbine are identical to that of the single-shaft engine.
Therefore; refer to Paragraph 1.3 in the single-shaft study.
2.1.3
Automatic Starting and Protection Control
Discussions of the automatic starting and protection
schemes for the free turbine and single-shaft engines are
and have already been presented in Paragraph 1.4.
control
identical
2.1.4
Transmission Control
Transmission control is accomplished through the drive selector
and accelerator pedal. Selection of reverse and drive positions
causes the transmission to operate similar to existing automotive
designs. However, the mechanization of neutral or park requires spe-
cial provisions in the free-turbine output shaft, thereby preventing
its rotation regardless of external load or gas generator output. In
addition to locking the free turbine during parki a locking provision
on the transmission output shaft prevents the vehicle from rOlling.
During vehicle acceleration, the accelerator pedal is depressed,
resulting in greater fuel delivery to the engine, while simultaneously
requesting a gear change in the transmission through the thrott1e-
biased transmission speed servo. If the acceleration request is large
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and vehicle velocity low, the transmission will down-shift and trans-
...lta greater amount of torque to the drive wheels, resulting in more
rapid acceleration of the vehicle. As the vehicle moves to a higher
~~aed, the transmission is automatically up-shifted to the next lowest
gear ratio by the transmission output-shaft speed governor. Should the
free turbine tend toward overs peed during any portion of acceleration,
an override signal from the free-turbine speed servo will up-shift the
transmission. When cruising speed is reached, the transmission will be
automatically shifted into the lowest possible gear ratio, resulting
in low engine speed and good fuel economy.
Since the transmission is mechanical in nature, a mechanical
control for changing gear ratio is more feasible because of the ease
of interfacing. Items such as permanent magnet generators and mono-
poles were considered for sensing transmission output-shaft speed but
were ruled out in favor of the mechanical scheme.
2.1.5
Hydraulic Clutch Control
The clutch control shown in Figure 16 has a servo spool that
senses a hydraulic pressure signal generated by the free-turbine speed
servo. When the free turbine approaches low-speed operation, the
clutch servo spool decreases the pressure to the clutch actuator, caus-
ing the clutch to slip. This allows the free turbine to idle at a con-
stant minimum speed while transmitting a small torque to the drive
wheels. This mode of operation for the slipping-clutch is analogous
to a fluid coupling or a torque converter.
A mechanical device was selected in this application because of
its hardware simplicity and ease of interfacing with the hydraulically
operated clutch.
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2.1.6
Sensors
Refer to Paragraph 1.8 for a discussion of the sensors for the
free-turbine application.
2.2
CONTROL SYSTEM COMPONENT CONSTRUCTION
Component construction requirements for the free-turbine engine
are identical to those of the single-shaft engine. Therefore, refer
to Paragraph 1.10 for a discussion of these considerations.
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APPENDIDS (6)
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AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
It. DIVISIDN Dr THE DARRETT CDRPDRATION
APPENDIXES
1.
Air Pollution Control Office
Advanced Automotive Power Systems Program
. . . . . . .
2.
De-Ionized Water Supply Requirements for
Gas Turbine Automobile Drive. . . . . .
. . . . . . .
3.
Engine Acceleration Versus Horsepower Rating
Characteristics. . . . . . . . . . . . . . .
. . . . .
4.
Prediction Procedure for Gas Turbine Engine
Exhaust Emissions. . . . . . . . . . . . .
. . . . . .
5.
Manufacturing Cost Estimate for Full-Size,
Six-Passenger Automobile, v-a Engine. . .
. . . . . .
6.
Estimated Cost of Operating an Automobile:
. . .
1970
Tables
Appendix 1
1. Office of Air Programs Simplified Driving Cycle
Appendix 5
1. Component Cost. . . . . .
. . . . .
. . . . . . .
List of Illustrations
Appendix
1-
2.
3.
4
Ratio lb THC/lb CO vs Combustion Efficiency. . .
Combustion Efficiency vs CO Emission Index. . . .
Effective Fraction of Stoichiometric Air for
Measured NOx . . . . . . . . . . . . . . . . . . .
Stoichiometric Equivalence Ratios. . . . . . . .
4.
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Number
of Pages
12
3
3
13
2
1
Page
12
2
2
5
10
11
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APPENDIX 1
AIR POLLUTION CONTROL OFFICE
ADVANCED AUTOMOTIVE POWER SYSTEMS PROGRAM
"Vehicle Design Goals - Six Passenger Automobile"
(Revision C - May 28. 1971 - '11 Pages) .
The design goals presented below are intended to provide:
A common objective for prospective contractors.
Criteria for evaluating proposals and selecting a contractor.
Criteria for evaluating competitive power systems for entering
first generation system hardware.
Advisory criteria in such areas as rolling resistance. vehicle air
drag etc. are included to assist the contractor.
The derived criteria are based on typical characteristics of the class of.
passenger automobiles with the largest market volume.produced in the U. S.
during the model years 1969 and 1970. It is noted that emissions, volume
and most weight characteristics presented are maximum values while the
performance characteristics are intended as minimum values. Contractors
and prospective contractors who take exceptions must justify these exceptions'
and relate these exceptions to the technical goals presented herein.
1.
Vehicle weight without propulsion system - Woo
Wo is the weight of the vehicle without the propulsion system and
includes, but is not limited to: body, frame, glass and trim,
suspension, service brakes, seats, upholstery, sound absorbing materials,
insulation, wheels (rims and tires), accessory ducting, dashboard
instruments and accessory wiring, battery, passenger compartment
heating and cooling devices and all other components not included in
the propulsion system. It a1so includes accessories such as, the air
conditioner compressor, the power steering pump, and the power
brakes actuating device. .
. .
Wo is fixed at 2700 lbs.
2.
Propulsion system weight - Wp.
Wp includes the energy storage unit (including fuel and containment),
?ower converter (including both functional components and controls)
u~d power transmitting components to the driven wheels. It also
~ncludes the exhaust system, pumps, motors, fans and fluids necessary
for operation of the propulsion system. and any propulsion system
heating or cooling devices. .
AT-6100-R7
Appendix 1
Page 1
-------
Rev. C - May 2a, 1971
-2-
The maximum allowable propulsion system weight, W , is 1600 lbs.
However, light weight propulsion systems are high~y desired.
(Equivalent 1970 propulsion system weight with a spark ignition
engine is 1300 lbs.)
3.
Vehicle curb weight - Wc
~=~+~
The maximum allowable vehicle curb weight, Wcm, is 4300 Ibs.
(2700 + 1600 max. a 4300)
4.
Vehicle test weight - Wt.
'~t = Wc + 300 1bs. Wt is the vehicle weight at which all accelerative
ruaneuvers, fuel economy and emissions are to be calculated. (Items Sc,
8D, 8e). .
Th~ maximum allowable test weight, Wtm, is 4600 lbs.
~ax. + 300 = 4600).
(2700 + 1600
5.
Gross vehicle weight - Wg
Wg = Wc +1000 lbs. Wg is the gross vehicle weight at which sustained
cruise grade velocity capability is to be calculated. (Item 8f). The
1000 1bs. load simulates a full load of passengers and baggage.
The maximum allowable gross vehicle weight, Wgm, is 5300 lbs.
1600 max. + 1000 = 5300).
(2700+
6.
Propulsion system volume - Vp
Vp includes all items identified under item 2. Vp shall be packagable
in such a way that the volume encroachment on either the passenger or
luggage compartment is not significantly different than today's (1970)
standard full size family car. The propulsion system shall not violate
the vehicle ground clearance lines as established by the manuf~cturer
or the vehicle used for propulsion system/vehicle packaging. Additionally)
the propulsion system shall not violate the space allocated for wheel
jounce motions and vehicle steering. Necessary external appearance
(styling) changes w~ll be minor in nature. Vp shall. also be packagable
in. such a way that the handling characteristics of the vehicle do .not
depart significantly from ~ 1970 full size family car.
The maximum allowable volume assignable to the propulsion system,
Vpm' is 35 ft.3.
AT-6100-R7
Appendix 1
Page 2
-------
Rev. C - May 28, 1971
-3-
7.
Emission Goals
The vehicle when t~sted fQr emissions in accordance with the procedure
outlined in the November 10, 1970 Federal Register shall have a
weight of Wt. The emission goals for the vehicle are:
Hydrocarbons*
Carbon monoxide
Oxides of nitrogen**
Particulates
0.14 grams/mile maximum
4.7 grams/mile maximum
0.4 grams/mile maximum
0.03 grams/mile maximum
*Total hydrocarbons (using 1972 measurement procedures)
plus total oxygenates. Total oxygenates including
aldehydes will not be more than 10 percent by weight
of the hydrocarbons or 0.014 grams/mile, whichever is
greater.
**measured or computed as N02.
8.
Start up, Acceleration, and Grade Velocity Performance.
a.
Start up:
The vehicle must be capable of being tested in accordance with
the procedure outlined in the November 10, 1970 Federal Register
wit~out special driver startup/warmup procedures. .
The maximum time from:.key on to reach 65 percent full. power
is 45 sec. Ambient conditions are 14.7 psia pressure, 60°F
temperature.
Powerplant starting techniques in low ambient temperatures shall
be equivalent to or better than the typical automobile spark-
ignition engine. Conventional spark-ignition engines are deemed
satisfactory if after a 24 hour soak at -20°F the engine achieves
a self-sustaining idle condition without further driver input
within 25 seconds. No startins .1~. external to the normal vehiGl..
&y.tsm .hall be needed for -20.' Icart. or hilber tamparatura..
AT-6100-R7
Appendix 1
Page 3
-------
-4-
. Rev. C - Mq 28, 1971
b.
Idle operation conditions:
The fuel consumption rate at idle operating condition will not
exceed 14 percent of the fuel consumption rate at the maximum design
power condition. Recharging of energy storage systems is
exempted from this requirement. Air conditioning is off~the
power steering pump and power brake actuating device, if
directly engine driven, are being driven but are unloaded.
The torque at transmission output
creep torque) shall not exceed 40
rear axle ratios and tire sizes.
result in level road operation in
18 mph.
during idle operation (idle .
foot-pounds, assuming conventional
This idle creep torque should.
high gear which does not exceed
c.
Acceleration from a standing start:
The minimum distance to be covered in 10.0 sec. is 440 ft.
The maximum time to reach a velocity of 60 mph is 13.5 sec.
Ambient conditions are 14.7 psia, 85° F. Vehicle weight is Wt.
Acceleration is on a level gtade and initiated with the engine
at the normal idle condition.
d.
Acceleration in merging traffic:
The maximum time to accelerate from a constant velocity
of 25 mph to a velocity of 70 mph is 15.0 sec. Time starts
when the throttle is depressed. Ambient conditions are 14.7
psia, 85° F. Vehicle weight is Wt. and acceleration is on
level grade.
e.
Acceleration, DOT High Spee4 Pass.Maneuver:
The maximum time and maximum distance to go from an initial
velocity of 50 mph with the front of the automobile (18 foot
length assumed) 100 feet behind the back of a 55 foot truck
traveling at a constant 50 mph to a position where the back
of the automobile is 100 feet in front of the .front of the 55
foot truck is, 15 sec. and 1400 ft. The entire maneuver takes
place in a traffic lane adjacent to the lane in which the truck
is operated. Veh~c1e will be accelerated until the maneuver is
completed or until a maximum speed of 80 mph is attained, which-
ever occurs first. Vehicle acceleration ceases when a speed of
80 mph is attained, the maneuver then being completed at a
constant 80 mph. (This does not imply a design requirement
limiting the maximum vehicle speed to 80 mph.) Time starts when
the throttle is depressed. Ambient conditions are 14.7 psia,
85° F. . Vehicle weight is Wt, and acceleration is on level grade.
AT-6100-R7
Appendix 1
Page 4
-------
-5-
Rev. C - ~ 28, 1971
f.
Grade velocity:
The vehicle must be capable of starting from rest on a 30
percent grade and accelerating to 15 mph and sustaining it.
This is the steepest grade on which the vehicle is required
to operate in either the forward or reverse direction.
. .
The minimum cruise velocity that can be continuously maintained
on a 5 percent grade with an accessory load of 4 hp shall be
not less than 60 mph.
The vehicle must be capable of achieving a velocity of 65 mph
up a 5 percent grade and maintaining this velocity for a
period of 180 seconds when preceded and followed by continuous
operation at 60 mph on the same grade (as above).
The vehicle must be. capable of achieving a velocity of 70 mph
up a 5 percent grade and maintaining this velocity for a
period of 100 seconds when preceded and followed by continuous
operation at 60 mph on the same grade (as above).
The minimum cruise velocity that can be continuously maintained
on a level road (zero grade) with an accessory load of 4 hp
shall be not less than 85 mph with a vehicle weight of Wt.
Amb~ent conditions for all grade specifications are 14.7 ps.ia
850 F. Vehicle weight is Wg for all grade specifications
except the zero grade specification.
The vehicle must be capable of providing performance (Paragraphs
8c, 8d, 8e 8f)withhn5'percent of the stated 850 F values, when
operated at ambient temperatures from -200 F to 1050 F.
AT-6100-R7
Appendix 1
Page 5
-------
-~~-~
-6-
Rev. C - 1"181' 28, 1911
9.
Minimum vehicle range:
Minimum vehicle range without supplement1ng.~the.:en~~ay- s.torage
will be 200 miles. The minimum range shall be calc~lated for,
and applied to each of the two following modes: 1) A city-
suburban mode, and 2) a cruise mode.
Mode 1:
Is the driving cycle which appears in the
November 10, 1970 Federal Register. For
vehicles whose performance does not depend
on the state of energy storage, the range
may be calculated for .one cycle and ratioed
to 200 miles. For vehicles whose performance
does depend on the state of energy storage
the Federal driving cycle must be repeated
until 200 miles have been completed.
Mode 2:
Is a constant 70 mph cruise on a level road for
200 miles.
The vehicle weight for both modes shall be, initially, Wt. The
ambient conditions shall be a pressure of 14.7 psia, and temperatures
of 60° F, 85° F and 105° F. The vehicle minimum range shall not
decrease by more than 5 percent at an ambient temperature of -200 F.
For hybrid vehicles, the energy level in the power augmenting device
at the completion of operation will be equivalent to the energy level
at the 'beginning of operation.
AT-610Q-R7
Appendi.x 1
Page 6
-------
-7-
Bey. c .. 1'~ 28, 1971
10.
System thermal efficiency:
System thermal efficiency will be calculated by two methods:
B.
A "fuel economy" figure based on 1) miles per gallon
(fuel type being specified) and 2) the number of Btu
per mile required to drive the vehicle over the 1972
Federal driving cycle which appears in the November
10, 1970 Federal Register. Fuel economy is based on
the fuel or other forms of energy delivered at the
vehicle. Vehicle weight is Wt.
A "fuel economy" figure based on 1) miles per gallon
(fuel type being specified) and 2) the number of Btu
. per mile required to drive the vehicle at constant
speed, in still air, on level road, at speeds of 20,
30, 40, 50, 60, 70, and 80 mph. Fuel economy is based
on the fuel or other forms of energy delivered at the
vehicle. Vehicle weight is Wt.
A.
In both cases, the system thermal efficiency shall be calculated
with sufficient electrical, power steering and power brake loads
in service to permit safe operation ~f the automobile. Calculations
shall be made with and without air conditioning operating. The
ambient conditions are 14.7 psia and temperatures of 60° F, 85° F
and 105° F. Calculations shall be made with heater operating' at
ambient conditions of 14.7 psia and 30° F (18,000 Btu/hr).
11.
Air Drag Calculation:
The product of the drag coefficient, Cd, and the frontal area, Af,
is to be used in air drag calculations. The product CdAf has a
value of 12 ft2. The air density used in computations shall
correspond to the applicable ambient air temperature.
12.
Rolling Resistance:
Rolling resistance, R, is expressed in the equation
R . W/65 [1 + (1.4 x 10-3V) + (1.2 10-5V2») lhs. V is the vehicle
velocity in ft/sec. W is the vehicle weisht in lbs.
AT-6100-R7
Appendix 1
Page 7
-------
-8-
Rev. C - Mq 28, 1911
13.
Accessory power requirements:
The accessories are defined as subsystems for driver assistance
and passenger convenience, not essential to sustaining the
engine operation and include: the air conditioning compressor,
the power steering pump, the alternator (except where required
to sustain operation), and the power brakes actuating device.
The accessories also include a device for heating the passenger
compartment if the heating demand is not supplied by waste heat.
Auxiliaries are defined as those subsystems necessary for the
sustained operation of the engine, and include condensor fan(s),
combustor fan(s), fuel pumps, lube pumps, cooling fluid pumps,
working fluid pumps and the alternator when necessary for driving
electric motor driven fans or pumps.
The maximum intermittent accessory load, Paim' is 10 hp (plus the
heating load, if applicable). The maximum continuous accessory
load, Pacm' is 7.5 hp (plus the heating load if applicable). The
average accessory load, Paa, is 4 hp.
If accessories are driven at variable speeds, the above values
apply. If the accessories are driven at constant speed, Paim and
Pacm will be reduced by 3 hp.
AT-6100-R7
Appendix 1
Page 8
-------
-9-
Rev. C - y~ 28, 1971
14.
Passenger comfort requirements:
Heating and air conditioning of the passenger compartment shall be
at a rate equivalent to that provided in the present (1970) standard
full size family car.
Present practice for maximum passenger compartment heating rate is
approximately 30,000 Btu/hr. For an air conditioning system at 1100 F
ambient, 800 F and 40% relative humidity air to the evaporator, the
rate is approximately 13,000 Btu/hr.
15.
.Propulsion system operating temperature range:
The propulsion system shall be operable within an expected ambient
temperature range ~f -400 to 1250 F.
16.
Operational life:
The mean operational life of the propulsion system should be
approximately equal to that of the present spark-ignition engine.
The mean operational life should be based on a mean vehicle life of
105,000 miles or ten years, whichever comes first.
The design lifetime of the propulsion system in normal operation will
be 3500 hours. Normal maintenance may include replacement of
accessab1e minor parts of the propulsion system via a usual maintenance
procedure, but the major parts of the system shall be designed for a
3500 hour minimum operation life.
The operational life of an engine shall be determined by structural or
functional failure causing repair and replacement costs exceeding the
cost of a new or rebuilt engine. (Functional failure is defined as
power degradation exceeding 25 percent .or top vehicle speed. degradation
exceeding 9 percent). .
AT-6100-R7
Appendix 1
Page 9
-------
-10-
Rev. 0, Mq 28, 1971
17' .
Noise standards:
(Air conditioner not operating)
a.
Maximum noise test:
The maximum noise generated by the vehicle shali not
exceed 77 dbA when measured in accordance with SA! J986a.
Note that the noise level i8 77 dbA whereas in the SAE
J986a the level is 86 dbA.
b.
Low speed noise test:
The maximum noise generated by the vehicle shall not exceed.
63 dbA when measured in accordance with SA! J986a except
that a constant vehicle velocity of 30 mph is used on the
pass-by, the vehicle being in high gear or the highest gear
in which it can be operated at that speed.
c.
Idle noise test:
The maximum noise generated by the vehicle shall not exceed
62 dbA when measured in accordance with SAE J986a except that.
the engine is idling (clutch disengaged or in neutral gear)
and the vehicle passes by at a speed of less than 10 mph.
the microphone will be placed at 10 feet from the centerline
of the vebic1e pass line.
18.
Safety standards:.
The vehicle sba11 comply with all current Department of Transportation
Federal Motor Vehicle Safety Standards. Reference DOT/aS 820 083. .
AT-6100-R7
Appendix 1
Page 10
-------
-11-
Rev. C - Y.q 28, .1971
19.
Reliability and maintainability:
The reliability and maintainability of the vehicle shall equal or
exceed that of the spark-ignition automobile. The m~an-time-between
failure should be maximized to reduce the number of unscheduled
service trips. All failure modes should not represent a serious
safety hazard during vehicle operation and servicing. Failure
propagation should be minimized. The power plant should be designed
for ease of maintenance and repairs to minimize costs, maintenance
personnel education, and downtime. Parts requiring frequent servicing
shall be easily accessable.
20.
Cost of ownership:
The net cost of ownership of the vehicle shall be minimized for
ten years and 105,000 miles of operation. The net cost of Qwnership
includes initial purchase price (less scrap value), other fixed costs,
operating and maintenance costs. A target goal should be to not
exceed 110 percent of the average net cost of ownership of the present
standard size automobile with spark-ignition engine as determied by
the U.S. Department of Commerce 1969-70 statistics on such ownership.
AT-6100-R7
Appendix 1
Page 11
-------
. -.----1.
[ffi]
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION 0,. THE GARRETT CORPORATION
TABLE 1
OFFICE OF AIR PROGRAMS SIMPLIFIED
DRIVING CYCLE
Route
Federal Driving Cycle
Simplified Suburban
Route (equal times at
Constant 20, 30, and
40 mph)
Simplified Country Route
(equal times at Constant
50, 60, and 70 mph)
TOTALS
Average
Speed,
mph
19.84
30.00
60.00
30
AT-6l00-R7
Appendix 1
Page 12
Time,
hr
1750
1150
600
3500
Percent
of Time
50
33
17
100
-------
~
AIRESEARCH MANUF"ACTURING COMPANY OF" ARIZONA
At. DIVISION 0" THE GARRETT CORPORATION
APPENDIX 2
DE-IONIZED WATER SUPPLY REQUIREMENTS FOR
GAS TURBINE AUTOMOBILE DRIVE
Purified water may be used to increase the transient power capa-
bility of the gas turbine engine. Thus, in the automobile drive, an
engine of smaller maximum airflow may reduce the power plant installa-
tion size and weight as well as cost. A water flow of 6 percent of
the airflow by mass gives 30 percent more power with the same turbine
inlet temperature (TIT) for higher ambient temperatures. As a result,
a single-shaft gas turbine can, on a 105°F day, deliver 110 hp instead
of 85, with approximately 1.0 lb/sec air, using 1900°F TIT and a fuel-
to-air ratio of 0.017. Thus, the water flow is about 0.06/0.017 = 3.5
times the fuel flow.
The portion of time involved in a maximum power maneuver for a
typical commuter duty cycle is estimated as follows:
Total trip time = 20 min
Average speed
= 45 mph
Trip distance
= 15 mi
Operation
Duration, min
Number
Maximum acceleration at stop
Maximum acceleration - merging traffic
0.50
0.25
2
TOTAL time, min
0.25
1.00
1
1
Maximum acceleration - high-speed pass
~nis would require a water quantity of 3.6 lb or 0.43 gal. If the
water tank were filled on the same basis as the fuel tank, the water
tank size would be dependent on the vehicle miles per gallon of fuel:
AT-6l00-R7
Appendix 2
Page 1
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~~
lS~
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION 0'- THE GARRETT CORPORATION
Fuel, Fuel, Water, Water Tank,
Fuel Tank mpg gal/trip gal/trip gal
20 gal 10 1.50 0.43 5.75
13 1.15 0.43 7.47
15 1.00 0.43 8.60
20 0.75 0.43 11.47
25 0.60 0.43 14.30
From the preceding, it would be desirable to supply the vehicle with
about a 10-galtank. The tank could be blow-molded polyethylene and
could be pressurized by compressor bleed-air regulated to about 15
psig maximum pressure. A water-quantity indicator on the dash would
be needed to assure the operator of the availability of the water for
the critical power needed at various times.
The quantity of purified water required for vehicle operation is
sufficient to warrant consideration of a means of supply for motor-
ists. While de-ionized water can be produced in large quantities
(from 1000 to 2000 gph) at costs of $0.20 to $0.25/1000 g'al, shipping,
storage, and handling costs would force the consumer price to about
$0.03/gal, determined as follows:
Distribution, 2000 gal, $30.00/trip = $0.015jgal
Storage, pumps, amortization
= $O.OlS/gal
Handling at service station, 5 gal,
1 min, $2.00/hr
TOTAL
= $0.003/gal
= $0.033/gal
An alternate approach would be a reverse-osmosis and pump system
to produce purified water of 20- to 30-ppm purity from city tap water
of 400 to 600 ppm. In this instance, a boost pump supplying 600 psig
of water from the city tap to a module for 700 gal/day would cost
AT-6l00-R7
Appendix 2
Page 2
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~
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVI!IIDN 0" THIt GA.RRETT CORPDRATIQN
approximately $1000.00. A service station pumping 10,000 gal of
gasoline per day would require 4300 gal of water (at an average fuel
consumption of 15 mpg), necessitating six reverse-osmosis module sys-
tems at a cost of $6000.00. Assuming replacement every two years,
total production would be 2(360)4300 = 3.10 x 106 gal. Thus, water
production cost would be 6000(1.0)/3.10 x 106 gal. Thus, water pro-
duction cost would be 6000(1.0)/3.10 x 106 = $0.00194/gal. Other
costs include a minor storage tank and service-handling costs at
$0.0037jgal or a total of $0.0060jgal. These costs are summarized as
follows:
Sales price
Cents/gal
0.19
0.05
0.03
0.33
0.60
0.40
1.00
Amortizing reverse-osmosis system
Electricity
Storage tank
Handling
Profit
~nis would increase the fuel cost to the consumer, dependent on the
vehicle miles per gal, as follows:
Fuel, mpg
10
13
15
20
25
Additional Cost of Water,
cents/gal fuel
0.29
0.37
0.43
0.57
0.71
AT-6l00-R7
Appendix 2
Page 3
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~
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
It. DIVISIDN OF' THE DARRETT CDRPORATION
APPENDIX 3
ENGINE ACCELERATION VERSUS
HORSEPOWER RATING CHARACTERISTICS
For a given engine configuration,
relationship between the time required
values of percent speed and the engine
figuration is scaled geometrically.
it is desirable to express the
to accelerate between two
peak-power level, when the con-
Denote the horsepower level at maximum turbine inlet temperature
by P. The value, P, is then a single-valued function of the shaft
speed, N (engine speed for a single-shaft engine or gas generator
speed for a free-turbine engine), for this turbine inlet temperature.
Also, let:
W = engine throughflow rate
D = compressor or turbine tip diameter
I = engine polar mass moment of inertia
T = engine output torque
t = time
n = N/Nmax = percent shaft speed
"
Also, let superscripts [1] and' [2] refer to the original values of the
engine .variables listed above and the values for the scaled engine,
respectively.
Holding all other variables constant, the following relationships
are applicable:
AT-6l00-R7
Appendix 3
Page 1
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~B
AIRESEARCH MANUF"ACTURING CDMPANY DF" ARIZDNA
A DIVISIDN DF' THE GARRETT CDRPDRATIDN
p a:* W
W a: D2
5
I a: D , for a geometrical scale
T a: p
N
(1)
Also,
dN dn
T = k1 dt = k1 Nmax dt' k = constant
(2)
and,
DN = k1' a constant
( 3)
for a given configuration. Therefore, from Eq. (1) and ( 3) ,
1
p a: -
N2
Then, using Eq. (2),
lit [1] = kN[l] jn2 1[1]
[T] dn
max T
n1
Also,
lIt[2] = kN [2] jn2 r[2]
max :T2T dn
n1 T
(4)
(5)
(6)
But from Eq. (1),
N [2]
max
=
1/2
(p[l] \ ( [1])
p [2] J Nmax
(7)
*cc denotes proportionality, e. g., A a: B means A is proportional to B.
AT-6l00-R7
Appendix 3
Page 2
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ffi]
AIREBEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION 0" THE GARRETT CORPORATION
1[2] = ( p[2] )5/2 (1[1])
p [1]
3/2
[2] = ( p [2] )
T [1]
p
(T[l])
Substituting Eq. (7) into Eq. (6) yields
1/2
[2] - (p[2])
lit - k [IT
p
N [1]
max
jn2
nl
r[l]
rrr dn
T
or simplifying
( [2] )1/2
lIt[2] = ~ lIt[l]
pel]
(8)
Therefore, when the engine is scaled to a higher power level, more
time is required to accelerate the engine (for a single-shaft engine
or gas generator for a free-turbine engine) from I-percent speed,
such as idle, to another percent speed, such as maximum engine speed.
AT-6100-R7
Appendix 3
Page 3
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~
AIRESEARCH MANUFACTURING CDMPANY DF ARIZDNA
A DIVISION OF' THE GARRETT CORPORATION
APPENDIX 4
PREDICTION PROCEDURE FOR GAS TURBINE ENGINE
EXHAUST EMISSIONS
1.
CARBON MONOXIDE (CO) AND TOTAL HYDROCARBONS (THC)
Prediction of CO and THC has been obtained by empirical correla-
tion of the weight ratio of THC to CO as a function of combustion
efficiency. Figure 1 shows that this relationship is approximately
linear with combustion efficiency and is similar for similar combustor
types. In general, the annular combustors, with higher wall surface
areas, produce a greater ratio of THC to CO compared with can-type
combustors. The ratio can be estimated by the following equation:
R = R99 (110- ~c)
where:
R = ratio, 1b THC/1b CO
R99 = R at 99 percent combustion efficiency
Values of R99 for approximate fit to the data are listed. These val-
ues were selected with emphasis on low efficiency points where emis-
sions are more critical. Linearity is less apparent at very high
efficiencies, as seen in the insert of Figure 1.
Combustor Type
R99
Annular (731,231,660,331)
6-in. can (2 brg 85)
0.19
0.11
5-in. can (30-92, 36-6)
5-in. can (4 brg 85)
0.065
0.02
AT-6l00-R7
Appendix 4
Page 1
-------
rn
o
u 1.0
III
~
........
U
II::
E-t
III
~ 0.8
..
~
AI RESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
.. OI"".'ON 01' THE QA.AR&"n' COAPORAT.ON
1.6
0.2
1.4
0.15
1.2
0.6
TFE731
o TSE231
/1) TP.E331-151
o TPE331-43
. GTCP30-92 (ATOMIZER)
. GTCP30-92 (VAPORIZER)
l:J GTCP36-6 ANNULAR
£:) GTCP85-180 COMBUSTORS
<:> GTCP85-98 TFE731
X GTC85-90 TSE231
. GTCP660-4 GTCP660
TSCP700-4 TPE331
o GM GT309
0.4
0.2
GTCP36-6
I
GTCP30-92
GTcl85-90
95 96 97 98
100
99
93
94
COMBUSTOR EFFICIENCY, nc
RATIO LB THC/LB CO VS COMBUSTION EFFICIENCY
FIGURE 1
AT-6100-R7
Appendix 4
Page 2
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EB
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
lit. DIVIIIION Dr THE DARRETT CORPORATIDN
The EPA automotive goals of 0.41 gm/mi THC and 3.4 gm/mi co give
a v~lue for R of 0.1205. One engine, the TSCP700, shows an entirely
different characteristic on Figure 1 from the other annular combustors.
Inis is the result of a constant level of measured THC (expressed as
lb THC per 1000 lb fuel) over the load range. There is some indica-
tion that the regenerated engines may not have a linear relation but
a constant value of R on the order of 0.03. Further data analysis is
~_~uired to resolve this.
From a given value of R, calculation of the emission levels
~_~ires knowledge of the combustion efficiency; maps are available
for most combustors. Combustion efficiencies from emission data are
calculated directly from measured data by an equation derived from the
ratio of actual-to-ideal chemical enthalpy release:
11 = 100 -
c
E
co
(HVco + R x HVTHC)
10 x LHVf
where:
11 = combustion efficiency, percent
c
E = CO emission index, lb CO per 1000-lb fuel
co
HV = heating value of CO = 4345 Btu/l.b
co
HVTHC = LHVf + Hv
LHVf = fuel lower heating value, Btu/lb
H = heat of vaporization = 156 Btu/lb
v
AT-6l00-R7
Appendix 4
Page 3
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~~
AIREBEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISlaN ap' THE BAARETT CORPORATION
For typical fuels, LHVf is 18,500 and
~c = 100 - Eco (0.0235 + R x 0.1008)
If ~c and R are given, E can be calculated and the emission index
co
of THC, ETHC' can be found from
ETHC = R x Eco
Figure 2 displays the relationship of combustion efficiency as
a func~ion of CO emission index for various THC-CO weight ratios.
A,chievement of the EPA goals requires combustion efficiencies greater
than 99.5 percent, including critical-idle and low-power conditions.
Major assumptions in this expression for efficiency are that all
hydrocarbons be in the form of original fuel and no free hydrogen be
present. EPA specifications express THC as CHl.85' which is represent-
cltive of most fuels. Measured emission data are variously expressed
in terms of carbon, hexane, or methane, and care must be taken that
I~oper weight conversions are employed in data reduction. In actual
1:act, many hydrocarbon compounds are present, each with a different
heating value. Present practical measurement equipment cannot iden-
tify the separate compounds. Therefore, the above expression repre-
sents the best estimate of combustion efficiency believed to be more
accurate than conventional temperature-weight~flow techniques.
2.
OXIDES OF NITROGEN
Oxides of nitrogen are not products of inefficient combustion and
cannot be related directly to combustion efficiency. Nitric oxide, NO,
is the product of reaction of atmospheric nitrogen and oxygen that'
occurs at temperatures in excess of 3'000 OF. Residence time wi thin the
AT-6l00-R7
Appendix 4
Page 4
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AIREBEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVllllaN OP' THE GARRETT CORPORATION
..
LLOWABLE LOW-POWER OPERATING RANGE
TO MEET EPA GOALS
R,
LB HC
LB CO
o
0.25
97
o
10 20 30 40
CO EMISSION INDEX, LB CO/lOOO LB FUEL
50
COMBUSTION EFFICIENCY VS CO EMcrSSION INDEX
FIGURE 2
AT-6l00-R7
Appendix 4
Page 5
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~
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVI!UON UP' TMt BARRETT CDRPORATIDN
flame zone, fortunately, is not sufficient for this reaction to reach
equilibrium. However, this complicates the analysis, by requiring con-
sideration of the rate kinetics of the specific formation processes.
Extensive research has proven that two reactions are primarily respon-
sible for NO formation:
N2 + .0
"'-
-
NO + N
N + 02 ~.
NO + 0
The net formation rate of NO can be written as
d (NO)
dt = kIf (N2) (0) + k2f (N) (02) - klb (NO) (N) - k2b (NO) (0)
where:
k = kinetic rate constants for reactions 1 and 2
f = forward
b = backward
(x) = concentration of species N2' 02' NO, N
(1)
( 2)
If all species concentrations except NO are assumed constant, the rate
equation can be integrated to ,
(NO)
(NO)
e
= 1 - e-t/,NO
where:
(NO) = NO concentration at equilibrium
e
t = elapsed residence time, msec
'NO = reaction time constant, msec
AT-6l00-R7
Appendix 4
Page 6
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~
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
It. DIVISION Dr THE aAARIETT CORPORATIDN
(NO) can be found either from an equilibrium composition for the
e
mixture or by setting the rate equation to zero and solving for (NO).
The reaction time constant, TNO' is
1000
TNO = klb (N) + k2b (0)
Rate constants are functions of mixture temperature only. Fuel-air
ratios at or near stoichiometric produce the highest flame tempera-
tures with resultant, substantially greater, NO formation rates.
*
A model by Heywood integrates the formation rate for statistical
distributions of mixture ratio and residence time. This model can be
simplified by assuming that all NO is formed in an equivalent stoichi-
ometric mixture. If the flow is distributed uniformly along the length
of the combustor, residence time of the initial mixture at the dome is
approximately
t =
Vax 1000
c s
Wc
where:
t = residence time, msec
Vc = combustor volume, ft3
a = dens'ity of stoichiometric mixture
s
W = combustor airflow, 1b/sec
c
The reaction temperature is obtained from an adiabatic enthalpy
balance for a stoichiometric mixture with dissociation. Effects of
inlet relative humidity on flame temperature are included. The equili-
brium procedure of NASA TN-D 4747 is employed, which provides species
*
Heywood, J. B., "Gas Turbine Combustor Modeling for Calculating
Nitric Oxide Emissions," AIAA Paper No. 71-712, June 1971.
AT-6100-R7
Appendix 4
Page 7
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AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISION Df" THE GARRETT CORPORATION
mole fractions that would be attained with NO formation suppressed.
The temperature and NO-free composition are then used to compute a
formation rate and subsequent NO level for the specified residence
time.
The NO concentration, for
x
from the foregoing calculation,
expressed in pounds of NO /1000
x
a stoichiometric mixture resulting
can be converted to an emission index
Ib of fuel by the following expression:
~02 1
EIs = 1000 x (NO)s x ~ x r-
s s
where:
EI = Emission index of stoichiometric mixture,
s
pounds N02/l000 Ib of fuel
(NO)
s
=
Mole fraction of NO formed in a stoichio-
metric mixture
~02 = Molecular weight of N02
MS = Molecular weight of stoichiometric mixture
f
s
= Fuel-air ratio of stoichiometric mixture
~rhree procedures were investigated for correlating the calculated stoi-
chiometric emission index with the measured NO emission index levels
x
for a number of the engines tested during the EPA test program. The
~irst procedure consisted of adjusting the combustor volume to attempt
to find a constant characteristic fraction of the total combustor vol-
ume for each engine that would correlate the data. This was success-
full for only the TFE73l and TEP331 engines. For these two the
characteristic volume fraction was of the order of 20 percent of the
total combustor volume.
AT-6100-R7
Appendix 4
Page 8
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rn"
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
It.. DIVISIDN 0" THE GARRETT CORPORATION
The second procedure was a modification of Heywood's model.
Heywood assumed a statistical distribution for both residence time and
fuel-air ratio in the primary zone. Integration of the formation rates
over these distributions then yields an overall emission index. The
AiResearch modification considered of assuming that all of the NO forms
in a stoichiometric mixture. The amount of mixture was computed as a
fraction of primary zone overall fuel-air ratio, using the distribution
relation given by Heywood. A single residence time was assumed. A
standard deviation for the distribution function was then computed,
with which the computed and measured emissions would agree. This
method failed to give good agreement over the range of engine fuel-air
ratios. The standard deviation required at low-power conditions was
considerably greater than for full power.
The third procedure proved to be most satisfactory. This was
simply to express the measured emission index as a fraction of the
computed stoichiometric emission index. With a few exceptions, this
fraction remains relatively constant for a given engine over the load
range. Figure 3 is a plot of this effective fraction of stoichiometric
mixture emission index for a number of the engines evaluated in the
"?A test program. The combustor inlet temperatures were not recorded
in the test program and were estimated from measured compressor exit
pressure with the assumption of aD-percent compressor efficiency.
The value of the fraction at stoichiometric equivalence ratio
exhibits a general trend with design-point combustor loading, i.e.,
more highly loaded combustors have a higher effective fraction. This
relationship (Figure 4) implies that, as combustor size is reduced, a
larger fraction of the primary-zone volume is involved in the fuel-
burning process.
The prediction procedure can then be summarized.
design-point loading is calculated from
Combustor
AT-6100-R7
Appendix 4
Page 9
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1.0
0.8
OJ
IX.!
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AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
At DIVISION 0" THE GARRETT CORPORATION
Fe = Elr/EIS
ElM = MEASURED
EIS = COMPUTED
STOICHIOMETRIC
1000 (NO)S
MS fs
(NO)S = MOLE FRACTION OF NO FORMED AT STOICHIOMETRIC
CONDITIONS DURING CHARACTERISTIC COMBUSTOR
RESIDENCE TIME
MN02 = MOLECULAR WEIGHT OF N02
MS = MOLECULAR WEIGHT OF STOICHIOMETRIC MIXTURE
fs = STOICHIOMETRIC FUEL AIR RATIO
LB N02
NO EMISSION INDEX, 1000 LB FUEL
EMISSION INDEX FOR A
LB N02 '
1000 LB FUEL
=
MIXTURE,
MNO
2
o
o
o
0.2 0.4 0.6 0.8
PRIMARY ZONE MEAN EQUIVALENCE RATIO
EFFECTIVE FRACTION OF STOICHIOMETRIC AIR,
FOR MEASURED NOX
FIGURE 3
AT-6100-R7
Appendix 4
Page 10
GTCP30-92
(VAPORIZER)
GTCP36-6
GTCP8S-180
GTCP66 0-4
GTCP3 0- 92
. (ATOMIZER)
. . GTCP8S-98
I TFE731
TPE331-43
'TSE231
'TPE331-1S1
'GT309
TSCP700-4
1.0
-------
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."RESEARCH MANUF'ACTURING CDMPANY DF' ARIZDNA
... DIV'810N Dr THE CIA",n:TT COIltPO"ATIDN
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In
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-w = AIRFLOW, LB! SEC
a
-V = COMBUSTOR VOtUME, ~
c
- COMBUSTOR INLET AIR
P =
- PRESSURE, ATM ).
- T = COMBUSTOR INLET AIR TEMP, oR I
-F = EFFECTIVE FRATION FOR NOx GTCP80-92 fGTCP
es
- FORMATION AT STOICHIOMETRIC '(ATOM)
- MEAN PRRIMARY ZONE FUEL AIR ~ ,
RATIO ~ /
GTCP8S-1
J ~Ff~36~
GTCP85-98 / 0 GordP6J 0~4
'/
I
V
'. L
/ r-- F = 1.25 00.5
es
I
/
,:J TSf311
EPA - -GM GT309 /
CLASS A - I r:1 TPE3 31-43
~ ...,., TPE331-iS1
COMBUSTOr /
TFE731! I
I---TSCP700-4 "1
/
EPA /
CLASS B
COMBUSTO/
I
/
0.6
0.4
0.02
0.01
0.1
0.2
0.4
0.6
0.8
1.0
Fes
STOICHIOMETRIC EQUI~LENCE RATIOS
FIGURE 4
AT-6100-R
Appendix 4
Page 11
GTC8S-90
30-92 (~p)
80
6
6
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVISIDN Of' THE DARRETT Ca"PDAATIQN
W
a
°d = P2V eT/540
c
where:
0d = combustor loading at design-point
W = air mass flow rate, 1b/sec
a
P = inlet air pressure, atm
3
V = combustor volume, ft
c
T = inlet air temperature, OR
This loading parameter better correlated the data, compared with others
cc)mmon1y employed. The effective fraction at stoichiometric equiva-
lemce ratio, F , is calculated from
es
F
es
= 1.25 00.56
d
The fraction can be assumed constant, or a linear relationship can
bf~ used if data for a similar combustor is available as from Figure 3.
With this fraction and the stoichiometric NO concentration calculated
f:rom the residence time, the emission index of pounds NO/1000 1b of
fuel can be calculated. This is then converted to N02' to be consist-
ent with specified limits. No method has yet been devised for charac-
terizing the relative ratio of NO to N02. Presumably, exhaust N02 is
formed in the engine exhaust system or perhaps the emission sampling
line by oxidation of the NO formed in the combustor.
For the EPA cycle optimization program, the cycles
are regenerated, and the low-emission combustor for the
Program will be used to establish. combustor performance
being evaluated
EPA Combustor
criteria ~or
AT-6100-R7
Appendix 4
Page 12
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AIRESEARCH MANUFACTURING COMPANY OF ARIZONA
A DIVISIDN 0" THI: GARRIITT CQRPORATION
relative evaluation of emissions from the various cycles. The
estimated combustion efficiency map for this combustor is being
employed for every cycle. Resizing the combustor for each cycle will
be considered, if the low-combustion combustor proves to be far from
optimum. From the design-point loading, Figure 4 gives an equivalent
stoichiometric fraction of between 0.2 and 0.25. Accordingly, a value
of 0.2 will be used and assumed constant for all engine conditions.
For CO and THC estimates, the EPA goal of 0.125 will be used at
99-percent efficiency. At actual operating efficiencies for the
cycles, this will produce THC-CO ratios consistent with the General
Motors regenerated GT 309. Recent data on AiResearch regenerated
engines will be used to refine this value.
AT-6l00-R7
Appendix 4
Page 13
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AIRESEARCH MANUFACTURING CCMPANY CF ARIZCNA
A DIVISION .0,. THE GARRETT C:CRPDRATIDN
APPENDIX 5
MANUFACTURING COST ESTIMATE FOR FULL-SIZE,
SIX-PASSENGER AUTOMOBILE, v-a ENGINE
According to marketing and financial managers in the automobile
industry, the markup in price from factory manufacturing cost to con-
sumer list price is divided in approximately the following manner:
Factory cost x 1.20
= Distributor cost
Distributor cost x 1.20
= Dealer cost
Dealer cost x 1.20
= Consumer list price
In addition, manufacturing costs of a full-size automobile are divided
among several groups of components in approximately the following pro-
portions:
( a)
Cost of body, interior, wheels and tires = 50 percent of
total manufacturing cost
(b)
Cost of the engine = 20 percent of total cost
(c)
Cost of the transmissions = 15 percent of total cost
(d)
Cost of the differential, driveline, and axles = 15 percent
of total cost
Consumer cost price is obtained from list price according to the
following equation*:
Consumer cost = List price + sales tax + shipping cost +
advertising cost
*
"Buyer's Guide Magazine", Publications. International, LTD, 1970
AT-6l00-R7
Appendix 5
Page 1
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r-l
i~'
... "
~..~.-/ I
AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
A DIVl910N OF' THE GARRETT CORPORATION
Consumer cost is assumed to be $3374.00 (refer to Appendix 5) and
t.hat:
Sales tax
= 4 percent of list price
Advertising cost
Shipping cost
= $20.00
= $156~00
Therefore, list price = $3075.00, and factory cost is $1780~00.
Using the preceding distribution of costs, the component costs
shown in Table 1 are determined for a list price of $3075.00.
TABLE 1
COMPONENT COST
Manufacturing
Item Cost, Dollars
Body, interior, wheels, and tires 890.00
Engine, including controls and
engine-mounted accessories 356.00
Transmission 267.00
Driveline and axles 267.00
AT-6l00-R7
Appendix 5
Page 2
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AIRESEARCH MANUF'ACTURING COMPANY OF' ARIZONA
"DIVII!IIDN OF' 'tHIE OAAAI;TT CDAPDAATIDN
APPENDIX 6
ESTIMATED COST OF OPERATING AN AUTOMOBILE:
1970 *
The following estimates were based on a four-door sedan, costing $3374.00, including
$189.00 Federal excise tax, with an assumed life-span of 10 years, 100,000 miles:
10-Year
Total Cost Cents Per Mile Cost, 1970 (January)
10- 1st 3d 5th 7th lOth
Item 1970 year year year year year year
(Jan. ) aver- (11,500 (11,500 (9, 900 (9,500 (5,700
age miles) miles) miles) miles) miles)
Total $11,890 11.89 11.21 12 .10 11.50 12.02 10.82
Costs excluding taxes 10,537 10.54 11.93 10.88 10.32 10.88 9.56
Depreciation 3, 185 3.19 6.59 3.92 2.60 1.63 0.88
Repairs and Maintenance (a) 1,521 1.52 0.50 1.59 1.74 3.40 0.53
Replacement tires and tubes
(b) 385 0.39 0.12 0.12 0.39 0.44 0.82
Accessories (c) 28 0.03 0.01 0.01 0.01 0.05 0.06
Gasoline (d) 1,733 1. 73 1.73 1. 73 1. 73 1. 73 1. 73
Oil (d) 158 0.16 0.11 0.13 0.16 0.19 0.22
Insurance (e) 1,722 1.72 1.41 1.73 1.87 1.57 2.61
Garaging, parking, tolls,
etc. (f) 1,805 1.80 1.43 1.65 1.82 1.88 2.71
Taxes and fees (g) 1,353 1.35 2.28 1.22 1.18 1.14 1.26
(a)
Includes lubrication, washing, and waxing; replacement of spark plugs, points
condenser, wiper blades, fan belt, radiator hoses, etc.; starter, water pump,
brake overhaul: universal-joint replacement, etc.: and major repair such as a
plete valve job.
Covers 7 new regular tires and 4 new snow tires during life of car.
Includes a set of vinyl floor mats and seat covers.
Gasoline use set at 13.8 miles per gallon: oil use associated with gasoline at rate
of 1 to 128.
Includes $50,000 combined public liability, property damage, $1,000 medical, and com-
prehensive for full 10 years, uninsured motorist coverage, and $100 deductible colli-
sion insurance assumed for first 5 years.
Includes monthly charges of $10 for garage rental or cost of owner's garaging facility,
parking fee average of $54 per year, and toll average of $6.50 per year.
Includes Federal gasoline tax of 4 cents and Maryland gasoline tax of 7 cents per gal-
lon: Maryland registratiop fee of $20 and titling tax at 4 percent of retail price;
and Federal excise taxes on motor vehicles, tires, and oil. Total taxes include prop-
erty and oil taxes.
and,
and
com-
(b)
(c)
(d)
(e)
( f)
(g)
* Statistical Abstracts of the U.S., U.S. Department of Commerce, Bureau of Census, 1971,
p.547, No. 846.
AT-6100-R7
Appendix 6
Page 1
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