CESP-725FS
                     FINAL REPORT
AUTOMOBILE GAS TURBINE - OPTIMUM CYCLE SELECTION STUDY
            Environmental Protection Agency
                Contract No. 68-01-0406
                       Edited by
                    R. J. Rossbach
                      June, 1972
             — GENERALฎ ELECTRIC-
                      SPACE DIVISION
                    CINCINNATI FIELD SITE
             P.O. BOX 46391   CINCINNATI. OHIO 45246

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                            NOTICE

This report was prepared as an account of Government sponsored work.
Neither  the United States, nor the Environmental Protection Agency
(EPA), nor any person acting on  behalf of EPA:

   A.)   Makes any warranty or representation, expressed or implied,
        with respect to the accuracy, completeness, or usefulness of
        the information contained in  this report, or that  the use of
        any information,  apparatus, method, or process disclosed in
        this report may not infringe privately owned rights; or

   B.)   Assume any  liabilities with  respect to the  use  of,  or for
        damages resulting  from the use of any information, apparatus,
        method or process disclosed in this report.

As used above,  "person acting on behalf of EPA" includes any employee
or contractor  of EPA.  or  employee of such contractor, to the extent
that such  employee  or  contractor  of  EPA,  or employee of   such
contractor prepares, disseminates, or provides access to, any information
pursuant to his employment or contract with EPA, or his employment
with such contractor.

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                           TABLE OF CONTENTS
                                                                  Page
1.0  SUMMARY                                                        1
2.0  INTRODUCTION                                                   6
3.0  RESULTS                                                        9
     3.1  Baseline Technology                                       9
          3.1.1  Filter                                             9
          3.1.2  Compressor                                         9
          3.1.3  Heat Exchanger                                    11
                 Ceramic Rotary Regenerator                        11
                 Ceramic Cross flow Recuperator                     17
          3.1.4  Combustor                                         20
          3.1.5  Turbine                                           22
          3.1.6  Transmission                                      22
                 Conventional Automatic  Transmission                22
                 Infinitely Variable  Transmissions                  29
     3.2  Design Point Cycle Study                                 33
     3.3  Preliminary Selection                                    45
          3.3.1  Comparative Performance Evaluation                 45
          3.3.2  Pressure Ratio Selection                          50
     3.4  Design                                                   58
          3.4.1  Conceptual Design                                 58
                 3.4.1.1  Free-Turbine Engine  with Variable         61
                          Power Turbine  (CD-2)
                          Description/Design Problems             61-67
                 3.4.1.2  Single-Shaft Engine  with Fully            67
                          Variable Geometry (CD-I)
                          Description/Design Problems               72
          3.4.2  Preliminary Design                                72
                 3.4.2.1  PD-1  Engine with  Bypass Combustor         72
                          3.4.2.1.1 Performance Comparison of      73
                                    Alternate Engine Cycles
                          3.4.2.1.2 Engine Configuration           80
                                    Selection
                          3.4.2.1.3 Pressure Ratio Selection       82
                          3.4.2.1.4 Rotative  Speed Selection       91
                                    Bearings                       91
                                    Acceleration Characteristics   91
                                    Turbine Rotor Stress           92
                                    Compressor Design              92
                          3.4.2.1.5 Idle Speed Selection           94
                                    Acceleration Performance       94

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                                                            Pace
                                Fuel  Economy  at  Low-Power      94
                                Level

                                Noise                         96
                     3.4.2.1.6   Description of Engine  Design  96

                                General                        96
                                Materials                     101
                                Engine Installation           103

            3.4.2.2   PD-2  Engine with 1000ฐF  Combustor       103
                     Inlet

                     3.4.2.2.1   Cycle Parameter  Optimization 107
                     3.4.2.2.2   Selection  of  Cycle Type  and   107
                                Engine Configuration
                     3.4.2.2.3   Final Selection  of Speed     100
                                and Pressure  Ratio
                     3.4.2.2.4   Description of Engine  Design 111

                                General                       111
                                Engine Installation           117
3.5  Off-Design Performance                                  121
     3.5.1  Code Description                                 121
     3.5.2  Design Point Values                               122
     3.5.3  Off-Design Performance                           122
     3.5.4  Modification of Off-Design Performance            132
3.6  Mission Analysis                                        140
     3.6.1  Analytical Methods                                140
            Engine Transient Analysis                        140
            Vehicle Acceleration Analysis                     160
            Engine Driving Cycle Analysis                     160
     3.6.2  Mission  Analysis Engines                          163

            CD-I Single Shaft Engine                          163
            PD-1A Single Shaft Engine                        172
            CD-2 Free Turbine Engine                          172
            PD-2A Free Turbine Engine                        175
            Internal Combustion  Engine                        179
     3.6.3  Results                                           186
            Engine-Vehicle Acceleration  Performance           186
            FDC Results                                      191
            Histograms                                       193

3.7  Economic Analysis                                       218
     3.7.1  Conceptual Design Engines                        221
            3.7.1.1   Methods of  Arriving at Costs             221
                     Power Plant Costs                        221
                     Vehicle Cost                            224
                     Fuel  Cost                                224
                     Salvage Value                           224

                             ii

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                                                             Page

            3.7.1.2  Results                                 224

                     3.7.1.2.1  CD-I (Single-Shaft) Engine   224

                                Engine Costs                 224
                                Vehicle Cost                 228
                                Fuel Cost                    228
                                Salvage Value                228
                                Net Cost of Ownership        228

                     3.7.1.2.2  CD-2 (Free Turbine) Engine   229
                                Engine Cost                  229
                                Vehicle Cost                 229
                                Fuel Cost                    229
                                Salvage Value                229
                                Net Cost of Ownership        229
     3.7.2  Preliminary Design Engines         •              233

            3.7.2.1  Methods of Arriving at Costs            233
                     Engine Cost                             233
                     Vehicle Costs, Fuel Costs and           234
                     Salvage Value
                     Maintenance and Repair                  234

            3.7.2.2  Results                                 237
                     3.7.2.2.1  PD-1 Single Shaft            237

                                Engine Cost                  237
                                Vehicle Cost                 237
                                Fuel Cost                    237
                                Salvage Value                241
                                Repairs, Maintenance and     241
                                Oil Cost

                     3.7.2.2.2  PD-2 Free-Turbine            241
                                Engine Cost                  241
                                Vehicle Cost                 241
                                Fuel Cost                    241
                                Salvage Value                241
                                Repairs, Maintenance and     241
                                Oil Cost
     3.7.3  Summary                                          241
3.8  Recommended Configuration                               248
     3.8.1  Comparative Data                                 249
     3.8.2  Comparison  of Engine Features                    249
     3.8.3  Recommendation                                   252
3.9  Recommended Engine Development and Demonstration         253
     Program Plant
     3.9.1  Establishment of an Engine Specification         253
     3.9.2  Engine Preliminary Design                        255
     3.9.3  Component Development Programs                   259


                             iii

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                 Compressor                                       260
                 Regenerator                                      260
                 Combustor                                        26]
                 Turbine                                          261
                 Rotor, Hearings and Seals                        262
                 Transmission                                     263
                 Control and Actuator                             266
                 Inlet and Exhaust Systems                        264
                 Auxiliaries and Accessories                      265
                 Production Manufacturing Methods                 266

          3.9.4  Engine Final Design                              267
          3.9.5  Engine Hardware Procurement                      268
          3.9.6  Engine Test and Evaluation                       268

4.0  CONCLUDING REMARKS                                           272

5.0  ACKNOWLEDGEMENT                                              275

6.0  CONTRACT TASK STRUCTURE                                      276

7.0  REFERENCES                                                   277

Appendix A - Economic Analysis                                    279

     Sample Process Sheets, MES Analysis                          279
     Balloon Drawings and Parts Lists, PD-1 Engine                285
     Balloon Drawings and Parts Lists, PD-2 Engine                308
                                  IV

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                         1.0   SUMMARY


      The requirements of the 1970 Clean Air Act Amendments are that the
Environmental Protection Agency enforce stringent exhaust emission standards
for new automobiles on unburned hydrocarbons and carbon monoxide in the
1975 model year and on nitrogen oxides in the 1976 model year.  The 1976
standards are as follows:

              Unburned hydrocarbons, grams/mile      0.41
              Carbon monoxide, grams/mile            3.4
              Nitrogen oxides, grams/mile            0.4
Although the automobile industry is working hard to meet the emission
standards with the conventional automobile reciprocating engine, there
are several other promising engine types which have a high potential of
meeting the 1976 emission standards.  The gas turbine is among the most
important of these but the combustor for this type of engine does not
yet meet the emission goals, nitrogen oxides being the most severe of-
fender.  In addition to the design compromises which may have to be made
in gas turbine automobile engine in order to solve this problem, means
must be found to mass produce the gas-turbine engine at low-cost and
the fuel costs for the gas-turbine engine have to be made as low as
practical.
     The  primary  objectives  of this  contract  are  the following:
     1.   Define  the optimum  gas  turbine engine(s)  capable  of meeting  the
         1976  Federal Standards  on automobile emissions  and capable of
         being developed by  the  year 1975.
     2.   Recommend to the Office of  Air Projects,  Advanced Automotive
         Power System Development Division  the component research and
         development  programs necessary to  develop and demonstrate the
         selected optimum engine(s)  by 1975 and to mass  produce  vehicles
         powered  by such low emission engines at  the earliest  possible
         date  after 1975.

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      An analysis and preliminary design program was carried out in nine
Casks as shown schematically in Table 1, beginning with baseline technology
or component state of the art, through a screening study of ten engines,
a conceptual design study of two engines, a preliminary design study of
two engines designed for low NO  emissions, to a recommendation and prograrr.
plan for engine development.  A summary of the main engine performance
parameters is listed in Table 2, for the engines that were studied in
some detail.  The first two columns refer to conceptual design engines
that were selected in the screening study.  The other columns refer to
the preliminary design engines which were modified for lower NO  emissions.
                                                               Jt
      The preliminary design engines were based on two different approaches
to reduce the NO  emissions.  PD-1A, a regenerative, single shaft engine
                X
with variable stators in the compressor and turbine was provided with a
variable bypass around the regenerator for the combustor primary air.
The GE low-NO  combustor was one of the design features of this engine.
             X
This engine weighed 642 Ibs. complete, had a design pressure ratio of
3.2:1 and it was found that this engine could meet the vehicle accelera-
tion requirement with a rated power of 134 HP.  The mission analysis in-
dicated that the average fuel mileage was 13.59 mpg and that the required
fuel cost for the life of the engine (10 years, 105,200 miles) was $2391.
The economic analysis revealed that the engine first cost was $1539 and
that the net cost of ownership for the engine and automobile was $11,776.

      PD-2A, a recuperated, free turbine engine with a variable power
turbine was designed so as to limit the combustor inlet temperature to
1000ฐF under all operating conditions.  This engine weighed 613 Ibs. com-
plete, had a design pressure ratio of 6.6 and it was found that this
engine could meet the vehicle acceleration requirements with a rated power
of 134 HP.  The mission analysis indicated that the average fuel mileage
was 12.34 mpg and that the required fuel cost for the life of the engine
(10 years, 105,200 miles) was $2635.  The economic analysis revealed that
the engine first cost was $1460 and that the net cost of ownership for
the engine and automobile was $11,848.

      The single-shaft engine, PD-1A, with the regenerator bypass for the
primary combustor air was recommended for the advanced automobile gas
turbine engine because the GE low-NO  combustor, which has a higher
                                    X

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                                Table 1
         Automobile Gas Turbine Optimum Cycle Selection Study
Task 1
               Task Breakdown

Baseline Technology
Component State of the Art
Task 2
Task 3
Screening Study of Ten Engines
Design Point & Preliminary Off-Design
Select Three Engines for Conceptual Design
Task 6       Conceptual Design Layout
Task 4       Off-Design Performance
Task 5       Mission Analysis
Task 7       Economic Analysis

             Modify Two Designs for Low NO
                                          J
Task 6       Preliminary Design Layout
Task A       Off-Design Performance
Task 5       Mission Analysis
Task 7       Economic Analysis
Task 5
Mission Analysis of ICE and Two EPA Contractors
Engines
Task 8       Recommended Configuration
Task 9       Program Plan

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Table 2
Engine
Engine
Ambient temperature, ฐF
Inlet pressure, psia
Air flow rate, Ib/sec
Output power, hp
Kngint speeds, rpm
Pressure ratio
Compressor efficiency
Cooling air fraction
Leakage fraction
Cold side H.E. pressure
drop, %
Combustor pressure drop, %
Combustor efficiency
Turbine inlet tempera-
ture, ฐF
Turbine efficiency
Accessory power, hp
Turbine exit pressure
drop, %
H.E. effectiveness
Hot side H.E. pressure
J Ol
Design Point Parameters
CD-I
105
14.553
2.09
150
40K
3.6
.80
.03
.04
1
4
.99
1900
.85
4
2
.85
7
CD- 2
105
14.553
1.79
150
55K/35K
5.0
.807
.03
.05
1
4
.99
1900
.847.85
4
2
.85
7
PD-1
105
14.553
2.58
150
32750
3.2
.80
.05
.04
.75
4
.99
1850
.85
4
3
.85
7
PD-2
105
14.553
1.77
150
72K/50K
8.0
.787
.05
.03
1
4
.99
1900
.847.85
4
2
.78
7
PD-1A
105
14.626
1.96
150
40000
3.2
.823
.02
.04
.75
4
.99
1900
.85
4
1.5
.85
4
PD-2A
105
14.626
1.66
150
80K/50K
6.6
.787
.03
.01
1
4
.99
1900
.847.85
4
1.5
.73
7

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potent J..M). of meeting the NO  standard than the 1000ฐF comhustor,  is  com-
                           X

pleiely compatible with this engine and the net cost of ownership  of  this


engine was no higher than for the free-turbine engine with  the  1000ฐF


coiTibuscor.  The plan for the development and demonstration  of this engine


within 1975 was delineated, including component development, design,


procurement and testing of the engine on dynamometers and in automobiles.

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                    2.0   INTRODUCTION
     The requirements of the 1970 Clean Air Act Amendments are that the
Environmental Protection Agency enforce stringent exhaust emission stan-
dards for new automobiles on unburned hydrocarbons and carbon monoxide
in the 1975 model year and on nitrogen oxides in the 1976 model year.
The 1976 standards are as follows:

             Unburned hydrocarbons, grams/mile        0.41
             Carbon monoxide, grams/mile              3.4
             Nitrogen oxides, grams/mile              0.4
Although the automobile industry is working hard to meet the emission
standards with the conventional automobile reciprocating engine, there
are several other promising engine types which have a high potential of
meeting the 1976 emission standards.  The most important of these are
the Rankine engine, the stratified-charge engine and the gas-turbine
engine.  The present contract is concerned only with the gas-turbine
engine.

     With regard to the gas—turbine engine, there are several problem
areas for which solutions must be found before this engine is suitable
for application to the automobile.  First, the gas turbine combustor
does not yet meet the emission goals, nitrogen oxides being the most
severe offender.  Some design compromises may have to be made in gas
turbine automobile engines in order to solve this problem.  Combustor
development is under way in several EPA contracts.

     Second, it is desirable for the net cost of ownership of a gas-
turbine-powered standard size six passenger sedan for the life of the
vehicle to be within 10% of that for the same automobile with a recipro-
cating engine in 1970.  This means the gas-turbine engine must be made
by low-cost, production manufacturing techniques from economical materials,

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Certain performance penalties will probably be associated with attempts
to produce these engines economically.

     Third, the fuel costs for the gas-turbine engine have to be as low
as practical.  This problem of fuel cost can be put into perspective by
the realization that a gas-turbine engine must be rated at about 150 HP
to give the automobile comparable performance to that of an automobile
with a reciprocating engine; however, for most of its life, no more than
10 or 15 HP are required for most driving maneuvers, plus an average
accessory load of 4 HP.  In order to run economically at so low a per-
centage of rated power, the gas-turbine engine design must have some
special design features.

     The primary objectives of this contract are the following:

     1.  Define the optimum gas turbine engine(s) capable of meeting the
         1976 Federal Standards on automobile emissions and capable of
         being developed by the year 1975.
     2.  Recommend to the OAP-AAPSDD the component research and develop-
         ment programs necessary to develop and demonstrate the selected
         optimum engine(s) by 1975 and to mass produce vehicles powered
         by such low emission engines at the earliest possible date
         after 1975.

     Pursuant to the above objectives, an analysis and design program
was carried out as shown schematically in Table 1.  First, ten gas-turbine
engine types were screened by establishing the Baseline Technology, by
carrying out a Design Point Cycle Study and finally by making a Preliminary
Selection of three engine types for design and analysis.  Conceptual
Designs were made for each of the three selected engine types.  At this
point it became apparent that the third of the three selected engines
was too complicated compared to the small increase in performance and
was dropped from further consideration on the basis of cost.   Off Design
Analysis, Mission Analysis and Economic Analysis were performed on the
remaining two selected engines.
     Although combustor developmental work is still going on, it became ap-
parent that in order to meet the Federal Standards on NO  emission the gas
turbine cycle might have to be compromised (reference 1).  As a result the

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two engines chosen for Preliminary Design were based upon the Conceptual
Design engines but each was designed for a different approach to reducing
the NO  emissions.  These Preliminary Designs were carried out in parallel
      A
with Off-Design Analysis, Mission Analysis and Economic Analysis, with
the object being to identify an engine for powering an automobile with
the least cost of ownership to the owner over a ten-year life during
which the automobile will be driven 105,200 miles.  For absoluto com-
parison, two engines supplied by EPA contractors were also subjected to
a Mission Analysis.  Finally, Recommended Configurations and Program
Plans for their development and demonstration were formulated.

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                         3.0   R K S U L T S

3.1   Baseline Technology

      3.1.1  Filter

      A literature review (e.g., reference 2) indicated that air inlet
filtration systems are usually designed for a pressure drop of four inches
of water, or about one percent of the inlet pressure, and this value was
used in che engine perfonnance calculations.

      3.1.2  Compressor

      For the off design performance calculations, two General Electric
generated compressor maps were selected and were fitted for the performance
calculation program.  One map for a design pressure ratio of 6, was scaled
from A to 8, and the other map for a design pressure ratio of 3, was
scaled from 3 to A.  The high pressure ratio map was the predicted per-
formance for a developmental compressor and was based upon experimental
data for a lower pressure ratio.  The low pressure ratio map was obtained
experimentally during a compressor development program.  These maps are
consistent with the literature on centrifugal compressors.  Figure 1 of
reference 3, for example, indicates that a polytropic efficiency slightly
over 0.85 has been achieved for pressure ratios up to 6:1.

      The compressor map for a low pressure ratio compressor with variable
geometry is shown in Figure 1.    The effect of variable geometry on
compressor performance was taken from references 4 and 5.  The compressor
of reference A was designed for a pressure ratio of 2.3, and was tested
with five diffuser vane angles of the same diffuser blade design.  The
results showed practically no decrease in either pressure ratio or effi-
ciency as the diffuser area was reduced.  Since the off design performance

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Efficiency
                                                                                          rrec:eJ Spoe.i
                                            6O          70
                                      Percent Corrected Flo*
                 Figure 1.     Compressor Map Design Pressure  Ratio  = 3.6.

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of the automobile gas turbine engine is more important that the rated
performance, which is only required for acceleration and maximum vehicle
speed, the engine compressor would be designed for good performance at
lower speeds and flows, with enough flow capacity at high speeds.  The
efficiency of the compressor has been reduced about three percent from
the experimental data for this reason, and no additional penalty was
taken for closing the diffuser to 45% of the maximum flow area.  The flow
variation as a function of corrected speed and diffuser area was taken
from reference 5.  The diffuser vanes would have about ten degrees of
travel and it has been estimated that the movement could be achieved in
less than 0.1 second.
     The compressor map for high pressure ratio, fixed geometry compressors
is shown in Figure 2.  Since this compressor has fixed geometry, no effi-
ciency penalty was taken.
     3.1.3  Heat Exchanger
     Ceramic Rotary Regenerator - A ceramic core for the regenerator was
chosen over one of stainless steel because of its lower weight at the
same thermal rating and pressure drop.  The ceramic core is competitive
because of its availability with small passage diameters and because of
its favorable material properties of low density and high specific heat.
     The Corning L689 regenerator core material was used in the design
studies because of its compactness and availability.  Reliable thermal-
hydraulic data on this surface was obtained by A.L. London, et al.,ref-
erence 6.  The Fanning friction may be represented by
                         L  G2
                                 = f = 13/Re                        (1)
                         *h 2P8C
and the j-factor is given by:
                           2/3
                       V?— = j = 3/Re
                        c o
                         P
where h is the heat transfer coefficient, AP is the pressure drop, G is
the mass flux, Pr is the Prandtl number, L is the gas flow length, d  is
the hydraulic diameter, p is the density, C  is the specific heat, u is
the viscosity, d  is the hydraulic diameter, and g  is the gravitational
                                   11

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                                                                          % Corrected Sp<-
                              60          70



                        Porc'.-nt Cor rue ted Fin*
Figure   2.     Compressor Map  Design  Pressure Ratio*   5.0.

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conversion constant.  The Reynolds number (Gd /p), is based on passage
hydraulic diameter and the data covers the range of 6089 core has 1000 triangular holes per square, inch,
with an open base width of 0.038 inch and an open height of 0.020 inch;
these dimensions correspond to a hydraulic diameter of 0.020 inch and a
porosity of 70%.
      Parametric design curves for rotary counterflow regenerators with
a Corning L689 core are given in the Figures 3 and 4.  Figure 3 shows
the parametric effect of pressure ratio (and implicitly, the flow rate)
upon the geometry and weight of a ceramic regenerator at fixed thermal
effectiveness of 0.85 and total fraction pressure drop (AP/P) of 0.08;
the required flow rate varies with cycle pressure ratio and is based on
cycle data.  The required flow rate is lower at the higher cycle pressure
ratios, and this dependence accounts for the effect of pressure ratio on
diameter.  The ratio of hot-gas flow area to cold-air flow area (Ag/Aa = 1)
is taken as unity.  The top rotational speed is 25 RPM, and there is a
4 inch diameter center hub for mounting and driving.
      The curves in Figure 4 show the dependence of core geometry and
weight on effectiveness for two values of total percent pressure drop.
The pressure ratio is 3.2, and the turbine inlet temperature is 1900ฐF,
As the required thermal effectiveness is reduced, the size and weight of
the regenerator are reduced.
      It is assumed that the regenerator is composed of two identical
discs; if only one disc were desirable, then the disc diameter would be
41.4% larger than the two disc case, with the thickness unchanged for
the same total percent pressure drop and thermal performance.

      The off-design performance was determined as a function of the de-
sign point values in the following manner.  Based on London's data for
the j-factor in Eq.  2, the heat transfer coefficient is independent of
flow rate.  Then, it can be shown that the off-design number of transfer
                                                     *
units, NTU, is related to the design-point value, NTU  by:

                            NTU  = ^a_  /                          ( }
                               *   u *  W
                            NTU    ya
                                   13

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                                          Weight oi 2 discs
16
  <*    Automobile Rotary Regenerator, 2 Discs
            Turbine  Inlet Temperature,  1800ฐF
            Total Fractional Pressure Drop = 0.08
            Thermal  Effectiveness = 0.85
            Area Ratio = 1.0
            L689 Core
12
10
                                5         6

                             Pressure Ratio
        Figure  3.   Effect of Pressure Ratio Upon Ceramic Regenerator
                   Size and Weight.
                                   14

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   ••o
   20
   10
                       Weight of 2 discs
     s
o
CJ
   16
   12
           Automobile  Rotary  Regenerator,  2  Discs
                Turbine  Inlet Temperature,  1900ฐF
                Pressure  Ratio,  3.2
                Corning  Core  L689
                Area Ratio, 1.0
a/
u
o
                                             Total Fractional
                                               Pressure Drop

                                                    0.08
                                        ---     0.12
                    0.7               0.8

                          Thermal  Effectiveness, E
                                                         0.9
          Figure  4.    Effect  of  Thermal  Effectiveness  Upon Ceramic
                       Regenerator  Size and  Weight.
                                   15

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•..•here tin.' scar retur.s to the design-point values of air viscosity  (p )
                                                                    3
ar.d flow rate (W) .  The assumptions made to deduce Equation  3  include:

      1.  Equation 2 is a valid representation of the thermal  data.
      2.  Average thermophysical properties may be used.
      3.  The average specific heats of the hot gas and of the  cold air
          are equal,

                              C   = C                               (4)
                               Pa    pg
      4.  The ratio of the viscosity of the air and of the j;as  at  the
          design-point is the same as that at off-design,

                              "a   "a*
                              ~* " V
                               6    6

      Then, to deduce the off-design value of the thermal effectiveness,
e, the value of MTU from Eq. 3 was used:

                                  NTU
                                 1 + NTU
The assumptions used to obtain Equation 6 are:

      1.  The ratio of the capacity rates of the two streams is unity:

                              W  C
      2.  The ratio of the capacity rate of the regenerator matrix mass
          to the capacity rate of the air side is infinite:

                         M C  W  Jmatrix
                         -VT -- •                       <ป
                              a  pa

      Neither Equation (7) nor (8) is strictly true; for example, the
ratio of Eq. 7 is typically 0.9 for this application, while the value
of ratio of Eq. 8 is typically 3.  However, the effect of the two as-
sumptions offset each other; the overall result obtained from Equation
6 at the off-design value is conservative and slightly low by about 1%
at the low flow rates, as has been calculated at a typical off-design
point .
                                  16

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      For the off-design percent pressure drop on each side  (AP/P), the
following relation can be deduced:
                       (AP/P)  = W_ IL.  I_  P_
                           ,  *    *  *   *  p
                       (AP/P)    W  jj   T

where T is the average fluid temperature, P is the pressure level, and
W is the flow rate.

      The assumptions made to deduce Equation (9) include:

      1.  Equation 1 is a valid representation of the hydraulic data.
          The main implication of Equation 1 is that pressure drop is
          linear with flow.
      2.  Average thertnophysical properties may be used.
      3.  The densities of the air and gas vary as:

                                P * |                                (10)

The percent pressure drop of each side is calculated with Equation (9)
and then the two values are summed for the total.  The above equations
are part of the engine off-design performance program and are used to
calculate regenerator effectiveness and pressure drop at off-design
conditions.

      Ceramic Cross Flow Recuperator - In addition to the ceramic rotary
regenerator discussed above, a static ceramic crossflow recuperator was
chosen for one engine.  In this application, the thermal effectiveness
required of the exchanger was low (typically, 80%).  A static recuperator
has no leakage problem due to moving seals and no carryover losses.  The
crossflow arrangement also minimizes the manifolding with only a small
penalty in thermal effectiveness at values of effectiveness in the range
of 80%.

      The Owens-Illinois "Cer-vit" ceramic core was examined as a possible
crossflow recuperator.  The configuration of the core consists of layers
of continuous circular tubes of small diameter stacked with tube axes of
alternate layers at 90ฐ angles.  Data to calculate thermal-hydraulic
                                   17

-------
performance has been suggested by  the manufacture.  The Fanning  friction
factor for this surface was obtained from reference 7  and  can be represented
as :

                           f = 20.8/Reฐ'y47                          (il)

The j-faccor  for heat transfer was obtained  from  reference  8 and was
taken as:

                               j = 4/Re                              (12)

      The relationship for thermal effectiveness,e,of  a single-pass
crossdow heat exchanger with both fluids unmixed  can  be obtained with
a numerical integration of a series solution developed by Mason,  ref-
erence 9:

                               e = NTU                              (13)
where
                            NTU E/77—5	                           (14)
                                       min
                               j -"
                         r\      f   X\   ^ 11 A U / 4X
                     (NTUr CR  ^  "
                                          n
                                    R   (NTU) R   (CR NTU)             (15)
                        Rn(w) E 1 - e-         ?                      (16)
                                         k=0

    w = dummy summation variable
k, j ,n = integers
                       (WC )
                  CR =    P     = circulation  ratio                  (17)
                          p max
WC  is the capacity rate, with "min" and "max" denoting the streams with
the larger and the smaller values of capacity  rate.

     The results for thermal effectiveness e are obtained as a function
of number of heat transfer units NTU and circulation ratio CR by numerically
summing Equations (15) and (16); the results are shown in Figure 5.
                                  18

-------
    1.0
en
03
0)
c
O

-------
      Then, with  the  thermal-hydraulic  data  of  Equations  (11)  and  (12)
alon;.', t/it'n  the  effectiveness  relationship  of Figure  5,    parametric  de-
sign curves for static  crossflow recuperators can  be prepared.   A  typical
dcsu;n  curve  i.s given .in  Figure 6,   where the  hydraulic  diameter  of the
matrix  is the independent variable.  The hot-gas flow length was set at
6  inches  for  packaging, and  the aspect  ratio of the  hot-side face  area
was set at  2:1; two regenerator exchangers of the  indicated size are
used.

      The off-design  performance of  the recuperator  is  obtained  as follows.
Based on  the  J-factor of  Equation  (12), the  heat transfer coefficient
is independent  of  flow  rate.  Then,  the off-design number of transfer
units, NTU, is  related  to the design point value,  NTU , by Equation  (3)
as given  earlier:

                            NTU  _ ya   W*                          .,.
                               * ~   *  w~                          (3'
                            NTU    u
                                     3

      Then, the off-design value of  thermal  effectiveness, e,  is obtained
by going  into Figure 5   with the off-design value of NTU and  CR.

      The off-design value of percent pressure  drop  on  each side (AP/P)
can be deduced as:
                (AP/P)*

      3.1.4  Combustor

      The two parameters of interest to the engine designer are pressure
drop and combustion efficiency.  A review of the literature indicates
that four percent pressure drop is feasible at the design point or maxi-
mum power condition.  (For example, see reference 10). This value was
used for the engine performance calculations and varied with Mach number
for off design conditions.  A combustion efficiency of 0.99 was used
for all performance calculations, since this seems to be about the lowest
value acceptable for a low emission combustor.
                                  20

-------
  10
  20
W
0)
  18
ฐ 16

c
01
  14
Ceramic Recuperator
                                (Two Units Required)
        Hot
                        Matrix Hydraulic: Diameter, inches
           Figure  6.     Effect of Matrix Hydraulic Diameter on

                         Recuperator Geometry and Pressure Drop.
6 in
H
a
4
x^
X
^

a/2H-
0. 75 Ibm/sec
77% Thermal
	 fnlH
1 1
' 0.030 0.036
Each Unit
Effectiveness
1 1
0.040
                                        21

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      3.1.5  Turbine

      The state of the art for axial flow turbines is given in reference
11 •  Turbine stage efficiency levels over 0.9 are shown for flow coef-
ficients less than 1.0 and work coefficients less than 2.  These data,
for zero tip clearance, have been used by other authors, references 12
and 13, to develop and compare analytical loss calculation models.  For
the screening studies, turbine maps for one and two stage turbines with
variable geometry were taken from reference 14 for use in the off design
calculation programs.  A method of describing turbine, performance has
been developed in Aircraft Engine Group (AEG) which permits reduction of
turbine maps to essentially two single line plots, one for flow and one
for efficiency.  This method has been adopted for the off design calcula-
tion program and includes the effects of variable nozzle vanes on turbine
performance.  Shown in Figures 7   and 8   are turbine performance maps
for the open stator position and for the closed position where the maxi-
mum flow function is 50% of the open position value.  The speeds, effi-
ciencies and flow rates are scaled to match the requirements of the
various engine cycles.  These maps are for a jet engine turbine and the
turbine efficiency was scaled down to 0.85 at the match point reflecting
the experience of AEG with small turbines.  The major factor which causes
the efficiency reduction is the small blade height for the automotive
application.  The effect of variable geometry is seen in Figure 8   to
be a reduction in flow rate and a shifting of the peak efficiency to a
higher corrected speed.

      3.1.6  Transmission

      Among the gas turbine engines under study, two differing require-
ments exist for transmissions.  The conventional automobile automatic
transmission with finite gear ratios and the infinitely variable trans-
mission are the two types best fulfilling the differing requirements.

      Conventional Automatic Transmission - Because the free-turbine
engine has no mechanical coupling between the gas-generator shaft and
the power-turbine shaft, the engine can remain coupled to the driving
wheels at zero vehicle speed.  Under these operating conditions, the
power-turbine stator vanes are set to nullify positive torque on the
                                   22

-------
   .06
  .05
o;
E
u.
i .03
  .0:
  .01
          !'•()} 100-— 140 160  180 200 220  240  260 280  .'00  .UO  .140

                            (lorrected Speed, N//T
             I      I      I       I	I      I	  I      I
           4000 8000   12000  16000 20000  24000 28000 32000  36000 40000

                          Flow Speed Parameter,  (WN/P)





               Figure  7.     Turbine Map  100% Flow Function.
                                      23

-------
   .07
   .06
E
T
u
00
u
   ,04
-1-  .03
   .02
   .01
           Kf f i ciiTu-.y ,  n
        N//T
            60 HO inn Uil 140 160  180  200  220  240  260  280  .100 320  340

                                        Corrected Speed,  N//T
                                I      I      II       I      I
I
I
       0   2000  4000   6000  8000  10000 12000 14000  16000 18000

                           Flow Speed  Parameter, WN/P
                Figure  8.     Turbine  Map 50% Flow  Function.


                                   24

-------
power  turbine.  The  free-turbine engine develops full  torque at  zero
vehicle speed.  Thus,  a  conventional automatic  transmission with  three
or four forward speeds is well suited to  the engine.   The  free turbine
can act as  the coupling, eliminating the  need for a  torque converter.
However, if the accessories are put on the free turbine shaft, this shaft
may not be stopped and a torque converter is required.

       For drive systems which require a torque  converter,  techniques and
data given by Upton  (reference 15) were used to size and select a  torque
converter.  The torque ratio (T   /T  ) and the capacity factor
(K = N_^//r7.., where NT  is the input rotative  speed of a  torque  converter)
sized  for one of  the engines discussed below are shown in Figures  9
and 10.    For converters of various sizes, the torque ratio as a  function
of speed ratio remains unchanged; however, the  capacity factor (K) can
be varied by the  laws of dynamic similitude (reference 15) in order to
match  the torque  converter to the particular engine.   The results  of
such a match are  given in Figure 11,   which shows the torque-speed
characteristic resulting from the data of Figures 9    and  10;   the engine
is geared so that the input speed to the  torque converter is a maximum
of 4000 RPM.  Also, plotted in Figure 11   is the wide-open-throttle
(WOT)  torque of the engine.  By scaling the capacity factor (K) of the
converter according to the laws of similitude, a value of converter speed
ratio  of 0.9 is selected to fall on the 100% input speed (4000 RPM).
This match of torque converter and engine results in good coverage of
the engine's torque map by the torque converter characteristic.

      During most of the time the automobile is operating, the trans-
mission should shift to the gear ratio which allows the engine to operate
closest to minimum fuel consumption.  Under these conditions, the turbine
inlet temperature will be less than or equal to the maximum continuous
value of 1700ฐF.  For starting up, merging with traffic, passing, etc.,
the turbine inlet temperature will be less than or equal to the maximum
value of 1900ฐF.  Under these conditions, high torque is more important
than SFC.   The shift points on the transmission must be set to accommodate
both the economical and the high-torque operating conditions.

      Data for a  three speed automatic transmission from reference 16
were considered to be typical of conventional automatic transmissions.

                                  25

-------
     2.0
 D
 C
     1.5
01

cr
v.
O
     1.0  —
                 0.2
0.6
0.8
1.0
        Torque  Converter Output to Input Speed Ratio (N /N )
         Figure  9       Torque  Converter  Torque  Multiplication.
                               26

-------
   300
   250
o
w
U
u
to
a
   200
'„,

HI
c
o
0)
3
cr
i.
o
H
   150
      s
                                     I
       0                                               1.0

    Torque  Converter  Output to Input Speed Ratio  (N  /N  )
          Figure  10.    Torque Converter Capacity  Factor.
                                27

-------
             I    I   I  I  I  I 111       I    I  I   I I  I 11
I   I  I  I I  I L
  1000
.0
•—<

 I
cr
t
o
c.
c
   100
    10
                            Wide Open

                            Throttle
                                                     Converter Speed

                                                     Ratio, N /N
                                              0.2
                                                          Minimum SFC
                                                 100% Engine Speed
                                            70% Engine Speed
                            10                    10

                      Input Speed to Torque Converter, RPM





         Figure 11.    Match of Torque Converter with a Free Turbine Engine.
                                     28

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The transmission efficiency values were 0.90, 0.93 and 0.96 with gear
ratios of 2.45, 1.45, and 1.00 for first, second, and third speeds,
respectively.

      Infinitely Variable Transmissions - Two infinitely variable trans-
missions have been under consideration.  The first is the General Electric
hydroroechanical transmission model ALT10-C01 with a displacement of
11 in /rev.  The transmission has a rated input speed and torque of
3000 RPM and 250 Ib-ft, respectively.  The output torque is limited to
880 Ib-ft.  The forward and reverse speed ratios vary from neutral to
0.8:1 and neutral to 2.5:1, respectively.  The speed ratio is automatically
controlled to the best value for the engine and load conditions.  Be-
cause of the continuous speed variation through neutral, full engine
dynamic braking is possible.  Shown in Figure 12   is the variation of
the transmission efficiency with output speed for various input horse-
power values; the efficiency is independent of input speed (reference 17).
The maximum transmission efficiency is 0.852.

      The second infinitely variable transmission under consideration is
the Tracer, Inc. toroidal transmission rated at 150 input horsepower.
The transmission has an input speed of 10,000 RPM at high torque condi-
tions and is capable of a variation in gear ratio over a range of 3:1 down
to 1:15.  The transmission has no neutral position and, therefore, re-
quires the disengagement of the engine from the wheels at low vehicle
speeds (less than 10 mph).  A reversing gear is also required for this
transmission.  Shown in Figure 13   is the variation of transmission
efficiency with input power for three output/input speed ratios (ref-
erence 18).  The drive train would in addition include the efficiency
of the slipping clutch at speeds less than 10 mph.

      Shown in Figure 14   is a comparison of the transmission efficiency
at vehicle crusing conditions.  The low efficiency of the GE hydro-
mechanical transmission significantly increases the fuel consumption.
For this reason, the toroidal transmission was used with the single shaft
engine in spite of the added complexity and reduced low-speed efficiency
incurred by the slipping clutch which is required.
                                  29

-------
   100
   80
u

0)


3  60
w


o
•H
W
U3
•H
e
(0
c
   20
                                                              LOO
                                                                    20


                                                                 Input Power, HP
              100

        Input  Power,  HP
                                   1000
                                                                  2000


                                                   Output Speed,  RPM
3000
                    Figure  12.    Variation of Efficiency of General  Electric Co. Hydromechanics!  Tr

                                 Rated Power, 150 HP.
                                                                                                     -•. n -; 7! i s s i : -.,

-------
  100
ฐxฐ  80
o
c
Ol
C
o
•r-l
cn
in
•H
S
W

to
   60
                          3:1
                          1 : I

                          1:1-5

                          Speed Ratio
                          Input/Output
   20
                              I
I
                             50                     100

                                     Transmission Input Power,  HP
                       150
       Figure 13.    Variation  of  Efficiency of Tracor, Inc. Infinitely Variable Transmission,
                     Rated  Power,  150 HP.

-------
     i.O
     0.8

-------
 3.2   Design Point Cycle Study

      The design point programs were written for use on the time sharing
 terminal, one  for a  single shaft engine, one for a free power turbine
 configuration  and one for a  two spool design.  These programs accept in-
 puts  of  compressor pressure  ratio,  temperatures, component efficiencies
 and pressure losses  and calculate power output and specific fuel con-
 sumption.  Since it  was realized that the automobile gas turbine per-
 formance at low power levels is as  important as performance at the design
 point, additional design parameters were calculated for use in the engine
 selection process.   These included  compressor and turbine wheel speeds,
 rotative speeds, turbine root centrifugal stresses, and gas temperatures
 relative to the turbine blades.
      Design point calculations were made for all three kinds of engines,
 varying  compressor pressure  ratio,  turbine inlet temperature, regenerator
 effectiveness  and cooling flow.  The inputs for the free turbine engine
 are shown in Table 3.  The compressor efficiency corresponds to a poly-
 tropic efficiency of 0.85.  Points were calculated for six pressure ratios,
 four  turbine inlet temperatures, and two values of regenerator effective-
 ness.  The compressor efficiency was varied with pressure ratio and the
 cooling  flow was varied with turbine inlet temperature.
      The variation  of compressor tip speed with pressure ratio is shown
 in Figure 15.  The symbols marked CD-2 and -3 indicate preliminary engine
 selections, the lower pressure ratio to have variable geometry.   A major
 factor in the  engine selections was the objective of minimizing stresses
 so that  low cost, low alloy materials could be used.   Low compressor tip
 speeds are consistent with low compressor stresses.  The rotative speeds
 are shown in Figure  16.  The gas generator speed is determined by the
 compressor pressure  ratio and specific speed, and the power turbine speed
 is determined by the  assumptions of turbine loading and diameter ratio.
 The turbine pitchline wheel speeds are shown in Figure 17 for the assumed
 loading.   The pitchline wheel speeds of the gas generator turbine are
 slightly greater at higher turbine inlet temperatures because of the as-
sumption of greater cooling flows.   The wheel speeds  of the power turbine
 are greater at  higher turbine inlet temperatures because the specific work
output (BTU/lb.)  is greater.   The root centrifugal stresses in the gas
                                  33

-------
                               Table  3

                          Free Turbine Engine

Input Variables:

Compressor pressure ratio      345678
Compressor efficiency        .827     .821    .817    .813    .807    .80
Turbine efficiency                   0.85
Turbine inlet temperature            1700ฐF, 1800ฐF, 1900ฐF, 2000ฐF
Cooling flow, %                        1,      3,      5,      7
Compressor inlet temperature         85ฐF
Regenerator effectiveness             .9,  .7
Regenerator pressure drop            1% cold side, 3.5% hot side
Combustor pressure drop              3%
Tailpipe                             1%
Inlet pressure drop                  1%
Assumptions:
     Compressor specific speed  70
     Gas generator turbine exit Mach No.  .5
     Power turbine exit Mach No.   .25
     Power turbine pitch dia _
     Gas generator turbine pitch dia.
     ™  , •    i   i .             ,  .
     Turbine loading, g — - =1.5
                        U
                         P
                                  34

-------
          2000
          1900
          1800
          1700
TIP  SPEED, 6
  FT/SEC   16UU
          1500
         1400
         1300
         1200
                        1           I           T
                        •CD-3
                        4567

                               COMPRESSOR  PRESSURE  RATIO
Figure  15.    Free Turbine Engine  Compressor Tip  Speed.
                                  35

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         30,000
         70,000  —
         60,000  —
ROTATIVE
 SPEED,  50,000
  RPX
         40,000
        30,000  —
        20,000
                                        5            6            7
                                   COMPRESSOR  PRESSURE  RATIO
                                                                                   Q.
                                                                                   s:
                                                                                   UJ
2000
1900

1300

1700
                            Figure  16.    Free  Turbine Engine Rotative Speed.
                                            36

-------
           1500
            UOO
           1300
 PITCH LINE
WHEEL SPEED,
   FT/SEC
           1200
           1100
           1000
            900
                  CD-3
                            GAS GENERATOR
                               TURBINE
                                 CD-2
                                      I
                                                                         2000
                                                                         1900
                                                                         1800
                                                                         1700
     TURBINE INLET
     TEMPERATURE. F
2000


1900


1800


1700
                                      5          6

                                 COMPRESSOR  PRESSURE RAII'J
                  Figure  17.    Free  Turbine Engine Turbine Wheel Speed.
                                            37

-------
generator and power turbines are shown in Figures 18 and 19, with the un-
cooled blade temperatures.  These plots indicate the low turbine stresses
which are possible by the selection of lower engine pressure ratios, and
are used to select the materials required in conjunction with the engine
life requirements.  The blade temperatures were calculated using the
pitchline velocity diagrams.

      Points were calculated for six pressure ratios and four turbine in-
let temperatures using the inputs for the single shaft engine shown in
Table 4,  It should be noted that the compressor efficiencies and specific
speeds are lower than in Table 3 for the free turbine engine.  The reason
is that initial calculations indicated high root centrifugal stress in
the turbine, which is a function of rotative speed and annulus area.
Rotative speed is set by the specific speed of the compressor, and tends
to be high for good efficiency.  Annulus area is set by the exit Mach
number of the turbine, and should be low (around 0.25) to duct the flow
into the regenerator with reasonable pressure drop.  Therefore, the tur-
bine stress tends to limit the compressor pressure ratio more than for
the other configuration.  For this reason the compressor specific speed
was lowered from the optimum value of about 70, and a penalty is compressor
efficiency was accepted.  A small penalty in turbine efficiency was taken
to raise the exit Mach number to 0.3.  The other inputs are similar to
those for the free turbine engine.

      The compressor tip speed shown in Figure 20 is higher than for the
free turbine engine because of the lower efficiency assumption.  The
rotative speed shown in Figure 21 is lower than for the free turbine engine
due to the assumption of lower specific speed.  After completion of the
design point study, a single shaft engine with variable geometry, CD-I,
was selected with a pressure ratio of 3.6.  At this low pressure ratio,
it was determined that the low specific speed and the corresponding effi-
ciency penalty were too pessimistic and subsequent designs were made for
higher specific speed, around 65.  The turbine wheel speeds are shown in
Figure 22, and are based on the assumption that a two stage turbine was
required.  Later selection of a low pressure ratio engine, CD-I, resulted
in a one stage turbine design.
      In all of these design point calculations the compressor and turbine
dimensions are different for each point and are determined by wheel speed

                                   38

-------
CD
z oo
UJ l/l
<_> UJ
O 00
i
36



34



32



30



28



26



24



22



20



18



16



14
          PRESSURE  RATIO
                     3
                                                              CD-2
_TURBINE INLET
  TEMPERATURE,ฐF
                                                                2000
                                                                      CD-3
               1400
                    1500
                              1600
1700
1800
1900
                             UNCOOLED BLADE  TEMPERATURE,  ฐF


     Figure 18.   Free  Turbine Engine Gas Generator Turbine Stress.
                                      39

-------
              30
ROOT CENTRIFUGAL
  STRESS,  KS!
              22
              20
              IB
              16
                                                                    CD-2


                                                                     TURBINE
                                                                     INLET
                                                                     TEMPERATURE,ฐF
                                                                     2000
                                                                              CD-3
                     1000        1100       1200       1300        1400
                                      UNCOOLEU BLADE TEMPERATURE.  ฐF
:500       1600
            Figure 19.     Free Turbine  Engine Power  Turbine  Stress.
                                           40

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                               Table  4

                          Single Shaft Engine

Input Variables:

Compressor pressure ratio      345678
Compressor efficiency        .785    .761    .7395   .718    .6945   .67
Turbine efficiency                   .84
Turbine inlet temperature            1700,   1800,   1900,   2000ฐF
Cooling flow, %                        1357
Compressor inlet temperature         858F
Regenerator effectiveness            .9
Regenerator pressure drop            1% cold side, 3.5% hot side
Combustor pressure drop              3%
Tailpipe pressure drop               1%
Inlet pressure drop                  1%
Assumptions :
     Compressor specific speed 52.5, 50, 47.5, 45,  42.5,  40
     Turbine exit Mach No. 0.3
     m  i •    -i   j •             ,  ..
     Turbine loading, g - - = 1.5
                        U
                         P
                                  41

-------
    2100
    2000
    1900
    1800
u.
T)
0)
OJ
Q.
.o-  1700
H
O
(fl
I/I
0)

Q.


J   1600
    1500
                         CD-I
    1400
   1300
                      4567

                              Compressor  Pressure Ratio


              Figure 20.  Single Shaft Engine  Compressor Tip Speed.

-------
   i.0,000
   38,000  —
   36,000
   '54,000  —
-o
o
JT  32,000
   30,000  —
   28,000
   26,000
   24,000
                                         Turbine  Inlet
                                         Temperature,  ฐF
                                                     2000
                      4567
                             Compressor Pressure Ratio

                    Figure  21.   Single  Shaft  Engine  Rotative Speed.
                                        43

-------
u
UJ
01
c
•H



JC
 0)
 c
    1300
•o
HI

a  1200
    J100
   1000
    900
                                 5           6            7


                                 Compressor  Pressure Ratio
                    Figure 22.    Single Shaft Engine Turbine  Wheel Speed,
                                        44

-------
requirements and rotative speed.  The compressor wheel speed is determined
by pressure ratio and efficiency, rotative speed is a function of the com-
pressor specific speed, turbine wheel speed is determined by the loading
assumption and the specific work, requirement.
3.3   Preliminary Selection
      In Table 5 are indicated ten engine configurations from which three
have been selected for conceptual design and for further analysis and
optimization.   As shown by Table 5, the ten candidate engines fall into
three general types, single shaft engines, free turbine engines, and two
spool engines.  Criteria which were applied to the selection of the three
most promising engines from the ten assigned configurations include the
following:

       1.   Fuel  consumption  at  low  loads.   (Configurations  not meeting
           the guideline specifications  of  8  to 12  Ib/hr  at  idle and  16
           to  18  Ib/hr  at  20% power were automatically  eliminated).
       2.   Estimated  relative initial  cost  as  determined  by complexity
           and material  requirements.
       3.   Estimated  relative reliability  as  determined by  complexity,
           and general  mechanical design criteria.

       3.3.1   Comparative  Performance  Evaluation

       The  procedure  followed in  comparing  the various  engines was  to
select  cycle  parameters and to construct  compressor  and  turbine performance
maps  for  representative engines  of the  specified  configurations to  es-
tablish full  load  (design point) performance and  then  to employ a  com-
puter program which  carried out  off  design performance analysis.   A
summary of the  performance  comparison of  candidate engines  is presented
in  Figure  23,   in which  engine  specific  fuel consumption  is plotted
against engine  power output.   The  following  three  (regenerative or  re-
cuperated)  configurations from Table  5  are not  represented in Figure
23    for  the  stated  reasons:
                                   45

-------
                               Table 5
                Optimum Cycle Selection Configurations
Engine Types
Modifiers
Unmodified
Regenerator
Recuperator
Regenerator
Var. Pow. Trbn
Regenerator
Var. GG Trbn
Single-Shaft
W/Transmission
No
2. Yes
No
No
No
Free Turbine
No
No
No
4. Yes
No
Two-Spool
W/Transmission
1. Yes
No
3. Yes
No
No
Regenerator
Var. Comp.

Regenerator
Var. GG Trbn
Var. Comp.

Regenerator
Var. Pow. Trbn
Var. Comp.

Regenerator
Var. GG Trbn
Var. Pow. Trbn

Regenerator
Var. Comp.
Var. GG Trbn
Var. Pow. Trbn

Power Transfer
Recuperator
Var. Corap.

Power Transfer
Regenerator
Var. Comp.
5.   Yes
6.   Yes
    No
    No
    No
    No
    No
     No
     No
 7,  Yes
     No
 8.   Yes
     No
10.   Yes
    No
    No
    No
    No
    No
9.   Yes
    No
                                   46

-------
  1.1
  1.0
a  •ซ
   .7
   .5
   .4
      -1
Configuration Number

       (T)- Regenerated Free-Turbine Engine with Variable
            Compressor, Variable G< s Generator Turbine,
            and Variable Power Turbine

       (T) - Regenerated Single-Shaft Engine with Variable
            Compressor and Variable Turbine

          - Regenerated Free-Turbine Engine with Variable
            Power Turbine
       MCn- Regenerated Free-Turbine Engine with Variable
            Compressor and Power Transfer
       (jj - Regenerated Single-Shaft Engine with Fixed Geometry
       (3) - Recuperated Two-Spool Engine
       (T) - Two-Spool Engine
              20
         40        60         80       100

                  Engine  Output  Power,  HP
120
140
                                                                                IbO
              Figure 23.    Engine Configuration Performance Comparison.

                                         47

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      1.   Configuration 5, (single-shaft engine with variable compressor
          and fixed turbine).   No part-load performance advantage (over
          fixed geometry)  was  identified for the use of a variable com-
          pressor with a fixed turbine.
      2.   Configuration 7, (free turbine engine with variable compressor
          and variable power turbine).   Only a very marginal advantage
          could be identified  for the addition of variable compressor
          geometry to a free turbine engine with variable power turbine.
          This advantage consisted in the capability for a higher stall-
          limited turbine inlet temperature at low loads.  It is believed,
          however that a turbine inlet  temperature of 1700ฐF can be main-
          tained over the entire power  range in a free turbine engine
          with only a variable power turbine by means of refinements in
          compressor design and by optimizing the match between com-
          pressor and turbine.
      3.   Configuration 9, (two spool engine with recuperator, variable
          compressor, and power transfer).   No advantages could be
          identified  for  the addition of variable compressor geometry
          and power  transfer  to the two spool engine with recuperator.

      It should be noted  that in the case of configuration 10, no ad-
vantage was  found in  the  use of variable compressor geometry, that the
entire improvement over simple fixed geometry results from power transfer
only.

      The highest specific fuel consumption was obtained for the two
spool, simple cycle  (configuration number 1) which had no heat exchanger
but had a moderately high pressure ratio (12:1) at the design point.  A
substantially higher pressure ratio and turbine inlet temperature is re-
quired to make this  cycle competitive because of the absence of a heat
exchanger.  The addition  of a recuperator with an effectiveness of 0.7
to the two spool engine (configuration number 3) improves the performance
and permits the use of the moderate pressure ratio of 6:1.  However, the
regenerative single shaft engine (pressure ratio < 4.0:1) with fixed
geometry (effectiveness 0.85)  (configuration number 2) has a lower
specific fuel consumption than configuration number 3 because a regenerator
can, in general, be made more  effective than a recuperator.   By using
                                   48

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both a variable compressor and turbine on the regenerative single shaft
engine (configuration number 6), the specific fuel consumption can be
greatly improved especially in the low power range (4 to 60 HP).  A
regenerative, free turbine engine with power transfer (configuration
number 10) has improved performance when compared to the regenerative
fixed-geometry single shaft engine (configuration number 2).  The free-
turbine engine performance is improved markedly when power transfer is
replaced by a variable power turbine (configuration number 4).  By using
variable geometry on the compressor and both turbines (configuration
number 8), the free turbine has slightly better fuel consumption than the
single shaft engine with fully variable geometry (configuration number
6).  Thus, the engines with the three lowest fuel consumption charac-
teristics in order of excellence are configuration numbers 4, 6 and 8.
However, the latter three configurations rank 6, 4 and 8 in order of in-
creasing complexity.

      Conclusions which were reached upon completion of the preliminary
performance comparison of the 10 assigned configurations are the following:

      1.  The two spool configurations are more complex and costly than
          either the single shaft or free turbine engines.  Furthermore,
          since they do not appear to be competitive in performance,
          they should be eliminated from further consideration.
      2.  The use of power transfer in the free turbine engine does not
          provide as much light load performance improvement as does the
          use of variable power turbine geometry, or the use of variable
          geometry in both turbines as well as in the compressor.  The
          reasons for this appear to be that at part load the power
          turbine is operating at low efficiency, and that considerable
          power is dissipated in the power transfer clutch.
      3.  The three configurations which are best in performance over
          the entire load range are:

          a.  Free turbine engine with variable geometry in both turbines
              and in the compressor (configuration number 8).
          b.  Single shaft engine with variable compressor and variable
              turbine (configuration number 6).
                                  49

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          c.  Kree turbine engine with fixed compressor and gas generator
              turbine, and variable power turbine (configuration number
              4).

          Configurations 6 and 4 above are quite competitive with the
          alternatives with respect to simplicity, reliability and cost.
          Configuration 8 has been selected because of its outstanding
          performance.  However, the complexity of this engine is recognized
          as a distinct disadvantage.

      For the stated reasons, the three configurations (4, 6, and 8 of
the last paragraph) have been selected.  Salient features of these engines
are summarized in Tables 6, 7 and 8.

      3.3.2  Pressure Ratio Selection

      In addition to the selection of three basic engine configurations,
it was also necessary to determine optimum pressure ratios for these
engines and pursuant to this the following guidelines were established:

      1.  The efficiency of the regenerative cycle peaks at a pressure
          ratio of approximately 3.5, (varying slightly with other cycle
          parameters) and remains high down to a pressure ratio of 2,
          (assuming cycle temperature ratio is maintained), below which
          it drops rather rapidly.  Therefore, it is desirable to main-
          tain operation at pressure ratios in this range for as much of
          the engine duty cycle as possible.  With fixed geometry engines,
          this can be accomplished under light load conditions only by
          designing for a full load pressure ratio of the order of 6,
          since the speed must drop to the neighborhood of 55%, with a
          corresponding drop in pressure ratio, in order to cover the
          load range.  With variable compressor and turbine geometry,
          however, light load operation can be attained at speeds no
          lower than approximately 70%, making full load pressure ratios
          in the range of 3.5 to 4.0 quite adequate to maintain a low
          load pressure ratio of 2.
      2.  Attainable compressor efficiency increases as pressure ratio
          decreases.
                                  50

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                                Table  6

                Salient Features of Free Turbine Engine
                      with Variable Power Turbine
                         (Configuration No. 4)
Regenerated Free Turbine, Variable Power Turbine

Pressure Ratio Range, 4 to 6

Shaft Speeds, 60,000 and 35,000 RPM
        Advantages

1.  Good Part-Load Fuel
    Consumption

2.  Conventional Transmission

3.  Fixed Geometry Compressor
    with Optimum Diffuser

4.  No Gas Generator Variable
    Turbine
        Disadvantages

1.  Requires High Speed on
    Gas Generator

2.  Requires High Pressure
    Ratio Compressor

3.  Braking Requires Turbine
    Nozzle Reversal
                                         4.  Requires Two Rotors with
                                             Bearings and Seals
                                  51

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                               Table 7

               Salient Features of Single Shaft Engine
                 with Variable Compressor and Turbine

                         (Configuration No. 6)
Regenerated Single Shaft, Fully Variable

Pressure Ratio Range, 3.2 to 4.0

Shaft Speed, 40,000 RPM
4.
5.
      Advantages

Good Part-Load Fuel
Consumption

Very Moderate Rotative
Speed

Low-Pressure Ratio
Compressor

Good Braking
Only One Rotor with
Bearings and Seals
                                                 Disadvantages

                                         1.  Requires Undeveloped
                                             Transmission

                                         2.  Must Accelerate all
                                             Turbomachinery and
                                             Accessories Together

                                         3.  Requires Variable Geometry
                                             on High-Temperature Turbine
                                  52

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                                Table 8

                Salient Features of Free-Turbine Engine
                 with Variable Compressor and Turbines

                         (Configuration No. 8)
Regenerated Free Turbine, Fully Variable
Pressure Ratio Range, 3.5 to 4.5

Shaft Speeds, 45,000 and 32,000 RPM
        Advantages

1.  Very Good Part-Load Fuel
    Consumption

2.  Low Pressure Ratio Compressor
3.  Conventional Transmission

4.  Moderate Rotative Speeds
5.  Small Change in Gas Generator
    Speed for Acceleration
        Disadvantages

1.  Complicated by Variable
    Geometry on Even Gas
    Generator Turbine
2.  Braking Requires Turbine
    Nozzle Reversal
3.  Requires Two Rotors with
    Bearings and Seals
                                  53

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        3.  The workability of variable compressor geometry is much greater
           at low pressure ratios  (below 3) where inducer and diffuser
           inlet relative Mach numbers are below 1, than at higher pres-
           sure ratios.  Workability is the ability to maintain high
           efficiency and constant pressure ratio over a wide flow range
           at constant speed, as diffuser vanes are varied.  Reference
           A  demonstrates the capability of a compressor designed for
           a low pressure ratio (2.4) to maintain constant efficiency and
           pressure ratio over a wide flow range as diffuser vane angle
           is varied at constant speed.  Reference 5  indicates that a
           wide flow range at constant speed may be achieved at higher
           pressure ratios (4 to 8) but that significant drops in pres-
           sure ratio and efficiency are involved.
        4.  Turbine rotor stress and shaft speed increase with pressure
           ratio for constant values of compressor design specific speed.
           This strongly implies that high pressure ratio engines will
           require costly and strategic materials and that bearing design
           will be critical.  Figure  24  shows the variation of shaft
           speed and turbine stress with design pressure ratio.  In order
           to use low cost non-strategic turbine materials and also to
           keep the bearings reliable and inexpensive, low stresses and
           speeds are necessary.

       Performance was calculated for the regenerative free-turbine engine
with variable geometry in the power turbine only (configuration No. 4)
for design pressure ratios of 4,  5 and 6.   The variables were turbine
vane setting and the power - engine speed combination determined by a
road resistance calculation.  It was determined that the lowest fuel con-
sumption was obtained at the maximum turbine inlet temperatures.   Although
the match-point temperature was 1900ฐF, that temperature is for accelera-
tions only, and the engine maximum continuous temperature is 1700ฐF.

       As engine speed is reduced to reduce engine output power,  the tur-
bine inlet temperature drops and specific fuel consumption increases for
a given nozzle vane setting.  Higher temperatures and lower fuel con-
sumption are obtained by closing the turbine nozzle vanes.  For this study,
turbine inlet temperature was held at 1700ฐF and the turbine vanes
                                   54

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    60,000
'{:   50,000
    40,000
ฃ   30,000
u
0
o
at
ซ   20,000
-o   10,000
3
                                                       Rotative
                                                       Speed
                              3-45
                          Engine Design Pressure Ratio
                                                                      60,000
                                                                               i
                                                                              -o
                                                                      50,000   S
                                                                      40,000
                                                                      30,000
                                                                               o
                                                                              DC
          Figure 24.  Turbine Rotor Rotative Speed and Stress  Versus
                      Design Pressure Ratio (Single Shaft  Engine).
                                        55

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werซ  var.'ed  t;,  achieve  this  temperature.   The only  restriction  was com-
pressor  stall margin.   The fuel  economy  calculations  were based on the
expected speed  characteristic  of the  automobile  over  its  lifetime and
total fuel costs were calculated.   This  mission  analysis  was carried out
for the  Uniform Simplified Engine  Duty Cycle.
       1)   Federal  Driving  Cycle
       2)   Simplified  Suburban  Route
           (equal times  at  constant
           20,  30 and  40 mph  speeds)
       3)   Simplified  Country Route
           (equal times  at  constant
           50,  60 and  70 mph  speeds)
                   Totals
      Avg. Speed
        19.84
        30.00

        60.00

        30
      The  results  are  summarized below:
      Pressure Ratio
             4
             5
             6
Fuel Mileage, mpg
      16.61
      17.68
      18.02
                                                  Hours    %  of  Time
1750
1150

 600

3500
50
33

17

100
      Fuel Cost
      $ 1964.
        1845.
        1810.
      The breakdown of the total fuel cost into the parts of the driving
cycle is shown in Figure 25.    Although this preliminary mission analysis
indicated that the fuel consumption was less for the design pressure
ratio of 6, a pressure ratio of 5 was selected because its total fuel
cost for the life of the automobile (105,200 miles) was only $35 more
(out of approximately $1,800) than for a pressure ratio of 6.  This judge-
ment was based upon the probability that the engine with a pressure ratio
of 6 would cost at least $35 more than an engine with a pressure ratio
of 5.  The selected engine (configuration No. 4 with a pressure ratio of
5) was redesignated CD-2.   See Table 2 for engine design parameters.

      Off-design performance was also calculated for the regenerative
single-shaft engine with variable compressor and turbine geometry (con-
figuration No. 6) at design pressure ratios of 3.2, 3.6, and 4.0.  The
minimum SFC for a given power is sought for each design pressure ratio
by varying engine speed and compressor and turbine stator settings.  A
preliminary mission analysis was also made for the single shaft engine
and the results are summarized below:
                                  56

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       Pressure  Ratio            Fuel  Mileage, tnpg        Fuel Cost
            3.2                        17.27              $ 1888.
            3.6                        17.54                1860.
            4.0                        17.67                1846.

       A breakdown of  the  total fuel  cost  is shown in Figure  26.   Al-
 though the highest pressure ratio engine  has  the best fuel consumption,
 the  pressure  ratio of 3.6 was  selected since  its total fuel  cost  is  only
 $14  more than the higher  pressure ratio and the compressor variable
 geometry is more effective at  the lower pressure ratios.   The selected
 engine (configuration No.  6 with a pressure ratio of 3.6)  was redesignated
 CD-I.   See Table 2 for engine  design parameters.

       The pressure ratio  for the regenerative  free-turbine engine with
 variable geometry on  the  compressor  and both  turbines was not determined.
 This engine was later dropped  from consideration because  the improvement
 in performance  was too small for the added complexity.

      The  engines  designated CD-I  and CD-2 were  carried through conceptual
design.  The  salient  features  of  these  two engines are summarized  in
Table 9.

3.4   Design

      Design  effort was accomplished at two levels.  The conceptual de-
sign effort resulted  in layout drawings from which weight and costs could
be estimated.   The preliminary design effort was in greater depth  and
took advantage of weight and cost-saving innovations stemming from the
evaluation of the  conceptual designs.

      3.4.1   Conceptual Design

      Conceptual designs were carried out  on  the CD-I and CD-2 engines
identified in  the previous section for further study.
                                  58

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<:uuu
1800
1600

1400

-. 1200
^ 1000
•r,
•5
a, BU(->
Cb
600
400
200
MPH
~ 70

60
50

— 40
	 30
20
_ FDC










1888




















1860



















18A6 _




—
—


           3.2               3.6

                    Design Pressure Ratio
4.0
Figure 26.   Variable Geometry Single Shaft Engine Total
             Mission Fuel Cost.
                           59

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                                Table 9
                       Conceptual Design Engines
Engine type
Heat exchanger
Variable compressor
Variable compressor turbine
Variable power turbine
Compressor speed, rpm (max.)
Power turbine speed, rpm (max.)
Pressure ratio
Turbine inlet temperature, ฐF (max)
   (for accelerations)
Turbine inlet temperature, ฐF
   (normal continuous)
Idle fuel flow, Ib/hr
Max. fuel flow, Ib/hr
   (normal continuous)
Special combustor provision
Accessory drive location
      CD-I
Single shaft
Regenerator
Yes
Yes
Does not apply
AO.OOO

3.6
1900

1700

8.0
65

None
Compressor
      CD-2
Free turbine
Regenerator
No
No
Yes
55,000
35,000
5
1900

1700

5.5
58

None
Gas Generator
   Compressor
                                  60

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       3.4.1.1   Free-Turbine  Engine with Variable Power Turbine  (CI>-2)

       Shown  in  Figure  27  is  the CD-2 free-turbine  engine with  variable
power  turbine.  The materials  list which  is keyed  to the  drawing is  pre-
sented in Table 10.

       Description  - Air  enters  the engine inlet through the  filter which
extends  in a 180ฐ  arc over the  top side of the engine, passes through
the  centrifugal compressor inlet, through the compressor  impeller, the
pipe diffuser,  and to the forward half of the two  regenerator discs.  The
flow then proceeds through the  forward halves of the regenerators into
the  forward  housing space enclosing  the gas generator turbine inlet  scroll
and  the  combustor  liner  which  is assembled to the  inlet end  of  this  scroll.
Flow enters  the turbine  scroll  through the combustor and  passes  to the
turbine  nozzle  which is  welded  to the aft opening  of the  scroll.  From
the gas  generator  turbine, flow passes through a transition  passage  to
the power turbine.  The  power  turbine nozzle vanes are variable.  From
the power turbine  discharge  diffuser, the flow exhausts through  the  rear
halves of the regenerator discs to the exhaust ducts  attached to the re-
generator covers.

      The engine components are structurally integrated  by the main  housing,
which is a nodular iron  casting.  The housing has two forward end flanges.
On one of the flanges, the compressor front shroud, air  filter,  and
accessory gear  case are mounted, while the compressor rear shroud and the
attached gas generator assembly are mounted on the other flange.  At the
sides of the main housing are flanges for attachment of  the regenerator
seals and the regenerator covers which support the regenerator rotor discs
and the regenerator drive gears.  On the top of the housing is a mounting
flange for the  combustor cover to which are attached the fuel inlet  pipe
and the spark plug.  An important part of the housing is the central
bulkhead into which the gas generator and power turbine  assemblies are
sealed by means of piston ring seals.  At the rear  of the housing are
mounting flanges for the power-turbine reduction-gear assembly and the
transmission.   Inside surfaces of the main housing are insulated against
hot gas.
                                   61

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62

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Figure 27. Regenerated Free Turbine Engine,  Power Turbine Variable (CD-2)
                                 62

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                                Table  10
                            Materials List
                  Regenerated Free Turbine Engine With
                      Variable Power Turbine (CD-2)
 .1.   Accessory Drive Case (outer)
 1A.  Accessory Drive Case (inner)
 2.   Accessory Power Take-off Gear
 3.   Accessory Power Take-off Shaft
 4.   Splined Coupling
 5.   Compressor Rotor
 6.   Regenerator Cover
 7.   Compressor Front Shroud
 8.   Compressor Rear Shroud
 9.   Bearing Mount & Oil Dampner
10.   Gas Generator Turbine Scroll  Shroud
11.   Turbine Rotor
12.   Spacers
13.   Labyrinth Seal
14.   Turbine Shroud Support
15.   Gas Generator Tip Seal
16.   Turbine Transition Inner Body
17.   Turbine Transition Mounting Pins
18.   Power Turbine Nozzle
         A)  Partitions
         B)  Portion Drill Gear
19.   Power Turbine Actuator Ring
20.   Turbine Diffusers
21.   Combustor Cover
22.   Turbine Diffuser
23.   Output Gear Case
24.   Power Turbine Rotor
25.   Spacers
26.   Splined Gear Shaft
27.   Output Gear Case Cover
28.   Bearing Housing
29.   Output Gear
30.   Output Gear Case End Plate
31.   Regenerator Rotor
32.   Regenerator Seals
33.   Main Housing
34.   Combustion Liner
35.   Regenerator Seal
36.   Regenerator Seal
37.   Accessory Drive Gear
Nodular Iron
Nodular Iron
8620 Steel
4340 Steel
4340 Steel
Aluminum
Nodular Iron
Nodular Iron
Nodular Iron
4340 Steel
MAR-M-509
IN 738
4340 Steel*
4340 Steel
IN 738*
IN 738*
304 SS
IN 738*

N-155
304 SS
304 SS
Hastelloy X
304 SS
Hastelloy X
Nodular Iron
CRM 6D
4340 Steel
4340 Steel
Nodular Iron
4340 Steel
8620 Steel
Nodular Iron
Cercor (Corning Glass)
Stellite 3
Nodular Iron
Hastelloy X
Stellite 3
Stellite 3
8620 Steel
*Preliminary selection; may be changed because of high strategic materials
 content.
                                   63

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                         Table 10  (Cont'd.)


                            Materials List


                  Regenerated Free Turbine Engine With
                      Variable Power Turbine (CD-2)
38.   Rearing Retainer
39.   Bearing Retainer
40.   Bearing Retainer
41.   Rearing Retainer
42.   Sheave - V Belt
43.   Bushing
44.   Bushing Seal
45.   Bushing Holder
46.   End Cap
47.   Regenerator Shaft
48.   Turbine Transition Outer Body
49.   Turbine Rotor Tip Wiper
50.   Turbine Diffuser Supports
51.   Turbine Diffuser
52.   Labyrinth Rotor Seal Wiper
53.   Turbine Rotor Spanner Nut
54.   Seal Support
55.   Guide Buttons
56.   Filter Support Bottom Bracket
57.   Filter Support Top Bracket
58.   Filter Support Leg Bracket
59.   Filter Clamp, Lower
60.   Filter Clamp, Upper
61.   Filter Bracket, Lower
62.   Gas Turbine Cover
63.   Bleeder Tube
64.   Set Screw
65.   Washer
66.   Fuel Injection Nozzle
67.   Filter Rest
68.   Worm Gear
69.   Front Regenerator Drive Housing
70.   Rear Regenerator Drive Housing
71.   Regenerator Drive (Worm & Shaft)
72.   Spring Retainer
73.   Floating Spring Pad
74.   High Temperature Coil Springs
75.   Spring Retainer
76.   Spring Retainer
77.   Floating Spring Pad
78.   Bushing
79.   Regenerator Drive Gear
80.   Floating Spring Pad
Nodular Iron
Nodular Iron
Nodular Iron
Nodular Iron
Nodular Iron
Teflon
304 SS
304 SS
Nodular Iron
304 SS
304 SS
Hastelloy X
Hastelloy X
Hastelloy X
Hastelloy Honeycomb
304 SS
304 SS
304 SS
1010 Steel
1010 Steel
1010 Steel
1010 Steel
1010 Steel
1010 Steel
304 SS
304 SS
304 SS
304 SS
304 SS
1010 Steel
8620 Steel
Nodular Iron
Nodular Iron
8620 Steel
304 SS
304 SS
Purchase Item
304 SS
304 SS
304 SS
Teflon
8620 Steel
304 SS
                                  64

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                          Table  10 (Cont'd.)

                            Materials List
                  Regenerated Free Turbine Engine With
                      Variable Power Turbine (CD-2)
81.    Sheave Shaft                                 Shaft Steel
82.    Sheave Steel                                 8620 Steel
33.    Retaining Nut                                4140 Steel
84.    Regenerator Drive Cover                      Nodular Iron
85.    Coupling                                     4140 Steel
86.    Shafr Cover Plate                            Nodular Iron
                                   65

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     The gas generator assembly includes the following items:  compressor
impeller, the turbine rotor and shaft, upon which the compressor impeller
is mounted, the compressor rear shroud-bearing support sleeve, upon which
are mounted two ball bearings (the rear one being resiliently mounted),
the turbine scroll-nozzle assembly, and the combustion liner, which is
assembled to the inlet end of the scroll through an opening in the main
housing.  The gas generator portion is assembled as a unit to one of the
main housing forward flanges.  It is sealed into the forward main housing
cavity through piston ring seals.  Compressor discharge air is admitted
to the space between the bearing support tube and the turbine scroll.
From this space, cooling air is passed through a labyrinth seal over the
forvard face of the turbine disc.  Full rotative speed of the gas generator
is 60,000 RPM.

     The power turbine-reduction gear assembly consists of the power
turbine rotor and its bearings, the variable power turbine nozzle and
nozzle actuating linkage assembly, the transition duct assembly, the
turbine discharge diCfuser, and the reduction gear assembly.  The re-
duction gear drive pinion is mounted on its own bearings and is connected
by means of a spline to the power turbine shaft.  The variable nozzle
inner and outer flow annulus walls are spherical so that nozzle vane
clearance is unaffected by rotation.  Individual vanes are attached to
gear segments which mesh with an actuating ring gear.  Approximately 120ฐ
of vane rotation is available between the low power "closed" position
and the reversed "braking" position.  The entire power turbine-reduction
gear assembly is mounted on a rear flange of the main housing.  The
assembly is sealed into the main housing aft cavity by means of piston
ring seals.  Full speed of the power turbine is 35,000 RPM.

     The two regenerator assemblies are positioned symmetrically at the
sides of the engine and consist of the ceramic honeycomb discs, a central
shaft mounted on bearings capable of supporting both radial and thrust
loads, a metallic rim carrying a ring gear, and seal assemblies consisting
of spring-mounted Stellite 3 rings sliding in the grooves of mounting
rings.  Partial pressure balancing is employed on these seals.  The re-
generator discs are driven by pinion gears meshing with the disc rim
ring gear.  The pinions are driven from the accessory gear case through
worm gears mounted in the regenerator cover.
                                   66

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      The accessory gear case is mounted from one of the forward flanges
on the main housing.  The accessory drive pinion is mounted on its own
bearings and is connected by a spline to the front end of the gas genera-
tor shaft.  The accessory drive shaft, carrying sheaves for driving engine-
mounted accessories runs at 1/16 gas generator speed.  Regenerator drive
shafts are driven through chain drives.  An electric starter drives the
gas generator through one of the reduction gears.

      Design Problems - Design problems which were identified in connection
with the conceptual design of Figure 27, and which were resolved in Pre-
liminary Design, include the following:

      1.  Exposure of power turbine nozzle actuating gears and linkage
          to turbine discharge gas.  Although it may be possible to
          identify gear materials which operate satisfactorily at elevated
          temperature, it appears more promising to enclose the actuating
          gears in a compressor discharge air environment.  Such an ap-
          proach also will expose the main housing central partition to
          compressor discharge air on one side and thus aid in limiting
          the temperature of this partition to an acceptable level
          (950ฐF max).
       2.  Regenerator  seals and  drive.  As an  alternate  to  the use of
          spring-loaded  seals on both  sides of  the regenerator discs,
          it seems more  promising  to spring load  the disc from the out-
          side  only,  and  to allow  the  disc to bear against  single flat
          sealing surfaces on the  inside.  This will remove force and
          moment reactions from  the central shaft, except those  due  to
          the disc weight.

          It may be more  economical to drive the  regenerator  from the
          center rather  than  from  the  rim.

       3.A.1.2   Single-Shaft Engine with Fully Variable Geometry  (CD-I)

       Shown in  Figure  28   is the  CD-I single shaft engine design concept
with fully variable turbomachinery.  The materials list which is keyed to
the drawing is  presented  in Table  11.
                                   67

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Figure 28. Regenerated Single Shaft, Engine, Fully Variable (CD-I)
                            68

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                               Table 11

                            Materials List
                   Regenerated Single Shaft Engine -
                    Fully Variable Geometry (CD-I)
 1.  Main Housing
 2.  Regenerator Cover, Right Side
 3.  Regenerator Cover, Left Side
 4.  Turbine Rotor
 5.  Compressor Rotor
 6,.  Compressor Rear Shroud
 7.  Compressor Front Shroud-Outer
 3.  Compressor Front Shroud-Inner
 9.  Gear Case
10.  Turbine Scroll-Shroud
11.  Turbine Stator Inner Shroud
12.  Turbine Shaft Bearing Mount
13.  Turbine Shaft Seal Mount
14.  Turbine Shaft Spacer
15.  Turbine Shaft Spacer
16.  Turbine Shaft Spacer
17.  Labyrinth Seal
18.  Turbine Tip Seal
19.  Turbine Diffuser - Outer Shroud
20.  Turbine Diffuser - Inner Shroud
21.  Insulation Shield
22.  Regenerator Seal Support
23.  Regenerator Seals
24.  Regenerator Seals
25.  Regenerator Seal Support
26.  Regenerator Seal Support
27.  Regenerator Rotor
28.  Regenerator Shaft Cover
29.  Regenerator Drive Access Cover
30.  Regenerator Shaft
31.  Regenerator Support
32.  Regenerator Support
33.  Regenerator Support
34.  Regenerator Support
35.  Regenerator Support
36.  Regenerator Support
37.  Turbine Nozzle Adj. Arm
38.  Turbine Nozzle and Shaft
39.  Turbine Nozzle Lock Nut
40.  Turbine Nozzle Actuator Ring
Nut
Washer
Thrust Washer
Thrust Disk
Thrust Bearing
Radial Bearing
Nodular Iron
Nodular Iron
Nodular Iron
IN 738
Aluminum (Cast)
Nodular "Crcn
Nodular Iron
Nodular Iron
Nodular Iron
MAR-K-509
MAR-M-509
4340 Steel
4340 Steel
4340 Steel
4340 Steel
4340 Steel
4340 Steel
IN 738*
Hastelloy X
Hastelloy X
304 SS
304 SS
Stellite 3
Stellite 3
304 SS
304 SS
Cercor (Corning Glass)
Nodular Iron
Nodular Iron
304 SS
4340 Steel
4340 Steel
4340 Steel
4340 Steel
Teflon
Teflon
IN 738*
IN 738*
304 SS
304 SS
*Preliminary selection; may be changed because of the high strategic ma-
 terial content.
                                  69

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                           Table  11  (Cont'd.)

                            Materials List
                   Regenerated Single Shaft Engine -
                    Fully Variable Geometry (CD-I)
41.  Compressor Diffuser Vane
42.  Compressor Diffur,er Adj. Arm
43.  Compressor Diffuser Actuator Ring
44.  Compressor Lock Nut
45.  Coupling, Splincid
46.  Power Take-off Shaft
47.  Combustor Cover
48.  Burner
49.  Combustor Liner
50.  Air Filter Bracket
51.  Air Filter Bracket
52.  Air Filter Bracket
53.  Air Filter Bracket
54.  Air Filter Bracket
55.  Air Filter (Purchased Item
56.  Air Filter Bracket
57.  Bearing Retainer
58.  Regenerator Drive Shaft Gear
59.  Bearing (Purchased Item)
60.  Coupling
61.  Regenerator Drive Shaft
62.  Seals (Purchased Item)
63.  Cover
64.  Bushing
65.  Coupling
66.  Bearing (Purchased Item)
67.  Bearing Retainer
68.  Bearing Retainer
69.  Regenerator Drive Shaft Gear
70.  Regenerator Drive Access Cover
71.  Chains (Purchased Item)
72.  Bearing Retainer
73.  Accessory Drive Gear
74.  Chain (Purchased Item)
75.  Drive Shaft
76.  Sheave, V Belt
77.  Bearing Retainer
78.  Washer
79.  Nut
80.  Drive Shaft Extension
81.  Speed Reduced Casing
82.  Speed Reduced Casing
83.  Worm Gear
Nodular Iron
4340 Steel
4340 Steel
4340 Steel
4340 Steel
4340 Steel
304 SS
304 SS
Hastelloy X
1010 Steel
1010 Steel
1010 Steel
1010 Steel
1010 Steel

1010 Steel
Nodular Iron
8620 Steel

4340 Steel
4340 Steel

Nodular Iron
4140 Steel
4140 Steel

Nodular Iron
Nodular Iron
8620 Steel
Nodular Iron

Nodular Iron
8620 Steel (Carburized)

4340 Steel
Nodular Iron
Nodular Iron
304 SS
4340 Steel
4340 Steel
Nodular Iron
Nodular Iron
8620 Steel
                                   70

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                            Table  11 (Cont'd.)

                            Materials List

                   Regenerated Single Shaft Engine
                    Fully Variable Geometry (CD-I)
84.  Worm Gear
85.  Pinion Gear
86.  Spacers
87.  Bushings
88.  Seals (Purchased Item)
89.  Screws (Purchased Item)
90.  Bearing Retainer
8620 Steel
8620 Steel
8620 Steel
Bronze
Nodular Iron
                                   71

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      Description - The structural arrangement is similar to that of
Figure  27  except that there is only one turbine.  The compressor-turbine
assembly is similar to the gas generator assembly of Figure 27.    Both
compressor diffuser vanes and turbine nozzle vanes are variable.  There-
is no .separate power turbine and the main drive gear reduction unit is
absent from the rear of the engine.  The main drive gear reduction unit
has ht-en integrated with the accessory drive unit, and is mounted in the
front of the engine.  The accessory drive sheaves are attached to one
end of the output shaft and the other end is splined to a floating shaft
passing under the engine which is coupled to the transmission mounted on
the rear end of the engine.  The regenerator drive is the same as that
shown in Figure   27, but the regenerator seals are similar to that of
Figure 28.    The engine full speed RPM is 40,000.

      Design Problems - The principal problem identified with the concept
of Figure 28   is the exposure of the turbine nozzle actuation linkage
to the hot air from the regenerator discharge.  However, a gear type
linkage Is not required, since, the required angular movement of the
nozzle vanes is only of the order of 15-20 degrees.  (Reversing of the
vanes for engine braking is not required, since braking is available
from windmilling the compressor).

      3.A.2  Preliminary Design

      Because of the difficulty in meeting the 1976 Federal Standards
on NO  emission with conventional gas-turbine combustors (see reference 1),
the Environmental Protection Agency requested that preliminary designs
be carried out on two engines which were specifically designed for low
NO  emission.  Two concepts were pursued.  The first incorporates the
  A
General Electric low NO  bypass combustor concept and the second limits
                       A
combustor inlet temperature to 1000ฐF.

      3.A.2.1  PD-1 Engine with Bypass Combustor

      In this engine concept the combustor primary air is bypassed around
the regenerator to reduce the primary zone combustion temperature and
prevent premature ignition of the fuel-air mixture.  Selection of the
                                  72

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cycle and configuration lead to the optimization of the major design
variables and ultimately to an engine design.

      3.A.2.1.1  Performance Comparison of Alternate Engine Cycles

      As a starting point for the selection of an optimum engine type
to which to apply the bypass combustor design concept, a fuel economy
comparison was made between representative variable-power-turbine free-
turbine and variable-compressor and turbine single-shaft engines.  De-
sign parameter values for these engines are indicated in Table 12.  The
results of the comparison, shown in Figure 29, are that the single-shaft
engine has better fuel mileage than the free-turbine engine, when both
engines have a conventional corabustor, and also when both engines have
a bypass combustor.  As expected, the bypass combustor engines suffer
a fuel mileage penalty of approximately 30% when compared against the
corresponding conventional combustor engines.  Included in the performance
comparison are the effects of transmission losses.  For the single-shaft
engine the TRACOR transmission with the efficiency values of Figure 13
were used.  For the free turbine engine an automatic transmission with
torque converter was used.  The TRACOR transmission has lower efficiency
at low speeds, but the choice of transmission does not affect the com-
parison.

      Figure 30 and 31 provide some insight into the underlying cause
of the superiority of the 3.2 pressure ratio variable-compressor and
turbine single-shaft engine over the 5.0 pressure ratio variable-power-
turbine free-turbine engine.  Through the use of variable compressor
diffuser vanes which control the engine airflow at a given speed and
pressure ratio over a range of approximately 2 to 1, low power levels
can be efficiently achieved at a higher speed than is possible with a
fixed geometry compressor.  Variation of the turbine nozzle area is re-
quired in coordination with variation of the compressor diffuser vanes
in order to maintain pressure ratio and turbine inlet temperature at peak
efficiency levels. Thus the operating speed range required to cover the full
power range at peak achievable efficiency is reduced  in the single-shaft
                                  73

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                          Table 12

Values of Knglne Parameters  Assumed for Comparison of Variable
    Compressor and Turbine Single-Shaft and Variable-Power-.
                 Turbine Free-Turbine Engines


Pressure Ratio
Inlet Temperature
Compressor Eff.
Cooling Flow
Leakage Flow
Gas Generator Turbine Eff.
Power Turbine Eff.
Turbine Inlet Temperature
Regenerator Effectiveness (Full Load)
Combustor Eff.
Parasitic Power
Pressure Drops (Full Load)
Inlet
Regenerator Cold Side
Regenerator Hot Side
Combustor
Turbine Diffuser
Single-Shaft
Engine
3.2
85ฐF
.81
3%
4%
-
.85
1900ฐF
.85
.99
4 HP

1%
1%
7%
4%
2%
Free-Turbine
Engine
5.0
85ฐF
.81
3%
4%
.85
.85
1900ฐF
.85
.99
4 HP

1%
1%
7%
4%
2%

-------
o
s>

-------
   100 —
    90 —
•o
0)
01
a.
C/5
O
CO
w

-------
             I      I       I     I      I      I      I      I      I      I
   5.0
   4.0
3
3
in
0)
v
   2.0
Free Turbine Engine with
Variable Power Turbine
                                          Variable Compressor and Tu:
                                          Single-Shaft Engine
                                                   bine
                                        High Efficiency Pressure
                                        Ratio Range for Regenerative
                                        Engines
   1.0
             I      I      I     I      I      I      I      I      I      I
      0     10      20
       30    40    50    60    70

                Percent Power
80   90    100
           Figure  31.    Comparison  of  Single-Shaft  and Free-Turbine
                        Pressure  Ratio Variations
                                         77

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engine.  The design goal of keeping the engine pressure ratio within the
high efficiency range of the regenerative cycle over the entire operating
load range is nearly achieved.  From Figure  30 , it may be seen that the
single-shaft variable-compressor and turbine engine operates in the 90 to
100% speed range for all power levels above 30% and that the idle speed
is 70%.  Although the full load pressure ratio of this engine is below
that of the free turbine engine, the operating pressure ratio is higher
than that of the free turbine engine at all loads below 40%.  At full
load the single shaft engine pressure ratio is closer to an optimum value
for the regenerative cycle than is that of the free turbine engine.

      A generalization of the comparison indicated by Figure 29   is shown
in Figure  32  in which fuel mileage for the Uniform Simplified Engine
Duty Cycle is plotted against pressure ratio for both the variable power
turbine free turbine engine and the variable compressor and turbine single
shaft engines.   The dotted portions of these curves represent engine de-
sign conditions for which the values assumed for certain parameters require
detailed investigation.  In the case of the free-turbine engines, it has
been found that for pressure ratios exceeding 5 very high gas generator
speeds and the  use of two stage compressors (transonic axial-radial) are
necessary to meet the acceleration specifications at competitive engine
capacity levels.   As these speeds are too high for low cost ball bearings,
sleeve bearings with comparatively high losses must be used.  In the case
of the variable-compressor and turbine single-shaft engines, compressor
efficiency penalties, discussed below, must be imposed for pressure ratios
above the 3.2 level as a result of design compromises involved in the
achievement of  high flow range.  (The required flow range increases with
pressure ratio  and at the same time the inherent low loss flow range
capability of the compressor decreases.)  For these reasons the dotted
portion of the curves of Figure 32   are considered to be optimistic and
not representative of the presently available level of technology.  Re-
vised curves are discussed below.

      Notwithstanding these reservations, the basic fuel economy superiority
for the variable-compressor and turbine single-shaft engine is indicated
in this figure.
                                  78

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   19
   18
   17
   16

oo

I"

 .  15
0)
60
ซB
01


   14
0)
13





12





11





10
              Single Shaft
                                                          Free Turbine
                                                                          w/o G.E. Combustor
                                                                             w/  G.E. Combustor
                                                 Pressure Ratio
         Figure 32.  Comparison of Fuel Mileage of the Single-Shaft and Freo-Turbine Engines

                     for Uniform Simplified Engine Duty Cycle, Ambient Temperature, 85ฐF.

-------
     .3. A. 2.1. 2  Engine Configuration Selection

     As indicated above in Figure 29 the bypass combustor concept in-
herently involves a fuel -economy penalty.  To minimize this, it  is im-
portant that the effectiveness of the heat exchanger be as high  as
possible.  This strongly indicates the use of a counterflow heat ex-
changer of the rotating type  (regenerator as opposed to a crossflow re-
cuperator).  A second consideration is the fact that the combustor con-
cept works out most favorable with a relatively large diameter.  Also,
required is a division of the airflow into two streams, one of which
enters the combustor from the inside and the other from the outside.
Of all the possibilities considered, the engine configuration shown in
Figure 33 is the most favorable for the incorporation of the bypass
combustor.  The combustor is located at the forward end of the engine,
and the entire distance between regenerator discs is available for oc-
cupancy of the combustor structure.  From the standpoint of engine com-
pactness this is the best possible location for a combustor inherently
tending to be large in diameter and short in length.  An additional
favorable feature of this configuration is that compressor discharge
air can be readily admitted to the center of the combustor and that this
air, in the process of being directed into the combustor center, can
serve the useful functions of cooling the main housing and the variable
turbine nozzle mechanism.  It may be observed that this general  con-
figuration, which seems to be outstandingly suitable for incorporation
of the bypass combustor,  is natural only for the single shaft engine.
A free turbine could only be accommodated if it were placed upstream
of the gas generator turbine.  This is not an attractive free turbine
configuration.   It was concluded that the single-shaft, regenerated
engine, using the arrangement of Figure 33 is uniquely suited to the
application of the bypass combustor, or any combustion system requiring
a large envelope volume.
                                   80

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00
                                    Figure 33.  Single-Shaft Engine with Bypass Combustor

-------
       3.4.2.1.3  Pressure Ratio Selection

       The; selection of the engine pressure ratio for  the PD-1 engine re-
quires a modification of Figure  32  above, since these curves do not
reflect any compressor variable-geometry-efficiency penalty related to
pressure ratio.  There are stong reasons to believe that, for the variable-
diffuser compressor, such penalties inherently exist.  A brief investiga-
tion was made to obtain a preliminary evaluation of compressor efficiency
at full load and at minimum flow, idle speed, as a function of pressure
ratio.  This schedule of compressor efficiency vs. design pressure ratio
was then introduced into cycle calculations to obtain a second iteration
estimate of engine SFC at full load and at 16 HP which is the average
power  of the Federal Driving Cycle.  Judgement was then applied to this
estimate in order to select the cycle pressure ratio.

       Experimental data for variable diffuser centrifugal compressors is
reported in References 4  and 5 .  In Reference 4  tests are reported on
a radial vaned compressor designed for a pressure ratio of 2.3.  Vaned
diffusers with five different setting angles were employed.  At constant
design speed and pressure ratio, a flow variation of approximately two
to one was obtained at nearly constant efficiency by successive use of
all 5 vanes covering a total vane setting angle range from approximately
70ฐ to 80ฐ.  No inlet guide vanes were used.  The inducer tip incidence
angle varied over approximately 25ฐ.  The inducer tip relative Mach number
at maximum flow was 0.8.  In Reference 5  testing of a 3.8 pressure ratio
compressor using variable diffuser vanes is reported.  Up to 7 to 1 flow
variation at constant speed was achieved by varying the diffuser vane
angle.  However, marked reductions in efficiency and stall pressure ratio
were observed as the vanes were closed.  It was noted in Reference 5
that no attempt had been made to optimize the compressor design to accom-
modate variable diffuser operation.

      By means of design optimization, it is possible to minimize the
loss in compressor efficiency associated with diffuser vane angle flow
control.  It is expected that the loss in efficiency due to the use of
diffuser vane controlled flow will increase with pressure ratio.
                                   82

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i rlesign pressure ratio is increased the flow Mach number at
    the vaned diffuser inlet increases.  This effect is shown in
    Figure  34 .  As shown in Figure  35  this results in an in-
    crease in diffuser loss ratio and also in a reduction in the
    flow range (as indicated by incidence angle range) between stall
    and c.hoke.  When variable vane settings are employed to increase
    the operating flow range, increased Mach number is expected to
    increase the loss coefficient at off optimum settings of the
    diffuser vanes, but the magnitude of this effect has not been
    evaluated.  The magnitude of the diffuser inlet Mach number in-
    crease witli increasing pressure ratio is amplified by the fact
    ~hat impeller backslope, which reduces diffuser inlet Mach
    number at a given pressure ratio, is structurally feasible only
    at the lower pressure ratios.  It is also amplified by the fact
    that higher inducer losses for the higher pressure ratios, dis-
    cussed below, reduce efficiency and further increase the re-
    quired impeller speed and also the diffuser Mach number.
2.  Cycle analysis shows that the required idle to full-load air-
    flow ratio decreases as pressure ratio increases.  This effect
    is shown in Figure  36  for the pressure ratio range of 3.2
    to 4.0.  The result of a low value of this ratio is a larger
    range of incidence angle on the inducer, with resulting higher
    losses at the ends of the operating range.  This effect is
    shown in Figure  37 , based on cascade data from Reference 19,
    for the pressure ratios 3.2, 3.6, and 4.0.
3.  If the compressor specific speed is held constant or increased
    as design pressure ratio is increased the inducer relative
    Mach number will increase with pressure ratio.  This will
    aggravate the effect of 2 above, since the low loss incidence
    angle range of the inducer decreases as Mach number increases.
    The minimum loss coefficient also increases with Mach number.
    To avoid this,  a reasonable practice is to allow compressor
    specific speed to decrease with increasing design pressure
    ratio.  If the design rotative speed is held constant,  for
    example at a bearing design limit, as pressure ratio is in-
                             83

-------
   1.0
     .9
                                             I     I     I     I     I     I


                                                                  X
                                                    •Diffuser Leading Edge
     .8
O
IT!
X
0)
Si
    .7
                  Inducer Tip, Constant
                  Specific Speed
                               L
  Inducer Tip, Constant Rotational Speed
    .6
            I     i
            I      1     L
       1	I
     3.0
3.5

 Pressure Ratio
4.0
        Figure 3A.  Variation of Mach Numbers Relative to Centrifugal
                    Compressor Blading.

-------
CO
U)
3

0)
    .10
    -08
    .06
    .04
    .02
                Stall
                   I
Diffuser
Mach
Number
                                              Choke
                       I
                  10   12    14   16    18   20   22    24   26

                   Diffuser Inlet Air Angle from Tangential

        Figure 35.   Variation of Diffuser Loss with Inlet Mach Number and
                     Angle.
                                      85

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CO
OS


o
    .30



    .28



    .26
-o
to
o
     22
U   .20
01
^
-o
•o
01
cr
01
a;
.18



.16



.14




.12



.10
      3.0
                                         I
                                                    I
                              3.5

                            Design  Pressure Ratio
4.0
           Figure 36.   Variation  of  Idle  to Full-Load Airflow Ratio

                        with Pressure Ratio
                                        86

-------
    .15
c
01
01
o
u

w
tn
0
3
•o
c
    .10
    .05
High Speed

High Power
Low Power

Low Speed
                                   Required Range,

                                   Pressure Ratio
                        46     8   10    12   14   16    18    20   22   24



                                   Inducer Incidence Angle
                 Figure 37.   Variation in Inducer Loss Coefficient with

                              Incidence Angle
                                                                     26
                                            87

-------
          creased, the inducer Mach number will remain essentially con-
          stand, and the low loss range of inducer incidence angle will
          also remain unchanged.  This is the situation implicit in
          Figure  37 , wherein one inducer loss coefficient-flow angle
          characteristic is shown for all three pressure ratios.  The
          effect of larger compressor and turbine diameters corresponding
          to higher pressure ratios and lower efficiency will be to in-
          crease the rotor moment of inertia and will result in a larger
          maximum power capacity to meet acceleration specifications.
          This, in turn, will increase the required flow range of the
          compressor and aggravate the effect of 2 above.

      A preliminary evaluation of the effects mentioned above has resulted
in the estimated compressor efficiency variation with design pressure
ratio for both fixed and variable geometry compressors shown in Figure
38.    These curves indicate a variable geometry penalty which increases
with pressure ratio, particularly at full speed where the inducer and
diffuser Mach numbers are at maximum values and the inducer incidence
angles are below optimum.  A smaller penalty is shown for the low speed
low flow condition, where inducer incidence angles are above optimum,
but Mach numbers are low.  At intermediate conditions, such as high speed
with vanes practically closed, the penalties should be less than shown.

      The effects of the compressor pressure ratio efficiency penalties
on the engine specific fuel consumption at high and low power levels and
also on the full power airflow are shown in Figure  39  as functions of
design pressure ratio in the range of 3 to 4.0.  It will be noted that
the curves are quite flat, with specific fuel consumption and full load
airflow showing minimums at approximately 3.6 pressure ratio.  Although
the curves of Figure 39   seem to indicate an optimum pressure ratio of
3.6, the indicated potential gains for this pressure ratio over the
selected value of 3.2 are small (3-1/2% in SFC at 16 HP and essentially
zero at 150 KP, 4% in full power airflow).  At the 3.2 pressure ratio
level the designers freedom to introduce features such as impeller back-
slope, which are conducive to low loss penalties, without encountering
stress limits and/or high rotor inertia are substantially greater than
at the 3.6 level.  Therefore, the value of 3.2 was selected as the design
                                   88

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            Ill
                                                                   r     i
   .86
   .84
   -82
w


o  .80
<8

-------
     .9
 I
 a
o
T-t
iJ
a
m
e
o
0)

bu
o

-------
pressure ratio for PD-1 because it is believed that at the present state
of the art, the potential gains for higher pressure ratios do not justify
the increased design risk.  An experimental program is required to assess
the potential gains of a higher design pressure ratio.

      3.4.2.1.4  Rotative Speed Selection

      Selection of the engine full power rotative speed was based upon
four major considerations:  bearing design, engine acceleration charac-
teristics, turbine rotor stress and compressor design.

      Bearings - A major design goal is the minimization of parasitic
losses, since at low power levels these losses have a large effect on
fuel economy.  In keeping with this goal, it was desired to use anti-
friction bearings instead of sleeve bearings because of the large per-
centage difference in losses (factor of 3 to 5 depending upon detailed
design features) for the two bearing types.  At the same time it was
recognized that the rotative speed of ball bearings must be limited in
order to achieve the necessary life in a commercial grade (class 5) bearing.
High precision aircraft type bearings were ruled out on the basis of high
cost.  Bearing manufacturers were consulted, and it was found that a 30 mm
ball bearing could be employed under a 300 Ib. thrust load with a B n
(statistically no more than 10% failures) life of 1000 hours at a speed
of 33,000 RPM,  Also a 25 mm bearing could be employed with a 200 Ib.
thrust load with the same B Q life at a speed of 40,000 RPM.  The latter
bearing type was selected for the final PD-1 engine design.   The speed
of 40,000 was judged to be the highest speed at which class 5 ball bearings
could be employed with high reliability under the imposed thrust load.

      Acceleration Characteristics - One of the advantages of the variable-
geometry single-shaft engine over the free-turbine engine is that the
acceleration specifications can be met with a given power capacity at a
substantially higher value of design-point rotor kinetic energy than that
permitted for the free-turbine-engine gas generator.  This results from
the fact that a large accelerating torque is made immediately available
at the start of an acceleration by opening the vanes and increasing fuel
flow without any increase in rotative speed.  Despite this inherently
favorable feature of the single-shaft engine, acceleration performance

                                   91

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can be improved by reducing design-point kinetic energy.  To a first
approximation the moment of inertia varies as the 4th power of the  com-
pressor and turbine rotor diameter and for a fixed pressure ratio these
diameters vary inversely with speed.  Therefore, design-point kinetic
energy varies inversely with the square of the speed.  High speed is
therefore favorable for acceleration.  It was found that the rated  power
of  the engine can be reduced approximately five HP by increasing the full
load engine speed from 32,700 to 40,000 RPM and meet the same acceleration
specifications.  Comparative acceleration performance values are shown
in Table 13.   These Figures indicate that a 55% reduction in rotor moment
of inertia (34% reduction in design-point kinetic energy) provides  only
a small improvement in acceleration performance.  There appears to be
little to gain from this standpoint by increasing speed above 40,000 RPM.
This is a feature unique to the single-shaft variable-geometry engine.

      Turbine Rotor Stress - Centrifugal stress at the turbine blade
root is proportional to the square of the rotative speed and to the first
power of the blade annulus area.  The first iteration engine design was
optimized at a  rotative speed of 32,700 RPM, since this permitted  the
use of CRM-6D, a 5% nickel alloy, for the turbine rotor.  A high cooling
airflow (5%) was required however, and the turbine inlet temperature was
limited to 1850ฐF.  The turbine rotor was heavy (13 pounds) but contained
a very small amount of high cost material (nickel).  In order to improve
fuel economy and acceleration performance the rotative speed of the second
iteration design was raised to 40,000 RPM.  Turbine cooling air was re-
duced from 5% to 2%, and the turbine inlet temperature was increased to
1900ฐF.  Turbine rotor weight decreased to 7.5 pounds but the material
was changed to IN 713 having approximately 70% nickel.  The engine total
   :oi
   2
                                                       o
rotor moment of inertia was reduced from .027 Ib ft sec  to .012 Ib ft
sec

      Compressor Design - In section 3.4.2.1.3 above the importance of
compressor inducer relative Mach number to variable diffuser performance
has been mentioned.  In order to maintain a low level of this parameter
a relatively low specific speed (77 in RPMjCfm and ft units) or less is
required since this permits a low ratio of inducer diameter to impeller
diameter, and a low level of inducer blade speed while holding down the
                                  92

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                        Table 13
      Comparison of Acceleration Performance Between
          32,700 RPM (0.028 Ib ft sec2 inertia)
        and 40,000 RPM (0.012 Ib ft sec2 inertia)
      	Single-Shaft Engines	
                                    32,700 RPM
                                      Design
          40,000 RPM
            Design
Distance Travelled in -
   1 sec, ft
   5 sec, ft
  10 sec, ft
Velocity After 13.5 sec, mph
4.3
140
501
66
5.1
154
523
67
                           93

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air  inlet Mach number.  A  low  inducer relative Mach number permits  a
high  tolerance to  incidence angle variation, and a minimization of  in-
ducer  losses and of overall impeller losses resulting  from a  positively
or negatively stalled inducer.  From the standpoint of  compressor effi-
ciency,  limitation of rotative speed to a value of 40,000 RPM is favorable.

       3.4.2.1.5  Idle Speed Selection

       The PD-1 engine idle speed has been set at 70% full engine speed.
This  selection is based on the following considerations:

       Acceleration Performance - Acceleration performance of  the PD-1
engine is quite sensitive  to the idle speed selection.  This  results not
only  from the fact that at a higher idle speed the required rotor speed
and kinetic energy change  required between idle and full power is re-
duced, but also from the fact  that the power immediately available  for
acceleration without change of rotor speed upon opening vanes  and in-
creasing fuel flow is substantially increased.  As shown in Figure  40
the available power approximately doubles between 60% and 70%  speed.  It
is estimated that the rated power can be reduced approximately 10 HP
without  loss in acceleration performance by increasing  the idle speed
from 60% to 70%.

       Fuel Economy at Low Power Level - As idle speed is increased  the
low power level pressure ratio is increased.  The low power airflow must
be decreased in order to maintain a given level of SFC  as idle speed is
increased.  This means an increased airflow range and required incidence
angle  range on the compressor inducer.   However, the fuel economy penalty
resulting from the bypass combustor decreases with increasing pressure
ratio, and with decreasing turbine inlet temperature.   At a power level
of 12 HP the engine specific fuel consumption is 14% lower for a 70%
idle speed than for a 60% idle speed.  At the 5 HP level, however,   this
trend  is reversed,  the 70% idle speed specific fuel consumption being 6%
higher than the 60% idle speed.  On balance, it has been estimated  that
no significant fuel economy penalty results from increasing the idle
speed  from 60% to 70%.
                                  94

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    160
    140
   120
P-
re

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      Noise - A high  idle speed is subject to criticism on  the basis OL
noise.  In the case of the PD-1 engine, however, the 100% rotative speed
impeller tip speed is low because of the low design pressure ratio.  Thus
the impeller tip speed of the PD-1 at 70% idle condition is about the same
as that of a 6:1 pressure ratio engine at 52% idle speed.  The absence
of inlet guide vanes is also favorable to a low noise level.

      3.6.2.1.6  Description of Engine Design

      General - Layout drawings of the variable-geometry single-shaft
PD-1 engine are shown in Figures 41, 42, and 43.

      The engine is designed for front mounting in a vehicle.  The gear
case and transmission are at the rear, as is the air inlet.  The combustor
is located at the front of the vehicle.  The arrangement provides for
engine accessories to be mounted on the combustor outer casing at the
front of the engine.  These are driven from a shaft passing under the
engine, which is driven through gears and a chain from the  (single) engine
shaft.  The regenerator discs are mounted and housed at the sides of the
engine.  These discs are centrally driven through a worm gear and chain
drive from the accessory drive shaft.  Overall dimensions of the engine,
shown on Figure  41  are 25-1/2 inches overall height from bottom of ex-
haust ducts, 34-J/2 inches long, and 26-1/2 inches wide.  Engine weight
is 484 pounds.   The figure is based on 150 HP output at 105ฐF inlet tem-
perature, and is subject to some reduction corresponding to a final power
sizing of 134 HP at 105ฐF.

      In Figures  41 ,  42  and  43  the engine flow path can be traced
through the inlet filter enclosing the upper half of the space between
the main engine housing and the gear case, into the compressor, through
the variable diffuser vanes to the compressor discharge scroll.  At the
sides of the engine are openings in the main housing through which com-
pressor discharge air enters the space enclosing the regenerator discs.
There are two outlet paths for airflow from this space.  One path, taken
by the primary combustion air, is ducted into the space between the outer
and inner containment of the main housing and from there into the plenum
space surrounding the turbine nozzle actuating linkage through passages
located at the top and bottom of the engine (90ฐ from the regenerators).
                                   96

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to
o
                                    Figure 41.  Single-Shaft Engine  With  Bypass Combustor.

-------
oc
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r
-
1
J-
A /
Bi
! A
                                                    SECTION- AA
                                              Figure  42.   PD-1 Engine Drawing.   Section AA.

-------

3
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J

01 i.
Put*
^1
HK
sJQj v

                  SECTION -
Figure 43.   PD-1  Engine Drawing.  Section  BB.
                      99

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From  the  actuating  linkage space  this air passes  through  the  hollow  struts
supporting  the  inner body shell which forms  the inner wall  of the  turbine
annulus flow path and into the inside of the bypass  combustor structure.
The excess  air  of the cycle passes  through the halves of  the  regenerator
discs  furthest  from the compressor  and  into  the combustor from  the out-
side.  After mixing in the combustor the two air  flows pass through  the
turbine together, and, from the turbine discharge diffuser  and  discharge
plenum, pass through the regenerator halves closest  to the  compressor
and out the exhaust ducts.

       Structurally  the engine is  integrated around the main housing.
This  is presently designed as a nodular iron casting weighing 140 pounds.
Possibilities exist for the redesign of this part as an aluminum casting,
which would effect a substantial weight saving.   The relatively
low pressure and temperature of the compressor discharge  air,  to which
the uninsulated housing surfaces  are exposed, are factors favorable  for
the success of  such a redesign.  Mounted on  the main housing  are the
rotor  support frame, which carries  the  two shaft  bearings,  the  compressor
shroud plate upon which are mounted the variable  diffuser vanes, the re-
generator covers which carry the  regenerator rotor bearings,  drive sprockets
and upper seal  rings, the top access cover, upon which is mounted  the
turbine nozzle  actuator cylinder, the oil sump housing, the accessory
drive  shaft bearing supports, and the combustor outer cover.  Also at-
tached directly to  the main housing are the turbine  shroud  diffuser  as-
sembly onwhich mounts the variable  turbine nozzle vanes,  and  the turbine
discharge inner flow boundary shell.  The gear casing, which  is a split
aluminum  casting, is mounted on the compressor shroud plate.  Also at-
tached to this  shroud plate is the  support bracket for the  diffuser vane
actuating cylinder  and associated linkage.

       The drive gear pinion is mounted on two bearings and  driven  through
a spline  coupling from the engine shaft.  One stage  of gear reduction is
required  to drive the TRACOR transmission at a maximum input  speed of
10,000 RPM.  The accessory drive  shaft  is driven  from the transmission
drive  gear  through  one stage of gear reduction and a final  chain drive.
Maximum accessory shaft speed is  4,000 RPM.  Chain drive  from the accessory
gear  shaft  is used  to drive the regenerator worm  shafts.  The regenerator
                                  100

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worm gear assemblies are attached to the outside of the gear casing.  The
starter is mounted on the outside of the gear casing.  The starter pinion
engages the accessory drive gear.  An overrunning clutch is employed to
prevent reverse torque from driving the starter after engine startup.

      The engine rotor is mounted on two 25 mm ball bearings.  These are
class 5 (commercial grade) bearings.  The turbine bearing, which is an
angular contact type, carries the rotor thrust load.  In the selected
arrangement the turbine thrust load adds to the compressor thrust load.
It is therefore necessary to employ turbine and compressor seals to con-
trol the net thrust load to the value of 200 pounds which is a limiting
thrust load on comfortable bearing life margin at 40,000 RPM.  (The
estimated B _ life under these conditions is 1000 hours).  Space inside
the compressor impeller seal is vented through the hollow shaft to the
forward side of the turbine disc.  This seal leakage flow purges hot
gas from the space between the turbine disc and the opposing baffle plate.
The space inside the turbine rotor seal is pressurized with compressor
discharge air.  Leakage through this seal purges hot gas from the outer
downstream side of the turbine disc.  The turbine bearing is flexibly
mounted on a "squirrel cage" structure.  Vibration of this structure is
damped by the introduction of oil in the small clearance between the
bearing mounting sleeve and the bearing support frame.

      Oil flow for the lubrication of all bearings is supplied from a
gear pump located in the bottom sump driven from the accessory drive
shaft.  A drain passage is provided from the bottom of the bearing sup-
port frame to the main sump.  A scavenge pump is also provided at the
bottom of the gear case for return of oil to the main sump.

      Materials - Critical materials selection problems involve the
following components:

      Turbine rotor (casting)         Compressor rotor (casting)
      Turbine nozzle vanes            Frames and housing (castings)
      Hot static parts

      The first design iteration turbine rotor material was CRM-6D.  This
design, shown in Figure 44  , has a maximum shaft speed of 32,700 RPM.
                                  101

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o
to
                            Figure 44.  PD-1 Engine  Drawing With CRM-6D Turbine Rotor.  Section AA.

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Turbine inlet temperature is limited to 1850ฐF.  Five percent cooling
air is required.  Rotor inertia is relatively high.  The turbine rotor
nickel weight is quite low  (.6 Ib).
     To improve fuel economy and acceleration performance the second
iteration design of Figure  42 was defined.  This has a shaft speed of
40,000 RPM and a turbine inlet temperature of 1900ฐF.  Two percent cooling
air is required.  Rotor moment of inertia is reduced by a factor of .43.
The material is IN 713LC.   The turbine rotor nickel weight is 5 Ib.
     The selected turbine nozzle vane material is silicon nitride.  This
has the advantage of low cost and no strategic material content.  Thermal
stresses are minimal in the variable nozzle design with individually
cantilevered vanes.  Foreign object impact is very improbable in this
engine with inlet filter and regenerator.  The attachment of the lever
arms for actuation of the vanes is a design problem that will need
attention.
     Hot static parts operating above 1500ฐF are Hastelloy X.  Those
operating below 1500ฐF are  304 stainless steel.

     The compressor rotor is 355 aluminum alloy.  At the 3.2 pressure
ratio this  alloy has sufficient strength to permit some impeller vane
backslope (at least 30ฐ).   This substantially improves the efficiency.

     Aluminum is employed for the compressor shroud plate and the gear
casing.  The present engine design employs nodular iron for the main
housing and the rotor bearing support frame.  This specification may be
over-conservative.  However, more thorough temperature and stress analysis
is necessary on those parts in order to determine the feasibility of sub-
stituting aluminum.  Aluminum would effect substantial weight reduction
and possibly some cost reduction.

     Engine Installation - Figures 45, 46, and 47 show three views of
the engine installed in a standard six-passenger automobile.  These
figures indicate that this automobile provides more than adequate space
for containment of the engine.

     3.4.2.2  PD-2 Engine with 1000ฐF Combustor Inlet
     In this engine concept the combustor inlet temperature (out of the
heat exchanger) is limited to 1000ฐF to facilitate the development of a
                                  103

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                        --f-
Figure 45  PD-1 Engine Installed in a Standard Six-Passenger Sedan. Top View.

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                         r—-
                 ฃ
D
Figure 46.   PD-1 Engine  Installed in a Standard Six-Passenger Sedan, Side View.

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Figure 47    PD-1 Engine Installed in a Standard Six-Passenger Sedan.  Front View.

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 low-NO^  combustor.  Optimization of  the cycle, selection of the  type of
 heat  (
 sign.
      x
heat exchanger, rotative speed and pressure ratio lead to an engine de-
       3.4.2.2.1   Cycle Parameter Optimization

       In Figure   48   the variation of engine specific  fuel  consumption
 as  a  function of  design pressure ratio  is shown  for  full  load  power
 (150  HP) and for  8.5X power. For each pressure ratio the  heat  exchanger
 effectiveness is  set at a value such that for a  turbine inlet  temperature
 of  1900ฐF and an  inlet air  temperature  of 105ฐF  the  combustor  inlet  tem-
 perature is 1000ฐF.  The heat exchanger design point effectiveness is
 plotted as a function of design point pressure ratio in Figure 48.
 At  the design point specific fuel consumption increases very slowly  with
 pressure ratio in the range of 6 to 8 and then increases more  rapidly
 above  a pressure  ratio of 8.  At the low power level there  is  a steady
 decrease of specific fuel consumption with pressure  ratio between 6  and
 8.  Performance at the low power level  was calculated by  a  free turbine
 (variable power turbine) engine off design computer program.  Above  a
 design pressure ratio of 8.3  the low power specific fuel consumption in-
 creases because the turbine inlet temperature must be reduced  in order
 to  avoid low speed compressor stall.  On this basis a pressure ratio of
 8 is  an optimum value.  The corresponding value of heat exchanger effective-
 ness  is .78. These values were selected for the PD-2 engine.

       3.4.2.2.2  Selection of Cycle Type and Engine Configuration

      Because of the relatively high pressure ratio required by this
 engine the concept of a single shaft engine with a variable diffuser
 compressor was discarded as being unworkable in accordance with reasoning
 presented above.   Of all the cycle concepts evaluated in the early phases
 of  the program the most suitable one for this engine is the free-turbine
 engine with variable power turbine.   This cycle was selected.

      Because of the relatively low heat exchanger effectiveness required,
it was recognized that a counterflow heat exchanger of the rotating  type
is not required and that a stationary cross flow recuperator provides
adequate effectiveness and further would offer the following advantages:
                                  107

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.8
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3




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v    c.
D.   . O
    .7
    .5
    .4
                                     SFC  12.7  HP
                                 SFC 150 HP
                                  789

                                 Design Pressure Ratio
                                                               10
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                                                                                   a.
                                                                                   c
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                                                                                   a
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        Figure
                 Specific Fuel Consumption and  Heat  Exchanger Effectiveness

                 vs.  Design Pressure Ratio, PD-2  Engine

                                         108

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     1.  Reduction in size, weight and cost of main engine housing.
         This is particularly important in view of the high pressure
         and temperature of the compressor discharge air.
     2.  Elimination of rotating regenerator seals.
     3.  Elimination of rotating regenerator drive train.

     Accordingly the engine physical configuration shown in Figure 49
was selected.  This is a free-turbine engine configuration with two re-
cuperators.  One recuperator is mounted on either side of the cylindrical
engine housing.  The compressor inlet is at the front and the reduction
gears are at the rear.  Accessories are driven from the power turbine.
The starter is coupled to the gas generator through a bevel gear drive.
The combustor is mounted at the top of the engine and discharges radially
into the gas generator turbine scroll.  A detailed description of this
configuration is given below.

     3.4.2.2.3  Final Selection of Speed and Pressure Ratio

     The final selection of the gas generator design-point speed and
engine design-point pressure ratio was governed by the acceleration dis-
tance in ten seconds requirement.   In order to meet this requirement at a
design point power level competitive with that of engine PD-1 (134 HP) it
was found to be necessary to limit the gas generator rotor kinetic energy
to a value of .95 x 10  in-lb. At the same time stress limits at the root
of the gas generator turbine buckets (IN 713LC material) for 1900ฐF turbine
inlet temperature require a speed of no greater than 80,000 RPM.  It was
found that the value of .95 x 10  in-lb kinetic energy could be achieved
at a speed of 80,000 RPM with a two stage (axial-centrifugal) aluminum
(335) alloy compressor having a pressure ratio of 6.6.  The use of higher
pressure ratios at this turbine-stress-limited speed of 80,000 RPM re-
quired compressor and turbine rotor diameters too great for maintenance
of the .95 x 10  in-lb gas generator rotor kinetic energy value.  It was
therefore decided to select the value of 80,000 RPM gas generator speed
and 6.6 pressure ratio for the PI>-2A engine.   For the power turbine speed
the maximum value of 50,000 RPM was selected on the basis that this is the
highest speed permitting the use of class 5 ball bearings of the required
size.  The resultant bearing load due to a gear load combined with a
thrust load, on this shaft is sufficiently low that a 20 mm bearing running
                                   109

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Z4.5O
                                  SEC TIP N-
                            Figure 49.  Free-Turbine Engine with  1000ฐF Combustor

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at 50,000 RPM can achieve a 1000 hour B . life.

      3.4.2.2.4  Description of Engine Design

      General - Layout drawings of the PD-2 engine are shown in Figures
50  t 51  i 52  , and 53  .  These drawings were finalized prior to the
completion of the acceleration analysis.  They correspond to the originally
selected value of 8 to 1 pressure ratio and to the employment of a single
stage steel rotor compressor running at 72,000 RPM.  In these respects
the drawings do not conform to the final analytical determination of
engine specifications.  However, the basic features of the engine are
not affected by these changes.

      The engine is a free-turbine configuration with variable power-
turbine nozzle vanes.  Two cross flow recuperators are mounted at the
sides of the engine.  The engine is designed for installation in the
vehicle with the compressor at the front.  Overall dimensions of the
engine are 24.5 inches high x 27 inches wide x 31.5 inches long.  The
output shaft is at the rear.  Accessories are driven off the power turbine,
with only the starter coupled to the gas generator shaft through a bevel
gear drive.  The airflow  enters the compressor at the front of the engine,
and passes through the stationary pipe diffuser to the compressor dis-
charge scroll.  From the bottom of this scroll two symmetrically located
flexible ducts lead to the bottom inlet plenums of the two recuperators.
From the top outlet plenums of the recuperators ducts lead to the coro-
bustor.   Hot gas from the combustor discharge enters the gas generator
inlet scroll which is integral with the turbine nozzle.  From the gas
generator turbine the flow passes through the annular inter-shaft transi-
tion flow duct formed by the power turbine shroud-nozzle support structure
and a strut supported inner body.  After passing through the power turbine
(variable) nozzle and wheel the flow enters the power turbine diffuser.
From this diffuser the flow is directed through symmetrically positioned
outlet ducts into the aft side plenums of the recuperators.   The turbine
exhaust passes in a forward direction through the low-pressure passages
of the cross flow recuperator cores into the forward side plenums of the
recuperators and then into the attached exhaust ducts in which the flow
is redirected rearward to the exhaust outlets at the rear of the vehicle.
                                   Ill

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I-1
h->
to
                                            Figure 50.  PD-2  Engine Drawing.  Plan  View.

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CO
                                       SECTION-AA
                                   Figure 51.  Free-l\irbine Engine With 10OO F Cซnbustor.

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Figure 52.  PD-2 Engine Drawing.  View BB.
                    114

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Figure 53.  PD-2 Engine Drawing.   Section  CC.
                      115

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     The principal structural parts of the engine rotating unit are the
;;;is generator bearing support housing (nodular iron) which is integral
with the; compressor rear shroud-scroll,  the forward engine casing (cast
steel) which incorporates the combustor mounting flange, the rear engine
casing, (304 SS) which incorporates the power turbine diffuser and turbine
exhaust flanges, the power turbine bearing support housing which includes
the forward section of the reduction gear casing, and the rear reduction
gear casing, to which the transmission is bolted.  The gas generator
bearing support housing includes bearing supports for the starter drive
bevel gear shaft.  The starter is bolted to a flange on the forward engine
casing, and incorporates an overrunning clutch which prevents torque re-
versal after startup.  The lower part of the forward engine casing forms
the gas generator oil sump, in which is mounted the oil pump supplying
lubricant to the gas generator shaft bearings and the starter drive
bearings.  The power turbine reduction gear, and accessory drive bearings
are lubricated by oil from a pump located in the rear oil sump at the
bottom of the gear casing.

     The gas generator turbine shroud structure (Hastelloy X) which is
a part of the scroll and nozzle assembly is bolted to the forward engine
housing.  The power turbine shroud structure (304 SS) which includes
supports for the variable vanes and for the actuating ring gear  is
bolted to a mounting ring secured between the forward and rear engine
housings.  Piston ring seals are employed between these two structures
and also between the turbine diffuser and the power turbine shroud
structure.   An important feature of the design is that the space between
all hot gas flow path structures and the outer casing is filled with
compressor discharge air.  This aids in the control of the nozzle actuator
linkage temperature.  Insulation may be applied to the inside of the
outer casing to control the casing temperature to a level well below
compressor discharge temperature.

     The gas generator shaft is mounted on dual-film slipper type bear-
ings manufactured by the Clevite Corporation.  These bearings are an
                                  116

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inherently stable type of high speed sleeve bearing.  Also, because the
dual film reduces the individual film rate of shear, the power loss is
lower than for conventional sleeve bearings.  The bearing aft of the
compressor is a combination radial and thrust bearing.  (The slippers
carry load on two surfaces at right angles.)  The power turbine shaft
and all drive gear shafts are mounted on class 5 ball bearings.  The
use of sleeve bearings for the gas generator shaft results in full power
bearing losses of 11.1 HP, compared with 1.2 HP for ball bearings.  Be-
cause of the high gas generator speed required by the acceleration speci-
fications, sleeve bearings were felt to be mandatory, since aircraft
quality ball bearings capable of achieving adequate life at 80,000 RPM
cost about $75, compared with about $3 for the slipper type bearings.
The turbine rotor material is IN 713LC for the gas generator and CRM-6D
for the power turbine.

     The variable power turbine nozzle vanes (silicon nitride) are actuated
by individual vane gear segments which mesh with a ring gear that is
rotated by two hydraulic actuators mounted on the outside of the forward
engine casing.  Approximately 120ฐ of nozzle rotation are provided for
in order to accommodate dynamic braking of the engine.

     The recuperators consist of ceramic cores made up of alternate
layers of small tubes oriented at right angles, supported inside steel
shells.  The high pressure flow path is sealed by use of spring loaded
seals at the square flanges between the upper and lower plenum covers
and the ceramic core.  The low pressure flow path is sealed by spring
leaves between the housing and the core.   The housing is reinforced on
its flat side to withstand the pressure of the low pressure flow path.

     Engine Installation - In Figures 54, 55, and 56 the PD-2 engine is
shown installed in a standard six-passenger automobile.  These figures
show that the space available is more than large enough to accommodate
the engine.
                                  117

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Figure 54    PD-2 Engine Installed in a Standard Six-Passenger Sedan.  Top View.
                                      118

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>r
              Figute 55.   ?T>-2 Engine Installed in a Standard Six-Passenger Sedan.   Side View.

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Figure 56o   PD-2  Engine  Installed  in a Standard Six-Passenger Sedan.  Front View.

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3.5   Off Design Performance

      3.5.1  Code Description

      A General Electric computer code for a two spool,shaft power gas
turbine engine was adapted to the automotive gas turbine application.
For a free power turbine configuration the low pressure compressor sub-
routine is bypassed, and for a single shaft engine the high pressure
comprassor and turbine are bypassed.  The compressor maps shown in Figures
1   and  2  were used for the low pressure and high pressure compressor
respectively.

      A subroutine was written for the regenerator using the model described
in Section 3.1.3.  This subroutine was subsequently modified for the PD-2
engine to incorporate the effectiveness - NTU relationship of the ceramic
cross-flow recuperator.

      The turbine maps were incorporated into the program using a modeling
technique developed in GE  which reduces the turbine maps for any nozzle
area to essentially two single line plots, one for flow and one for effi-
ciency.  The plots shown in Figures 5   and  6  indicate the turbine
performance at -50% and 100% turbine area, but the turbine area was com-
pletely variable and was specified for performance calculations by program
input.

      The program  is stored on a magnetic  tape  in  the  local  computations
center.  The  control data and namelist  input are fed  into  the  computer
by means of  a punched paper tape  from a  remote  terminal.   The  first  case
is always a match  point  in which  the cycle conditions  are  specified.
These  include the  compressor and  turbine match  points  on the maps, ro-
tative  speeds, power output, turbine inlet temperature, pressure drops
and Mach numbers at various stations in  the engine.   The program will
calculate the flow rate,  and the  flow areas required.  Then  for off-
design  calculations the  flow areas  are  fixed and pressure  drops are
calculated as functions  of Mach numbers.

      The compressor and turbine maps are used in the off-design cycle
calculations  which  satisfy the  conservation equations of mass and  energy
by iteration.  For  off-design  calculations the user can specify engine

                                   121

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      and power ouLpul or turbine inlet temperature.  Kor the PD-2 engine
the program was run for constant combustor inlet temperature by changing
the iteration parameters.  The output print out gives a complete listing
of the cycle parameters, including pressures, temperatures, flow rates,
speeds, power and fuel consumption.

      3.5.2  Design Point Values

      The inputs to the cycle calculation code are listed in Table 14
for the four engines that were evaluated.  Engines CD-I and PD-1 are
regenerative, single shaft engines with variable geometry in the compressor
and turbine.  Engines CD-2 and PD-2 are two shaft engines with variable
geometry in the power turbine only.  Engine CD-2 has a rotating regenerator
and PD-2 has a stationary recuperator.

      All engine performance was calculated for ambient conditions of 14.7
psia and 105ฐF.  The inlet pressure to the engine was reduced one percent
for losses in the inlet and filter.  The air flow rates shown were cal-
culated for 150 HP engine output.  The compressor efficiency for engines
CD-I and PD-1 were reduced about three percent because of their variable
geometry.  The cooling air was assumed to be three percent for the first
two engines, based on a preliminary analysis, and raised to five percent
for the latter two engines.   The heat exchangers were designed for 8 per-
cent pressure drop with most of it on the hot side.  The cold side pres-
sure drop was reduced for the PD-1 engine because about one-fourth of the
combustor flow bypasses the regenerator.  The turbine inlet temperature
was limited to 1850ฐF for the PD-1 engine to permit the use of low cost
turbine material (CRM-6D).  The accessory power was taken from the gas
generator shaft for engine CD-2 and from the power turbine shaft for the
PD-2 engine to reduce the equivalent inertia of the gas generator shaft.
The first three engines have regenerators with design effectiveness values
of 0.85, and the PD-2 engine has a recuperator.  The lower effectiveness
is required to limit the combustor inlet temperature to 1000ฐF.

      3.5.3  Off-Design Performance

      The off-design performance code was utilized to develop engine
performance characteristics for the various engine cycles.   The initial
                                  122

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                      Table  14
Inputs for Engine Off-Design Performance Calculations
   ENGINE
CD-I
CD-2
PD-1
PD-2
Ambient temperature, 8F
Inlet pressure, psia
Air flow rate, Ib/sec
Output power, hp
Engine speeds, rpm
Pressure ratio
Compressor efficiency
Cooling air fraction
Leakage fraction
Cold side H.E. pressure drop, %
Combustor pressure drop, %
Combustor efficiency
Turbine inlet temperature, ฐF
Turbine efficiency
Accessory power, hp
Turbine exit pressure drop, %
H.E. effectiveness
Hot side H.E. pressure drop, %
105
14.553
2.09
150
40K
3.6
.80
.03
.04
1
4
.99
1900
.85
4
2
.85
7
105
14.553
1.79
150
55K/35K
5.0
.807
.03
.05
1
4
.99
1900
.B4/.85
4
2
.85
7
105
14.553
2.58
150
32750
3.2
.80
.05
.04
.75
4
.99
1850
.85
4
3
.85
7
105
14.553
1.77
150
72K/50K
8.0
.787
.05
.03
1
4
.99
1900
.84/.S5
4
2
.78
7
                         123

-------
engine performance calculations were made for an ambient air inlet tem-
perature of 85ฐF, but since the acceleration requirements of the contract
are more stringent at an ambient air temperature of 105ฐF, all subsequent
calculations v/cre mado  For an inlet temperature of 105ฐF.  The engines
were si/fid for  150 HP output using the inputs listed in Tnblc 14.  Then
for off design  performance calculations  the turbine inlet temperature
was reduced, holding fixed geometry, to  1700ฐF which was considered the
maximum turbine inlet temperature for continuous operation.  Then for re-
duced power the variable geometry was used to maintain the turbine inlet
temperature at  1700ฐF,  or as high as possible.  For very low power levels
the turbine inlet temperature was reduced.

      For the free power turbine engines the operating parameters were
shaft power output, power turbine speed, and power turbine nozzle vane
effective area.  Parametric variations of these parameters were made to
develop a complete engine performance map.  Limiting parameters such as
turbine inlet temperature and compressor stall margin determined the bounds
of the engine operating map.

      Correlations of engine parameters were developed by plotting turbine
inlet temperature versus shaft power output for each turbine nozzle vane
setting, with power turbine speed as a parameter.  For constant turbine
inlet temperature, plots of power output and fuel flow rate were made as
functions of power turbine speed and vane setting.

      The objective of  these calculations was to determine the minimum
fuel flow rate  for a given power output  and engine speed.  The best specific
fuel consumption (fuel  flow rate/shaft power output) generally occurs
when the turbine inlet  temperature is at its maximum allowable value,
limited by compressor stall margin requirements.  The purpose of the
optimization was to determine the schedule of variable geometry settings
that would give the best engine performance over the operating range.
The final result of the calculations was an engine performance map of
power output versus power turbine speed with fuel flow rate as a parameter,
shown in Figure 57  for the CD-2 engine.   This engine map was used for
mission analysis calculations.   Shown in Figure 58  is the schedule used
for the power turbine nozzle vanes in calculating the engine performance.
Initially the design point was  matched with the power turbine vanes at

                                   124

-------
  160 r
                             40          60          80
                        Power Turbine Speed, percent
                                                  100
Figure 57.
CD-2 Engine Performance, 105 F Ambient Temperature.
                          125
                                                                          T, - 1700 F

-------
                                                        67.5
                                                                OS



                                                               I
                                                                N
                                                                N
                                                                o


                                                                CJ
                                                                c.
                                                               •*

                                                               •e

                                                               H
                                                        56.25
                                                         52.5
     20          40          60          80

            Power Turbine Speed, percent




Figure  58.   CD-2 Engine Power Turbine Nozzle  Areas.
                          126

-------
100 percent area and varied down to 70 percent for ol'L" design calculations.
Then the transient analysis ^indicated the desirability  of greater than
design nozzle area for acceleration, and the engine was rematched at 75%
turbine nozzle area.

      Similar performance calculations were made for the PD-2 engine ex-
cept that the combustor inlet temperature was limited to 1000ฐF to reduce
the NO  emissions.  A change in the cycle iteration parameters permitted
      J\
operation at constant combustor inlet temperature, and engine performance
was calculated for variations in power turbine speed and nozzle vane
setting.  Since the turbine inlet temperatures never exceeded the maximum
allowable value of 1900ฐF, the correlations were simpler than for other
free turbine engines.  At low power and low speeds the combustor inlet
temperature was less than 1000ฐF.  The engine performance map of engine
power versus power turbine speed with fuel flow rate as a parameter,
shown in Figure  59 .  On this map the turbine inlet temperature was
allowed to vary, but combustor inlet temperature was maintained at 1000ฐF.
The line of 1700ฐF turbine inlet temperature is shown as it may be of
interest.  The turbine inlet temperature is higher for power levels above
the line and lower for those below the line.  The schedule of power turbine
nozzle area used for these calculations is shown in Figure  60.  The
power turbine speed was not allowed to go below 15 percent because the
accessories of this engine are driven by the power turbine.

      For the single shaft engines the off-design performance maps were
generated in a similar way.  The engine power was first reduced from the
maximum value by reducing turbine inlet temperature to 1700ฐF.  Then at
constant turbine inlet temperature the power was reduced by closing the
compressor diffuser vanes and the turbine nozzle vanes simultaneously.
Closing the compressor vanes reduced the air flow rate and the turbine
vanes were closed to maintain as high a pressure ratio as possible with
adequate stall margin.  The schedule of turbine nozzle area as a function
of compressor diffuser area and engine speed shown in Figure 61  was
developed for the first single shaft engine evaluated and was used for
all similar single shaft engines.  The performance map for the CD-I engine
is shown in Figure  62 t as power output versus engine speed with fuel
flow rate as a parameter.  The captions at the right indicate the turbine
                                  127

-------
  160
                20
      40          60          80
Power Turbine Speed, percent
                                                                  Fuel Flow,
                                                                    Ib/hr
                                                                  15
                                                                  10
100
Figure 59.   PD-2 Engine Performance, 105 F Ambient Temperature.
                                 128

-------
   160
   140
   120
   100
g
I   80
3
C
00
c
u

    60
     20
                                                                     100
                                                                      90
                                                                      80
                                                                      70
                                                                            (C
                                                                           I
                                                                           N
                                                                           N
                                                                           o


                                                                           V
                                                                           H
                                                                      60
                                                                      55
                   I
                               I
I
I
                   20           40          60          80

                         Power Turbine Speed, percent
                                                                   100
             Figure  60.   PD-2 Engine  Power  Turbine Nozzle Areas.
                                    129

-------
QJ
u
It
01
(I
B
•n
X.
V-

H
    100
     90
     80
     70
60
     50
     30
       50
             60
                                                        I
70          80          90

 Engine Speed, percent
                                                                      Compressor
                                                                      Area, percent
                                                                       100
                                                                        90
                                                                        80
                                                                   70
                                                                        60
                                                                        50
100
        Figure  61.     Turbine  Area Schedule Single Shaft Engine
                       Turbine  Inlet Temperature 1700ฐF.
                                       130

-------
                                                                              
-------
inlet temperature and the percent compressor diffuser area used in the
calculations.  A plot of fuel flow rate versus engine speed is shown in
Figure  63.  These maps were used for the mission analyses.

      The PD-1 engine is very similar to CD-I in that they are both re-
generated, single shaft engines with low compressor pressure ratios.
Therefore, the off-design performance was calculated in a similar way.
The principal difference is that the PD-1 engine has a primary-air re-
generator bypass system.  This imposes a penalty on engine performance
because it has the effect of lowering the regenerator effectiveness.  A
special time sharing program was written to correct the fuel flow for the
bypass effect after the off-design calculations had been done in the
usual way.  The engine performance maps are shown in Figure  64 , as power
output versus engine speed and Figure  65 , as fuel flow versus engine
speed.  In each figure can be seen the region of operation at 1700ฐF
turbine inlet temperature in which the compressor and turbine geometry
are varied.  Above and below this region the engine is run with fixed
geometry and varying turbine inlet temperature.  The performance is al-
most the same as for engine CD-I except that fuel flow is higher because
the primary combustion air bypasses the heat exchanger.  Although these
maps show engine performance down to 50 percent engine speed, the idle
speed was subsequently set at 70 percent to meet the acceleration re-
quirements.

      3.5.4  Modification of Off-Design Performance

      After the performance calculations had been completed and the re-
sults had been reviewed it appeared desirable to modify the input assump-
tions for the PD-1A and PD-2A engine  cycles  to reflect  the most  recent in-
formation.  A listing of the modified assumptions is shown in Table 15
along with the original values used in the performance calculations.
The inlet pressure drop was reduced from one to one half percent because
the air velocity at the filter is quite low.  The engine speeds were
raised to reduce the rotor moment of inertia for better acceleration.
The compressor of the PD-2A engine was changed to a transonic axial stage
followed by a radial stage and the pressure ratio (tip speed) was reduced
to 6.6 to achieve a lower moment of inertia for the gas generator rotor.
                                  132

-------
   80
   70
   60
   50
ง
u.
   30
   20
   10


                                    1

1
                                                                              PL,

                                                                            4JO
                                                                            4ป  .

                                                                            r-l 0)

                                                                            C ^
                                                                            M 3
                                                                              4J
                                                                              SCO

                                                                              *
                                                                            •H C
                                                                            3 ซ
                                                                            H H

                                                                            1900
                                                                           1800
                        B *
                        O >•<
                        u <
                        C O
                        ซ ซ
                        u oo
                        ซ t-
                        a- CL

                        100
                        100
                                                                           1700
                                                                            1700
                                                                           1700
                                                                           1700
                                                                           1700
                        100
                         90
                         80
                         70
                                                                                      60
                                                                           1700

                                                                           1600

                                                                           1500

                                                                           1400
                         45

                         45

                         45

                         45
          50
        Figure  63.
90
 60           70           80


       Engine  Speed,  percent


CD-I Engine Performance,105ฐF Ambient Temperature


                   133
100

-------
   160
   140  -
   120  -
   100  -
3
C
w

•H
OC
                                                                                tu
                                                                                O
                C h
                M 3
                  4J
                II (0
                C P
                •r^ V
                xi a
                >- E
                3 ซl
                H H
    40  —
    20  —
                         60
90
100
                       70          80

                   Engine Speed, percent


Figure 64.    PD-1 Engine Performance,105ฐF Ambient  Temperature.
                                                                                     i -
          ou a
                                                                             1850    100
               1800    100
               1700   100


               1700    90



               1700    80




               1700    70





               1700    60
               1700    45


               1600

               1500



               1400


               1300


               1200



               1100



               1000
                                                                                     45
                                             134

-------
  120
  110
  100
   90
    80
    70
I  60
   5ฐ
    '30
    20
    10

                                                                             4JQ
                                                                             V  -
                                                                             •H 0)
                                                                             C I-
                                                                             >-> 3
                                                                               4J
                                                                             OJ <0
                                                                             C V-
                                                                             •H V
                                                                             J3 O.
                                                                             H H

                                                                            1850
                                                           g  V
                                                           0  V4
                                                           u <
                                                           C O
                                                           V CD
                                                           U CO
                                                           t-> ซ
                                                           V >-
                                                           fV^ Q^

                                                           100
                                                                             1800    100
                                                    1700


                                                    1700



                                                    1700



                                                    1700



                                                    1700
                                                    1700
                                                    1600
                                                    1500
                                                    1400
                                                    1300
                                                    1200
                                                    1100
                                                    1000
                                                     900
                     100


                      90



                      80



                      70



                      60





                      45
            50
60           70           80

      Engine  Speed,  percent
90
100
                                                                                     45
            Figure  65.     PD-1  Engine Performance,105ฐF Ambient Temperature,
                                            135

-------
Table 15
Modified Assumptions
Engine
Ambient temperature, ฐF
Inlet pressure, psia
Airflow rate, Ib/sec
Output power, HP
Engine speeds, RPM
Pressure ratio
Compressor efficiency
Cooling air fraction
Leakage fraction
Cold side H.E. pressure drop, %
Combustor pressure drop, %
Combustor efficiency
Turbine inlet temperature, ฐF
Turbine efficiency
Accessory power, HP
Turbine exit pressure drop, %
H.E. effectiveness
Hot side H.E. pressure drop, %
for PD-1A
PD-1
105
14.553
2.58
150
32750
3.2
.80
.05
.04
.75
4
.9-9
1850
.85
4
3
.85
7
and PD-2A
PD-1A
105
14.626
1.96
150
40000
3.2
.823
.02
.04
.75
4
.99
1900
.85
4
1.5
.85
4
Engines
PD-2
105
14.553
1.77
150
72K/50K
8.0
.787
.05
.03
1
4
.99
1900
.847.85
4
2
.78
7
PD-2A
105
14.626
1.66
150
80K/50K
6.6
.787
.03
.01
1
4
.99
1900
.847.85
4
1.5
.73
7
    136

-------
The compressor efficiency of the PD-1A engine was raised because the
value of 0.8 was considered overly conservative for a low pressure ratio
compressor.

     The turbine material of the PD-1A engine was changed from CRM-6D to
IN 713.  This permitted the use of 1900ฐF turbine inlet temperature for
the PD-1A engine and a reduction of cooling flow to 2 percent.  The cooling
flow for the PD-2A engine (two turbine wheels) was set at 3 percent.  The
leakage was reduced for the PD-2A engine because the recuperator would
have very little leakage compared with a regenerator.  Reference to
Table 15 indicates a decrease in rated flow for the PD-1A engine from
2.58 to 1.96 pps, thus the regenerator hot-side pressure drop reduction
from 7 to A percent results in only slightly larger regenerator discs.
The pressure drop of the PD-2A heat exchanger was not changed because the
recuperator was already quite large and the rated flow changed little.

     Since there was not enough time to recalculate the entire performance
maps for the modified assumptions, the engine performance was calculated
at the conditions of the Uniform Simplified Engine Duty Cycle, including
a condition representative of the Federal Driving Cycle.  The results
are shown in Figure 66 for the PD-1A engine and in Figure 67 for the
PD-2A engine.  As can be seen in Figure 66, the higher compressor effi-
ciency, lower cooling fraction and lower pressure drops result in signifi-
cant performance improvements for the PD-1A engine.  For the PD-2A engine
the lower pressure ratio and lower recuperator effectiveness outweigh
the smaller effects of reduced cooling and leakage for a net reduction
in engine performance as seen in Figure 67.  The lower recuperator ef-
fectiveness resulted from the lower compressor pressure ratio and the
1000ฐF limit on combustor inlet temperature.

     In the Mission Analysis results to be presented, the reported fuel
mileage values for the six fixed vehicle velocities are taken from the
values in Figures 66 and 67 for the PD-1A and PD-2A engines, respectively.
However, since the engine performance maps were not recalculated the
values reported for the FDC are adjusted by the ratio of the PD-1A, -2A
to the PD-1, -2 values in Figures 66 and 67.
                                  137

-------
00
            25
             20
         g  15
         a
          0>
          60
             10
          V

          PL,
                           10
                                                                                  PD-lA Performance

                                                                                      PD-1 Performance
Q  (FDC, 9.63 mpg)   PD-lA Performance


0  (FDC, 7.96 mpg)   pD-l Performance
20
30          40          50

   Vehicle Velocity, mph
                                                                                       60
                                                            70
80
                                  Figure 66.   Comparison of PD-1 and PD-lA Engine Performance

-------
U)

vO
                25
                 20
oo


B   15


oT



ซ
fH
•H



i-l

ง   10
                              10
                                                                                             PD-2 Performance



                                                                                               PD-2A Performance
                                          Q (FDC, 8.75 mpg)   PD-2  Performance


                                          0 (FDC, 7.93 mpg)   PD-2A Performance
                              20
30          40          50


   Vehicle Velocity, mph
                                                                                           60
                                    Figure  67.   Comparison  of  PD-2  and  PD-2A Engine  Performance

-------
3.6   Mission Analysis

      Mission analysis includes the selection of the engine rated power
level so that the vehicle can meet the performance specifications of
reference 20 and the determination of the fuel consumed by the vehicle
during the vehicle lifetime, 105,200 miles.  The vehicle performance
specifications are summarized in Table 16.  Since the specifications for
an ambient temperature of 105ฐF are more difficult to meet, the specifica-
tions for this temperature only were used.  The Uniform Simplified Engine
Duty Cycle shown in Table 17 was used to determine total fuel consumed.
As in the case of the vehicle specifications, an ambient temperature of
105ฐF was used because fuel consumption increases with ambient tempera-
ture and this is the highest ambient temperature for which engine per-
formance data were required.  The Federal Driving Cycle (reference 21)
referred to in Table 17 is a Department of Health, Education and Welfare
urban dynamometer driving schedule for measuring automobile emissions;
it gives vehicle velocity at one-second intervals for a total of 1370
seconds.

      3.6.1  Analytical Methods

      Computerized analytical methods were devised for engine transient
analysis, engine wide open throttle acceleration and engine driving cycle
analysis.

      Engine Transient Analysis - The engine transient analysis code is
a batch-type computer code with which the transient performance of the
engine is simulated.  Free power turbine and single shaft gas turbines
were studied utilizing a digital dynamic system model.  The dynamic models
used in  this project are full thermodynamic models of the appropriate
cycle coupled with fuel control, a transmission, a drive train, and the
vehicle dynamics, utilizing the SPADEI digital simulation language.

      Each of the versions studied incorporated a rotating regenerator
or recuperator for which a dynamic heat-lag representation was used (both
hot and cold sides).  Each version incorporated variable component ge-
ometry scheduled for optimum steady state performance (fuel consumption,
turbine inlet temperature, and compressor stall margin), and opened
                                  140

-------
                                                  Table 16
Gas-Turbine Powered Vehicle Acceleration Specifications
Ambient
Temperature,
ฐF
(Sea Level .
85ฐF
-20 to 105ฐF
Standing Start
10 sec,
ft
440
418
0-60 mph,
sec
13.5
14.3
Merging
Traffic
25-70 mph,
sec
15.0
15.8
DOT High-Speed Pass
Maximum
Time, Distance,
sec ft
15.0
15.8
1400
1470
30% Grade
Velocity,
mph
15
14.2
5% Grade
Velocity,
mph
70
69.5
(Excluding 85)

-------
                               Table 17


                 Uniform Simplified Engine Duty Cycle

                 	(October 15. 1971)	


                              Average Speed,     Duration,    Fraction of
                              	mph	       hrs         Life. %

Federal Driving Cycle             19.84            1750           50

Simplified Suburban Route
20
30
40
50
60
70
383
384
383
200
200
200
11
11
11
5.
5.
5.



67
66
67
Simplified Country Route
Average/Totals                    30               3500          100
                                   142

-------
quickly during nccelcrat ions.  The fuel control schedule was optimized
for best .-i cede rat ions within stall margin and turbine inlut temperature
constraints.

      Each system was designed so that the maximum idle "creep" speed was
less than 18 mph and the minimum top speed was greater than 85 mph.  Two
of the systems utilized a Tracor infinitely variable transmission.  The
gear ratio schedules were selected to give best vehicle acceleration
characteristics taking power train inertia effects into consideration.

      Horsepower scaling was handled by diameter scaling techniques for
torque, flow, speed and inertia.  The vehicle dynamics were as described
in reference 20 with the following exceptions:

              Inlet temperature, ฐF           105
              Vehicle weight, Ib              4600
              Maximum tractive force, Ib      2300
<.             Accessory power, HP             4

      The first system to be studied (CD-2) was a regenerative free-turbine
engine with variable free-turbine inlet geometry.  The free turbine was
directly coupled (no fluid coupling, torque converter, or clutch)  to the
Tracor transmission and rear axle.  For the system studied, an engine
size of 150 horsepower (at 105ฐF) wag necessary to meet the acceleration
requirements.

      The second system to be analyzed was a regenerated single-shaft
engine (PD-1) with variable compressor outlet geometry and turbine inlet
geometry.  The power shaft was geared from the main shaft through  the
Tracor transmission, a two-speed transmission, a controlled-slipping
clutch, and the rear axle.  A rated power of 134 horsepower (at 105ฐF)
was just sufficient to fulfill the acceleration requirements.
      The third system (PD-2A)was a recuperated free-turbine engine with
variable free-turbine inlet geometry.  The free-turbine was connected to
a torque converter, three-speed transmission, and rear axle.  This system
was studied by considering only the differences in the design-point kinetic

                                    143

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energy of the two shafts compared to the CD-2 engine.  The primary dif-
ference (compared to the first system) was a lighter power-turbine inertia.
Thus, 134 horsepower (at 105ฐF) was sufficient for this advanced version.

      The most difficult of the requirements for all systems turned out
to be the acceleration distance in ten seconds.  All other maneuvers
(time to 60 mph, time from 25 to 70 mph, DOT passing maneuver, and grade
climbing) were readily obtained.

      The regenerated free-turbine version was the first system considered
and will serve as the basis for discussion.  The dynamic model of the
engine is illustrated in Figure 68 with each engine component and station
number designated for both the free power turbine and single shaft con-
figurations.  The model is similar to the steady state performance pro-
gram and includes logic for the compressor, regenerator, combustor,
turbines, and parasitic losses.

      The power train and vehicle relationships are shown in Figure 69
for the free turbine, CD-2 engine.  Power turbine speed and torque and
vehicle speed are fed into the transmission logic with outputs of trans-
mission gear ratio and efficiency.  The gear ratio is used to calculate
a drive train inertia, and the efficiency and power turbine torque are
used to calculate torque at the rear axle, which is converted to tractive
force.  The vehicle resistance force is calculated from vehicle weight
and velocity, and the difference between the tractive force and resistance
force is used to calculate acceleration, including angular acceleration
of the drive train.  The vehicle acceleration is integrated to get speed,
which is integrated to solve for distance travelled.  The speed is fed
back to the power turbine to permit an iterative solution.  Similar re-
lationships exist for the single shaft, PD-1, and free turbine PD-2 engines,
with revisions for the clutch or torque converter.

      The Tracer toroidal variable-ratio transmission efficiency (Figure 70)
reflects vendor data down to about 8 horsepower.  It was then necessary
to make some horsepower loss assumptions in order to utilize the curve
at zero power-turbine speed and horsepower.  The same efficiency curve
was also utilized for the single-shaft engines.
                                   144

-------
NOTE =   OoTTEP LINES
                       SHAFT ONLY
                  Figure 68.    Automobile Gas Turbine - Dynamic Model Schematic

-------
                                                                                                                power turbine speed
                                                                                                                power turbine torque
                                                                                                                transmission gear ratio
                                                                                                                drive train Inertia
                                                                                                                rear axle gear  ratio
                                                                                                                transmission efficiency
                                                                                                                rear axle efficiency
                                                                                                                rear axle torque
                                                                                                                wheel radius
                                                                                                                tractive force
                                                                                                                resistance  force
                                                                                                                vehicle weight
                                                                                                                angular acceleration
                                                                                                                compressor  inlet pressure
                                                                                                                compressor  inlet temperature
                                                                                                                percent grade
Note:  Steady-state  and  Brake
       Logic  not  shown.
                                                  Figure 69.   Free-Turbine  Automobile  Gas  Turbine  Power  Train

-------
tl
—I
u
c-
1-
-
tl
I
                        1.43 Input  to Output Gear  Ratios


                        1.0


                        0.67

                        0.5
                                     60         80


                                 Input Horsepower
100      120       140
              Figure 70.   Tracer Infinitely  Variable  Transmission Efficiency
                                         147

-------
      The variable power-turbine stator vanes are scheduled versus a
corrected gas generator speed (Figure 71),  This schedule is a very im-
portant factor in optimizing steady-state fuel consumption, turbine in-
let temperature, and compressor stall margin.  The large area scheduled
at low speeds was needed for stall margin and idle maximum creep speed
requirements.

      Dynamically, it was found that the optimum vehicle performance was
obtained by rapidly opening the vanes during accelerations.  The dotted
lines in Figure 72 illustrate the resultant stator vane control dynamics.

      The fuel control (Figure 72) utilized for study was a typical flyball
governor with maximum fuel schedule (fuel flow divided by compressor dis-
charge static pressure) limitations.

      When the flyball speed differs from the demanded gas generator speed,
an error signal (epsilon one in Figure 72) is generated which, when inte-
grated, causes a change in fuel valve position (X).  This change is limited
by a three-dimensional cam surface, called an acceleration schedule,
which generates a maximum fuel flow (WFMAX), when multiplied logarithmically
by the sensed compressor discharge pressure (PS3L).  The XXDOT feedback
path serves as a derivative compensation or anticipation element to minimize
overshoot.

      This same control, although a good choice for the free-turbine engine,
was found to be very critical in the single—shaft engine and vehicle
response to various loads, throttle demand rates, regenerator dynamics,
and variable geometry dynamics.  It is felt that a turbine inlet tempera-
ture control, such as those being studied for advanced military aircraft,
would prove superior because of regenerator dynamics and load variations.

      Vehicle decelerations utilizing engine braking effects and variable
geometry were not studied, although the controls utilized did feature a
minimum deceleration schedule to avoid a combustor flameout.

      The dynamic characteristics of the CD-2 engine and vehicle are pre-
sented for acceleration on a level grade at 105 degrees Fahrenheit (Figures
73, 74 and 75).  It should be noted that better performance would have
resulted, if the reduced weight of the gas turbine and transmission (no
                                   148

-------
  100
   90
   80 -
to
41
OJ
W


H
o
a.
V

(X
   70
   60
               28
32
36
                  Corrected Gas Generator Speed, NC //T2(,/518.7.  RPM/1000
48
52
56
        Figure  71.   Free-Turbine CD-2 Engine Steady State Schedule Power

                      Turbine Stators


                                           149

-------
Ln
o
percent speed demanded
error signal
fuel flow rate
compressor speed
compressor inlet temperature
compressor flow rate
compressor discharge pressure
stator setting
max. fuel flew/static pressure, P
normalized fuel valve position
constants
derivative of X
select minimua
time lag

multiplication     r^T  integration
Free-Turbine Engine, Variable Power Turbine Staters
Summing Junction
                                                                    Figure 72.  Automobile Gas Turbine Fuel Control

-------
ioo r
 90
 80
                                Percent Power Turbine Area
 -70
 60
 50
 40
 30
 20
 10
                           Compressor Discharge Static Pressure "^ PSIA
                                      Fuel Flow - PPH
                                .001 x Gas Generator Speed - RPM
                               10 x Compressor Airflow - PPS
                               6         8        10

                                  Time ^ Seconds
12
14       16
         Figure 73.   Free-Turbine CD-2 Engine Standing Acceleration
                     Level Grade
                                         151

-------
    2000
    1500
                                                        I         T

                                                Turbine Inlet
                                                Regenerator Hot Inlet
                                                Regenerator Cold Discharge
    1000
U5
01
3
u

-------
              8         i
          Traction Limit
               .1  x  Traction  Force  -  Ib
                                       Rear Axle Horsepower
                     Velocity - MPH
                                 .1 x Distance - Feet
                       6        8        10

                          Time, Seconds
Figure 75.   Free-Turbine CD-2 Engine Standing Acceleration,
             Level Grade
                               153

-------
torque converter) had been deducted from the vehicle weight.

      The DOT passing maneuver was assessed with the aid of Figure 76,
showing the auto must travel 273 feet further than the truck (at 50 miles
per hour) in less than 15.75 seconds, yet not exceeding 80 miles per hour.

      The single-shaft engines (CD-I and PD-1) incorporate a power train
quite different in application.  The variable-ratio transmission coupled
with a two-speed transmission permits much more low-speed gearing without
the power-train inertia becoming exorbitant, due to the slipping clutch.
This gearing, plus the variable core geometry (See Figures 68 and 77),
yields much quicker early response to a throttle demand - more traction
force for the first two seconds.

      However, the gearing and slipping clutch became a limiting item
transiently when the clutch no longer slips, and thus limits the rear
axle torque.

      The resulting gear ratio dynamics necessary to maximize vehicle
acceleration characteristics yield a very intricate control design, as
depicted in Figure 78.  A variable time constant is utilized, which is
dependent on the vehicle velocity.  These dynamics were optimized for
level grade accelerations with a throttle actuation time of 0.5 second
and the associated main fuel control optimized for engine dynamics
(Figure 72).  Other throttle actuation times, passenger loads, ambient
conditions, or grades require other combinations of maximum fuel schedules
and gear ratio dynamics in order to meet the requirements.  The control
system design, therefore, will be a very critical item in reaching a
viable vehicle design.  In contrast, the free-turbine engines, by nature,
solve variations thermodynaraically.

      Figures 79 and 80 illustrate the standing acceleration response of
the single-shaft PD-1 engines.

      The free-turbine (PD-2A)engine was only briefly studied, for lack of
time.   Differences of rotor inertia and design speeds were considered and
then applied as effective inertias to the first free-turbine model (CD-2).
The primary difference was a reduced inertia for the power turbine, re-
sulting in quicker engine and thus vehicle accelerations.
                                   154

-------
Ln
t_ri
         1600
         1400 -
                               Accelerating Vehicle
                                                                 Distance Differential = 100 + 55 + 18 + 100  =  273
             Figure  76.
                              10        12

                                 TJmo -  Seconds

DOT Passing Maneuver Kenul rement,  10r>ฐF  Day

-------
100
                  % Demand  Rotor  Speed
                  10 x Variable Transmission Gear Ratio - Demanded
                            (Reduction Gear Ratio =4.7)
            20
40        60       80       100
   Throttle Position - %
    Figure 77.    Single Shaft PD-1 Engine Throttle Schedules
                               156

-------
           VELMPH
VELI
                           l-f
                                          K,
tn

r
                                                                              A
                                                                                         r
                                                                                                                 n
                 Figure  78.   Single-Shaft PD-1 Engine - Preliminary  Transmission  Control

-------
100
 90
                                                  i          i         r
                                            Percent  Turbine Area
80
 70
 60
 50
30
                                                      Fuel  Flow -  PPH
                                              .001 x Core Rotor  Speed
                                          10 x Compressor Air Flow - PPS

                                          .01 x Turbine Inlet Temperature - ฐF
                                      Regenerator Discharge Temperature -  F
   Figure   79.
                     4         6        8        10
                                 Time - Seconds
                 Single-Shaft PD-1 Engine Standing Acceleration - Level Grade
                                    158

-------
200
180 -
             .1 x Traction Force - Ib
                                                   Rear Axle Horsepower
                               Velocity - MPH
                                                .1 x Distance - Feet
                               6         8        10

                                   Time, Seconds
         Figure 80.   Single-Shaft PD-1 Engine Standing Acceleration
                      Level Grade
                                   159

-------
      The transient dynamic model was used to determine engine accelera-
tion performance, however, the code is cumbersome to use because a de-
tailed model of the control is required.  The code is essential in studying
different control philosophies, the first step in designing an engine
control.

      Vehicle Acceleration Analysis - For the determination of the vehicle
performance during acceleration maneuvers listed in Table 16, a time
sharing code which utilizes steady-state engine performance but accounts
for the inertia of the engine rotor and drive train in determining the
acceleration of the vehicle at wide-open-throttle (WOT) conditions was
written.  The control model used in this code is a mathematical speci-
fication of engine output speed with vehicle speed.  The code integrates
vehicle acceleration to get vehicle velocity and velocity to get distance,
The program is flexible in that various engine speed-vehicle velocity
schedules, transmission characteristics and acceleration modes can easily
be inserted.  Provisions are made for scaling engine torque and speed
proportional to selected values at rated conditions.  Although the in-
tegration interval is smaller the code prints out vehicle and engine
speeds, vehicle acceleration and distance traveled at one-second inter-
vals.  This code was especially useful in analyzing single-shaft eng ties
in which there is no gas generator.

      Engine Driving Cycle Analysis - The determination of fuel consump-
tion at the six steady state speeds in the Uniform Simplified Engine
Duty Cycle, Table 17, is made directly from the engine performance maps
taking into account the applicable rolling and aerodynamic resistance of
the vehicle and the speed ratios, shift points and efficiency values for
the transmission and final drive.

      In the case of the Federal Driving Cycle, Table 17, a Mission Analysis
computer code determines the required vehicle acceleration for each of
the one-second intervals of the Federal Driving Cycle (FDC).  Figure 81
is a histogram which shows the envelope of maximum tractive effort re-
quired for a 4600-pound vehicle on the FDC as a function of vehicle velocity.
The tractive effort is the sum of the acceleration force and resistance
forces for the vehicle.  The velocity is given and the acceleration is
implicit in the FDC data.  The code determines the total fuel consumed
                                   160

-------
4-1


O


ป*-l

U




>
1-1

4J

O
U
Q
U.
I
     2000
     1800  -
     1600  -
     1400  -
     1200  -
     1000  -
      800  -
      600
      400  -
      200
                                                                                    Road Load Thrust
                    10
                                 20
30          40          50

  Vehicle Velocity, mph
                                                                                               70
              Figure 81.   Envelope of Maximum Tractive  Effort  on FDC for a 4600-pound Vehicle

-------
on the FDC from these data and the input characteristics of the engines.

      The features of the Mission Analysis Code include:

         Second-by-second determination of vehicle acceleration on  the
         FDC.
      -  Marching-time solution with an account of engine and drive-
         train inertia.
      -  Engine operation near the specified operating  line.   (Operation
         off this line occurs wherever torque to accelerate the engine
         is needed)
         When the engine is decelerating but the vehicle requires a
         positive tractive effort the engine rotative energy difference
         produces tractive power.
         Full torque is assumed to be available over the whole interval
         because the stator vanes and control valves are assumed to have
         negligible inertia compared to the engine rotor.

      For each one-second interval the code calculates  and/or stores the
following quantities:

      Time
      Vehicular velocity
      Distance Traveled
      Acceleration for the interval
      Propulsion power required (negative values indicate braking)
      Engine output shaft speed
      Engine output torque
      Fuel flow rate
      Gear ratio
      Tractive effort
      Road-load thrust
      Transmission input torque
      Transmission output torque
      Axle torque
                                  162

-------
      A separate program accesses the stored data and prints out evaluative
data, such as, the total time the engine was required to produce preset
levels of power, etc.  Printed out at the end of each computer run are:

      Total fuel used
      Fuel mileage
      Average engine horsepower
      Average engine speed
      Average vehicle velocity
      Maximum engine power
      Maximum engine speed
      Maximum engine torque

      3.6.2  Mission Analysis Engines

      The salient features of the seven engines examined by the Mission
Analysis code are given in Table 18.  The group of 7 engines consist of
A General Electric engines (CD-I, CD-2, PD-1A, PD-2A), one from each of
2 EPA contractors, plus an internal combustion engine.  Design data for
CD-I and CD-2 may be found in Table 14 and for PD-1A and PD-2A in Table 15.
The following is a brief discussion of the drive-trains of each of the
first five engines under consideration; the two engines from the EPA
contractors are described in Appendix B which will be published separately.

      CD-I Single Shaft Engine - Figure 82 is a schematic of the drive
train selected for the CD-I (Single Shaft) engine.  A "Tracor" trans-
mission whose characteristics were previously given in Figure 73 and are
tabulated in Table 19 is used.  Also given in Table 19 are the limiting
values of the B - roller life in hours; the B   life is a statistical
life below which no more than 10% of the units will have failed.  A
slipping clutch allows for continuity between the non-zero engine idle
speed of 70% of design speed and zero vehicle velocity.  Although the
slipping clutch allows for a speed discontinuity between the engine shaft
and the axle, full torque is transmitted across this clutch.  In addition,
a two-speed transmission is included to minimize the vehicle velocity
range in which slipping occurs.  With the gearing, slip can occur up to
a vehicle velocity of 8.15 mph.  However, because of the selected engine
speed-vehicle velocity paradigms, slip occurs only up to a vehicle velocity
                                   163

-------
Table 18
Description
CD-I Single Shaft
Regenerative
Variable
Compressor
and Turbine
CD-2 Free-Turbine
Regenerative
Variable
Power Turbine
PD-1A Single Shaft
Regenerative
Bypass
Comb us tor
Variable
Compressor
and Turbine
PD-2A Free Turbine
Recuperated
1000ฐF
Combustor
Variable
Power Turbine
Single Shaft
Simple cycle
Single Shaft
Regenerative
Variable 1GV
Internal
Combustion
Engine
Moment of
Pressure Inertia, - Reduction
Ratio Ib ft sec Gear Ratios
3.6:1 0.012 4:1
and
3.69:1

5:1 0.00249 3.5:1
0.01 and
3.69:1

3.2:1 0.012 4:1
and
3.69:1


6.6:1 0.001 12.5:1
0.00124



10:1 0.00065 37:1
0.0015 7.91:1
0.45 None

Mission Analysis
Rear Axle Max. Engine
Ratio Speed. RPM
2.9:1 40000

2.9:1 55000 G.G.
35000 P.T.

2.9:1 40000


2.57:1 80000 (GG)
50000 (PT)



2:1 100000
16:1 79100
83050 (WOT)
2.91:1 4000

Engines
Coupline
Slipping
Clutch

None

Slipping
Clutch


Torque
Converter



None
Slipping
Clutch
Torque
Converter

Transmission
Transmission Gear Ratios
Infinitely 3:1 to 1:1.5
Variable

Infinitely 3:1 to 1:1.5
Variable

Infinitely 3:1 to 1:1.5
Variable


Automatic 2.-45/1.45/
1.0:1



Hydromechanical • to 0.8:1
Infinitely Variable
Infinitely 3:1 to 1:2.0
Variable
Automatic 2.45/1.45/
1:1

Auxiliaries Source
Low (3:1) range Preliminary
High (1:1) range Selection

None Preliminary
Selection

Low (3:1) range Preliminary
High (1:1) range Design


None Preliminary
Design



None United Aircraft
None AiResearch
None EPA


-------
                                                                                   Wheels


Engine

Design Power




Re-
duction
Gear





Tracer





Slipping
Clutch





Re-
duction
Gear




Trans-
mission






Rear
Axle

Gear Speed Gear Gear Gear




Shaft Speed, Ratio Ratio Ratio Ratio Ratio
RPM 4:1 3:1 to 3.69:1 3:1 and 2.9:1
40000 1:1.5 1:1
Engine Moment
of Intertia.
Ib. ft. sec2
0.012
        Efficiency

          .965
       Efficiency

       Variable
Efficiency

  .99
Efficiency

   .96
   .94
Efficiency

  .99
Figure 82,
Schematic of Drive Train for CD-I (Single-Shaft)  Engine

-------
Table 19
Calculated "Tracor" Transmission Data Points C150 HP)


150

49.

34.

(5:00"
Drive Ratio
HP at 10,000 RPM
Life (B,0, hours)
Efficiency (percent)
2 HP at 8,900 RPM
Life (Blf), hours)
Efficiency (percent)
8 HP at 8,300 RPM
Life (B1f), hours)
Efficiency (percent)
Diameter
3:1
4
93.7
193
90.6
554
89.1
Toroid, Two 3.4" Diameter
2:1 1.52:1
49 139
94.1 93.7
2,749 8,360
90.6 89.9
8,435 25,800
89.2 88.3
Power Rollers)
1.32:1 1:1
211 320
93.2 92.2
12,799 19,863
89.1 86.9
39,124 57,274
87.4 84.9

1:1.5
231
89.4
14,744
81.8
40,027
78.7
24 HP at 7,500 RPM

16.

Life (Bin, hours)
Efficiency (percent)
1 HP at 6,700 RPM
Life (B10, hours)
Efficiency (percent)
1,578
87.3
4,977
84.8
25,268 66,692
87.4 86.5
64,014 148,085
85.0 83.9
91,712 124,758
85.4 82.6
201,726 276,289
82.8 79.5
86,691
75.6
194,090
71.7

-------
                                       Table 19 (Cont'd.)
                     Calculated "Tracer" Transmission Data Points (150 HP1
                    (5:00" Diameter Toroid, Two 3.4" Diameter Power Rollers)

    Drive Ratio                3:1        2:1     1.52:1      1.32:1       1:1        1:1.5

10.1 HP at 6.100 RPM
    Efficiency (percent)       80.4       80.6       79.2        77.7      73.6         63.5
6.3 HP at 5.800 RPM
    Efficiency (percent)       73.3       73.2       71.1        69.1      63.5         49.5

-------
 of  6.52 mph during wide-open-throttle maneuvers and during operation on
 the FDC.

      Shown in  Figure   83   is  the engine speed-vehicle velocity paradigm
 for the CD-I engine  used for the FDC.  The engine speed, N , is normalized
                                                          h
 with  the design speed,  N    , the vehicle velocity, V  , is normalized with
                        LJ ^ L)                        V
 maximum vehicle velocity, V.n,, obtainable with the transmission in  the
                            VM
 highest speed ratio  and the tractive effort, F , is normalized by the
 maximum required  tractive effort, F    , on the FDC.  The figure is  a
                                   T,M
 sketch of the following linear equation.
                     !L_ . !IB. + B*  i_  M                   (19)
                     ปE.D~NE,D      KM  VVM]   .

where N.  is the engine idle speed and B  is a constant which is adjusted
once for each engine so that the engine will just negotiate all of  the
accelerations called for on the FDC at the lowest engine speed.  As the
vehicle velocity, V , and the tractive power, F  V , increases the  engine
speed, N , increases to provide the required power.  All operation  to
the left of the lock up locus is accomplished with slip in the clutch.

      Shown in Figure  84  is the engine speed-vehicle velocity paradigm
for wide-open-throttle (WOT) acceleration^ sketch  of the following equation.

                        Y = A + BX + CX2 + DX3                      (20)
where
                            NF           VV
                        Y =   -     x
                                  •
                             E,D          VM
A, B, C  and D are assigned  constants.  These constants are chosen to
give  the vehicle smooth acceleration and  to minimize the region over
which slip occurs.  Referring to the paradigm in the figure, slip occurs
in Region I.  When  the vehicle velocity is in the range of Regions II
and III  the slipping clutch is locked and the infinitely variable trans-
mission  begins reducing speed ratio from  the highest ratio of 3:1 toward
1:1.  When 1:1 is reached the infinitely variable transmission returns
                                   168

-------
     1.0
z

 u
z
Q.
trt


-------
    ->j SLIP   |
NO-SLIP

O>
C-
V.

Oi
c:

oc
C
Ol
N
CO

v-
O
2
   0.7
                                   Normalized  Engine  Idle Speed
                                                    Region III
              II
      )     0.8          2                   4

                     Normalize Vehicle Velocity, V.J


       Figure 84.  Schematic of Wide Open Throttle  Engine-Speed-Vehicle
                   Velocity Paradigm for Single-Shaft  Engine
                                  170

-------
to a speed ratio of 3:1 simultaneously with the two-speed transmission
shifting from 3:1 to 1:1.  The engine continues to accelerate until it
reaches design speed.  Ac this point the infinitely variable transmission
continues to reduce speed ratio until at maximum vehicle speed the ratio
is 1:1.5.  The constants used for the CD-I engine in Equation 20   for
the three regions are:

                           Region I       Region II    Region III
                        (0<.X<.0.8)   (0.8_ b.O)
               A            0.70          0.6875          1.0
               B            0.125         0.1*5625         0.0
               C            0.0          -0.01953         0.0
               D            0.0          -7.567 X 10~10   0.0

This selection of constants results in a match of coordinates and slopes
at the boundaries of the regions.   Furthermore, slip occurs in the clutch
for X < 0.8,  or up to 6.52 mph since V    equals 8.15 mph for the gearing
on the CD-I engine.

     In addition to the 0-60 mph WOT acceleration, runs were made to
simulate the DOT passing maneuver and the merging maneuver.  At 50 mph
on the DOT maneuver, the steady-state road load thrust requires about
25 horsepower, depending upon the particular transmission.  For the
single-shaft engines (CD-I and PD-1) which both have 70% idle speeds,
this 25 horsepower can be obtained by running  the engine at 70% engine
speed with the vanes opened.  Furthermore, this condition of 25 HP at  70%
engine speed is on the line of minimum  fuel consumption, and is taken
as the initial condition for the DOT passing maneuver.  Then, when the
maneuver begins, both the engine speed  and vehicle velocity must be in-
creased.  Several different schedules of engine speed versus vehicle
velocity were employed to examine their effect on distance traveled during
the maneuver.  A parabolic relationship of this form was used:
                 - = a + b V  +  c V
              DPT
The constants were evaluated using  these boundary  conditions:

     I.   70% engine speed at 50 mph cruise velocity

                                   171

-------
             ;3—L- = 0.7 at V  = 50 mph
              DPT
     II.  100% engine speed and zero slope at velocity V
              PT
                  = 1.0
             NDPT
             d(NPT/NDPT)
                                    at
Velocity V. is that velocity where the engine speed reaches 100% for the
DOT passing maneuver.  The parameter V^ was set at 53 mph.

     A similar approach was used for the merging maneuver, where the
cruise velocity is 25 mph and V^ was set at 28 mph.

    PD-1A Single Shaft Engine - Figure 85 is a schematic of the drive
train selected for the PD-1A (Single Shaft) engine.  The same "Tracer"
transmission as was used on engine CD-I is used for engine PD-1A; the
engine idle is 70% of design speed.  A slipping clutch is also used,
and the discussion of the slipping clutch and the engine speed-vehicle
velocity paradigms given for engine CD-I are applicable to engine PD-1A.
Both the engine transient analysis described earlier in Section 3.6.1
and the analysis described above for engine CD-I were used to calculate
the WOT acceleration performance of engine PD-LA.

     CD-2 Free Turbine Engine - Figure 86 is a schematic of the drive
train selected for the CD-2 (Free Turbine) engine.  A "Tracer" infinitely
variable transmission (IVT) couples the engine to the wheels.  Table 19
lists the calculated values of efficiency of a Tracer transmission at a
150 HP rating (reference 18) ; this efficiency data was shown in Figure 13.
Two reduction gears, are required because the rated input speed of the
IVT is too high (10,000 RPM) .  For the Federal Driving Cycle, the engine
speed was set by the following procedure.  The horsepower corresponding
to the road load thrust was determined.  Then, the engine speed was set
at that horsepower on the line of minimum specific fuel consumption.  The
total horsepower was then calculated as the sum of that for road load
thrust and of that for engine rotative acceleration.

                                  172

-------
                                                                                                Wheels
Engine


Re-
duction
Gear


Tracer


Slipping
Clutch


Re-
duction
Gear


Trans-
mission


Rear
Axle
Design Power Gear Speed Gear Gear
Shaft Speed, RPM Ratio Ratio Ratio Ratio r
40000 4:1 3:1 to 3.69:1 3:1 and „"
-i i r i t K.3.C1O
1:1.5 1:1 7 Q.,
Engine
Moment of
Inertia, ,
Ib ft sec'
0.012
Efficiency
   .965
Efficiency
Variable
Efficiency
   .99
Efficiency
   .96
   .94
Efficiency
   .99
                 Figure  85.   Schematic of Drive  Train  for  PD-lA(Slngle-Shaft)  Engine

-------
                                                                              Wheels

Gas
Generate

Design




Speed, RPM
55000

Rotor Moment
of Inertia
0. 00249 (ibf.-
ft.-sec2)

Power
Turbine

Design
Speed, RPM
35000
Rotor Moment
of Inertia
0.0l(lbf.-
ft,-sec2)



Gear
Gear
Ratio
3.5
Efficiency

.96


Tracor
1V1

Speed
Ratio
3:1 to 1:1.5
Efficiency

Variable


Reduction
uear "" ' ""


Rear
Axle

Gear Gear
Ratio Ratio
3.69:1 2.9:1
Efficiency Efficiency

.99


99

Figure 86ป  Schematic of Drive Train for CD-2 (Free-Turbine)  Engine

-------
The engine transient analysis described earlier in Section 3.6.1 was
used to calculate the WOT acceleration performance of engine CD-2.

     PD-2A Free Turbine Engine - Figure 87   is a schematic of the drive
train of the PI>2A(Free Turbine) engine.  The power turbine of the PD-2A
engine drives the accessories and has an idle speed  16% of design speed
and the use of a torque converter permits zero vehicle velocity with non-
zero power turbine speed.  The characteristics of the torque converter
sized for engine PD-2Awere given previously in Figures  9   and 10   ; the
match between this torque converter and the PD-2Aengine was shown in
Figure  11.

      A 3-speed automatic transmission is also part of the drive train.
The shift points of this transmission are given in Figure 88  ; they were
selected as being the points at which the torque at the wheels through
the gears is at a maximum for a given fuel flow (or throttle setting).

      For the Federal Driving Cycle, the speed ratio across the torque
converter is obtained from the torque converter characteristics.  Using
the torque converter characteristics of Figures   9  and  10  it can be
seen from Figure  89  that the following relationship linear in speed
ratio in two regions exists
                                                                    (21)
where N and T are speed and torque and the subscripts I and 0 refer to
input and output values.  The symbols a and b are constants having the
following values in the two regions of Figure 89.

                                    0_<(N /Nr)<. 0.90   0.9ฃ (Ng/Nj)^ 0.99
                   a                0.7735 x 10*       1.25 x 10~4
                   b               -0.7206 x 10~4     -1.25 x 10~4

By substituting Equation 21 into the following
                                  175

-------
  Gas
Generator
Design
Speed, RPM
80000


Power Reduction
Turbine Gear
Design Gear
Speed, RPM Ratio
50000 12.5:1




_ 3 Speed
Torque . r
Converter
Transmission
Gear
Ratios
2.45:1
1.45:1
1.0:1
| Wheels
1


Gear
Ra c i o
2.57:1










Rotor Moment         Rotor Moment      Efficiency
of Inertia           of Inertia
0.00l(lbf. ft.  sec J O.OOl2A(lbf.-        .99
                        ft.-sec2)
Efficiency

  .90
  .93
  .96
Efficiency

  .96
                     Figure  87ซ    Schematic of Drive Train for PI)-2A(Free-Turbine) Engine

-------
    3200
JO
r-I
 I
U
U-i


ai

cr

O
                                                            Steady  State
                                                            Engine  Limit
                                 40           60          80

                                      Vehicle Velocity,  mph
100
120
          Figure 88t  Shift  Points  for  3-Speed Automatic Transmission for PD-2A
                      (Free-Turbine)  Engine
                                            177

-------
 01 H

E-i  t-
  CO
  OLI


  T3

  01
  0)
  CL
  cr
  IH

  O
  H
8 x 10
      -5
         4 x 10
               -5
                            Q  Torque Converter

                               Characteristic
                                    Straight-Line  Approximation
                          0.2       0.4       0.6        0.8 0.9     w 0.9


                                         Output-Input  Speed Ratio, NO/NT
                                                                                                 12  x 10
                                                                                                        -6
                                                                                                            CN
                                                                                                          o  -
                                                                                                         H IH
8 x 10"6   Jj
                                                                                                4 x  10
                                                                                                  ง
                                                                                                  03
                                                                                                  P-

                                                                                                  -a
                                                                                                  
-------
                       T"      „'   J   ! „" ".                       (22)
a quadratic equation in (N /N )  results
                                                                   (23)
Shown in Figure  90  is the solution of Equation 23 .   For the Federal
Driving Cycle the torque converter output speed and torque can be cal-
culated from the current values of the vehicle velocity and the tractive
effort required by the Federal Driving Cycle.  From these values the
speed ratio of the torque converter can be obtained from Figure 90
Knowing the torque converter speed ratio makes it possible to determine
the input torque from Figure  9   and the required engine speed.  From
these quantities, the total required engine torque can be determined along
with the fuel flow rate.

     For the WOT acceleration performance of engine PD-2A,the engine
transient analysis described earlier in Section 3.6.1 was employed.

     Internal Combustion Engine - The schematic of a drive train for an
internal combustion engine (176 HP) is given in Figure 91.  A torque con-
verter, the characteristics of which are given in Figures 92 and 93 was
sized to match this engine.  A 3-speed automatic transmission is also
used, and the shift points are given in Figure 94.  The fuel rate-speed
map for this engine is given in Figure 95 and the engine idle was taken
as the lowest speed shown in the map (800 RPM).

     The procedure for calculating the Federal Driving Cycle vehicle
performance is the same as set forth for the PD-2A engine. For wide-
open-throttle acceleration, the torque converter input and output speeds
can be determined from .the current engine speed and vehicle velocity,
respectively.  Then, the maximum output torque available for vehicle
acceleration can be obtained from Equation 21.  This approach was also
used for the DOT passing maneuver and the merging maneuver; the vehicle
                                  179

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                 1.0
00
o
                                         100,000
200,000
300,000
Aoo,oo;
                                                                          2        2
                                         Squared Output Capacity Factor N  /T   (RPM /ft-lbf)
                      Figure  90.  Torque Converter Speed Ratio versus Output Capacity  Factor  Squared  (Engine PD-2 A)

-------
            Design Speed
            4000 RPM
00
            Rotor Moment
            of Inertia

            0.45 Ibf.-ft.-sec"
                                                                                                   Wheels
Engine


Torque
Converter



3 Speed
Automatic
Transmission


Rear
Axle
1
Gear Ratios
2.45:1
1.45:1
1.0:1
Efficiencies


   .90
   .93
   .96
Gear Ratio
2.91:1
Efficiency


   .96
                                  Figure 91ป    Schematic  of  Drive Train  for Internal Combustion Engine

-------
      2.0
c
o
•H
u
(fl
o
a
•H
*->
3
cr
o
H
c
o
u
3
o-
t-l
o
H
      1.5
      1.0
                                                          1.0
                       Speed  Ratio,  N /N
           Figure 92.   Torque  Converter Torque Multiplication
                               182

-------
jo
r-l
 I
 O
 tfl
•H
 O
 O.
 n>
 U
 c
 o
 (U
 3
 tr
 P
 o
 H
      300
      200 .
      100
                                                         1.0
             Torque Converter  Speed  Ratio,  N
          Figure 93. Capacity Factor  of Torque Converter for

                     Internal Combustion Engine
                              183

-------
          3000
     I
     4-1
          2000
O>
.C-
     CO
     .H
     0>
     01

     3

     01
     .C
     Ol
     3
     cr
     1-1
     o
     H
1000
                           First Gear
                                                                      Third Gear
                                 20
                                 Figure  94,
                                          40                  60

                                          Vehicle Velocity,  mph
80
                                    Shifts Points  of  3-Speed Automatic Transmission

                                    Selected for Internal  Combustion Engli
                                                                                    I ne

-------
    120
                                                            Output

                                                            Power, HP
    100
I    80

-------
cruise velocity was used, and the initial engine speed was set from the
torque converter characteristic to provide the necessary output torque
and wheel speed at the cruise condition.

      3.6.3  Results

      The results of the Mission Analyses include engine-vehicle accelera-
tion performance and the total fuel consumption during the life of the
automobile.

      Engine-Vehicle Acceleration Performance - The results of the ac-
celeration calculations are given in Table 20.  For the free turbine
engines, the calculations were done using a transient thermodynamic model
described earlier.  Because of the freedom of the gas generator rotor
this more sophisticated technique is from the power train required to
properly account for the gas generator inertia.  For the PD-lA single
shaft engine, the acceleration calculations were done two ways, using the
transient thermodynamic model and using a model based on steady state
performance data.  The transient model requires considerably more input
information, such as the specification of a control system and the re-
sults of transient stator schedule analyses.  The direct coupling of the
engine to the drive train permits the use of steady-state code which is
adequate for conceptual design studies.  The results of the two methods
were not much different.  The transient model gave slightly slower accelera-
tions due to the assumption of a half second ramp.  Shown in Figure 96
are engine speed, tractive effort, vehicle acceleration, distance and
velocity as a function of time for thePD-lAWOT acceleration, using the
model based on steady state performance data.  These results are typical
of those obtained from the code.

      The corresponding acceleration results for the internal combustion
engine are also given in Table 20.  The calculational procedure was pre-
viously outlined.  Initial conditions of engine speed for each of the
maneuvers were selected from the torque converter characteristics at the
output torque corresponding to the steady-state road load thrust.

      The results of the performance of engine P&-1A on the DOT truck
passing maneuver are shown in Figure 97; the requirements of the maneuver
                                  186

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                                                       Table 20
CO
Acceleration Performance
Engine
Power,
HP
Specification
CD-I (1)
CD-2 (2)
PD-1A (1)
PD-1A (2)
PD-2A (2)
ICE (1)
134
150
134
134
132
176
Standing
10 sec,
ft
418
462
420
464
420
439
489
Acceleration
0-60 mph
sec
14.3
12.3
11.6
12.2
13.0
11.5
11.4
Merging
25-70 mph
sec
15.8
15.3
13.2
15.4
15.2
13.6
13.7
DOT Passing
Maneuver
ft sec
1470 15.8
1330 14.4
1220 12.8
1340 14.6
1370 15.0
1240 13.1
1120 11.6
30% Grade
mph
14.2
> 29
35
> 30
(3)
33
> 33
5% Grade
mph
69.5
> 73
84
> 73
(3)
80
> 85
Max. Speed
mph
85
106
110
106
105
106
110
      (1)  Based upon steady-state performance code.
      (2)  Based upon transient thermodynamic code.
      (3)  Control system for maximum acceleration on level road did not work for grade velocity.

-------
                 3000-
                 2000-
              0)
              o
              l-l
              o
               01
               >
               a
               tfl
                  100
   100
    80
 o


J>    60
 u
i*j
            10
          o
          ai
          0]
          c
          o
               - iJ 600
                 8

                 CO
V
           0)
          i—i
           
-------
   1500
   1000
•o

-------
are equivalent to having the automobile travel 273 ft. further than the
truck.  The initial conditions taken for the automobile are a cruise
velocity of 50 mph with the engine speed set at that speed corresponding
to the cruise horsepower on the line of minimum fuel consumption (70%
engine speed).

      The effect of engine horsepower (PD-1A engine)  upon the distance
travelled in 15.75 seconds from an initial condition of 50 mph (steady-
state) is:

120 HP
135 HP
V^ = 53 mph
1421
1472
V^ = 60 mph
1342 ft
1391 ft
where VA is the vehicle velocity at which maximum engine speed is at-
tained.  The horsepower ratings are on a 105ฐF day.

      By comparison between values of V^, it is advantageous to put most
of the engine power into engine acceleration at the beginning of the
maneuver; the reason for this is that as the engine speeds up, more power
is available from the engine at its higher speeds.  For the case of
V^ = 53 mph, the engine speed of PD-lAhas gone from 70% to 100% within
4 seconds.

      As for the 0-60 mph WOT acceleration and the distance travelled in
10 seconds, the following results were obtained for Engine PD-1A (rotor
inertia, 0.012 ft-lbf-s<
day, 4600 Ibm vehicle):
                         2
inertia, 0.012 ft-lbf-sec ) as a function of engine horsepower (105ฐF
                                   120 HP   135 HP   150 HP   Requirement
             Distance Travelled     421      464      504        418
             in 10 sec, ft
             Time to go from       14.1     12.2     10.7       14.2
             0 to 60 mph, sec
These results depend on the paradigm chosen for the engine speed versus
vehicle velocity; and the one used here has a smooth vehicle acceleration
and is the one discussed earlier in the section on acceleration of Single
Shaft Engines CD-I and PD-1A. For these calculations, zero time was al-
lowed for the turbine vanes to open and for the combustion system to
supply the required larger flows and higher temperatures.

                                  190

-------
      The effect of rotor inertia of PD-1 engine on wide-open-throttle
acceleration was examined; at the time of the calculations, the horse-
power was set at 150 horsepower with 70% engine idle, and the two rotors
used in this calculation were:  40,000 KPM rotative speed with 0.014 ft-
       2                                                       2
Ibf-sec  moment of inertia, and 32,750 RPM and 0.028 ft-lbf-sec .  The
calculations of distances travelled were:

                           40,000 RPM                32,750 RPM
                       0.014 ft-lbf-sec2         0.028 ft-lbf-sec
Distance
Travelled in:
1 sec
5 sec
10 sec

5.1
140
497

4.3
125
471
Hence,  the 40,000 RPM rotor did improve the acceleration performance of
the engine.

      FDC Results - Shown in Table 21 is a summary of the fuel economy
calculations  for the five engines.  The techniques utilized for the
engines and their drive  trains were briefly outlined above; and the
techniques and results for the engines from the two EPA contractors are
given in Appendix B.  The listed horsepowers are rated on a 105ฐF day.

      From Table 21, it  is seen that the CD-I and CD-2 engines have the
best fuel economy of the engines studied, with CD-I having $89 less total
fuel cost than CD-2.  The internal combustion engine (176 HP as supplied
by EPA) has reasonably good fuel economy, only $235 more than CD-I over
the total life of the vehicle.  Comparing the two single shaft engines,
CD-I and PD-lA,it is seen that PD-LAhas a fuel cost greater by $366.  This
is the  penalty due to the low pollution combustor which has a bypass flow
around  the regenerator with a resultant penalty in fuel economy.  For the
PD-2A free turbine engine, low pollution was the reason for limiting the
combustor inlet temperature to 1000ฐF.  The resulting fuel penalty was
greater than  calculated  initially, because acceleration requirements led
to a lower than optimum  pressure ratio of 6.6 with a lower recuperator
effectiveness to limit the combustor inlet temperature.  For the two low
pollution engines, the total fuel costs of the PD-1A are $244 less than
those of the  PD-2A engine. These fuel economy values for the PD-LA and

                                  191

-------
A.  FUEL MILEAGE, mpg
                               Table  21
                             Fuel Economy
                         Vehicle Velocity, mph
Design
Power
Engine HP
CD- 2
CD-I
PD-1A
PD-2A
Internal
Combustion
Engine
150
134
134
132
176
FDC
11.
12.
10.
9.
12.
58
13
56
27
17
20
15.76
14.79
14.35
12.96
14.29
30
18.95
19.76
16.42
15.14
15.30
40
20.32
23.39
18.31
16.23
18.61
50
20.83
21.60
17.23
15.77
17.36
60
18.
19.
15.
14.
15.

43
35
49
63
62
70
16.15
16.35
13.54
13.42
13.82
Average
15.39
16.06
13.59
12.34
14.38
B.  FUEL COST FOR 105,200 MILES




                         Vehicle Velocity,  mph
Engine
CD-2
CD-I
PD-1A
PD-2A
Internal
Combustion
Engine
FDC
921
879
1009
1150
876
20
151
161
165
183
166
30
188
181
217
236
233
40
234
203
259
293
255
50
149
144
180
196
178
60
202
192
240
254
238
70
269
265
321
323
314
Total
2114
2025
2391
2635
2260
                                  192

-------
PD-2A engines were  calculated  using  the modified  cycles described  under
 off  design  performance  calculations.

       Histograms - The  engine loading as a  function  duration has  an  effect
 upon the  life  of the  engine,  maintenance and  repair  frequency.  Thus,  as  each
 engine was  simulated  on the Federal Driving Cycle  (FDC)  the time  accumulated
 at incremental engine operating  conditions  was recorded.   The  results
 are  the histograms presented  herein.  According  to the Uniform Simplified
 Engine Duty Cycle  50% of the  engine life is used up  by repeating  the FDC.
 The  FDC has a  duration  of 1370 sec. of which  241 sec. represent zero
 vehicle velocity with the engine running at idle speed.

       Shown for all engines studied are the following histograms:  engine
 output speed fraction,  engine power fraction, braking power fraction and
 transmission input-output speed  ratio.  The fractional values  are normalized
 by the rated conditions.   Braking power time  is  accumulated only  when
 the  wheel torque is negative, not merely when the  vehicle  is decelerated.
 Because the Tracer transmissions are input  torque  limited, histograms of
 transmission input torque are presented for the  CD-I, CD-2 and PD-1
 engines.

       Shown in Figures  98, 99, 100, 101 and 102  are  the  engine speed
 fraction  histograms.  The histograms are similar for the CD-I  and PD-1
 engines (Figures 98 and 100)  since  both are single shaft engines  with
 Tracer transmissions.  Most of the  time is  spent at  speeds near the  idle
 speed of  70% rated speed.  The histograms  for CD-2 and PD-2 (Figures 99
 and  101)  differ somewhat,  though both engines are free-turbine engines;
 the  difference is  due to the  use of the Tracer transmission on the CD-2
 and  a conventional automatic  transmission  on  the PD-2 engine.   The auto-
 matic transmission tends to make the engine run  in the mid speed  range
 while the Tracor tends  to make the  engine  run at higher  speeds.   The
 histogram (Figure  102)  for the internal combustion engine  (ICE) is similar
 to that for the PD-2  engine since both have conventional automatic trans-
 missions.

       Shown in Figures  103, 104, 105, 106  and 107  are the  engine  power
 fraction  histograms and shown in Figures 108, 109, 110,  111, and  112 are
 the  braking power  histograms. These histograms  are  similar for the  several

                                  193

-------
     800
     700
     600
o
HI
Cfl
-a

-------
     300
     280




     260
           Time  at  zero  speed

           fraction,  241 sec.
     240




     220




     200
u
o>
03
TJ
01
re
i—i
3
O
o
OJ
e
180




160




140




120




100




 80




 60




 40




 20
                                 I
                                                    I
                    0.2          0.4         0.6         0.8


                         Engine Output Speed Fraction
                                                               1.0
         Figure 99.   Engine Output Speed Fraction Time Distribution

                     on FDC with CD-2 Engine
                                  195

-------
     800
     700
     600
•a
0)
U
o
T-l

H
     500
     400
     300
     200
     100
Time at zero vehicle

velocity,241 sec.
                   0.7            0.8            0.9


                         Engine Output Speed Fraction
             Figure  100.   Engine Output Speed  Fraction  Time

                          Distribution on FDC  with PD-1 Engine
                               196

-------
41
tn
•o
1)
(TJ
iH
3
O
O

-------
u
41
CO
•o

-------
     400
     350
     300
     250
v
oo
eg
r-l
u
u
<3J
s
200
     150
     100
      50 -
            Time at zero vehicle

            speed, 241 sec.
                   0.2         0.4          0.6



                              Engine  Power  Fraction
        Figure 103.    Engine Power  Fraction Time Distribution for

                       FDC on the  CD-I  Engine
                                                               1.0
                                   199

-------
u
HI
•o

-------
     400
     350  -
      300
      250
u
0)
T3
0)
eC
,-(
3
a;
e
200
           Time at zero vehicle
           velocity, 241 sec.
      150
      100
       50
                                 O.A         0.6

                              Engine Power Fraction
                                                    0.8
1.0
             Figure  105.  Engine Power Fraction Time Distribution  for
                          FDC on the PD-1 Engine

                                    201

-------
y

-------
    600
    500
    400
o
o>
CO
•u

-------
     200
     180
     1GO
u

-------
u
OJ
[0
•a
a>
a)
i—i
3
U
U
HI

ฃ
200




180





160





140





120





100





 80





 60





 40




 20
                    0.2         0.4         0.6



                            Braking Power Fraction
                                                   0.8
1.0
          Figure 109.    Braking Power Fraction Time  Distribution

                         on FDC for CD-2 Engine
                                205

-------
     200
      180
y

01
CO
•a

-------
o
01
Ifl
"O
0)
o
u
01
    200
    180
    160
    140
    120
    100
     80
     60
     20
                               0.4         0.6


                           Braking Power Fraction
0.8
1.0
         Figure  111.     Braking Power Fraction Time Distribution

                        on FDC for PD-2 Engine
                               207

-------
0

-------
engines but differ slightly due to inertia and speed range differences.

      Shown in Figures 113, 114, 115, 116 and 117 are the transmission
gear ratio histograms.  For the CD-I and PD-1 engines a Tracor infinitely
variable transmission was used with a single-shaft engine and therefore,
the histograms (Figures 113 and 115) are similar.  Gear ratios around
2.0 accumulated the most time under power.  At engine idle the engine
shifts to the maximum gear ratio in anticipation of an acceleration.
This accounts for the large time accumulation near the maximum gear ratio.
The histogram for the CD-2 free-turbine engine (Figure 114) indicates a
large time accumulation near the lower values of gear ratio, indicating
the difference in operation between free-turbine and single-shaft engines.
Since the ICE and PD-2 engine have conventional automatic transmissions
the histograms are at discrete gear ratios.

      The histograms of transmission input torque for the engines with
Tracor transmissions are shown in Figures 118, 119 and 120.  The histograms
are similar and indicate the largest time accumulations in the low and mid
torque ranges which is favorable to long life for these types of trans-
missions.
                                  209

-------
    500
    400
o
01
    300
3
E
U

<   200
•H
H
    100
                                            I
                   0.5
                         Time at zero
                         vehicle velocity
                         (Gear ratio 3),
                         241 sec.
                         1
1.0         1.5         2.0

  Transmission Gear Ratio
2.5
3.0
          Figure  113.     Transmission Gear Ratio Time Distribution
                         on FDC with CD-I Engine
                                   210

-------
     500
     400
•j
v
w
T3
HI
3
e
o
u

-------
     500
     400
o
Ol
en
•c
0)
it
.H
3
CJ

O
OJ
E
     300
     200
     100
                                                    Time at zero vehicle

                                                    velocity, 241 sec.
                                             I
                          I
                   0.5
1.0         1.5         2.0


   Transmission Gear Ratio
2.5
3.0
                    Figure  115.  Transmission Gear Ratio Time Distribution

                                on  FDC with PD-1 Engine
                                     212

-------
    800
    700
    600
    500
o


(0





-------
u

-------
     400
01
10
4-1
n)
u
o
6
•H
H
     300
     200
     100
       0
       -100
     Time at zero vehicle
     velocity, 241 sec.
-80
-60
   -40         -20          0           20


Transmission Input Torque, ft-lbf
             Figure 118.    Transmission Input Torque Time Distribution on  the  FDC  for  the  CD-I Engine

-------
O
0)
IB
    300
    250
    200
O
O

-------
    400
     300
o
OJ
0)
TJ
01
u
o
01
s
     200
     100
      -100
-80
                                              Time  at  zero vehicle

                                              velocity,  241 sec.
-60
    -40        -20           0


Transmission Input Torque, ft-lbf
20
40
60
              Figure 120. Transmission  Input  Torque  Time Distribution on the FDC for the PD-1 Engine

-------
 J. /   hi.onuiii i '. Ajia \y.',i ;;

      This section of the program is concerned with the net-cost-of-owner-
ship of automobiles with alternate versions of gas turbine engines as
compared with conventional internal combustion engine powered vehicles.
The basis of comparison is with a study (reference 22) made of the cost
of operating an internal-combustion-engine-powered automobile for 100,000
miles in 10 years.  The differential costs between the results of that
study and those calculated for a gas turbine engine powered automobile
are the net results of this economic analysis section.

      As an introduction to this section, several points should be care-
fully noted, if the results of the study are not to be misinterpreted.

      Shown in Table 22 are the cost of operating a 1970 standard auto-
mobile for 10 years.  These costs are separated into those which can be
modified because of engine selection, and these which are insensitive to
engine type.  In the present contract, there are several items which are
specified at a different value than those in reference 22
specifically; the  fuel cost per gallon, 31C/gal vs.35c/gal
       the total miles, 105,000 vs. 100,000; and, by implication, the
gas mileage, which is computed in this study using the Oct. 15, 1971
Uniform Simplified Engine Duty Cycle, and which is 14.38 miles/gal vs.
13.8 miles/gal for the Internal Combustion Engine (ICE).  In addition,
the depreciation charge (cost less salvage) is split between that re-
lated to the engine and that related to the rest of the vehicle.  The
average cost per pound of the ICE powered vehicle is ^ 85c/lb,  and a
good estimate for  the engine, transmission, starter, alternator, radiator,
controls and exhaust system is about 900 pounds out of the 3800 Ibs dry
weight of the vehicle.  If one assumes that the engine is slightly more
expensive than the rest of the vehicle, say $1.00/lb, the retail cost
of the above items is about $900 out of the $3185 shown in Table 22.
This $900 represents an estimate of the retail cost of the specified
portion of the propulsion system.

      In the cost analysis of the gas turbine engines to follow, the
direct manufacturing cost has been computed for each engine on the basis
of 10  units per year.  The ratio between the retail cost and the direct
                                   218

-------
                              Table  22

                                                       A
              Estimated Cost of Operating an Automobile
               (1970 Internal Combustion Engine Powered)



	Cost Element	Costs (10 years and 105,000 miles)

Engine Related

   Engine initial cost  (1)            $ 900
   Repairs and maintenance  (2)          961
   Fuel  (@ 31C/gal)                    2260
   Oil                                  160
      Total Engine related cost                   $4281

Vehicle Related
   Vehicle initial cost (1)           $2285
   Repairs and maintenance (2)          560
   Replacement tires                    423
   Accessories                           28
   Insurance                           1722
   Garaging, parking, etc.             1805
   Taxes not included above             327
      Total Vehicle related costs                 $7150
           Total Cost                                          $11,431
(1) Total Automobile cost         =  $3185
(2) Total Repairs and Maintenance =  $1521
 Derived from reference 22 with changes for this study.
                                   219

-------
manufacturing cost represents burden and profit all the way from the
manufacturer  to the ultimate customer.  In addition, this factor in-
fluences the cost comparisons very strongly for the following reason.
Given a calculated direct manufacturing cost for a turbine engine, a
retail cost estimate for the comparable ICE engine, and the factor to
convert direct manufacturing costs to retail costs, the ratio of retail
costs of the gas turbine to the ICE is:

             ซUTT/
-------
      3.7.1  Conceptual Design Engines
      This section contains the results of the economic analysis of the
 two conceptual design engines, CD-I (Single-Shaft)  and CD-2 (Free-Turbine)
 (see Table 1).  The analysis was  done in less detail than for the suc-
 ceeding two engines, and is primarily concerned with the direct cost of
 the engine and the fuel cost.  Much of the accessory parts costs were
 taken from the latter portion of  the study, since it was apparent that
 the costs of the two conceptual design engines could be substantially
 lowered.
      3.7.1.1  Methods of Arriving at Costs

      Power Plant Costs - In order to arrive at accurate and consistent
cost values for the two selected cycles, the following procedure was
followed.  For each engine, assembly drawings  (shown in the Appendix)
were prepared along with parts lists.  For each part a material selection
was made, and  the weight of the finished part  calculated.

      Using the drawings, parts lists, material selections and part weights
for each engine, Manufacturing Engineering Services  (MES), a component
of  the General Electric Company specializing in all  aspects of mass pro-
duction engineering, estimated the following items for each of the more
than one hundred parts in each engine.  First, the part weight, material,
and original material form  (casting, forging, plate, etc.) were used  to
calculate the material cost of each part in finished form.  For parts
to be purchased in a ready-to-use form  (such as bearings and seals),  the
cost was determined from vendor quotes or prior cost experience. An allowance
for scrap and waste was made depending on the  form of the material.
Second, for each part a manufacturing process was established which
covered the operations to be carried out (drill, tap, spot face, etc.),
the required machinery (multistation transfer machine, punch press, etc.),
and the direct labor required  to perform these operations.  From this
data, the direct labor required to fabricate each part was computed.
Third,  an assembly sequence for the entire engine was specified, and
the required labor computed.   From this data,  the direct cost of the
engine was calculated.  In the process, the data on machinery require-
ments was generated so that capital costs could be estimated.  (However,
this was not done).   Table 23 shows the cost calculation for one part

                                  221

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                               Table 23
                Manufacturing Costs for Specimen Engine
               Part Number 7. Compressor Front Shroud
Material Costs
    Material
    Part Volume (Casting)
    Part Weight
    Casting Cost/lb.
    Total Material Cost
            Nodular Iron Casting
            140 in3
            38 Ibs.
            $0.45
            $17.10
Manufacturing Cost (3 shift, 20 hours/day, 250 units/hour)
Operation
Chuck
Turn OD & Shoulder
Bore & Face 22" dia.
Face OD (2) Rear & Front
3" wide
Face-Small dia. groove
Rear & Front
Groove for 0-rings
Drill & Tap
     Total Men
     Cost @ $5.00/man hour
     TOTAL COST
Equipment
4 auto chuckers or Bullard


3 Heald Borematics
Natco 2 station
Men/Shift
   3
                                 7
                              $0.168
                              $17.268
                                  222

-------
of one of the two conceptual design engines.

      The result of this procedure is to arrive at the direct cost of the
engine.  Not included are the non-direct costs, and other charges which
add up to the retail price, or cost of ownership charged against the engine
proper.  As mentioned previously, a factor of 2.0 times direct manufacturing
cost iฃ used to arrive at the retail cost allocated to the engine proper.

      Each engine has a transmission selected to provide a good match
between the engine and the vehicle.  The costs for the infinitely variable
transmissions were obtained from the company which has designed the
particular units selected.  Conventional transmissions were estimated
from available data.  No cost differential was assumed for the drive
shaft and final drive between the various engines.

      The cost of the controls for these engines is uncertain, since the
exact requirements were not known at the time of the economic analysis.
Rough estimates have been in the range of $100 not including the actuators
which are costed for each engine.  The control function operates between
the driver demand, the vehicle speed, the engine parameters and the
transmission.  The choice between hydromechanical and electronic control
cannot be made at this time, but if an electronic control using integrated
circuits can be coupled with a simple hydraulic system, the cost should
drop to the order of $50 in the production range specified.

      The auxiliaries not costed for the engine proper,or the transmission,
or the control system include the fuel pump, ignition system, alternator,
and starter.  Except for the ignition system, no cost difference exists
between any of the engines studied (including the ICE).  Costs for these
items were estimated from available data at the direct cost level.

      In all cases of powerplant component part cost, an effort has been
made to distinguish between those parts which an automobile manufacturer
would probably make himself and those he would purchase.  At the present
time, the automobile companies make castings, forgings, stampings, and
machined parts.  They purchase fasteners, bearings, starters and alternators,
                                  223

-------
      Vehicle Cost - The vehicle cost for this study is the 1970 cost
 (Table 22) of $3185 less the assumed cost of the engine at the retail
 level of  $900  or $2285.  This cost will be unchanged throughout the
 study.

      Fuel Cost - The fuel cost for each engine was calculated over the
 Uniform Simplified Engine Duty Cycle (Oct. 15, 1971) for a route of
 105,000 miles.  The results of these calculations are reported in Section
 3.6 with  the cost of fuel set at 31c/gal.  This is an arbitrary value,
 used only for consistency between various studies.

      Salvage Value - The differential salvage value between an ICE and
 any gas turbine engine is a function of the amount of strategic or valuable
 material  in the engine and the cost of reclaiming it.  At present, the
 scrap value of entire automobiles is quite low.  Reference 22 assumes
 no value  as scrap, however, in large cities where central processing
 plants exist, a retail value of perhaps $50 may be assigned to the entire
 vehicle as scrap, with perhaps $12 being due to the engine.  For each
 gas turbine engine, the additional scrap value of materials such as
 Inconel 713LC and Hastelloy X will be figured assuming some cost to
 separate  the parts from the iron, steel and aluminum parts.

      3.7.1.2  Results

      As  indicated above, the direct manufacturing costs for the two
 conceptual design engines were quite accurately calculated.  However,
 the costs for auxiliary components were not, nor was a strong effort
made to reduce the first-cut costs.  The knowledge gained from this
 section was, however, used to reduce the costs of the two preliminary
 design engines.

      3.7.1.2.1  CD-I (Single Shaft) Engine

      Engine Costs - In Table 24 is shown the elements of the costs for
 the CD-I  Single Shaft engine.  As can be seen, this engine is more than
 twice the cost of an ICE ($900).   Furthermore, the engine is relatively
heavy.  Shown in Table 25 are the weights for this engine.  Table 26
shows a summary of the more expensive parts.  As can be clearly seen,
                                  224

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                               Table 24

                    Single Shaft Engine Cost - CD-I
Labor Costs (Direct Labor)
     Manufacturing Costs               8.54
     Assembly Costs                    4.89
          Total Labor Costs                            13.43

Material Costs
     Direct Material Costs           688.60
     Scrap, Chips, etc.               82.67
     Purchased Parts                  32.60
          Total Material Costs                        803.87	
Total Direct Manufacturers Cost                                    817.30

Accessory Costs
     Ignition System                   2.00
     Starter & Alternator             20.00
     Fuel & Engine Control            50.00
     Transmission(TRACOR + Clutch v  140.00
                         + 2 Speed)  	
                         ซ  *. I_FLS*^1ซU/
          Total Accessory Costs                       212.00
Manufacturer's Engine and Transmission Cost                       1029.30
Markup to Retail                                                  1029.30
Retail Engine and Transmission Cost                               2058.60
                                  225

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                           Table 25

              Single  Shaft  Engine Weights -  CD-I
Engine Weight
    Basic Engine
        Manufactured Parts          580
        Purchased Parts              14
           Basic Weight                        594

    Transmission                               120

    Accessories
        Ignition System               3
        Starter & Alternator         30
        Fuel & Engine Control         5	
           Accessory Weight                     38

    Total Weight                                            752
                             226

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                Table  26
Single Shaft Engine Expensive Parts,  CD-I
Parts
Turbine Wheel
Compressor Rotor
Turbine Scroll Shroud
All Other Parts
Main Housing
Regenerator
Material
Inconel 738
Aluminum
Haste Hoy X
Inc. & Hast.
Nodular Iron
Cercor Ceramic
Expensive Parts Total
% of Total Engine

Weight
(Ibs)
16.5
2.84
23.98
30.2
146.2
16.1
235.7
39.7
Cost/lb
5.50
9.50
3.00
-
0.30
-


Total Cost
90.75
21.28
72.00
169.45
43.85
70.00
467.33
58.2
                  227

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che large turbine and compressor, together with the high cost of these
precision castings,has a significant effect on total cost.  One of the
results of this analysis was to influence the design of the subsequent
engines; for example, the turbine wheel in the PD-1A engine,also single
shaft, weighs only 7.5 pounds versus the 16.5 pounds in the CD-I engine,
a saving of $50 at the manufacturing level, and $100 at the retail level.

      A discussion of further cost reductions will be postponed until a
later section.

      Vehicle Cost - As noted earlier, the vehicle cost is assumed to be
$2285 for this study.

      Fuel Cost - Based on the results over the specified driving cycle,
the CD-I engine has an average fuel mileage of 16.06 miles/gal for a
total cost of $2025 for 105,000 miles.

      Salvage Value - The CD-I engine contains 71 pounds of Inconel 738
and Hastelloy X.  Various contacts have established that these alloys
have a potential value as scrap, in large quantities, of as much as
60c/lb.  This would imply that about $42 worth of high-nickel alloy
scrap in addition to the other materials such as stainless steel, is
available.

      With the machinery available at a large processing plant, it should
be possible to strip the larger parts and recover them at a cost of only
a few dollars an engine.  Assuming that the stainless steel (63 Ibs) is
worth a few dollars, the additional salvage value of this engine might
be about $40.

      It is specifically not proposed to reuse any parts.  A vehicle
scrapped before the end of 10 years life might be treated in this way,
the common practice at present, but no such assumption is made here.

      Net Cost of Ownership - For this engine, no separate calculation
of engine repairs, maintenance, or oil consumption were made.  The values
determined in the Preliminary Design section were therefore used.  The
net cost of ownership will be shown in a later section where these values
are discussed.  The original cost is $4344 versus $3185 for the 1970 ICE,
                                  228

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an increase of 36.45ฃ.  The lower maintenance costs and better gas mileage
cannot be expected to offset this increase, although the cost of reducing
emissions of a 1970 ICE to that required by 1975 or 1976 have been es-
timated  (reference 23) at $240 - $500.  Thus, the CD-I engine appears
significantly more expensive with respect to first cost.

      3.7.1.2.2  CD-2 (Free Turbine)

      Engine Cost - Table 27 shows the cost elements for the CD-2 Free
Turbine engine.  This engine, like the CI>-1, is more expensive  than
the ICE.  As shown in Table 28, it is heavier than the CD-I engine, but
because of the smaller amount of Inconel and Hastelloy X, the net cost
is somewhat lower.  The expensive parts are shown in Table 29.

      Vehicle Cost - As noted earlier, the vehicle cost is assumed to
be $2285.

      Fuel Cost - The average mileage over the specified driving cycle
was 15.39 miles/gal for a total cost of $2114 for 105,000 miles.

      Salvage Value - The CD-2 engine contains 44 pounds of high nickel
alloy, much less than the 71 pounds in the CD-I engine.  Assuming the
same 60C/1& value as separated scrap, the additional scrap value could
be as high as $26.  In addition, the CD-2 has 84 pounds of stainless
steel.

      Net Cost of Ownership - This engine is cheaper than the CD-I, but
still more expensive than the ICE.  The original vehicle cost is $4074
versus $3185 for the 1970 ICE engine and $4344 for the CD-I powered
vehicle.  The same comments as were made for the CD-I apply to  the CD-2,
namely that the CD-2 engine will be significantly more expensive with
respect to original cost than the ICE.
                                  229

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                               Table 27

                    Free Turbine Engine Cost - CD-2
Labor Costs (Direct Labor)
     Manufacturing Costs                8.47
     Assembly Costs                     4.67
          Total Labor Cost                              13.19

Material Costs
     Direct Material Costs            591.09
     Scrap, Chips, etc.                66.13
     Purchased Parts                   68.34
          Total Material Cost                          725.56
     Total Direct Manufacturer's Cost                              738.70

Accessory Cost
     Ignition System                    2.00
     Starter & Alternator              20.00
     Fuel & Engine Control             50.00
     Transmission (TRACOR)             84.00	
          Total Accessory Cost                         156.00
     Manufacturer's Engine  and Transmission Cost                  894.70
     Markup to Retail                                              894.70
          Retail Engine and Transmission Cost                     1789.40
                                  230

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                           Table 28
              Free Turbine Engine Weights - CP-2
Engine Weights
    Basic Engine
        Manufactured Parts          635
        Purchased Parts              20
           Basic Weight                        655

    Transmission                                73

    Accessories
        Ignition System               3
        Starter & Alternator         30
        Fuel & Engine Control         5	
                                                38
    Total Engine and Transmission Weight                     766
                              231

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                        Table 29
        Free-Turbine Engine Expensive Parts, CD-2
Parts
Material
Weight
(Ibs)     Cost/lb
Total Cost
Gas Generator Turbine
Free Turbine
Compressor Rotor
Turbine Diffuser
Shroud
Gas Generator Turbine
Scroll
All Other Parts
Main Housing
Regenerator
Inconel 738
CRM 6D
Aluminum
Hastelloy X
MAR M 507
Inc. & Hast.
Nodular Iron
Cercor Ceramic
Expensive Parts Total
% of Engine Total

4.80 5.50
8.36 2.77
1.27 9.50
12.22 4.55
6.61 4.00
11.59
201.10 0.30
16.10
262.05
40.0
26.46
23.16
12.06
55.50
26.46
66.40
60.32
70.00
340.36
46.9
                           232

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      3.7.2  Preliminary Design Engines

      Since the results of the basic engine cost analysis were available
during the preliminary design effort, a significant amount of insight
into these areas where cost improvement could be made was applied.  Three
areas were particularly important.

      First, the rotary regenerators at $35 each were a significant cost
item for both conceptual design engines.  On a per pound basis, this is
approximately $A.50/lb, or more than the specific cost of all but the
highest cost alloys.  Revised estimates for these parts, at $30/unit,
as finished pieces,were obtained for the PD-1 engine.

      The recuperator in the PD-2 engine was quoted at $35/cubic foot as
an unfinished part.  Discussions with one vendor who makes both types of
units (rotary regenerators and cross flow recuperators) indicated that
the finished cost of both types of units could be nearly the same.  Be-
cause the cost of both types of unit is a large fraction of the total
cost, and in order not to bias the comparison between these two engines,
the cost of both units will be set at $30/unit for this study.

      Second, the high cost of the Inconel and HasteHoy parts is related
to the component size as well as to the material cost.  A great deal of
effort was made to reduce the size of these parts, which was moderately
successful.  The specific costs, however, were not changed as they seemed
reasonable.

      Third, the use of-massive nodular iron castings,which was charac-
teristic of both the CD-I and CD-2 engines, was investigated.  In many
cases, aluminum die castings could be sutstituted, lowering both the
weight and cost.  The cost reduction was due partially to the lower density
of aluminum, and partially to the smaller wall thickness permitted by the
die casting process.

      3.7.2.1  Methods of Arriving at Costs

      Engine Cost - The engine costs for both preliminary design engines
were generated in a similar fashion to that used for the conceptual de-
sign engines.  The only difference was in the treatment of the labor cost.

                                  233

-------
       It was observed  that direct labor was a very small portion of the
 cost  of both the CD-I  and CD-2 engines, about $14 out of $1000.  It did
 not appear worthwhile  to recalculate labor costs for the two preliminary
 design engines since even a large variation in labor cost would not be
 a significant variation in the total cost.  Hence, an estimate of $13.50
 was used for the labor charge for both the PD-1 and PD-2 engine.

      Certain parts, such as the regenerator (PD-1) and recuperator (PD-2)
 were  considered purchased parts, thus changing the split between the so-
 called direct manufacturing cost and the purchased parts cost.

      A digital computer was used to prepare the parts lists for these
 engines.  These lists  appear in Appendix A,    This procedure aided in
 keeping track of the engine details and facilitated making changes.

      Vehicle Costs, Fuel Costs, and Salvage Value - No changes in pro-
 cedure were made for these engines.

      Maintenance and  Repair - The 1970 report on the Cost of Operating
 an Automobile lists $1521 as the ten-year cost of repairs and maintenance.
 It includes lubrication; washing and waxing; replacement of spark plugs,
 points and condenser,  wiper blades, fan belt(s), radiator hoses; starter,
water pump, and brake  overhaul; universal joint replacement; and major
 repairs such as a "valve job".  The procedure used in this study was to
break the $1521 into two portions, one associated with the vehicle which
was essentially independent of engine type, and the other engine type
dependent.  Some adjustment of the actual values and the assignment be-
 tween vehicle and engine were required to force the total to equal $1521.
Table 30 shows these results for a 1970 ICE powered automobile.  As ex-
pected, except for accidents, most repairs and maintenance is engine re-
 lated, and will become more so as the emission control devices become
more elaborate.

      The gas turbine  engine will require significantly lower maintenance
than the ICE.  Table 31 shows the assumed maintenance and repairs used
in this study.   The "12,000 mile" service is primarily to clean the air
 filter and generally check the engine superficially.  The "24,000 mile"
service covers  the replacement of the air and oil filter, a check on fuel
                                  234

-------
                            Table 30
Maintenance and
Item
Maintenance
"6000 mile" Service
"12000 mila" Service
"24000 mile" Service
"36000 mile" Service
Wash and Wax
(average over 10 yrs)
Total Maintenance
Repairs
Major Repair
("Valve Job")
Reline Brakes
Replace Water Pump
Replace Battery
Repair Starter and/or
alternator
Replace Fan Belts
Replace Universal
Joints
Replace Muffler
Total Repairs
Repair - Internal Combustion Engine
Interval
6000 miles
or 6 mos.
12000 miles
or 12 mos .
24000 miles
or 2 years
36000 miles
or 3 years
6 months


Once near
end of life
30,000 miles
50,000 miles
3 years
50,000 miles
30,000 miles
50,000 miles
50,000 miles

Cost
$ 5
40
15
30
2


246
65
30
35
20
10
30
40

Vehicle or
Engine Cost
Engine
Engine
Engine
Vehicle
Vehicle


Engine
Vehicle
Engine
Vehicle
Vehicle
Vehicle
Vehicle
Engine

Total Cost
(10 years &
105,000 miles)
$ 100
400
75
90
40
705

246
195
60
105
40
30
60
80
816
Total Repairs & Maintenance =  $1521
Total Engine Related        =    961
Total Vehicle Related       =    560
                               235

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                              Table 31
            Maintenance and Repair - Gas Turbine Engines
                                  Engine Only
        Item
Interval
Cost
Total Cost
(10 years &
105.000 miles)
Maintenance

   "12000 mile" Service


   "24000 mile" Service

         Total Engine Maintenance
Repairs
   Repair Hydraulic
   Actuator System
   Replace Regenerator
   Seals (Not PD-2)
   Replace Silencer
   Repair Comb us tor
12000 miles
or 1 year
24000 miles
or 2 years
lance
50,000
50,000
One Time
near end
of life
10
40

60
50
50
100
200
300
120
100
50
50,000
 50
         Total Engine Repair

         Total Engine Repairs and Maintenance
    100
                                370
                                        670
                                  236

-------
control operation, and possibly a compressor cleaning operation.

      No major repair  is included in this tabulation as the failure
patterns of gas turbines is quite different from that of the internal
combustion engine.  The repairs include a rebuilding of the hydraulic
system, similar to a brake job, the replacement of the regenerator seals
on the CD-I, CD-2 and PD-1 engines,a silencer replacement (this may not
be necessary), and a combustor repair or replacement.  The final costs
are significantly lower than those of an internal combustion engine.

      Oil cost was estimated for the turbine engine on the basis of 5
quart capacity, 24,000 miles or two year change, with a filter change
(charged to maintenance) at 24,000 miles.  The cost of the oil was as-
sumed to be higher than presently paid, i.e., $1.50/quart.  This oil
cost is thus $37.50, rounded to $40 for tabulation.

      3.7.2.2  Results

      3.7.2.2.1  PD-1 Single Shaft

      Engine Cost - The results of the cost study on the PD-1 engine are
shown in Table 32, and the corresponding engine weights are shown in
Table 33.  Note that this engine is lighter than either of the previous
designs as well as less expensive.  Table 34 is a computer listing of
all parts with a total cost greater than $5.00.  Note that out of a total
of $503 (basic cost less scrap), these parts account for $424.

      Appendix A contains the drawings used for the cost study as well
as complete detailed parts lists.  These lists include the materials,
specific costs, and total costs.  Separate lists show the breakdown by
material and form.

      Vehicle Cost - The vehicle cost is the same as for all other cases,
$2285.

      Fuel Cost - The fuel cost for the PD-1 engine is $2391 for 105,000
miles, at a fuel mileage of 13.59 miles/gal.
                                  237

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                                Table 32

                   Single Shaft Engine Costs - PD-1

Labor Costs (Direct Labor)                           13.50
Material Costs
    Direct Material Costs                 349.61
    Scrap, Chips, etc.                     40.96
    Purchased Parts                       153.61
        Total Material Costs                        544.18
    Total Direct Manufacturer's Cost                           557.68

Accessory Costs
    Ignition System                         2.00
    Starter & Alternator                   20.00
    Fuel and Engine Control                50.00
    Transraission(TRACOR + Clutch          140.00
                        + 2 Speed)
        Total Accessory Cost                        212.00
    Manufacturer's Engine and Transmission Coat                769.68
    Markup to Retail                                           769.68
    Retail Engine and Transmission Cost                       1539.36
                                 238

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                          Table 33
             Single Shaft Engine Weights  - PD-1
Engine Weights
   Basic Engine
      Manufactured Parts               413
      Purchased Parts                   71
           Basic Weight                             484

   Transmission                                     120

   Accessories
      Ignition System                    3
      Starter & Alternator              30
      Fuel and Engine Control            5	
           Accessory Weight                          38

   Total Engine Weight                                          642
                             239

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PAGE  I    06/06/72  l5i56EDT
PART  NAME
003  REGENERATOR
030  VANES
001  TURBINE
041  SUP FRAME
026B SHELL
002  COMPRESSOR
038  FRIT
053  TIP SEAL
026A SHELL
027  LINK
049  STRUT
112  BEARING
005  COVER PLATE
068  BEARING
092  SEAL PLATES
078  SCROLL
011  BEARING
023  HOUSING
094  PLATE
054  ACT RING
007  FLANGE
042  SCROLL
012  PLATE
024  BEARING
046  BEARING
066  BEARING
071  BEARING
089  CHAIN
103  CHAINBELT
                                               Table 34

                                   Parts With Cost Greater Than $5.00

                                   AUTOMOTIVE GAS TURBINE  SELECTION  STUDY
                                          PARTS LIST
                                         PD-1  ENGINE  (SINGLE SHAFT)
DESCRIPTION
TURBINE STATOR

CENTER
TURB INLET EXHAUST OUTER

COMBUSTQR AND SUPPORTS
TURBINE
TURB INLET EXHAUST OUTER
NOZZLE VANE ACTUATOR

REG. DRIVE SPROCKET
REGENERATOR
TRANSMISSION DRIVE GEAR
REGENERATOR
COMPRESSOR INNER
MAIN SHAFT
MAIN BEARING
REGENERATOR
TURBINE NOZZLE
TURBINE INLET REGENERATOR
COMPRESSOR OUTER
COMB FWD END-SUP PLENUM
MAIN DRIVE GEAR
AUX. SHAFT DRIVE GEAR
AUXILIARY SHAFT
CHAIN BELT SHAFT
REG.DRIVE GEAR
SPEED REDUCER
MATERIAL

CERCOR
INC 713LC
INC 713LC
NOD. IRON
HAST. X
C355-T61
_
HAST. X
304 SST
304 SST
HAST. X
_
NOD. IRON
—
304 SS
43 AL
_
NOD. IRON
304 SS
304 SST
304 SST
333 AL
HAST. X
_
_
-
_
—
-
TYPE

PUR
PIC
PIC
CST
PIC
AL PIC
PUR
HNC
PIC
PIC
BAR
PUR
CST
PUR
EXT
DCS
PUR
CST
EXT
CST
CST
DCS
SHT
PUR
PUR
PUR
PUR
PUR
PUR
COST/LB

0.00
10.00
5.50
0.20
6.00
9.50
0.00
134.00
2.00
2.00
3.00
0.00
0.25
0.00
0.70
0.45
0.00
0.25
0.70
2.00
2.00
0.55
3.00
0.00
0.00
0.00
0.00
0.00
0.00
WEIGHT

10.000
0.051
7.500
140.000
4.500
2.500
7.000
0.126
8.250
0.084
0.475
0.122
17.000
0.745
5.123
15.000
0.522
26.000
4.600
3.100
3.000
10.600
1 .900
0.339
0.339
1 .444
0.544
1.019
0.664
TOTAL
WEIGHT
20.00
5.10
7.50
140.00
4.50
2.50
7.00
0.13
8.25
6.05
3.80
0.49
34.00
1 .49
10.25
15.00
1 .04
26.00
9.20
3.10
3.00
10.60
1 .90
0.68
0.68
2.89
1 .09
2.04
1.33
NUMBER
OF PARTS
2
100







72
8
4
2
2
2
1
2
I
2
1
1
1
1
2
2
2
2
2
2
COST
PER PART
30.00
0.51
41 .25
28.00
27.00
23.75
19,00
16.38
16.50
0.17
1.42
2.80
4.25
3.80
3.59
6.75
3.25
6.50
3.22
6.20
6.00
5.83
5.70
2.80
2.80
2.80
2.80
2.50
2.50
TOTAL
COST
60.00
51 .00
41 .25
28.00
27.00
23.75
19.00
16.88
16.50
12.10
1 1 .40
1 I .20
8.50
7.60
7.17
6.75
6.50
6.50
6.44
6.20
6.00
5.83
5.70
5.60
5.60
5.60
5.60
5.00
5.00
TOTAL WEIGHT = 329.59 LBS.   TOTAL COST = $423.67
                                    NUMBER OF  PARTS  = 221
 N>
 .>
 o

-------
      Salvage Value - There are 23 pounds of Inconel and Hastelloy in the
PD-1 engine.  Using the same logic as before, the incremental salvage
value is $14 over the internal combustion engine.

      Repairs, Maintenance and Oil Cost - These items were discussed
previously.  For the PD-1 engine, the repair and maintenance cost is
$670 and the oil cost is $40.

      3.7.2.2.2  PE>-2 Free-Turbine

      Engine Cost - The results of the cost study on the PI>-2 engine are
shown in Table 35, and the corresponding engine weights are shown in
Table 36.  Note that this engine is cheaper than the PD-1.
Table 37 shows all parts with a cost greater than $5.00.  Out of a total
basic cost  (less scrap) of $432, these expensive parts account for $354,.

      The complete parts and materials lists, along with the ballooned
drawings are located in Appendix A.

      Vehicle Cost - The vehicle cost is the same as for all three cases,
$2285.

      Fuel Cost - The fuel cost for the PD-2 engine is $2635 for 105,000
miles, at a fuel mileage of 12.34 miles/gal.

      Salvage Value - There are only 11 pounds of Inconel and Hastelloy
in the PD-2 engine, one reason its cost is as low as it is.  The salvage
value of this material, using the previously described logic, is only $7
greater than that of the internal combustion engine.

      Repairs, Maintenance and Oil Cost - As previously discussed, these
costs are $570 for repairs and maintenance, down $100 from PD-1 because
of the lack of the need to replace the regenerator seals.  The oil costs
is the same as previously estimated, $40.

      3.7.3  Summary

      The results of this section of the study are shown in Table 38.
With respect to net cost of ownership, the variation between turbine
engine types is not great and all are comfortably under 110% of the 1970
                                  241

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                               Table 35

                   Free Turbine Engine Costs - PD-2

Labor Costs (Direct Labor)                          13.50

Material Costs
     Direct Material Costs            309.68
     Scrap, Chips, etc.                40.19
     Purchased Parts                  122.64
         Total Material Costs                      472.51
     Total Direct Manufacturer's Cost                            486.01

Accessory Costs
     Ignition System                    2.00
     Starter and Alternator            20.00
     Fuel and Engine Control           50.00
     Transmission                     172.00
         Total Accessory Cost                      244.00
     Manufacturer's Engine and Transmission Cost                 730.01
     Markup to Retail                                            730.01
     Retail Engine and Transmission Cost .                       1460.02
                                  242

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                              Table 36

                  Free Turbine Engine  Weights - PD-2
Engine Weights
     Basic Engine
         Manufactured Parts             342
         Purchased Parts                 83
             Basic Weight                            425

     Transmission                                    150

     Accessories
         Ignition System                  3
         Starter and Alternator          30
         Fuel and Engine Control          5	
                                                      38
     Total Engine and Transmission Weight                         613
                                  243

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PAGE  1    06/06/72  I6ซ58EDT
                                                Table 37

                                      Parts With Costs Greater Than $5.00

                                   AUTOMOTIVE GAS TURBINE  SELECTION  STUDY
                                          PARTS LIST
                                         PD-2 ENGINE  (FREE TURBINE)
PART  NAME
059C RECUPERATOR
080A NOZ. HOUSING
108  SCROLL
059A RECUPERATOR
103  CASING
009  TURBINE
056  OUTER SHELL
012  BEARING
025  BEARING
054  HOUSING
098  COVER
067  TIP SEAL
087  HOUSING
005  COMPRESSOR
082  CASING
068  CASING
022  TURBINE
035  BEARING
094  BEARING
DESCRIPTION
(CORE)
GAS GEN TURBINE
EXHAUST
(SHELL)
POWER TURB OUTER
GAS GEN
COMBUSTOR
STARTER GAS GEN GEAR SHAFT-
POWER TURBINE SHAFT
BEARING GAS GEN
GEAR BOX
GAS GEN TURBINE
BEARING POWER TURBINE

OUTER
TURBINE INNER
POWER
ACCESSORY DRIVE GEAR
OIL PUMP
MATERIAL
CERVIT
HAST. X
304 SST
304 SST
304 SST
INC 713LC
304 SST

_
NOD. IRON
NOD. IRON
HAST. X
NOD. IRON
410 SST
B50TI3
304 SST
CMR-60
—
-
TYPE
PUR
CST
CST
SHT
CST
PIC
CST
PUR
PUR
CST
CST
HNC
CST
CST
CST
CST
PIC
PUR
PUR
COST/LB
0.00
10.00
2.00
0.70
2.00
6.50
2.00
0.00
0.00
0.25
0.25
70.80
0.25
2.00
0.30
2.00
2.77
0.00
0.00
WEIGHT TOTAL NUMBER COST
WEIGHT OF PARTS PER PART
21.728
6.832
2 1 . 702
26.172
1 1 .481
2.230
7.213
0.122
0.280
41.384
36.632
0.122
28.776
3.467
22.350
2.891
2.061
0.339
0.339
43.46 2 30.00
6.83
21 .70
52.34 i
1 1 .48
2.23
7.21
0.49 '
1.12 '
41 .38
36.63
0.12
28.78
3.47
22.35
2.89
2.06
68.32
43.40
I 18.32
22.96
14.50
14.43
I 2.80
\ 2.80
10.35
9.16
8.64
7.19
6.93
6.70
5.78
5.71
0.68 2 2.80
0.68 2 2.80
TOTAL
COST
60.00
68.32
43.40
36.64
22.96
14.50
14.43
1 1 .20
1 1 .20
10.35
9.16
8.64
7.19
6.93
6.70
5.78
5.71
5.60
5.60
TOTAL WEIGHT = 285.91 LBS.   TOTAL COST = $354.31
                                    NUMBER  OF  PARTS =  29

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                                                       Table 38


                                                 Comparison  Summary
                                                (10 Years  and 105.000)
           Item
                      Cost In Dollars
     Engine Type
1970 ICE
CD-I
CD-2
PD-1A
PD-2A
                                                           NET COST OF OWNERSHIP
K)
•P-
Engine Related Costs
Engine Cost
Repairs & Maintenance
Fuel
Oil
Sub-Total
less differential salvage
Total
Vehicle Related Costs
Vehicle Cost
Repairs & Maintenance
Replacement Tires
Accessories
Insurance
Garaging, Parking, etc.
Taxes not included
Total
Total Cost
$ 900
961
2260
160
4281
0
4281
2285
560
423
28
1722
1805
327
7150
$11431
$ 2059
670
2025
40
4794
42
4752
7150
$11902
$ 1789
670
2114
40
4613
26
4587
7150
$11737
$ 1539
670
2391
40
4640
14
4626
7150
$11776
$ 1460 '
570
2635
40
4705
7
4698
7150
$11848

                                                               PURCHASE PRICE
Original Vehicle Cost
Increase over 1970 ICE
% Increase
3185
0
0
4344
1159
36.4
4074
889
27.9
3824
639
20.1
3745
560
17.6

          Kngine costs are for PD-1 and PI>-2 engines; they  are  assumed  to be unchanged for
          the PF>-1A and PD-2A engines.

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                                                 Table 38  (Cont'd.)
                                                 Comparison Summary
                                                       Weight
           Item
     Engine Type
1970 ICE
CD-I
CD-2
PD-1
PD-2
                                                            ENGINE WEIGHT (LBS)
     Basic Engine Weight
     Accessory Weight
     Transmission Weight
         Total
600
150
150
900
594
38
120
752
655
38
73
766
484
38
120
642
425
38
150
613
to
.0

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ICE cost of ownership.  The lower maintenance and oil costs help Co balance
the increased initial engine cost increment.

      The comparison of original purchase price shows the increased cost
of the turbine engine of between $560 and $1159.  Since the basis of
comparisons is a 1970 ICE, and since emission control devices may cost
between $240 and $500 the actual increased cost in the 1975-1976 time
period would be between $60 and $909.

      In all cases the turbine engines are lighter than the ICE.  This
weight saving could undoubtedly be used to save vehicle cost.
                                  247

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3. 8   Recommended Configuration

      As indicated in the introduction one purpose of the present con-
tract is to define the optimum gas turbine engine(s) capable of meeting
the 1976 Federal Standards on automobile emissions and capable of being
developed by the year 1975.  The indications from reference 1  are that
compromises in regenerated gas turbine engine cycles are required so that
the combustors can meet the 1976 emission standards especially the standard
on NO .   By direction of EPA the Preliminary Design studies were to be
     X
directed toward two engine designs which facilitated the design of low-
NO  combustors.  Two approaches were evolved for the low NO  combustor.
  A                                                        X
In the first, air for the primary zone of the combustor is bypassed
around the regenerator, resulting in air at compressor discharge tempera-
ture.  This moderate-temperature air reduces the primary-zone combustion
temperature below the value which would result if regenerated air were
used.  The main benefit of this is the preclusion of premature ignition
of the premixed fuel-air charge as it approaches the combustor.  The
premixed charge is then burned in a special combustor which has additional
features chosen to limit NO  production.
                           X
      The second approach involves limiting the combustor inlet tempera-
ture to 1000ฐF instead of the usual 1200 to 1450ฐF obtained from a re-
generator.  The lower temperature also reduces the combustion temperature
at a given fuel-air ratio and thus limits the formation of NO .
                                                             X
      In the section (3.4) on design, two engines were optimized and de-
signed, one for each of the above combustor design approaches.  The re-
generator bypass engine (PI>-lA)designed for the General Electric low NO
                                                                       X
combustor is a regenerated single-shaft engine with variable stators in
both the centrifugal compressor and single-stage axial turbine.   The
rated turbine inlet temperature design pressure ratio and power are
1900ฐF, 3.2 and 134 HP (105ฐF day), respectively.  The 1000ฐF combustion
inlet temperature engine (PD-2A) is a free-turbine engine with variable
stators on the single-stage axial power turbine.  The rated turbine in-
let temperature, pressure ratio and power are 1900ฐF, 6.6 and 134 HP
(105ฐF day), respectively.
                                   248

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      3.8.1  Comparative Data

      The basis of comparison is the net cost of ownership of a "standard"
six-passenger automobile powered by a gas turbine engine over a ten year
life including first cost minus scrap value, fuel cost, maintenance cost
and repair cost.  The automobile is to be driven 105,200 miles during
the ten-year lifetime.  The fuel cost is to be determined on the Uniform
Simplified Engine Duty Cycle of Table 17 which includes the Federal
Driving Cycle (reference 21) and suburban and country driving.  Com-
parative data for the two engines are shown in Table 39.  The PD-2A engine
is lighter in weight but has a poorer average fuel mileage value.  The
PD-1Aengine fuel economy is greatly aided by variable stators in both
the compressor and turbine.  As a result of the poorer fuel mileage of
the PD-2Aengine the fuel cost for the life of the automobile is $24A
more than for the PD-lA engine.

      The net cost of ownership is itemized in Table 40.  The engine
first cost is smaller for thePD-2A engine by $79.   Also the maintenance
cost is less for thePD-2A engine by $100 because there are no regenerator
seals to be replaced.  However, the fuel costs are less for the PD-lA
engine by $244.  Combining the lower fuel costs and higher salvage value
(due to more weight of nickel bearing alloys) of the PD-lA a net saving
of $72 under the PD-2A is realized on the net cost of ownership.  This
cost difference, of course, is within the overall accuracy of the cost
figures.  Therefore, the two engine powered automobiles can be said to
have substantially the same net cost of ownership.

      3.8.2  Comparison of Engine Features

      The following are the advantages and disadvantages of the PD-lA
engine:

      Advantages                                Disadvantages
1.    Variable stators on compressor       1.   The tendency for somewhat
      and turbine permit low-pressure-          higher weight is inherent
      ratio compressor with a high low-         in the combined use of
      power efficiency potential.               the regenerator and vari-
                                                able turbomachinery geometry.
                                  249

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                                 Table  39


               Comparative  Data on  Preliminary  Design Engines
                                        Overall
                            Power,    Fuel Mileage,    Fuel  Cost,    Weight
  Designation Type	HP	mpg	$	Ib


PD-1A  Single Shaft           134         13.59          2391          642

PD-2A  Free Turbine           134         12.34          2635          610
                                   250

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                         Table 40
          Comparative Net Cost of Ownership Data
Items of Cost

Engine
Salvage Value
    Subtotal
Fuel
    Subtotal
Vehicle
Maintenance and Repair
Lube Oil
    Total
PD-1A
PD-2A
1,539
-14
1,525
2,391
3,916
7,150
670
40
1,460
-7
1,453
2,635
4,088
7,150
570
40
11,776
11,848
                            251

-------
      Advantages
      Low combustor inlet pressure
      cycle is conductive to low NOX
      production.

      Use of the GK .low NOX comb us tor
      concept which fits this engine
      well has a high potential of
      meeting the 1976 Federal
      emission standards.
      Almost no time lag on acceleration
      demand because opening stators
      and increasing fuel flow gives
      immediate increase in torque.

      Commercial-grade ball bearings
      are moderate in cost, reliable
      and enhance idle fuel economy.
                                          Disadvantages
                                          Use of regenerator by-
                                          pass required for low NO
                                          combustor penalizes fuel'
                                          economy.
                                          The single shaft engine
                                          requires the development
                                          of an infinitely variable
                                          transmission complete with
                                          neutral and reversing
                                          mechanism.
      The following are the advantages and disadvantages of the PD-2A
engine:
1.
2.
3.
Advantages

Limiting combustor inlet tem-
perature to 1000ฐF may ease the
problem of obtaining low NO
combustor.
The recuperator has less leakage
and is less complicated than the
regenerator while giving adequate
effectiveness.
The engine utilizes existing
automatic transmission tech-
nology with torque converters.

The minimum variable geometry
simplifies the control.
Disadvantages

The compromise in fuel
economy is greater than
for the GE low NOX com-
bustor, and the potential
of meeting the NOX emission
standard is not as great.

The transient engine per-
formance is sensitive to
rotor inertia, resulting
in high gas-generator
speed, high bearing losses
and a lower pressure ratio
than optimum from fuel
economy standpoint.

The free turbine engine
requires a second shaft,
turbine and bearingst and
enclosures and mounting
provisions for them.
      3.8.3  Recommendation


      The regenerated, single-shaftCPD-lA)engine with variable primary

combustor air regenerator bypass and with variable stators on compressor
                                  252

-------
and turbine is recommended for development of the advanced automobile
gas-turbine engine for the following reasons:

      1.  The PD-1Aengine has no greater net cost of ownership than the
          PD-2A engine.
      2.  The General Electric low NO  combustor has a higher potential
                                     X
          for meeting the 1976 NO  emission standard than the 1000ฐF
                                 x
          inlet combustor.
      3.  The PD-1A engine permits considerable design freedom in develop-
          ing the low NO  combustor by virtue of the location of the
                        A
          combuetor in the front of the engine and by virtue of the large
          volume available for the combustor.

3.9   Recommended Engine Development and Demonstration Program Plans

      A program plan is set forth below for the technical demonstration
of the single-shaft, variable-geometry, regenerated engine (PD-1A) selected
in the previous section.  The schedule for the development and demonstra-
tion is shown in Figure 121 and it is terminated with a demonstration of
the engine at the end of calendar year 1975.  In what follows estimates
of manpower and funding requirements are delineated and critical timing
and significant milestones are indicated for both the component develop-
ment program and each phase of the engine development.

      The engine development and demonstration program is divided into
six tasks having various time spans, they are:

      1.  Establishment of an Engine Specification
      2.  Engine Preliminary Design
      3.  Component Development
      4.  Engine Final Design
      5.  Engine Hardware Procurement
      6.  Engine Demonstration

      The objectives, and expected results are discussed below and the
required resources are summarized in Table 41.

      3.9.1  Establishment of an Engine Specification

      In reference 20 is given the specifications for the performance of
                                  253

-------
ro
l/i
.ฃ>
Calendar Years
Quarters
1. Establish Engine Specifications

2. Engine Preliminary Design

3. Component Development
Design
Procurement
Test

4. Engine Final Design

5. Engine Hardware Procurement

6. Engine Demonstration




1972
1


















2


















3


















4
_

^•i















1973
1


^•••^M















2



















3




















4



















1974
1




















2



















3




















4




















1975
1



















2



















3














^m




4













^•^^•••B




                              Figure 121.   Gas  Turbine Development Program

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a passenger vehicle.  It is the object of this task to write a specifica-
tion for the gas turbine engine required to power the specified vehicle
so that the vehicle will have the performance delineated.  In the writing
of this specification a number of things must be considered in addition
to vehicle specification.  For example, the vehicle and engine must comply
with all Department of Transportation Motor Vehicle Safety Standards in
force.  In addition the specification must take into account engine opera-
tion under normal as well as extreme operating conditions, including
starting, driving and stopping in ice, snow, rain, sleet, heat,
dust, cold, mountains, city and country,.  Consideration must be given to
minimizing the effects of tampering, abuse, "hot rodding", etc.  Con-
sideration must also be given to the effects of aging, inadequate main-
tenance and collisons.  Noise and exhaust emission standards must also
be factored into the specification.

      In the writing of the engine specification, the anticipated state
of the art after component development will be assumed.  Target component
performance will be established and the engine thermodynamic cycle will
be established.  Off design performance goals will also be set.  The de-
sign criteria will be determined and the material to be used for each
component will be delineated along with suitable alternates.  Weight
and cost targets will also be set.

      The Establishment of an Engine Specification is estimated to re-
quire 3600 manhours over a period of 9 weeks.  The task will require the
expenditure of $100,800 including such material charges as computer services
and Travel and Living expenses (See Table 41).  At the end of this task
an engine specification will be available from which a Preliminary Design
of the engine  can be made.

      3.9.2  Engine Preliminary Design

      The object of the Engine Preliminary Design is to carry out the
design of the  engine to the point at which the component development
problems are clearly delineated and all major component sizes are es-
tablished.  In order to do this, the aerothermodynamic design of the gas
flow path components will be carried out in parallel with the design of
the mechanical components of the engine.  Engine off design performance
                                  255

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                                                 Table  41

                            Automobile  Gas  Turbine  Development  Program -  Costs

                                                           Manhours     Labor        Material     Total Cost
1.   Establishment  of an  Engine  Specification  (2 raos)          3,600      97,900        2,900        100,800
2.   Engine Preliminary Design  (A  mos)                         6,800      184,700        9,200        193,900

3.   Component  Development  (15 mos)
    3.1  Compressor Design                                   6,470      123,000        7,000        130,000
                    Procure                                    650      20,000      113,000        133,000
                    Facilities                                2,420      36,000      110,000        146,000
                    Test                                     8,140      122,000       12,000        134,000
                                                            17,680      301,000      242,000        543,000
    3.2  Regenerator Design                                  3,380      90,000        6,000         96,000
                     Procure                                   480      15,000       84,000         99,000
                     Facilities                                880      18,000       57,000         75,000
                     Test                                    10,190      214.000       21,000        235.000
                                                            14,930      337,000      168,000        505,000
    3.3  Combustor Design                                     4,150      107,000        7,000        114,000
                   Procure                                   1,320      41,000      226,000        267,000
                   Facilities                                   600      12,000       38,000         50,000
                   Test                                       3,820      78.000        8,000         86,000
                                                             9,890      238,000      279,000        517,000
    3.4  Turbine Design                                      10,180      277,000       14,000        291,000
                Procure                                     6,290      195,000      823,000      1,018,000
                Facilities                                  2,000      43,000      129,000        172,000
                Test                                       23,700      510.000       37,000        547.000
                                                            41,810    1,025,000    1,003,000      2,028,000

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Table 41  (Cont'd.)
Automobile Gas Turbine
3.5 Rotor, Bearings & Seals Design
Procure
Facilities
Test
3.6 Transmission Design
Procure
Facilities
Test
ro 3.7 Control and Actuator Design
^ Procure
Facilities
Test
3.8 Inlet & Exhaust Design
Procure
Facilities
Test
3.9 Auxiliaries & Accessories Design
Procure
Facilities
Test
Development Program
Manhours
10,870
770
2,880
11.860
26,380
11,060
1,350
1,120
9,300
22,830
11,030
1,480
320
13.590
26,420
620
110
190
800
1,720
2,180
320
130
2.620
5,250
- Costs
Labor
293,000
24,000
62,000
255,000
634,000
301,000
42,000
24,000
200.000
567,000
300,000
46,000
7,000
292.000
645,000
16,900
3,400
4,000
17.300
41,600
59,200
9,800
2,800
56.400
128,200
                                        Material

                                           17,000
                                          136,000
                                          185,000
                                           25.000
                                          363,000

                                           19,000
                                          238,000
                                           74,000
                                           20.000
                                          351,000

                                           18,000
                                          265,000
                                           22,000
                                           29.000
                                          334,000

                                            1,100
                                           19,600
                                           12,000
                                            1.700
                                           34,400

                                            3,800
                                           55,200
                                            8,200
                                            5.600
                                           72,800
Total Cost

  310,000
  160,000
  247,000
  280.000
  997,000

  320,000
  280,000
   98,000
  220.000
  918,000

  318,000
  311,000
   29,000
  321.000
  979,000

   18,000
   23,000
  " 16,000
   19.000
   76,000

   63,000
   65,000
   11,000
   62.000
  201,000

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                                                Table 41 (Cont'd.)

                                 Automobile Gas Turbine Development Program - Costs


                                                               Manhours    Labor        Material     Total  Cost

         3.10 Production Manufacturing Methods Design            15,720       428,000       29,000        457,000
                                              Procure            4,740       147,000      797,000        944,000
                                              Facilities         4,230        91,000      270,000        361,000
                                              Test              43,900       946,000       82,000      1,028.000
                                                                68,590     1,612,000    1,178,000      2,790,000
    4.  Engine Final Design (6 mos)                             13,520       367,500       22,000        389,500
    5.  Engine Hardware Procurement (9 mos)

        5.1  Seven (7) Engines                                  12,900       400,000    2,280,000      2,680,000
        5.2  Four (4) Vehicles                                      90         2,700       18,000        20,000
ฃ       5.3  Modify Four (4) Vehicles                              870        27.000        3,000        30.000
ป                                                               13,860       429,700    2,301,000      2,730,700
    6.  Test and Evaluation (4 mos)

        6.1  Engine Dynamometer                                  3,700        79,620      108,650        188,270
        6.2  Chassis Dynamometer                                19,670       423,150      345,690        768,840
        6.3  Road Test                                          10.490       225.500      101,548        327.048
                                                                33,860       728,270      555,888      1,284,158
             Total                                             307,140     7,336,870    6,916,188    14,253,058

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will be carried out to facilitate vehicle mission analyses and the design
of the engine control.  Design studies of the final drive, the inlet and
exhaust systems, the auxiliaries and the accessory mounting provisions
will permit engine configuration and vehicle installation studies to be
carried out.  The engine configuration studies eventually will be the
basis for the thermal and stress maps of the engine on a steady state
and transient basis.  Failure mode and criticality analyses will be based
on the configuration studies and the thermal and stress analyses.  The
most cost effective means of making the various engine parts will also
stem from the configuration studies.  Analyses will also be performed to
establish the required amount and location of acoustic and thermal in-
sulation.  The culmination of this design work will be the determination
of which engine specifications, including performance targets, can not
be met.  Component developments will then have to be carried out to at-
tempt to meet the specification.  The specifications for the design of
the components needing development will also be available at this time.

      The Engine Preliminary Design is estimated to require 6800 manhours
over a period of 17 weeks.  The task will require the expenditure of
$193,900 including such material charges as computer services and travel
and living expenses (See Table 41).  The expected results include layout
and installation drawings of the engine, a clear delineation of the
several required component development programs and specifications and
sizing from which detailed component designs can be made.

      3.9.3  Component Development Programs

      The following ten component development programs have been identified
and are described below:

             Compressor                    Transmission
             Regenerator                   Engine Control and Actuators
             Combustor                     Inlet and Exhaust Systems
             Turbine                       Auxiliaries and Accessories
             Ror.or, Bearings and Seals     Production Manufacturing Methods
These programs each have design, procurement and testing subtasks.  In
addition, costs of test vehicle and/or facilities were estimated.  The
Component Development Programs are scheduled for a 15-month time period
                                  259

-------
 (see Figure 121).  It is estimated that 235,500 manhours will be required
 for a total cost of $9,554,000.

      Compressor - The objectives of the compressor development are:

      -  Determination of the highest compressor design pressure ratio
         at which the variable-stator compressor has adequate flow range
         and efficiency to meet the demands of the engine.
         Determination of the effect of stator-vane end clearance on com-
         pressor off design performance.

      In PD-lA,the design pressure ratio was limited to 3.2 because it
was felt that adequate compressor performance over the engine operating
 conditions could not be counted on above this pressure ratio.  However,
 the engine performance continues to increase with pressure ratio up to
 4:1 if the compressor efficiency does not fall off.  In the development
 program, compressors will be designed at pressure ratios from 3.2 to 4.0
 and tested with variable stators.  From the evaluation of the test data
 the highest practical pressure ratio commensurate with engine requirements
will be established.  A by product will be an experimental compressor map
 at the selected pressure ratio.  At the highest practical pressure ratio,
 the effect of vane clearance on performance will be investigated.

      The compressor development program requires 17,680 manhours and the
 expenditure of $543,000 including the test vehicle and the compressor
 flow-path parts (see Table 41).  The expected results include establish-
ment of the highest practical design pressure ratio, data on the effect
 of stator-vane end clearance and an experimental compressor performance
map for a compressor sized for the engine.

      Regenerator - The objectives of the regenerator development are:

         Determine the best sealing materials for the regenerator.
      -  Develop an adequate regenerator sealing mechanism.

      In this program seal wear rates would be determined for a number
of candidate coating-substrate materials combination over a range of
contact pressures and temperatures.  The material variables to be in-
vestigated include composition,method of application,density (% of

                                  260

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theoretical),    thickness, post application treatments and substrate
material.  Full scale seals would then be fabricated from the material(s)
and by the process(es) found to have the greatest potential for long life
service and sealing tests made of ceramic-core regenerators to demon-
strate the effectiveness of the sealing material.

      The regenerator development program requires 14,930 manhours and
the expenditure of $505,000, including test vehicle and facilities (see
Table 41).  It is expected that the specifications for a coating-substrate
pair would evolve along with a suitable sealing mechanism.  Wear and
leakage rates would be obtained experimentally for the selected sealing
mechanism.

      Combus tor - The objectives of the combustor development are:

      -  Evolve a configuration which has lower emission levels than
         the established standards.
         Develop a fuel-air mixing and vaporization system.
         Demonstrate  acceptable emission levels during steady state and
         transient operation.

      In this program, scale model tests of several configurations would
be run to establish the design which gave the best compromise between
quickly quenching the NO  and providing enough residence time to burn
                        X
the CO and HC.  In parallel a fuel-air mixing system would be developed
which gives a uniform fuel-air mixture.  A full size combustor with vaporizer
would then be tested  on a typical automotive fuel, and alternate  fuels.

      The combustor development requires 9,890 manhours and the expendi-
ture of $517,000, including a test vehicle and facilities (see Table 41).
It is expected that a corabustor would be demonstrated which had emission
levels significantly  below the standard when operated on automotive gas
turbine fuel.

      Turbine - The objectives of the turbine development program are:

         Develop a low-cost variable-stator turbine sized for the engine
         and having high efficiency over the operating range of the engine.
                                   261

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      -  Develop low-cost turbine stator vanes with adequate temperature
         capability.
      -  Develop low-cost turbine static hot parts.
         Develop low-cost, high-temperature turbine wheel.

      A variable-stator mechanism will be designed, minimizing leakage,
back lash and actuation force, fabricated and tested.  With the object
of saving production cost variable stator blades and other hot static
parts will be developed using hot-pressed or reaction bonded silicon
nitride or silicon carbide.  After selection of the material having the
greatest potential of meeting the requirements for low-cost, various
manufacturing processes will be investigated to evaluate the impact on
cost effectiveness and requisite materials properties.  Full-scale hard-
ware will be fabricated and tested.  Means for reducing tip seal cost
will be pursued by investigating abradable spray coatings and the possi-
bility of reducing blade thickness ("squealer tips") near the casing to
prevent damage in the event of a turbine wheel rub.  Reducing turbine-
wheel cost will be investigated by making the hub from a lower cost alloy
than the rim and integral blades followed by electron beam or inertia
welding.  This will be compared with casting the wheel from IN 713LC.
The wheel will be made by the cheaper process.  The turbine will be
fabricated from the materials identified during this development program.
The wheel will be destructively tested in a spin pit at temperature and
the entire turbine will be tested at temperatures for operational character-
istics and performance.
      The turbine development program requires 41,810 manhours and the
expenditure of $2,028,000, including the test vehicle (see Table 41).  It
is expected that a high-efficiency turbine suitable for an engine will be
demonstrated which will be amenable to low-cost production.  Off design
performance will be measured and rotor strength will be demonstrated.

      Rotor, Bearings and Seals - The objectives of Rotor, Bearings and
Seal program are:

         Develop bearings permitting stable operation at high rotative
         speeds with low losses and low cost.
      -  Develop shaft, bearing and seal arrangement which minimizes vi-
         brational difficulties.
                                  262

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         Develop adequate lubricating system including the required seals.

      Considered in the bearing development program will be low-cost gas,
ball or film bearings, in the latter case including "slipper" bearings.
Complete rotor-bearing systems will be designed and at least one will be
selected for fabrication and test.  Vibration analyses of the rotor-
bearing combination using the several bearing types will be carried out
as part of the selection process.  Bearing stability analyses will also
be required.  The lubrication system of the type needed for the selected
bearing type will be designed.  The selected rotor-bearing system, in-
cluding the lubrication system will be fabricated and tested with ap-
propriate masses simulating the turbomachinery so that vibrational and
stability characteristics can be measured.  Appropriate modifications
will be made in the rotor bearing system based upon the test result so
that the system will fulfill the requirements of the engine.

      The Rotor, Bearing and Seal program will require 26,380 manhours
and will require the expenditure of $997,000 (see Table 41).  The expected
result is a rotor,bearing and seal system permitting the high rotative
speeds comensurate with low inertia for rapid acceleration of the rotor,
low loss comensurate with low idle power loss and low cost.

      Transmission - The objectives of the Transmission development pro-
gram are:

      -  Development of an infinitely variable transmission with the
         following characteristics.
         o  Continuously variable from high forward speed through neutral
            to moderate speed in reverse.
         o  Containing a built-in reduction gear to normal drive shaft
            speeds.
         o  Automatically controlled.

      Considered in the program will be various means of providing a
neutral position to eliminate the need for a slipping clutch (since the
single-shaft engine cannot run .at zero speed).   The design will be re-
fined so as to contain the appropriate reduction gearing from engine
speed to drive-shaft speed and the appropriate control for the transmission
                                   263

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will be developed.  The entire transmission will be tested in a dynamometer
so that the adequacy of. the design can be experimentally assessed and so
that performance can be measured.

      The Transmission program will require 22,830 manhours and the ex-
penditure of $918,000, including the test vehicle and dynamometer (see
Table 41).  It is expected that the program will be able to demonstrate
a completely automatic transmission with forward neutral and reverse.
Transmission efficiency data will also be measured.

      Control and Actuator - The objectives of the Control and Actuator
development program are:

         Develop an engine control so that the engine can be completely
         controlled by one control lever and a selector quadrant, giving
         due consideration to cost.
         Develop an actuator system best suited to the engine and control,
         giving due consideration to cost.

      Transient engine performance analyses to meet the requirements of
the vehicle (reference 20) will be carried out to establish the control
philosophy,  Control devices comensurate with the established control
philosophy will be identified and a control will be designed using the
devices which provide adequate control and have the potential of low cost.
A "bread board" control will be built and tested on a computerized engine
simulator.

      The Control and Actuator program will require 26,420 manhours and
the expenditure of $979,000 (see Table 41).  It is expected that a
"bread-board" control which meets all of the vehicle performance require-
ments of reference 2u can be demonstrated in an engine simulator.   Specific
control performance data needed in engine design will be obtained experi-
mentally.

      Inlet and Exhaust Systems - The objectives of the Inlet and Exhaust
Systems program are:

      -  Develop inlet and exhaust systems which have the following
         characteristics:
                                  264

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         o  Low flow losses
         .  Prevent entrance of dust, ice,  snow, rain, hail,  salt and
            foreign objects
         „  Provision of take off for passenger compartment heating
         „  Suitable for installation in the automobile

      Configuration studies of inlet and exhaust systems installed in the
vehicle will be made having provisions for an air filter and heating of
the passenger compartment.  A selected design on the basis of function
and cost will be designed and subjected to tests.

      The Inlet and Exhaust Systems program will require 1720 manhours
and require the expenditure of $76,000 (see Table 41).  The results ex-
pected are test data on systems suitable for vehicle installation, in-
cluding pressure drop, heat exchanger capacity and filtration.

      Auxiliaries and Accessories - The objectives of the Auxiliaries and
Accessory program are:

      -  Determine which of the auxiliaries are available on the market.
      -  Establish specifications for non-standard auxiliaries and pro-
         cure two of each for evaluation.
      -  Translate all accessory requirements into space requirements on
         the engine preliminary design drawing.

      Specifications for non-standard auxiliaries will be drawn up by
reference to similar standard items.  Suitable vendors for the non-
standard auxiliaries will be identified and the auxiliaries procured.
Appropriate evaluation tests will be  performed  on the procured auxiliaries,
With regard to accessories, provisions will be made on the engine drawing
for the use of standard automobile accessories unless this unduly com-
promises the engine design.

      The Auxiliaries and Accessories program will require 5250 manhours
and require the expenditure of $201,000 (see Table 41).  The expected re-
sults are two each of all non-standard auxiliaries and provisions on the
engine drawing for all required accessories.  The procured auxiliaries
will be subjected to qualification tests.

                                   265

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      Production Manufacturing Methods - The objectives of the Production
 Manufacturing Methods program are:

      -   Identify and incorporate on the drawings design changes which
          reduce the  cost of making the several engine parts.
      -   Identify the processes  for making each engine part.
      -   Where alternate or untried processes are potentially lower in
          cost make parts on experimental (non-production) machines.
      -   Determine the equipment investment required to mass produce the
          engine.
      -   Determine the labor cost of mass producing the engine.

      A  study of the engine preliminary design will be made to simplify
 the  design and improve its mamifacturability.  Where possible the number
 of parts  will be reduced in cases in which one part will perform the
 function  of  two or more parts.   Complicated parts will be divided into
 more parts when such division results in a potential cost saving.  The
 engine drawings will be updated  to incorporate the design changes.  The
 alternate ways of making parts will be studied with the view toward
 finding methods giving the least cost.  In the compressor low-cost aluminum
 casting alloy must be identified which has adequate fatigue strength to
 prevent blade vibration failures.  Test specimens of several casting
 alloys will  be cast  for complete characterization of these materials
 including determination of fatigue properties over a range of temperatures,
 cycles,  ratios of alternating to mean stress and stress concentrations.
 Other materials characteristics  that must be evaluated in addition to
 mechanical properties are salt spray corrosion,  stress corrosion and
 thermal stability.  Alternate methods of making turbine wheels include
 ceramics  and powder metallurgy.  Each method will be investigated for
 feasibility  and to assess the probability on making a lower cost wheel.
 Materials most suitable for each fabrication process will be screened
 and  at least one material selected for each process development.  Full
 scale rotors will be produced by the identified methods and subjected to
 evaluation by physical tests, including spin-pit tests at elevated tem-
 peratures.   The selected material and process will be subjected to pro-
 cess optimization studies to determine the most cost effective means of
making the wheels.   The candidate materials for the low-NO  combustor are
                                                         x
 a number  of grades of structural ceramics.   Two or more materials will
                                   266

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evaluated to determine the most cost effective means of making the com-
bustor.  Evaluation will include sufficient process development to achieve
satisfactory structures for test.  Sufficient characterization tests will
be conducted on specimens representative of the various commercial manu-
facturing techniques as to permit the selection of a suitable material
and commercial process.  Subsequently the processing procedures will be
optimized and scaled up to yield full scale pieces of proper dimensions,
structure and properties.  As in the case of the major materials develop-
ments, alternate materials or processes with a high potential of cost
saving in other parts of the engine will be investigated.   Parts made
of such materials or by such processes will be fabricated and evaluated
by destructive or non-destructive means as appropriate to determine
whether the parts meet the specifications.  The equipment requirements
for mass producing the engine by the selected methods will be ascertained
and the cost of the equipment will be estimated.  The labor cost of mass
producing the engine will also be estimated.

      The Production Manufacturing Methods program will require 68,590
manhours and the expenditure of $2,790,000  (see Table 41).  The expected
results include the most economical methods for producing the engine along
with the cost estimates of production machinery and labor per engine pro-
duced.

      3.9.4  Engine Final Design

      The objective of the Final Design is manufacturing drawings and
specifications for the fabrication of the seven engines needed in the
engine development program.  The impact of missed goals in the develop-
ment program first will be assessed and translated into changes in the
engine specifications.  Based upon the new specifidations the aerother-
modynamic design of the flow-path parts will be carried out closely
followed by the design of the mechanical components of the engine.  Off
design performance of the engine will be determined so that vehicle per-
formance can be compared with the requirements of reference 20.  The off
design performance will also be used to design the engine control.  The
auxiliaries will then be designed and provisions will be made for the
usual accessories.  The design of the inlet and exhaust system and the
power train, including the transmission, will permit vehicle installation
                                   267

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studies to be made.  The engine configuration layout will permit thermal
and stress analyses to be performed.  These analyses will be used in
materials choice decisions and in failure mode and criticality analyses.
As the design proceeds the most cost effective methods for making the
several engine parts identified during the Component Development program
will be factored into the engine design.  The engine design will include
acoustic and thermal insulation.  The engine design will be completed
with manufacturing drawings and specifications for the seven engines re-
quired by the Program Plan.  Drawings and specifications will also have
to be made for the modification of stock automobiles so that gas-turbine
engines can be installed.

     The Engine Final Design will require 13,520 manhours over a time
period of 6 months and will require the expenditure of $389,500 (see
Table 41).  The results will include manufacturing drawings and specifica-
tions for an engine based upon an extensive Component Development program
and the concommittant modification designs of   stock automobiles in
which the engines are to be installed.

     3.9.5  Engine Hardware Procurement

     Hardware will be procured for the assembly of seven engines.  The
seventh engine will be a spare.  Also four stock automobiles will be
procured and modified to accept the procured gas-turbine engines.  This
task includes procurement, expediting, quality control and material re-
view board activities.  Included also is engine assembly and automobile
modification.  This task will require 13,860 manhours over a 9-month
period and the expenditure of $2,730,700 (see Table 41).  The results
expected include the procurement of parts for and assembly of seven
engines and the procurement and modification of four vehicles.

     3.9.6  Engine Test and Evaluation

     The objectives of the Engine Test and Evaluation are:
        Determine the steady state and transient performance of the
        engine.
     -  Determine the emission levels of the engine.
     -  Determine the controllability of the engine.

                                  268

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     -   Determine  the performance  of  the  vehicle  powered by  the  engine.
     -   Determine  the noise and vibration characteristics of the engine
        when installed in  the  vehicle.
      Seven engines are required for the Engine Test and Evaluation pro-
gram, three engines,  two of them eventually installed in vehicles, will be
evaluated by the  contractor and the same number by 1ฃPA.  The seventh engine
is a spare  to minimize program delays by engine malfunction.  Shown in
Figure  122  is the schedule of the contractor Engine Test and Evaluation
program.  The first engine will be set up and checked out in an engine
dynamometer.  Control studies will follow, permitting the proper adjust-
ment of the controls  and an evaluation of control operation.  Engine per-
formance tests will follow control studies and following these will be
emission level tests  run on the engine dynamometer.  Next, the  first engine
will be installed in  a vehicle which will be placed in a chassis dynamometer.
Performance tests on  the engine, both steady-state and transient, will
follow.  These tests, like the emission tests to follow, will be run with
the engine programmed to follow the Federal Driving Cycle (FDC).  Next
engine  and vehicle performance tests will be carried out on the test track.
During  road testing noise and vibration tests will be carried out and
performance data will be gathered at various engine operating temperature
levels.
     The second engine will be installed in a vehicle immediately and
the vehicle will be placed on a chassis dynamometer to measure engine
performance and exhaust emissions.  Next the vehicle will undergo evalua-
tion on a test track in which controllability will be studied along
with engine and vehicle performance.   Six months of endurance testing
will follow after which the vehicle will be returned to the chassis
dynamometer to ascertain the effect of endurance on exhaust emissions
and engine performance.

     The third engine will be installed in a vehicle immediately and
placed  on a chassis dynamometer.  Thirteen months of endurance  testing
will take place during which the FDC, suburban and country routes will
be simulated.
                                  269

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Months
Engine Dynamometer
Set Up & Check Out
Control Studies

Performance Test
Emission Measurements
Chassis Dynamometer

Install Eneine in Vehicle
Performance Test
Emission Test
Endurance Test
Vehicular Tests
Controllability
Engine Performance
Vehicle Performance
Noise & Vibration
Operating Temperature

Endurance


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	 Engine No. 2
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Figure 122.  Gas Turbine Engine Demonstration Program

-------
     The Engine Test and Evaluation program will require 33,860 manhours
and $1,284,158 (see Table 41).   The expected results include a demonstra-
tion that the developed engine  is suitable for automotive use and test
data on engine performance, exhaust emissions, engine controllability,
gas-turbine-powered vehicle performance and noise and vibration charac-
teristics when installed in a vehicle will be obtained.
                                   271

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               4.0   CONCLUDING   REMARKS
      After screening  ten gas  turbine  cycle  types three were selected  for
Conceptual Design Studies,  they were:

      CD-I   Regenerated, single shaft engine with a variable  compressor
             and turbine.
      CD-2   Regenerated, free-turbine engine with a variable  power  tur-
             bine.
      CI>-3   Regenerated, free-turbine engine with the compressor and
             both turbines  variable.

      Layout drawings  were  made of all three engines but  the CD-3 engine
was eliminated  from further study because  the small improvement in low
power fuel economy did not  justify the added complexity.  The  following
results were obtained  for the  CD-I and CD-2  engines.
     The CD-I engine weighed 752 Ibs. complete with transmission, had  a
design pressure ratio  of 3.6:1 and it was  found that this engine could
meet the vehicle acceleration requirement with a rated power of 134 HP.
The mission analysis indicated that the average fuel mileage was 16.06
mpg and that the required fuel cost for the  life of the engine (10 years,
105,200 miles) was $2025.   The economic analysis revealed that the engine
first cost was  $2059 and that the net cost of ownership for the engine
and automobile was $11,902.

     The CD-2 engine weighed 766 Ibs. complete with transmission, had a
design pressure ratio  of 5.0:1 and it was  found that this engine could
meet the vehicle acceleration requirements with a rated power of 150 HP.
The mission analysis indicated that the average fuel mileage was 15.39
mpg and that the required fuel cost for the  life of the engine (10 years,
105,200 miles) was $2114.   The economic analysis revealed that the engine
first cost was  $1789 and that the net cost of ownership for the engine
and automobile was $11,737.
                                   272

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     The CD-I and CD-2 engines had no special provisions which would
facilitate the design of a combustoT which could meet the 1976 Federal
standards on NO  production.  However, early test results presented at
the January Automotive Power Systems Contractors' Coordination Meeting
sponsored by EPA indicated that the inlet conditions to the combustor
on a regenerative engine had to be controlled if the standard were to
be met.  As a result two combustor design concepts were adopted and
preliminary designs, off-design performance analyses, mission analyses
and economic analyses were made on two engines, each designed for a dif-
ferent combustor concept.  The studies of these two engines drew heavily
upon the results obtained for the conceptual design engines and many re-
finements were incorporated into the preliminary design engines.  The
following results were obtained for the two engines with special provisions
to lower the NO  emission of the combustors.
               x
     The PD-lA engine is a regenerative, single shaft engine with variable
stators in the compressor and turbine and is provided with a variable by-
pass around the regenerator for the combustor primary air.  The GE low-
NO  combustor was one of the design features of this engine.  This engine
  X
weighed 642 Ibs. complete with transmission, had a design pressure ratio
of 3.2:1 and it was found that this engine could meet the vehicle accelera-
tion requirement with a rated power of 134 HP.  The mission analysis in-
dicated that the average fuel mileage was 13.59 mpg and that the required
fuel cost for the life of the engine  (10 years, 105,200 miles) was $2391.
The economic analysis revealed that the engine first cost was $1539 and
that the net cost of ownership for the engine and automobile was $11,776.

     The PD-2A engine is a recuperated, free turbine engine with a variable
power turbine and was designed so as to limit the combustor inlet tem-
perature to 1000ฐF under all operating conditions.  This engine weighed
613 Ibs. complete with transmission, had a design pressure ratio of 6.6:1
and it was found that this engine could meet the vehicle acceleration re-
quirements with a rated power of 134 HP.  The mission analysis indicated
that the average fuel mileage was 12.34 mpg and that the required fuel
cost for the life of the engine (10 years, 105,200 miles) was $2635.   The
economic analysis revealed that the engine first cost was $1460 and that
the net cost of ownership for the engine and automobile was $11,848.
                                  273

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      The single-shaft engine with the regenerator bypass for the primary
combustor air was recommended for the advanced automobile gas turbine
engine because the GE low-NO  combustor, which has a higher potential of
                            X
meeting the NO  standard than the 1000ฐF combustor, is completely com-
patible with this engine and the net cost of ownership of this engine
was no higher than for the free-turbine engine with the 1000ฐF combustor.
The plan for the development and demonstration of this engine within 1975
was delineated, including component development, design, procurement and
testing of the engine on dynamometers and in automobiles.
                                  274

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                 5.0   ACKNOWLEDGEMENT
      The work accomplished on this contract was carried out for the
U. S. Environmental Protection Agency,  Division of Advanced Automotive
Power Systems Development, Power Systems Branch, George M.  Thur, Chief.
The work was under the direction of T.  M. Sebestyen, Head Brayton Power
Systems Section.  The Project Officer was W. C. Cain.  The Program
Manager for the General Electric Company was R. J. Rossbach.
                                  275

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         6.0   CONTRACT   TASK   STRUCTURE

      The contract was carried out in nine tasks.   The major contributors
from the General Electric Company are shown below under the appropriate
tasks.

      Establish  Baseline Technology
            C.W. Deane
            A.W. Schnacke
            G.C. Wesling
      Parametric Design Point Cycle Study
            C.S. Robertson
            A.W. Schnacke
            G.C. Wesling
      Preliminary Candidate Cycle Selection
            R.J. Rossbach
            A.W. Schnacke
      Off-Design Performance Analysis
            R.L. Henderson
            G.C. Wesling
      Mission Analysis
            D.H. Brown
            C.W. Deane
            T.L. Schilling
      Design
            A.W. Schnacke
            G.C. Wesling
      Economic Analysis
            D.E. Dutt
            C.S. Robertson
      Recommended Configuration(s)
            R.J. Rossbach
            A.W. Schnacke
      Program Plans - Recommended Engine Development and Demonstration
            R.G. Frank
            R.J. Rossbach
                                 276

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                      7.0   REFERENCES
 1.   Summary Report - Automotive Power Systems Contractors Coordination
      Meeting, Ann Arbor, Michigan.  Division of Advanced Automotive
      Power Systems Development, U.S. Environmental Protection Agency,
      Jan. 1972.

 2.   Du Rocher, L.J. and Grannotti, H., "Development of an Advanced Air
      Cleaner Concept for Army Vehicular Gas Turbines," SAE Report No.
      670733, Sept. 1967.

 3.   McDonald, C.F. and Langworthy, R.A.,  "Advanced Regenerative Gas
      Turbine Designs for Lightweight and High Performance," ASME 71-GE-67,
      March 1971.

 4.   Ball, C.L., Weigel, C., Jr., and Tysl, E.R., "Overall Performance
      of 6-inch Radial-Bladed Centrifugal Compressor with Various Diffuser
      Vane Setting Angles," NASA TMX-2107,  Nov. 1970.

 5.   Rodgers, C. , "Variable Geometry Gas Turbine Radial Compressors,"
      ASME 68-GT-63, March 1968.

 6.   London, A.L., Young, M.B.O. and Stang, J.H., "Glass-Ceramic Sur-
      faces, Straight Triangular Passages - Heat Transfer and Flow-Friction
      Characteristics," ASME 70-GT-28, May 1970.

 7.   Mold, D., "Ceramic Crossflow Heat Exchanger Core Friction Factor,"
      Communication between Owens-Illinois  and the General Electric Co.,
      Feb. 9, 1972.

 8.   Anon, "Cer-Vit Material Regenerators," Owens-Illinois Product Bulletin.

 9.   Mason, J.L., "Heat Transfer in Crossflow," Proceedings of Applied
      Mechanics Second U.S. National Congress, pp. 801-803, (1954).

10.   Cadwell, R.G.,  Chapman, W.I. and Walch, H.C., "The Ford Turbine -
      An Engine Designed to Compete with the Diesel," SAE Report No.
      720168, Jan. 1972.

11.   Smith, S.F., "A Simple Correlation of Turbine Efficiency," J. Royal
      Aero. Soc. Vol. 69, July 1965.

12.   Amann, C.A. and Sheridan, B.C., "Comparison of Some Analytical and
      Experimental Correlations of Axial-Flow Turbine Efficiency," ASME
      67-WA/GT-6, Nov. 1967.
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13.   Lenherr, F.K. and Carter, A.P., "Correlations of Turbine Blade Total
      Pressure Loss Coefficients Derived from Achievable Stage Efficiency
      Data," ASME 68-WA/GT-5, Dec. 1968.

14.   Flagg, E.E., "Analysis of Overall and Internal Performance of Variable
      Geometry One and Two Stage Axial Flow Turbines," NASA CR 54449,
      GER66FPD259, April 1966.

15.   Upton, E.W., "Application of Hydrodynamic Drive Units to Passenger
      Car Automatic Transmissions," SAE Design Practices - Passenger Car
      Automatic Transmissions, Vol. 1, Society of Automotive Engineers,
      1962.

16.   Zierer, W.E. and Welch, H.L., "Effective Power Transmission," SAE
      Transactions, Vol. 65, 1957, pp. 720-724.

17.   Dorgon, R.J., "GE Hydromechanical Transmission for Automobile Appli-
      cations," General Electric Interdivision letter dated December 1,
      1971.

18.   Kraus, J.H., "Life and Efficiency Graphs for TRACOR Traction Drive,"
      Letter to the General Electric Co. from Tracor, Inc. dated March 1,
      1972.

19.   Lieblein,  S., "Analysis of Experimental Low-Speed Loss and Stall
      Characteristics of Two-Dimensional Compressor Blade Cascades,"
      NACA RM E57A28, March 19, 1957.

20.   Thur, G.M.  and Brogan, J.J., "Prototype Vehicle Performance Speci-
      fication,"  Environmental Protection Agency,  Ann Arbor, Michigan,
      January 3,  1972.

21.   Anon., D.H.E.W. Urban Dynamometer Driving Schedule.  Federal
      Register, Vol. 35, No. 136 Wednesday,  July 15,  1970.

22.   Listen, L.L. and Gauthier, C.L., "Cost of Operating an Automobile,"
      U.S.  Dept.  of Transportation,  Federal  Highway Administration,
      April 1970.

23.   Final Report of the Ad Hoc Committee,  "Cumulative Regulator Effects
      on the Cost  of Automotive Transportation (RECAT)," Feb.  28, 1972,
      Office of Science and Technology.
                                  278

-------
Appendix A  - Economic Analysis

      Sample Process Sheets, MES Analysis - As discussed in Section 3.7.1.1,
the costing of the direct labor and materials for each engine was per-
formed by Manufacturing Engineering Services, (MES), a component of the
General Electric specializing in all aspects of mass production.  This
Appendix contains samples of the process sheets prepared by MES, and
indicate the level of detail used to arrive at the direct manufacturing
cost.

      Table A-l shows the material costing for nine parts of CD-I engine.
NSP supplied the descriptions, material, volume, and approximate weight
of the finished part.  MES selected the manufacturing process (such as
casting or bar stock), estimated the cost per pound from vendor quotes
or prior experience, and calculated the finished part material cost.
In some cases, such as part 4, MES broke the part into two or more sub-
parts for costing purposes.  Table A-2 shows the technique used to account
for chips, scrap, salvage, etc.  The total cost and weight of each class
of material (as shown in Table A-2) were determined, and the percent
adder applied to get the scrap cost.   Purchased parts and items such as
nuts, bolts, bearings, seals, etc. were costed separately.  For the two
conceptual design engines, it is likely that many of this type of part
were left out, however, the analysis of the two preliminary design engines
showed that the error thus introduced was very small.

      The steps required to finish each part were estimated as shown on
Table A-3.   The number of machines and men required to produce 5000 units
per day was calculated from the selected procedure, and the man power
converted to dollars per unit as shown in Table A-4.   The very low per
unit labor costs are due to the use of specialized machinery tailored to
the part to be processed.

      Table A-5 shows the assembly sequence with the time in seconds re-
quired to complete each operation.  The total of these assembly times
gave the total assembly cost as shown in Section 3.7.
                                  279

-------
.\;:-jj.io"ivc Cs:> Turbine  Single  Shaft Type (CD-I)
                                                                          Table
 1   Main Housing
-   Regenerator Cover
    Rt. Side
 3   Regenerator Cover
    Left Side
4   A - Turbine Rotor

    B - Turbine Rotor
        Shaft
Manorial  Approximate Size     In
Nodular   20" x 21-3/4" x      562.12
Iron      22-1/2" Wall thick-
          ness varies from
          1/4" to 1"

Nodular   3  1/4" x  21 3/4" x    97.47
Iron      24  1/4" Wall Thick-
          ness varies from
          3/16"  to  1"

Nodular   3  1/4" x  21 3/4" x    97.47
Iron      24  1/4" Wall thick-
          ness varies from
          3/16"  to  1"

Inc. 738  9  1/2" dia x 21/4"   55.  0
          Depth
Shaft     1  1/4" dia x 12 1/2"  14.63
Steel     Long
5   Compressor Rotor    Alum.     8" dia. x 3" deep     22.43
6   Compressor Rotor
    Shroud
7   Compressor Front
    Shroud - Outer?
 8   Compressor Front
    Shroud  - Inner  ?
Nodular    18  %  dia.  x max.      86.16
Iron       depth 7%"' wall
           thickness  V* to
           5/8"
Nodular" ."19%" dia. x max.   : 103.45 +   34.55   Casting
Iron      depth 3 3/4" wall    29.45
          thickness 3/16" to . for pin
          5/8"                support
                              volume
Nodular"  23 5/8" x 28" x     207.75     54.01   Casting
Iron      7%" max.depth wall
          thickness %" - 3/8"
Material Coat Sheet
:. Kind of . ,
Raw :-:a renal
Mat*! Cost/Lb.
i Casting
1 Cซ,ir.3
i Caszir.g
Casting
Bar Scock ? -20
i Casting
6
ides
iJt.

Casting Mad/Cast. No. of ฃ^"t ฐ|
Cost/Lb. Cost/'PieceParts/Unit ?er On
$ .30 $43.85 1 $43.85
.30 7.60 1 7.60
.30 7.60 1 7.60
5.50 90.75 "1 90.75
.82 1 .52
9.50 21.28 1 21.28
                                         25.34




                                         25.34




                                         16.5

                                          4.1
                                          2.24
                                        Add .6
                                       for bla
                                       Total Wt.
                                       2.84
                                         22.40   Casting
                                                                                                   .40
                                                                                                  ".45
                                                                                                   .35
8.96"
                                                                                  15.55
                                                                                  18.90
                                                                                                                             ' 8.96
                                                                                                                            	15.55'
                                                                                                                              18.90
     lear  Case
                        Nodular   20  3/4" x  28" x
                        Iron      2 7/8" max.depth
                                  wall  thickness V-
                                  5/8"
                               121.22
                                          31.52   Casting
                                                                           .30
                                                                                  9.46
                    9.46

-------
                  Table A-2
  ADDER SHEET FOR CHIPS, SALVAGE, ETC. ON
           CASTINGS AND MATERIALS
                          70 Adder       $ Adder

Castings                    10%         $ 37.50

Forgings                    20%            1.96

Sheet: Metal                 30%           38.52

Bar Stock and Extrusions    10%            4.69

                                        $ 82.67
                       281

-------
                                    Table A- 3
N)
OO
NJ
    j ai: I r_ ,"i nd__Nn_mci

    Main Housing
    Nodular Iron Casting
#2  Regenerator Cover-
    Right Side
    Nodular Iron Casting
#3  Regenerator Cover
    Left side
    Nodular Iron Casting
         Opcr.-i t ion
1. Qualify-Blancharcl Grind
   One surface for location
2. Turn, Face, Bore ,c/Bore   )
   Groove, Drill and tap   )
   Front & Rear Face of    )
   Casting.                )
3. Reposition on front face)
   and turn, face, bore,   )
   c/bore, drill and tap   )
   both sides of casting.  )

1. Chuck on O.D. and face)
   turn and face rabbit  )
   fit, bore, c/bore, and)
   groove.               )
2. Face, c/bore, drill and )
   tap.                    )
3. Face, drill & tap gear  )
   case drive.             )
4.  Face, Bore, drill, tap,)
    & c/bore side of gear  )
    case drive.            )

Same as Part #2
                 .i'!    >k-n/n.:y

Blanchard Grinder           9
                                                             Multi  Station  Transfcr
                                                                    Ma chine
                           18
4 Spindle Vertical
                                                             Multi  Station  Transfer
                                                                     Machine
                            18

-------
                                     Table A-A

                                   MANUFACTURING

                    Single Shaft Ga* Turbine Engine #221R903 (CD-I)
         All Costs Based On Production of 1,000,000 per year or 5,000/day
                         Direct Labor Cost At $5.00/Hour
Part #
Name
 1-Main Housing

 2-Regenerator Cover Rt.side

 3-Regenerator Cover Left Side

 4-Turbine Rotor

 5-Compressor Rotor

 6-Compressor Rear Shroud

 7-Compressor Front Shroud

 8-C....,pressor Front Shroud-Inner

 9-Gear Case

LO-Turbine Scroll Shroud

..1-Turbine Stator-Inner Shroud

.2-Turbine Shaft Bearing Mt.

.3-Turbine Shaft Seal

-4-Turbine Shaft Spacer

.5-Turbine Shaft Spacer

.6-Turbine Shaft Spacer

.7-Labrinth Seal

.8-  Turbine Tip Seal

.9-iurbine Diffuser-Outer

0-Turbine Diffuser-Inner

 1-Insulation Shield
Man Days
Per Day
27
18
18
42
9
36
36
18
15
82
30
9
1%
3%
3%
^
6
15
17
39
12
Dollars
Each
$ .216
.144
.144
.336
.072
.288
.288
.144
.120
.656
.240
.072
.012
.028
.028
.028
.048
.120
.136
.312
.096
No. Parts
Per Unit
1 $
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
Do 1 Lai
Per Ur
.216
.144
.144
.336
.072
.288
.288
,144
.120
.656
.240
.072
.012
.028
.028
.028
.048
.120
.048
.312
.096
                                              283

-------
        .-.-Jc  Turbine  (CD-I)
                                   Table A-5

                                   ASSEMBLY
                             Scroll  Shroud  Assembly

.'irr.e  in  Sec.   Asm  Pt.  92,  guide  buttons  to Pt.  40,  turbine  nozzle

   SS         Actuator ring.

     6         Position Pt.  40, actuator  ring  on Pt.  10,  scroll  shroud

   --'.         Asm.  Pt.  38,  vanes, Pt.  37 nozzle adj.  arms & Pt.  39,
              nozzle  locknuts  to Pt.  10, scroll shroud

     5         Asm.  Pt.  110,  piston  rings to Pt. 6,  compressor rear  shroud

   60         Asm.  Pt.  11,  turbine  stator  inner shroud  to Pt. 10,  scroll
              shroud

   20         Asm.  Pt.  10,  scroll shroud sub  asm. to  Pt. 6,  compressor
              rear  shroud

     4         Asm.  Pt.  17,  Labyrinth  seal  to  Pt.  4, rotor

     5         Asm.  Pt.  4,  rotor  into  Pt. 6 compressor rear  shroud

   13         Invert  Pt.  6,  compressor rear shroud  &  position Pt.109,
              oil  seal and Pt. 16,  spacer,  Pt.  108, bearing & Pt.  15,
              spacer  onto  Pt.  4, rotor

     8         Asm.  Pt.  108,  bearing into Pt.  12,  bearing mount  &
              fasten  with  Pt.  13, seal mount

   13         Bolt  Pt.  12,  sub asm. to Pt.  6, compressor rear shroud

     5         Asm.  Pt.  14,  spacer & Pt.  107 oil seal  on Pt.  4 rotor

   60         Insert  Pt.  18,  tip seal sub  asm.  into Pt.  10,  shroud
              sub  asm.  &  bolt  Pt. 19,  outer diffuser  to Pt.  10,  shroud
              sub  asm.

   50         Position Pt.  Ill,  piston rings  into Pt. L, main housing.
              .Bolt  Pt.  21  insulation  shield to  Pt.  1, main  housing

   70         Position and bolt  Pt. 6, compressor rear  shroud sub asa.
              into  Pt.  1,  main housing

   18         Place Pt. 112  key  & Pt.  5, compressor rotor on Pt. 4,
              turbine  rotor  &  fasten  with  Pt. 44, compressor lock nut
  915 Sec.
                                    284

-------
      galloon Drawings and Parts Lists, PD-1 Engine - Figures A-l  thru
A-3  (Dwg. 221R908) were prepared with each part number identified.  Some
details are not exactly the same as those shown in Dwg. 221R910, the
final set, but the differences, such as component weight, were factored
into the economic analysis.

      Table A-6  is a list of the detailed parts lists prepared from the
results of the MES study and in-house work.  Note that the computer method
used to prepare these tables can select any possible combination on
order for other types of reports.  The set included shows the breakdowns
which were most useful for identifying potential cost reduction areas.
                                  285

-------
to
a


                           Figure A-l.  PD-1 Engine Drawing With Part Numbers.   Plan and End Views.

-------
<ฃ
-J
                                Figure A-2.  PD-1  Engine Drawing With  Purl  Numbers.  Section AA.

-------
                                                                  —^ฎ
Figure A-3,   PD-1 Engine  Drawing  With Part Numbers.  Section BB.
                           288

-------
                              Table A-6

              Single Shaft Engine Parts Breakdown, PD-1

	Item	Table No.    Weight (Lbs.)    Cost ($)
Complete Parts List                   A-7          483.72         503.22
Castings                              A-8          327.03         269.19
Forgings                              A-9           19.70           5.91
Bar, Tube, & Extrusions               A-10          45.46          34.03
Sheet & Plate                         A-ll          20.80          13.66
Purchased Parts                       A-12          69.06         153.61
Miscellaneous                         A-13           1.67          26.82
Hastelloy X and Inconel 713LC         A-14          22.93         153.23
Steel                                 A-15          44.92          13.54
Nodular Iron                          A-16         232.90          52.79
304 Stainless Steel                   A-17          39.09          60.11
Aluminum                              A-18          54.79          48.34
Precision Investment Castings         A-19          33.90         171.60
                                  289

-------
PAGE  I    06/06/72  !6i26EDT
PART  NAME
                                                 Table A-7

                                              Complete Parts List

                                   AUTOMOTIVE GAS TURBINE SELECTION  STUDY
                                          PARTS LIST
                                         PD-I ENGINE (SINGLE  SHAFT)
DESCRIPTION
001  TURBINE
002  COMPRESSOR
003  REGENERATOR
004  SHAFT
005  COVER PLATE
006  COVER PLATE
007  FLANGE
008  GEAR
009  FLANGE
OIOA VALVE
01 OB VALVE
Oil  BEARING
012  PLATE
013  SUPPORT
014  SHAFT
015  SPACER
016  HOUSING
017  SEAL
018  SPROCKET
019  BUSHINGS
020  HEX NUT
021  SEAL
022  INSUL. SHELL
023  HOUSING
024  BEARING
025  SHELL
026A SHELL
026B SHELL
026C SHELL
027  LINK
028  COUPLING
029  VANES
030  VANES
MAIN
REGENERATOR
TOP
TURBINE INLET REGENERATOR
MAIN DRIVE
AFT INNER COMBUST SUPPORT
COMBUSTOR AIR
COMBUSTOR AIR
MAIN SHAFT
COMB FWD END-SUP PLENUM
MAIN BEARING
REGENERATOR
REGENERATOR SHAFT
REGENERATOR SHAFT
REGENERATOR SHAFT
REGENERATOR DRIVE
GRAPHITE REGEN SHAFT
REGENERATOR SHAFT
REGENERATOR SHAFT
TURB EXIT®ENdN 25)
MAIN BEARING
MAIN DRIVE GEAR
TURBINE EXHAUST INNER
TURB INLET EXHAUST OUTER
TURB INLET EXHAUST OUTER
TURB INLET EXHAUST OUTER
NOZZLE VANE ACTUATOR
MAIN SHAFT DRIVE GEAR
COMPRESSOR DIFFUSER
TURBINE STATOR
MATERIAL 1

INC 713LC
C355-T61 AL
CERCOR
4340 STEEL
NOD. IRON
NOD. IRON
304 SST
8620 STEEL
304 SST
304 SST
304 SST
_
HAST. X
NOD. IRON
304 SST
304 SST
304 SST
_
8620 STEEL
GRAPHITE
304 SST
_
304 SST
NOD. IRON
_
304 SST
304 SST
HAST. X
304 SST
304 SST
4140 STEEL
142 AL
INC 713LC
fYPE (

PIC
PIC
PUR
BAR
CST
CST
CST
FOR
CST
TUB
SHT
PUR
SHT
CST
BAR
EXT
CST
PUR
SHT
TUB
BAR
PUR
SHT
CST
PUR
SHT
PIC
PIC
SHT
PIC
EXT
DCS
PIC
XIST/LB

5.50
9.50
0.00
0.20
0.25
0.30
2.00
0.30
2.00
0.70
0.62
0.00
3.00
0.30
0.62
0.70
2.00
0.00
0.30
0.80
0.62
0.00
0.00
0.25
0.00
0.62
2.00
6.00
0.62
2.00
0.20
0.45
10.00
WEIGHT
V
7.500
2.500
10.000
1 .400
17.000
10.000
3.000
1 .999
2.170
0.432
0.432
0.522
1.900
1.300
0.626
0.529
1 .030
0.031
2.202
0.016
0.035
0.012
0.000
26.000
0.339
2.300
8.250
4.500
3.250
0.084
0.444
0.193
0.051
TOTAL !
IEIGHT 01
7.50
2.50
20.00
1 .40
34.00
10.00
3.00
2.00
2.17
0.43
0.43
.04
.90
.30
.25
.06
2.06
0.06
4.40
0.03
0.07
0.02
0.00
26.00
0.68
2.30
8.25
4.50
3.25
6.05
0.44
5.98
5.10
DUMBER
F PARTS
1
1
2
1
2
I
1
1
1
1
1
2
1
1
2
2
2
2
2
2
2
2


,!




72
1
31
100
COST
PER PART
41 .25
23.75
30.00
0.28
4.25
3.00
6.00
0.60
4.34
0.30
0.27
3.25
5.70
0.39
0.39
0.37
2.06
0.10
0.66
0.01
0.02
0.10
0.00
6.50
2.80
1 .43
16.50
27.00
2.02
0.17
0.09
0.09
0.51
TOTAL
COST
41.25
23.75
6O.OO
0.28
8.50
3.00
6.00
0,60
4.34
0.30
0.27
6.50
5.70
0.39
0.78
0.74
4.12
0.20
1.32
0.03
0.04
0.20
O.OO
6.50
5.60
1 .43
16.50
27.00
2.02
12.10
0.09
2.69
51 .00
 N>
 VO
 O

-------
PAGE
06/06/72  16ป26EDT
                                              Table A-7  (Cont'd.)
                                   AUTOMOTIVE GAS TURBINE SELECTION STUDY
                                          PARTS LIST
                                         PD-1 ENGINE  (SINGLE SHAFT)
PART
NAME
DESCRIPTION
MATERIAL TYPE
COST/LB WEIGHT
TOTAL NUMBER COST
WEIGHT OF PARTS PER
031
032
033
034
035
036
037
038
039
040
041
042
043
044
045
046
047
048
049
050
051
052
053
054
055A
055B
055C
055D
055E
056A
056B
056C
056D
COVER PLATE
SNAP RING
SEAL
NUT
SEAL
LINK
TUBE
FRIT
SEAL RING
SPACER
SUP FRAME
SCROLL
FRONT
COMBUSTOR AIR VALVE
OUTER COMBUSTOR AIR VALVE
COMPRESSOR
INNER COMB. AIR VALVE
COMBUSTOR AIR VALVE
FUEL SUPPLY
COMBUSTOR AND SUPPORTS
MAIN SHAFT
MAIN SHAFT BEARINGS
CENTER
COMPRESSOR OUTER
ACTUATOR RINGDIFFUSER VANE
SNAP RING
SNAP RING
BEARING
WOODRUFF KEY
SNAP RING
STRUT
DRV GEAR ASY
TIP SEAL
TIP SEAL
TIP SEAL
ACT RING
LINKAGE ASSY
LINKAGE ASSY
LINKAGE ASSY
LINKAGE ASSY
LINKAGE ASSY
LINKAGE ASSY
LINKAGE ASSY
LINKAGE ASSY
LINKAGE ASSY
REAR MAIN DRIVE GEAR
FRONT MAIN DRIVE GEAR
AUX. SHAFT DRIVE GEAR
SHAFT
MAIN SHAFT OIL SEAL
_
TRANSMISSION
COMPRESSOR LABYRINTH
TURBINE LABYRINTH
TURBINE
TURBINE NOZZLE
TURB NOZZLE ACT RING
TURB NOZZLE ACT RING
TURB NOZZLE ACT RING
TURB NOZZLE ACT RING
TURB NOZZLE ACT RING
COMP DIFF VANE ACT RING
COMP DIFF VANE ACT RING
COMP DIFF VANE ACT RING
COMP DIFF VANE ACT RING
NOD. IRON
—
—
4340 STEEL
_
4140 STEEL
1010 STEEL
-
4340 STEEL
4340 STEEL
NOD. IRON
333 AL
333 AL
4340 STEEL
4340 STEEL
—
4140 STEEL
4340 STEEL
HAST. X
8620 STEEL
1020 STEEL
304 SST
HAST. X
304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
4340 STEEL
4340 STEEL
4340 STEEL
4340 STEEL
CST
PUR
PUR
TUB
PUR
BAR
TUB
PUR
EXT
EXT
CST
DCS
DCS
PUR
PUR
PUR
PUR
PUR
BAR
FOR
HNC
HNC
HNC
CST
BAR
BAR
CST
PUR
PUR
BAR
BAR
CST
PUR
0.25
0.00
0.00
0.20
0.00
0.20
0.18
0.00
0.20
0.20
0.20
0.55
0.45
0.00
0.00
0.00
0.00
0.00
3.00
0.30
19.30
21 .00
134.00
2.00
0.62
0.62
2.00
0.00
0.00
0.20
0.20
0.40
0.00
12.000
0.014
0.015
0.216
0.042
0.260
0.019
7.000
0.195
0.628
140.000
10.600
1.425
0.013
0.019
0.339
0.01 1
0.006
0.475
7.200
0.050
0.050
0.126
3.100
0.320
0.520
0.220
0.000
0.000
0.640
0.300
0.220
0.000
12.
0.
0.
0.
0.
0.
0.
7.
0.
0.
140.
10.
1 .
0.
0.
0.
0.
0.
3.
7.
0.
0.
0.
3.
0.
1 .
0.
0.
0.
1 .
0.
0.
0.
00
01
02
22
04
26
02
00
39
63
00
60
42
01
02
68
01
01
80
20
05
05
13
10
3
0
0
0
0
0
0
19
> 0
0
28
5
0
0
0
> 2
0
> 0
3 1
2
0
1
16
6
64 2 0
04 2 0
44 2 0
00 6 0
00 2 0
28 2 0
60 2 0
44 2 0
00 6 0
PART
.00
.04
.10
.04
.10
.05
.00
.00
.04
.13
.00
.83
.64
.04
.04
.80
.03
.00
.42
.16
.97
.05
.88
.20
.20
.32
.44
.01
.04
.13
.06
.09
.01
TOTAL
COST
3.00
0.04
0.10
0.04
0.10
0.05
0.00
19.00
0.08
0.13
28.00
5.83
0.64
0.04
0.04
5.60
0.03
0.00
1 1 .40
2.16
0.97
1 .05
16.88
6.20
0.40
0.64
0.88
0.06
0.08
0.26
0.12
0.18
0.06

-------
PAGE  3   06/06/72  16i26EDT
                                             Table A-7  (Cont'd.)
                                   AUTOMOTIVE GAS TURBINE SELECTION  STUDY
                                          PARTS LIST
                                         PD-1 ENGINE  (SINGLE  SHAFT)
PART  NAME
             DESCRIPTION
056E
057
058
059
060
061
062
063
064
065
066
067
068
069
070
071
072
073
075
076
077
078
079
081
082
083
084
085
086
087
088
089
090
LINKAGE ASSY COMP DIFF VANE ACT RING
INSULATION   MAIN BEARING HOUSING
SEAL HOUSING COMPRESSOR BEARING
SEAL         OIL MAIN SHAFT
DRV GEAR ASSYACCESSORY
             TURB. NOZZLE VANE ACT.
             FUEL SUPPLY
             V BELT
             ACCESSORY DRIVE SHAFT
             AUXILIARY DRIVE
             AUXILIARY SHAFT
             AUXILIARY
MOTOR
VALVE
SHEAVE
NUT
SHAFT
BEARING
SEAL
BEARING
SHAFT
COUPLING
BEARING
SPROCKET
SNAP RING
COVER PLATE
SEAL
SEAL
SCROLL
COVER PLATE
MOTOR
AIR FILTER
OIL PUMP
COVER
BRACKET
COVER PLATE
HOUSING
SNAP RING
CHAIN
INSULATION
          SHAFT
TRANSMISSION DRIVE GEAR
CHAINBELT
CHAINBELT AUX DRIVE SHAFT
CHAIN BELT SHAFT
CHAINBELT DRV
REG.DRIVE SHAFT
MAIN SHAFT AFT BEARING
TRANS. DRIVE GEAR
OIL DRIVE GEAR FWD.
COMPRESSOR INNER
AFT
DIFFUSER VANE ACT.
ASSEMBLY
SCAVENGE
SCAVENGE OIL PUMP
DIFFUSER VANE ACT MOTOR
REGENERATOR DRIVE
REGENERATOR DRIVE
REG.DRIVE SHAFT
REG.DRIVE GEAR
REGENERATOR
MATERIAL TYPE COST/LB
WEIGHT
TOTAL NUMBER
WEIGHT OF PARTS
4340 STEEL
_
NOD. IRON
_
8620 STEEL
_
_
NOD. IRON
4140 STEEL
4 MOST EEL
—
—
_
4140 STEEL
4140 STEEL
_
8620 STEEL
4340 STEEL
43 AL
_
-
43 AL
43 AL
—
1010 STEEL
NOD. IRON
NOD. IRON
43 AL
1010 STEEL
1010 STEEL
4340 STEEL
—
-
PUR
PUR
CST
PUR
FOR
PUR
PUR
PUR
BAR
BAR
PUR
PUR
PUR
BAR
TUB
PUR
FOR
PUR
DCS
PUR
PUR
DCS
DCS
PUR
SHT
PUR
PUR
DCS
SHT
SHT
PUR
PUR
PUR
0.00
0.20
0.30
0.00
0.30
0.00
0.00
0.00
0.20
0.20
0.00
0.00
0.00
0.20
0.20
0.00
0.30
0.00
0.45
0.00
0.00
0.45
0.45
0.00
0.15
0.00
0.00
0.45
0.15
0.15
0.00
0.00
0.20
0.000
2.800
0.372
0.091
5.100
3.000
0.333
0.400
0.052
4.988
1 .444
0.035
0.745
1 .138
0.253
0.544
0.437
0.008
0.234
0.094
0.079
15.000
8.100
3.000
2.017
1 .580
0.485
6.100
0.600
0.900
0.020
1 .019
10.000
0.00
2.80
0.37
0.18
5.10
3.00
0.33
1 .20
0.05
4.99
2.89
0.07
1 .49
1 .14
0.25
1 .09
1 .31
0.02
0.23
0.09
0.08
15.00
8.10
3.00
2.02
1 .58
0.48
6.10
1 .20
1 .80
0.04
2.04
10.00
12


2



3
1
1
2
2
2
1
1
2
3
2










2
2
2
2
1
COST
PER PART
0.04
0.56
O.I 1
0.10
1 .53
2.00
0.50
0.26
0.01
I .00
2.80
0.10
3.80
0.23
0.05
2.80
0.13
0.04
0.1 1
0. 10
0.10
6.75
3.65
2.00
0.30
0.55
0.17
2.75
0.09
0.13
0.04
2.50
2.00
TOTAL
COST
0.48
0.56
0. 1 1
0.20
1 .53
2.00
0.50
0.78
0.01
1 .00
5.60
0.20
7.60
0.23
0.05
5.60
0.39
0.08
0. 1 1
0.10
0.10
6.75
3.65
2.00
0.30
0.55
0.17
2.75
0.18
0.27
0.08
5.00
2.00
  10
  vO
  to

-------
PAGE  4   06/06/72  I6ป27EDT
                                             Table A-7  (Cont'd.)
                                   AUTOMOTIVE GAS TURBINE SELECTION STUDY
                                          PARTS LIST
                                         PCM ENGINE  (SINGLE  SHAFT)
PART  NAME
091  BOLT
092  SEAL PLATES
093A SEAL
093B SEAL
093C SEAL
093D SEAL
094  PLATE
095  OIL SUMP
096  TUBING SET
097  OIL PUMP
098  CAN
099  DRIVE GEAR
100  CASE
101  WORM GEAR
102  WORM
103  CHAINBELT
104  CHAINBELT
105  THRUST BEAR
106  SLEEVE BEAR
107  SEAL
108  SCREW
109  COUPLING
110  END CAP
1 1 I  SPROCKET
112  BEARING
113  SEAL
I 1 4  WOODRUFF KEY
115  SCREW
116  SNAP RING
I I 7  SHELL
DESCRIPTION
OIL SUMP
REGENERATOR
REGENERATOR
REGENERATOR
REGENERATOR
REGENERATOR
REGENERATOR

OIL SUMP SCAVENGE PUMP
MAINCPLUS FILTER)
SPEED REDUCER FRONT HALF
MAIN OIL PUMP
SPEED REDUCER REAR HALF
SPEED REDUCER

SPEED REDUCER
SPEED REDUCER
OIL SPEED REDUCER
FILISTER HEAD
SPLINED

REGENERATOR DRIVE
REG. DRIVE SPROCKET
OIL REG. DRIVE SPR.
REG. DRIVE SHAFT
AUX. OIL PUMP COVER
TRANS.DRIVE BEARING
TURBINE NOZZLE INNER
MATERIAL TYPE COST/LB
WEIGHT
TOTAL NUMBER
WEIGHT OF PARTS
4140 STEEL
304 SS
NIO+CA2F
NIO+CA2F
304 SS
304 SS
304 SS
NOD. IRON
MILD STEEL
_
43 AL
8620 STEEL
33 AL
8620 STEEL
8620 STEEL
_
_
BRONZE
BRONZE
_
—
4340 STEEL
NOD. IRON
8620 STEEL
_
_
4340 STEEL
_
_
304 SST
PUR
EXT
PLA
ARC
EXT
EXT
EXT
CST
PUR
PUR
DCS
FOR
DCS
FOR
FOR
PUR
PUR
TUB
TUB
PUR
PUR
TUB
CST
FOR
PUR
PUR
PUR
PUR
PUR
SHT
0.00
0.70
5.50
5.50
0.70
0.70
0.70
0.30
0.00
0.00
0.45
0.30
0.45
0.30
0.30
"0.00
0.00
0.60
0.60
0.00
0.00
0.20
0.30
0.30
0.00
0.00
0.00
0.00
0.00
0.62
0.000
5.123
0.290
0.430
1.280
0.860
4.600
5.500
2.814
3.569
1.252
0.453
1 .174
0.316
0.481
0.664
0.41 1
0.126
0.065
0.050
0.007
0.360
0.230
1.020
0.122
0.050
0.000
0.000
0.028
3.500
0.00
10.25
0.58
0.86
2.56
1 .72
9.20
5.50
2.81
3.57
2.50
0.45
2.35
0.63
0.96
1 .33
0.41
0.50
0.52
0.20
0.10
0.72
0.46
2.04
0.49
0.10
0.00
0.00
0.06
3.50
2
2
2
2
2
2
2
1
1
1
2
1
2
2
2
2
1
4
8
4
14
2
2
2
4
2
2
6
2
1
COST
PER PART
0.01
3.59
1.59
2.37
0.90
0.60
3.22
1.65
1.05
2.15
0.56
0.14
0.53
0.09
0.14
2.50
2.00
0.08
0.04
0.10
0.01
0.07
0.07
0.31
2.80
0.10
0.03
0.01
0.04
2.17
TOTAL
COST
0.02
7. 17
3.19
4.73
1.79
1 .20
6.44
1.65
1.05
2.15
1 .13
0.14
1.06
0. 19
0.29
5.00
2.00
0.30
0.31
0.40
0.14
0.14
0. 14
0.61
1 1 .20
0.20
0.06
0.06
0.08
2.17
TOTAL WEIGHT = 483.72 LBS.   TOTAL COST  =  $503.22
                                     NUMBER  OF PARTS = 445
  to
  <ฃ>
  LJ

-------
PAGE  I    06/06/72  16H4EDT
                                                Table A-8

                                                 Castings

                                   AUTOMOTIVE GAS TURBINE SELECTION STUDY
                                          PARTS LIST
                                         PD-I  ENGINE (SINGLE SHAFT)
PART  NAME
             DESCRIPTION
001
002
005
006
007
009
013
016
023
026A
026B
027
029
030
031
041
042
043
054
055C
056C
058
075
078
079
085
095
098
100
1 10
TURBINE
COMPRESSOR
COVER PLATE
COVER PLATE
FLANGE
FLANGE
SUPPORT
HOUSING
HOUSING
SHELL
SHELL
LINK
VANES
VANES
COVER PLATE
SUP FRAME
SCROLL
             REGENERATOR
             TOP
             TURBINE INLET REGENERATOR
             AFT INNER COMBUST SUPPORT
             MAIN BEARING
             REGENERATOR SHAFT
             MAIN BEARING
             TURB INLET EXHAUST OUTER
             T.URB INLET EXHAUST OUTER
             NOZZLE VANE ACTUATOR
             COMPRESSOR DIFFUSER
             TURBINE STATOR
             FRONT
             CENTER
             COMPRESSOR OUTER
ACTUATOR RINGDIFFUSER VANE
ACT RING     TURBINE NOZZLE
LINKAGE ASSY TURB NOZZLE ACT RING
LINKAGE ASSY COMP DIFF VANE ACT RING
SEAL HOUSING COMPRESSOR BEARING
COVER PLATE  MAIN SHAFT AFT BEARING
             COMPRESSOR INNER
             AFT
             DIFFUSER VANE ACT MOTOR
SCROLL
COVER PLATE
BRACKET
OIL SUMP
CAN
CASE
END CAP
             SPEED REDUCER FRONT HALF
             SPEED REDUCER REAR HALF
MATERIAL TYPE COST/LB WEIGHT
TOTAL NUMBER COST
WEIGHT OF PARTS PER
INC
713LC
C355-T6I AL
NOD
NOD
304
304
NOD
304
NOD
304
. IRON
. IRON
SST
SST
. IRON
SST
. IRON
SST
HAST. X
304
142
INC
NOD
NOD
333
333
304
304
SST
AL
713LC
. IRON
. IRON
AL
AL
SST
SST
4340 STEEL
NOD
43
43
43
43
NOD
43
33
NOD
. IRON
AL
AL
AL
AL
. IRON
AL
AL
. IRON
PIC
PIC
CST
CST
CST
CST
CST
CST
CST
PIC
PIC
PIC
DCS
PIC
CST
CST
DCS
DCS
CST
CST
CST
CST
DCS
DCS
DCS
DCS
CST
DCS
DCS
CST
5.50
9.50
0.25
0.30
2.00
2.00
0.30
2.00
0.25
2.00
6.00
2.00
0.45
10.00
0.25
0.20
0.55
0.45
2.00
2.00
0.40
0.30
0.45
0.45
0.45
0.45
0.30
0.45
0.45
0.30
7
2
17
10
3
2
1
1
26
8
4
0
0
0
12
140
10
1
3
0
0
0
0
15
8
6
5
1
1
0
.500
.500
.000
.000
.000
.170
.300
.030
.000
.250
.500
.084
.193
.051
.000
.000
.600
.425
.100
.220
.220
.372
.234
.000
.100
.100
.500
.252
.174
.230
7
2
34
10
3
2
1
2
26
8
4
6
5
5
12
140
10
1
3
0
0
0
0
15
8
6
5
2
2
0
.50
.50
.00 ;
.00
.00
.17
.30
.06 ;
.00
.25
.50
41
23
> 4
3
6
4
0
I 2
6
16
27
.05 72 0
.98 31 0
.10 1 00 0
.00
.00
.60
.42
.10
3
28
5
0
6
.44 2 0
.44 2 0
.37
.23
.00
.10
.10
.50
0
0
.6
3
2
1
.50 2 0
.35 2 0
.46 2 0
PART
.25
.75
.25
.00
.00
.34
.39
.06
.50
.50
.00
.17
.09
.51
.00
.00
.83
.64
.20
.44
.09
.1 1
.1 1
.75
.65
.75
.65
.56
.53
.07
TOTAL
COST
41
23
8
3
6
4
0
4
6
16
27
12
2
51
3
28
5
0
6
0
0
0
0
6
3
2
1
1
1
0
.25
.75
.50
.00
.00
.34
.39
.12
.50
.50
.00
.10
.69
.00
.00
.00
.83
.64
.20
.88
. 18
.1 1
. 1 1
.75
.65
.75
.65
.13
.06
.14
TOTAL WEIGHT = 327.03 LBS.   TOTAL COST = $269.19
                                                 NUMBER OF PARTS = 237

-------
PAGE  I    05/25/72  15:2IEDT
PART  NAME
DESCRIPTION
008
050
060
072
099
101
102
1 1 1
GEAR MAIN DRIVE
DRV GEAR ASY TRANSMISSION
DRV GEAR ASSYACCESSORY
SPROCKET CHAINBELT DRV
DRIVE GEAR MAIN OIL PUMP
WORM GEAR
WORM
SPROCKET REGENERATOR DRIVE
                                                Table A-9

                                                 Forgings

                                   AUTOMOTIVE GAS TURBINE SELECTION STUDY
                                          PARTS LIST
                                         PD-I ENGINE (SINGLE SHAFT)
MATERIAL
                                            8620 STEEL
                                            8620 STEEL
                                            8620 STEEL
                                            8620 STEEL
                                           8620 STEEL
                                            8620 STEEL
                                            8620 STEEL
                                            8620 STEEL
TYPE

FOR
FOR
FOR
FOR
FOR
FOR
FOR
FOR
COST/LB

0
0
0
0
0.
0
0
0

.30
.30
.30
.30
30
.30
.30
.30
ME I

1 .
7.
5.
0.
GHT

999
200
100
437
0.453
0.
0.
I .
316
481
020
TOTAL
WEIGHT
2.00
7.20
5.10
1 .31
0.45
0.63
0.96
2.04
NUMBER
OF PARTS
1
1
1
3
1
2
2
2
COST
PER
0
2
1
'• 0
0.
0
0
10
PART
.60
. 16
.53
.13
14
.09
.14
.31
TOTAL
COST
0.60
2. 16
1 .53
0.39
0.14
0.19
0.29
0.61
TOTAL WEIGHT =  19.70 LBS.   TOTAL COST = $  5.91
                                    NUMBER OF PARTS  =   13

-------
PAG
          05/25/72  !5t27EDT
                                                Table A-10
                                          Bar. Tube, & Extrusions

                                   AUTOMOTIVE  GAS TURBINE  SELECTION STUDY
                                          PARTS LIST
                                         PD-I  ENGINE (SINGLE SHAFT)
PART  NAME
004  SHAFT
01 OA VALVE
014  SHAFT
015  SPACER
019  BUSHINGS
020  HEX NUT
028  COUPLING
034  NUT
036  LINK
037  TUBE
039  SEAL SING
040  SPACER
049  STRUT
055A LINKAGE ASSY
055B LINKAGE ASSY
056A LINKAGE ASSY
056B LINKAGE ASSY
064  NUT
065  SHAFT
069  SHAFT
070  COUPLING
092  SEAL PLATES
093C SEAL
093D SEAL
094  PLATE
105  THRUST BEAR
106  SLEEVE BEAR
109  COUPLING
                  DESCRIPTION
                  MAIN
                  COMBUSTOR AIR
                  REGENERATOR
                  REGENERATOR SHAFT
                  GRAPHITE REGEN SHAFT
                  REGENERATOR SHAFT
                  MAIN SHAFT DRIVE GEAR
                  COMPRESSOR
                  COMBUSTOR AIR VALVE
                  FUEL SUPPLY
                  MAIN SHAFT
                  MAIN SHAFT BEARINGS

                  TURB NOZZLE ACT RING
                  TURB NOZZLE ACT RING
                  COMP DIFF VANE ACT RING
                  COMP DIFF VANE ACT RING
                  ACCESSORY DRIVE SHAFT
                  AUXILIARY DRIVE
                  CHAINBELT
                  CHAINBELT AUX DRIVE SHAFT
                  REGENERATOR
                  REGENERATOR
                  REGENERATOR
                  REGENERATOR
                  SPEED REDUCER
                  SPEED REDUCER
                  SPLINED
MATERIAL

4340 STEEL
304 SST
304 SST
304 SST
GRAPHITE
304 SST
4140 STEEL
4340 STEEL
4140 STEEL
1010 STEEL
4340 STEEL
4340 STEEL
HAST. X
304 SST
304 SST
4340 STEEL
4340 STEEL
4140 STEEL
4I40STEEL
4140 STEEL
4140 STEEL
304 SS
304 SS
304 SS
304 SS
BRONZE
BRONZE
4340 STEEL
TYPE

BAR
TUB
BAR
EXT
TUB
BAH
EXT
TUB
BAR
TUB
EXT
EXT
BAR
BAR
BAR
BAR
BAR
BAR
BAR
BAR
TUB
EXT
EXT
EXT
EXT
TUB
TUB
TUB
COST/LB

0.20
0.70
0.62
0.70
0.80
0.62
0.20
0.20
0.20
0.18
0.20
0.20
3.00
0.62
0.62
0.20
0.20
0.20
0.20
0.20
0.20
0.70
0.70
0.70
0.70
0.60
0.60
0.20
WEIGHT

1 .400
0.432
0.626
0.529
0.016
0.035
0.444
0.216
0.260
0.019
0.195
0.628
0.475
0.320
0.520
0.640
0.300
0.052
4.988
1.138
0.253
5.123
1 .280
0.860
4.600
0.126
0.065
0.360
TOTAL
WEIGHT
1 .40
0.43
1 .25
1 .06
0.03
0.07
0.44
0.22
0.26
0.02
0.39
0.63
3.80
0.64
1 .04
1 .28
0.60
0.05
4.99
1.14
0.25
10.25
2.56
1 .72
9.20
0.50
0.52
0.72
NUMBER
OF PARTS
1
1
2
2
2
2
1
1
1
1
2
1
8
2
2
2
2
1
1
1
1
2
2
2
2
4
8
2
COST
PER PART
0.28
0.30
0.39
0.37
0.01
0.02
0.09
0.04
0.05
0.00
0.04
0. 13
1 .42
0.20
0.32
0. 13
0.06
0.01
1 .00
0.23
0.05
3.59
0.90
0.60
3.22
0.08
0.04
0.07
TOTAL
COST
0.28
0.30
0.78
0.74
0.03
0.04
0.09
0.04
0.05
0.00
0.08
0. 13
1 t .40
0.40
0.64
0.26
0. 12
0.01
1 .00
0.23
0.05
7.17
1 .79
1 .20
6.44
0.30
0.31
0.14
TOTAL WEIGHT = 45.46 LBS.    TOTAL COST = $  34.03   NUMBER OF PARTS =  59

-------
PAGE  i    05/27/72  12M5EDT
                                                Table A-1I
                                               Sheet & Plate

                                   AUTOMOTIVE GAS TURBINE SELECTION STUDY
                                          PARTS LIST
                                         PD-1 ENGINE (SINGLE SHAFT)
PART  NAME
01 OB VALVE
012  PLATE
018  SPROCKET
022  INSUL. SHELL
025  SHELL
026C SHELL
082  AIR FILTER
086  COVER PLATE
087  HOUSING
I 17  SHELL
DESCRIPTION
COMBUSTOR AIR
COMB FWD END-SUP PLENUM
REGENERATOR DRIVE
TURB EXIT®ENUN 25)
TURBINE EXHAUST INNER
TURB INLET EXHAUST OUTER
ASSEMBLY
REGENERATOR DRIVE
REGENERATOR DRIVE
TURBINE NOZZLE INNER
MATERIAL

304 SST
HAST. X
8620 STEEL
304 SST
304 SST
304 SST
1010 STEEL
1010 STEEL
1010 STEEL
304 SST
TYPE

SHT
SHT
SHT
SHT
SHT
SHT
SHT
SHT
SHT
SHT
COST/LB

0.62
3.00
0.30
0.00
0.62
0.62
0.15
0.15
0.15
0.62
WEIGHT

0.432
1 .900
2.202
0.000
2.300
3.250
2.017
0.600
0.900
3.500
TOTAL
WEIGHT
0.43
1 .90
4.40
0.00
2.30
3.25
2.02
1 .20
1 .80
3.50
NUMBER
OF PARTS
1
I
2
1
1
i
1
2
2
1
COST
PER PART
0.27
5.70
0.66
0.00
1 .43
2.02
0.30
0.09
0.13
2.17
TOTAL
COST
0.27
5.70
1 .32
0.00
1.43
2.02
0.30
0. 18
0.27
2.17
TOTAL WEIGHT =  20.80 LBS.   TOTAL COST = $ 13.66
                                    NUMBER OF  PARTS  =   13

-------
PAGE  I    06/06/72  I6I04EDT
PART  NAME
003  REGENERATOR
ON  BEARING
01 7  SEAL
021  SEAL
024  BEARING
032  SNAP RING
033  SEAL
035  SEAL
038  FRIT
044  SNAP RING
045  SNAP RING
046  BEARING
047  WOODRUFF KEY
048  SNAP RING
055D LINKAGE ASSY
055E LINKAGE ASSY
056D LINKAGE ASSY
056E LINKAGE ASSY
057  INSULATION
059  SEAL
061  MOTOR
062  VALVE
063  SHEAVE
066  BEARING
067  SEAL
068  BEARING
071  BEARING
073  SNAP RING
076  SEAL
077  SEAL
08\  MOTOR
083  OIL PUMP
084  COVER
                                                Table A-12

                                              Purchased Parts

                                   AUTOMOTIVE GAS TURBINE SELECTION STUDY
                                          PARTS LIST
                                         PD-I ENGINE (SINGLE SHAFT)
DESCRIPTION
MAIN SHAFT
REGENERATOR SHAFT
REGENERATOR SHAFT
MAIN DRIVE GEAR
COMBUSTOR AIR VALVE
OUTER COMBUSTOR AIR VALVE
INNER COMB. AIR VALVE
COMBUSTOR AND SUPPORTS
REAR MAIN DRIVE GEAR
FRONT MAIN DRIVE GEAR
AUX. SHAFT DRIVE GEAR
SHAFT
MAIN SHAFT OIL SEAL
T.URB NOZZLE ACT RING
TURB NOZZLE ACT RING
COMP DIFF VANE ACT RING
COMP DIFF VANE ACT RING
MAIN BEARING HOUSING
OIL MAIN SHAFT
TURB. NOZZLE VANE ACT.
FUEL SUPPLY
V BELT
AUXILIARY SHAFT
AUXILIARY SHAFT
TRANSMISSION DRIVE GEAR
CHAIN BELT SHAFT
REG.DRIVE SHAFT
TRANS. DRIVE GEAR
OIL DRIVE GEAR FWD.
DIFFUSER VANE ACT.
SCAVENGE
SCAVENGE OIL PUMP
MATERIAL TYPE COST/LB
HEIGHT
TOTAL NUMBER COST
WEIGHT OF PARTS PER PART
CERCOR
_
_
—
_
_
—
_
_
4340 STEEL
4340 STEEL
_
4140 STEEL
4340 STEEL
304 SST
304 SST
4340 STEEL
4340 STEEL
—
_
_
_
NOD. IRON
_
_
_
—
4340 STEEL
—
—
_
NOD. IRON
NOD. IRON
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.20
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
10.000
0.522
0.03J
0.012
0.339
0.014
0.015
0.042
7.000
0.013
0.019
0.339
0.011
0.006
0.000
0.000
0.000
0.000
2.800
0.091
3.000
0.333
0.400
1 .444
0.035
0.745
0.544
0.008
0.094
0.079
3.000
1 .580
0.485
20.00 2 30.00
1.04 2 3.25
0.06 2 0.10
0.02 2 0.10
0.68 2 2.80
0.01
0.02
0.04
7.00
0.01
0.02
0.04
0.10
0.10
19.00
0.04
0.04
0.68 2 2.80
0.01
0.03
0.01 2 0.00
0.00 6 0.01
0.00 2 0.04
0.00 6 0.01
0.00 12 0.04
2.80
0.56
0.18 2 0.10
3.00
0.33
2.00
1 0.50
I .20 3 0.26
2.89 2 2.80
0.07 2 0.10
1.49 2 3.80
1.09 2 2.80
0.02 2 0.04
0.09
0.08
3.00
1 .58
0.48
0.10
0.10
2.00
0.55
0.17
TOTAL
COST
60.00
6.50
0.20
0.20
5.60
0.04
0.10
0.10
19.00
0.04
0.04
5.60
0.03
0.00
0.06
0.08
0.06
0.48
0.56
0.20
2.00
0.50
0.78
5.60
0.20
7.60
5.60
0.08
0.10
0.10
2.00
0.55
0.17
 VO
 00

-------
PAGE  2   06/06/72  I6ป04EDT
                                            Table A-12 (Cont'd.)
                                   AUTOMOTIVE GAS TURBINE SELECTION  STUDY
                                          PARTS LIST
                                         PD-I ENGINE (SINGLE SHAFT)
PART  NAME
088  SNAP RING
089  CHAIN
090  INSULATION
091  BOLT
096  TUBING SET
097  OIL PUMP
103  CHAINBELT
104  CHAINBELT
107  SEAL
108  SCREW
112  BEARING
113  SEAL
114  WOODRUFF KEY
1 I 5  SCREW
116  SNAP RING
DESCRIPTION
REG.DRIVE SHAFT
REG.DRIVE GEAR
REGENERATOR
OIL SUMP
OIL SUMP SCAVENGE PUMP
MAIN(PLUS FILTER)
SPEED REDUCER

OIL SPEED REDUCER
FILISTER HEAD
REG. DRIVE SPROCKET
OIL REG. DRIVE SPR.
REG. DRIVE SHAFT
AUX. OIL PUMP COVER
TRANS.DRIVE BEARING
MATERIAL

4340
—
—
4140
MILD
—
-
—
—
—
—
—
4340
—
-

STEEL


STEEL
STEEL







STEEL


TYPE

PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
COST/LB

0
0
0
0
0
0
0
0
0
0
0
0
0
0
0

.00
.00
.20
.00
.00
.00
.00
.00
.00
.00
.00
.00
.00
.00
.00
WEIGHT

0.
1.
to.
0.
2.
3.
0.
0.
0.
0.
0.
0.
0.
0.
0.

020
019
000
000
814
569
664
411
050
007
122
050
000
000
028
TOTAL
WEIGHT
0.04
2.04
10.00
0.00
2.81
3.57
1 .33
0.41
0.20
0.10
0.49
0.10
0.00
0.00
0.06
NUMBER
OF PARTS
2
2
1
2
1
1
2
1
4
14
4
2
2
6
2
COST
PER
0
2
2
0
1
2
2
2
0
0
2
0
0
0
0
PART
.04
.50
.00
.01
.05
.J5
.50
.00
.10
.01
.80
.10
.03
.01
.04
TOTAL
COST
0.08
5.00
2.00
0.02
1 .05
2.15
5.00
2.00
0.40
0.14
I 1.20
0.20
0.06
0.06
0.08
TOTAL WEIGHT =  69.06 LBS.   TOTAL COST = $153.61
                                    NUMBER OF  PARTS  ซซ  I 16

-------
PAGE
05/25/72  I6M8EDT
PART  NAME
051  TIP SEAL
052  TIP SEAL
053  TIP SEAL
093A SEAL
093B SEAL
        DESCRIPTION
            Table A-13

           Miscellaneous

AUTOMOTIVE GAS TURBINE SELECTION STUDY
       PARTS LIST
      PD-1 ENGINE (SINGLE SHAFT)

         MATERIAL   TYPE COST/LB WEIGHT  TOTAL   NUMBER      COST     TOTAL
                                        WEIGHT  OF  PARTS   PER PART   COST
        COMPRESSOR LABYRINTH
        TURBINE LABYRINTH
        TURBINE
        REGENERATOR
        REGENERATOR
1020 STEEL
304 SST
HAST. X
NIO+CA2F
NIO+CA2F
HNC
HNC
HNC
PLA
ARC
19.30
21 .00
134.00
5.50
5.50
0.050
0.050
0.126
0.290
J0.430
0.05
0.05
0.13
0.58
0.86
1
1
1
2
2
0.97
1.05
16.88
1 .59
2.37
0.97
1 .05
16.88
3.19
4.73
TOTAL WEIGHT =   1.67 LBS.   TOTAL COST = $ 26.82
                                            NUMBER OF PARTS =
     o
     o

-------
PAGE  1    05/27/72  12:19EDT
PART  NAME
001
012
026B
030
049
053
TURBINE
PLATE
SHELL
VANES
STRUT
TIP SEAL
             DESCRIPTION
                                Table A-1A
                        Hastelloy X and Inconel  713LC

                 AUTOMOTIVE GAS TURBINE SELECTION  STUDY
                        PARTS LIST
                       PD-l ENGINE  (SINGLE SHAFT)
                          MATERIAL
                           INC 7I3LC
COMB FWD END-SUP PLENUM    HAST. X
TURB INLET EXHAUST OUTER   HAST. X
TURBINE STATOR             INC 713LC
                           HAST. X
TURBINE                    HAST. X
YPE
COST/LR
WEIGHT
TOTAL NUMBER
HEIGHT OF PARTS
PIC
SHT
PIC
PIC
BAR
HNC
5.50
3.00
6.00
10.00
3.00
134.00
7.500
1 .900
4.500
0.051
0.475
0.126
7.50
1 .90
4.50
5.10
3.80
0.13
1
1
1
100
8
1
COST
PER PART
41 .25
5.70
27.00
0.51
1 .42
16.88
TOTAL
COST
41 .25
5.70
27.00
51 .00
1 1 .40
16.88
TOTAL WEIGHT =  22.93 LBS.   TOTAL COST = $153.23
                                                 NUMBER  OF  PARTS =112

-------
PAGE  I    05/26/72  09ซ03EDT
                                                Table A-15
                                                 Steel

                                   AUTOMOTIVE GAS TURBINE SELECTION STUDY
                                          PARTS LIST
                                         PD-I ENGINE (SINGLE SHAFT)
PART  NAME
             DESCRIPTION
004
008
018
028
034
036
037
039
040
044
045
047
048
050
05 I
056A
056B
056C
056D
056E
060
064
065
069
070
072
073
082
086
087
088
091
096
SHAFT        MAIN
GEAR         MAIN DRIVE
SPROCKET     REGENERATOR DRIVE
COUPLING     MAIN SHAFT DRIVE GEAR
NUT          COMPRESSOR
LINK         COMBUSTOR AIR VALVE
TUBE         FUEL SUPPLY
SEAL RING    MAIN SHAFT
SPACER       MAIN SHAFT BEARINGS
SNAP RING    REAR MAIN DRIVE GEAR
SNAP RING    FRONT MAIN DRIVE GEAR
WOODRUFF KEY SHAFT
SNAP RING    MAIN SHAFT OIL SEAL
DRV GEAR ASY TRANSMISSION
TIP SEAL     COMPRESSOR LABYRINTH
LINKAGE ASSY COMP DIFF VANE ACT RING
LINKAGE ASSY COMP DIFF VANE ACT RING
LINKAGE ASSY COMP DIFF VANE ACT RING
LINKAGE ASSY COMP DIFF VANE ACT RING
LINKAGE ASSY COMP DIFF VANE ACT RING
DRV GEAR ASSYACCESSORY
NUT
SHAFT
SHAFT        CHAINBELT
             CHAINBELT AUX DRIVE SHAFT
             CHAINBELT DRV
             REG.DRIVE SHAFT
             ASSEMBLY
             REGENERATOR DRIVE
             REGENERATOR DRIVE
             REG.DRIVE SHAFT
             OIL SUMP
             OIL SUMP SCAVENGE PUMP
             ACCESSORY DRIVE SHAFT
             AUXILIARY DRIVE
COUPLING
SPROCKET
SNAP RING
AIR FILTER
COVER PLATE
HOUSING
SNAP RING
BOLT
TUBING SET
MATERIAL TYPE COST/LB
WEIGHT TOTAL NUMtfER
WEIGHT OF
4340
3620
8620
4140
4340
4 140
1010
4340
4340
4340
4340
4140
4340
8620
1020
4340
4340
4340
4340
4340
8620
4140
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
4140STEEL
4140
4140
8620
4340
1010
1010
1010
4340
4140
MILD
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
BAR
FOR
SHT
EXT
TUB
BAR
TUB
EXT
EXT
PUR
PUR
PUR
PUR
FOR
HNC
BAR
BAR
CST
PUR
PUR
FOR
BAR
BAR
BAR
TUB
FOR
PUR
SHT
SHT
SHT
PUR
PUR
PUR
0.20
0.30
0.30
0.20
0.20
0.20
0.18
0.20
0.20
0.00
0.00
0.00
0.00
0.30
19.30
0.20
0.20
0.40
0.00
0.00
0.30
0.20
0.20
0.20
0.20
0.30
0.00
0. 15
0.15
0.15
0.00
0.00
0.00
1 .
1 .
2.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
7.
0.
0.
0.
0.
0.
0.
5.
0.
4.
1 .
0.
0.
0.
2.
0.
0.
0.
0.
2.
400
999
202
444
216
260
019
195
628
013
019
01 1
006
200
050
640
300
220
000
000
100
052
988
138
253
437
008
017
600
900
020
000
814
1 .40
2.00
4.40
0.44
0.22
0.26
0.02
0.39
0.63
0.01
0.02
0.01
0.01
7 .20
0.05
1 .28
0.60
0.44
0.00
0.00
5.10
0.05
4.99
1 .14
0.25
1 .31
0.02
2.02
1 .20
1 .80
0.04
0.00
2.81
PARTS
!

2

1


2

I
1
1
2
1

2
2
2
6
12





3
2

2
2
2
2
1
CUST
PER
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
2 .
0.
0.
0.
0.
0.
0.
1 .
0.
1 .
0.
0.
0.
0.
0.
0.
0.
0.
0.
1 .
PART
28
60
66
09
04
05
00
04
13
04
04
03
00
16
97
13
06
09
01
04
53
01
00
23
05
13
04
30
09
13
04
01
05
TOTAL
COST
0
0
1
0
0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
1
.28
.60
.32
.09
.04
.05
.00
.08
. 13
.04
.04
.03
.00
. 16
.97
.26
. 12
. 18
.06
.48
.53
.01
.00
.23
.05
.39
.08
.30
. 18
.27
.08
.02
.05
 Ul
 o
 ro

-------
PAGE  2   05/26/72  09ป03EDT
                                           Table  A-15 (Cont'd.)
PART  NAME
099
101
102
109
I I  I
DRIVE GEAR
rtORM GEAR
WORM
COUPLING
SPROCKET
                                   AUTOMOTIVE GAS TURBINE  SELECTION  STUDY
                                          PARTS LIST
                                         PD-! ENGINE  (SINGLE  SHAFT)
             DESCRIPTION
MAIN OIL PUMP
SPLINED
REGENERATOR DRIVE
114  WOODRUFF KEY REG. DRIVE SHAFT
MATERIAL
TYPE COST/LB
WEIGHT
TOTAL NUMBER
HEIGHT OF
8620
8620
8620
4340
3620
4340
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
•FOR
FOR
FOR
TUB
FOR
PUR
0.30
0.30
0.30
0.20
0.30
0.00
0
0
0
0
1
0
.453
.316
.481
.360
.020
.000
0
0
0
0
2
0
.45
.63
.96
.72
.04
.00
PARTS
1
2
2
2
2
2
COST
PER
0
0
0
0
0
0
PART
. 14
.09
.14
.07
.31
.03
TOTAL
COST
0.14
0. 19
0.29
0. 14
0.61
0.06
TOTAL WEIGHT =  44.92 LBS.   TOTAL COST = $  13.54
                                                 NUMBER  OF  PARTS =  73
   o
   OJ

-------
PAGE  I    05/26/72  08ป56EDT
                                               Table A-16

                                              Nodular Iron

                                   AUTOMOTIVE GAS TURBINE SELECTION
                                          PARTS LIST
                                         PD-I ENGINE  (SINGLE SHAFT)
                                                   STUDY
PART  NAME
005  COVER PLATE
006  COVER PLATE
013  SUPPORT
023  HOUSING
03 I   COVER PLATE
041   SUP FRAME
058  SEAL HOUSING
063  SHEAVE
083  OIL PUMP
084  COVER
095  OIL SUMP
I 10  END CAP
DESCRIPTION
REGENERATOR
TOP
MAIN BEARING
MAIN BEARING
FRONT
CENTER
COMPRESSOR BEARING
V BELT
SCAVENGE
SCAVENGE OIL PUMP
MATERIAL
NOD.
NOD.
NOD.
NOD.
NOD.
NOD.
NOD.
NOD.
NOD.
NOD.
NOD.
NOD.
IRON
IRON
IRON
IRON
IRON
IRON
IRON
IRON
IRON
IRON
IRON
IRON
TYPE COST/LB WEIGHT
CST
CST
CST
CST
CST
CST
CST
PUR
PUR
PUR
CST
CST
0.25
0.30
0.30
0.25
0.25
0.20
0.30
0.00
0.00
0.00
0.30
0.30
17
10
1
26
12
140
0
0
1
0
5
0
.000
.OOO
.300
.000
.000
.OOO
.372
.400
.580
.485
.500
.230
TOTAL NUMBER COST
HEIGHT OF PARTS PER PART
34
10
1
26
12
140
0
1
1
0
D
0
.00 2 4
.00
.30
.00
.00
.00
.37
.20
.58
.48
.50
3
0
6
3
28
0
3 0
0
0
1
.46 2 0
.25
.00
.39
.50
.00
.00
.1 1
.26
.55
.17
.65
.07
TOTAL
COST
8
3
0
6
3
28
0
0
0
0
1
0
.50
.00
.39
.50
.00
.00
. 1 1
.78
.55
.17
.65
. 14
TOTAL WEIGHT = 232.90 LBS.   TOTAL COST = $ 52.79
                                    NUMBER OF  PARTS  =   16

-------
PAGE
05/27/72  I2:24EDT
                                                  Table A-17

                                               304 Stainless Steel

                                   AUTOMOTIVE  GAS  TURBINE SELECTION STUDY
                                          PARTS  LIST
                                          PD-I  ENGINE (SINGLE SHAFT)
PART
NAME
DESCRIPTION
MATERIAL
TYPE
COST/LB
HEIGHT
TOTAL NUMBER
WEIGHT OF PARTS
007
009
OIOA
01 OB
014
015
016
020
022
025
026A
026C
027
052
054
055A
055B
055C
055D
055E
1 17
FLANGE
FLANGE
VALVE
VALVE
SHAFT
SPACER
HOUSING
HEX NUT
INSUL. SHELL
SHELL
SHELL
SHELL
LINK
TIP SEAL
ACT RING
LINKAGE ASSY
LINKAGE ASSY
LINKAGE ASSY
LINKAGE ASSY
LINKAGE ASSY
SHELL
TURBINE INLET REGENERATOR
AFT INNER COMBUST SUPPORT
COM3USTOR AIR
COM3USTOR AIR
REGENERATOR
REGENERATOR SHAFT
REGENERATOR SHAFT
REGENERATOR SHAFT
TURB EXIT®ENUN 25)
TURBINE EXHAUST INNER
TURB INLET EXHAUST OUTER
TURB INLET EXHAUST OUTER
NOZZLE VANE ACTUATOR
TURBINE LABYRINTH
TURBINE NOZZLE
TURB NOZZLE ACT RING
TURB NOZZLE ACT RING
TURB NOZZLE ACT RING
TURB NOZZLE ACT RING
TURB NOZZLE ACT RING
TURBINE NOZZLE INNER
304
304
304
304
304
304
304
304
304
304
304
304
304
304
304
304
304
304
304
304
304
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
CST
CST
TUB
SHT
BAR
EXT
CST
BAR
SHT
SHT
PIC
SHT
PIC
HNC
CST
BAR
BAR
CST
PUR
PUR
SHT
2.00
2.00
0.70
0.62
0.62
0.70
2.00
0.62
0.00
0.62
2.00
0.62
2.00
21 .00
2.00
0.62
0.62
2.00
0.00
0.00
0.62
3.000
2. 170
30.432
0.432
0.626
0.529
1 .030
0.035
0.000
2.300
8.250
3.250
0.084
0.050
3. 100
0.320
0.520
0.220
0.000
0.000
3.500
3. GO
2.17
0.43
0.43
1 .25
1 .06
2.06
0.07
0.00
2.30
8.25
3.25
6.05
0,05
3.10
0.64
1 .04
0.44
0.00
0.00
3.50
1
1
1
1
2
2
2
2




72


2
2
2
6
2
1
COST
PER PART
6.00
4.34
0.30
0.27
0.39
0.37
2.06
0.02
0.00
1 .43
16.50
2.02
0.17
1 .05
6.20
0.20
0.32
0.44
0.01
0.04
2.17
TOTAL
COST
6.00
4.34
0.30
0.27
0.78
0.74
4.12
0.04
0.00
1 .43
16.50
2.02
12.10
1 .05
6.20
0.40
0.64
0.88
0.06
0.08
2. 17
TOTAL WEIGHT =  39.09 LBS.   TOTAL  COST  =  S  60.11
                                             NUMBER OF PARTS =  105
 u>
 o

-------
PAGE  I    06/06/72  16i22EDT
PART  NAME
                  DESCRIPTION
              Table A-18

              Alvmlnum

AUTOMOTIVE GAS TURBINE SELECTION STUDY
       PARTS LIST
      PD-1 ENGINE  (SINGLE SHAFT)

         MATERIAL   TYPE COST/LB HEIGHT  TOTAL
                                         WEIGHT
002  COMPRESSOR
029  VANES        COMPRESSOR DIFFUSER
042  SCROLL       COMPRESSOR OUTER
043  ACTUATOR RINGDIFFUSER VANE
075  COVER PLATE  MAIN SHAFT AFT BEARING
078  SCROLL       COMPRESSOR INNER
079  COVER PLATE  AFT
085  BRACKET      DIFFUSER VANE ACT MOTOR
098  CAN          SPEED REDUCER FRONT HALF
100  CASE         SPEED REDUCER REAR HALF
C355-T61
142 AL
333 AL
333 AL
43 AL
43 AL
43 AL
43 AL
43 AL
33 AL
AL PIC
DCS
DCS
DCS
DCS
DCS
DCS
DCS
DCS
DCS
9.50
0.45
0.55
0.45
0.45
0.45
0.45
0.45
0.45
0.45
2.500
0. 193
10.600
1 .425
0.234
15.000
8. 100
6. 100
1 .252
1 . 174
2.50
5.98
10.60
1 .42
0.23
15.00
8.10
6.10
2.50
2.35
Bi
AF

3








ER COST
?TS PER PART
23.75
0.09
5.83
0.64
O.I 1
6.75
3.65
2.75
> 0.56
> 0.53
TOTAL
COST
23.75
2.69
5.83
0.64
0.1 1
6.75
3.65
2.75
1.13
1 .06
TOTAL WEIGHT =  54.79 LBS.   TOTAL COST = $ 48.34
                                                      NUMBER OF PARTS =   42
  u>
  o

-------
PAGE  I    06/06/72  16*MEOT
                                                  Table A-19

                                          Precision Investment Castings

                                   AUTOMOTIVE GAS TURBINE SELECTION STUDY
                                          PARTS  LIST
                                         PD-1 ENGINE (SINGLE SHAFT)
PART  NAME
001  TURBINE
002  COMPRESSOR
026A SHELL
026B SHELL
027  LINK
030  VANES
DESCRIPTION
TURB INLET EXHAUST OUTER
TURB INLET EXHAUST OUTER
NOZZLE VANE ACTUATOR
TURBINE 5TATOR
MATERIAL TYPE COST/LB
WEIGHT
TOTAL NUMBER
WEIGHT OF PARTS
INC 7I3LC
C355-T61 AL
304 SST
HAST. X
304 SST
INC 713LC
PIC
PIC
PIC
PIC
PIC
PIC
5.50
9.50
2.00
6.00
2.00
10.00
7.
2.
8.
4.
0.
0.
500
500
250
500
084
051
7
2
8
4
6
5
.50
.50
.25
.50
.05
.10
1
1
1
1
72
100
COST
PER
41
23
16
27
0
0
PART
.25
.75
.50
.00
.17
.51
TOTAL
COST
41
23
16
27
12
51
.25
.75
.50
.00
.10
.00
TOTAL WEIGHT =  33.90 LBS.   TOTAL COST =  SI 71.60
                                     NUMBER OF PARTS = 176

-------
      Balloon Drawings and Parts Lists, PP-2 Engine - Figures A-4  thru
A-7  (Dwg. 221R909) correspond, but are not exactly the same as, Dwg.
221R911.  The ballooned numbers identify the parts in the detailed lists.

      Table A-20 lists the detailed parts lists in the same fashion as
was done for the PD-1 engine.
                                   308

-------
to
O
SO
                                          Figure A-4.  PD-2 Engine  Drawing With Part Numbers.   Plan View.

-------
Figure A-5.  PD-2 Engine Drawing  With Part  Numbers.   Sections AA and DD.

-------
                            VIEW-nans
Figure A-6.  PD-2 Engine  Drawing With Part Numbers.  View
BB.
                             311

-------
                            SECTION-
Figure A-7.  PD-2 Engine Drawing  With  Part  Numbers.   Section CC
                                  312

-------
Table A-20
Free Turbine Engine,
Item
Complete Parts List
Castings
Forgings
Bar, Tube & Extrusions
Sheet & Plate
Purchased Parts
Miscellaneous
Hastelloy X and Inconel 713LC
Steel
Nodular Iron
304 Stainless Steel
Aluminum
Precision Investment Castings
Parts Breakdown, PD-2
Table No.
A-21
A-22
'A- 2 3
A-24
A- 25
A-26
A-27
A- 28
A- 29
A- 30
A- 31
A- 32
A-33
Weight (Lbs.)
425.18
259.78
9.34
5.82
66.50
83.33
0.40
.10.71
30.34
175.63
102.56
0.29
4.29
Cost ($)
432.32
251.46
2.80
5.56
39.47
122.64
10.39
98.06
7.27
47.06
137.69
0.30
20.20
    313

-------
PAGE  I    06/07/72  08t25EDT
PART  NAME
                  DESCRIPTION
              Table A-21

           Complete Parts List


AUTOMOTIVE GAS TURBINE  SELECTION STUDY

       PARTS LIST

      PD-2 ENGINE  (FREE  TURBINE)


         MATERIAL    TYPE COST/LB WEIGHT  TOTAL

                                          WEIGHT
OO1
OO2
OO3
004
005
006
007
008
009
0)0
01 1
012
013
014
015
016
017
0)8
020
02)
022
023
024
025
026
027
028
029
030
031
032
033
034
BULLETNOSE
PIN
NUT
SHAFT
COMPRESSOR
WOODRUFF KEY
SEAL RING
GEAR
TURBINE
GEAR
SNAP RING
BEARING
GEAR SHAFT
GEAR
SNAP RING
GEAR
SNAP RING
SNAP RING
SEAL
SNAP RING
TURBINE
SHAFT
SEAL RING
BEARING
SPACER
RETAINER
GEAR
WOODRUFF KEY
NUT
GEAR ASSY
SNAP RING
SNAP RING
GEAR ASSY
COMPRESSOR
COMP BULLETNOSE
COMPRESSOR
GAS GENERATOR
—
COMPRESSOR
COMPRESSOR
GAS GEN SHAFT
GAS GEN
STARTER GAS GEN
STARTER GAS GEN GEAR
STARTER GAS GEN GEAR
STARTER GAS GEN
STARTER GAS GEN
STARTER GAS GEN GEAR
STARTER
STARTER GEAR
STARTER SHAFT BEARING
STARTER SHAFT
STARTER SHAFT SEAL
POWER
POWER TURBINE
POWER TURBINE SHAFT
POWER TURBINE SHAFT
355 AL
4140 STEEL
4140 STEEL
4340 STEEL
410 SST
4140 STEEL
4140 STEEL
8620 STEEL
INC 713LC
8620 STEEL
SHAFT-
SHAFT-
4340 STEEL
8620 STEEL
—
8620 STEEL
—
—
—
—
CMR-60
4340 STEEL
4140 STEEL
—
POWER TURB SHAFT BEARING 4140 STEEL
AFT POWER TURB SHAFT
POWER TURB DRIVE
POWER TURB DRIVE GEAR
POWER TURBINE SHAFT
REDUCTION
FRONT RED GEAR BEAR
REAR RED GEAR BEAR
ACCESSORY DRIVE
BEAR 4140 STEEL
8620 STEEL
—
4140 STEEL
8620 STEEL
—
_
8620 STEEL
CST
PUR
BAR
BAR
CST
PUR
BAR
FOR
PIC
FOR
PUR
PUR
BAR
FOR
PUR
FOR
PUR
PUR
PUR
PUR
PIC
BAR
BAR
PUR
TUB
BAR
FOR
PUR
BAR
FOR
PUR
PUR
FOR
0.45
0.00
0.20
0.20
2.00
0.00
0.20
0.30
6.50
0.30
0.00
0.00
0.20
0.30
0.00
0.30
0.00
0.00
0.00
0.00
2.77
0.20
0.20
0.00
0.20
0.20
0.30
0.00
0.20
0.30
0.00
0.00
0.30
0. 149
0.004
0.089
1.372
3.467
0.01 1
0.050
0. 153
2.230
0.300
0.006
0. 122
0.340
0.052
0.003
0.205
0.003
0.005
0.058
0.012
2.06)
1 .257
0.070
0.280
0.893
0.052
0.122
0.001
0.027
2.680
0.01 1
0.008
4.230
0.15
0.00
0.09
1 .37
3.47
0.01
0.05
0.15
2.23
0.30
0.02
0.49
0.34
0.05
0.00
0.21
0.00
0.01
0.06
0.01
2.06
1 .26
0.07
1 .12
0.89
0.05
0.12
0.00
0.03
2.68
0.01
0.01
4.23
ER
RTS










3
4





2





.









COST
PER PART
0.07
0.01
0.02
0.27
6.93
0.03
0.01
0.05
14.50
0.09
0.04
2.80
0.07
0.02
0.04
0.06
0.04
0.04
0.10
0.04
5.71
0.25
0.01
2.80
0.18
0.01
0.04
0.03
0.01
0.80
0.04
0.04
1 .27
TOTAL
COST
0.07
0.01
0.02
0.27
6.93
0.03
0.01
0.05
14.50
0.09
0.12
1 1 .20
0.07
0.02
0.04
0.06
0.04
0.08
0.10
0.04
5.71
0.25
0.01
1 1 .20
0.18
0.01
0.04
0.03
0.0)
0.80
0.04
0.04
1 .27
 UJ
 I--
 .c-

-------
PAGE  2   06/07/72  08i26EDT
                                             Table A-21 (Cont'd.)


                                    AUTOMOTIVE  GAS  TURBINE SELECTION  STUDY
                                           PARTS LIST
                                          PD-2  ENGINE (FREE TURBINE)
PART

035
036
037
038
039
040
041
042
043
044
045
046
047
048
049
050
051
052
053
054
055
056
057
058
059A
059B
059C
060
061
062
063
064
065
NAME

BEARING
SNAP RING
SNAP RING
SEAL
SHEAVE
BEARING
SPACER
OIL SEAL
RETAINER
SCREW
HOUSING
INSULATION
0 RING
DIFFUSER
INSULATION
COVER PLATE
SCREW
GASKET
NUT
HOUSING
INSULATION
OUTER SHELL
CAP
COVER
RECUPERATOR
RECUPERATOR
RECUPERATOR
DOWEL PIN
0 RING
INSULATION
LINEK
HOUSING
SEAL
DESCRIPTION

ACCESSORY DRIVE GEAR
ACCESSORY DRIVE GEAR
-
ACCESSORY DRIVE GEAR
V BELT
THRUST PNR GEN SHAFT
MATER

_
—
-
SHAFT-
NOD.
—
GAS GEN GEAR SHAFT BRGS 4140
FRONT GAS GEN SHAFT
GAS GEN SHAFT FNT OIL
—
BEARING
-
COMP DIFFUSER
COMPRESSOR
—
FRONT
-
-
-
BEARING GAS GEN
-
COMBUSTOR
FUEL INJECTOR
RECUPERATOR TOP
(SHELL)
(EXHAUST PIPE)
(CORE)
-
-
-
COMBUSTOR
BEARING
METALLIC
—
SEAL4140
_
NOD.
—
—
NOD.
—
NOD.
_
PAPER
—
NOD.
—
IAL





IRON

STEEL

STEEL

IRON


IRON

IRON



IRON

304 SST
HAST.
NOD.
X
IRON
304 SST
AL. STEEL
CERVIT
—
-
—
HAST.
NOD.
HS-25



X
IRON

TYPE

PUR
PUR
PUR
PUR
PUR
PUR
TUB
PUR
BAR
PUR
PUR
PUR
PUR
CST
PUR
CST
PUR
PUR
PUR
CST
PUR
CST
CST
CST
SHT
SHT
PUR
PUR
PUR
PUR
EXT
PUR
PUR
COST/LB

0.00
0.00
0.00
0.00
O.OO
0.00
0.20
0.00
0.20
0.00
.0.00
0.20
0.00
0.30
0.20
0.25
0.00
0.00
0.00
0.25
0.20
2.00
10.00
0.30
0.70
0.20
0.00
0.00
0.00
0.20
3.50
0.00
0.00
WEIGHT

0.339
0.012
0.012
0.026
0.477
0.113
0. 170
0.106
0. 141
0.006
0.745
1 .045
0.068
8.726
1 .576
18.985
0.006
0.081
0.006
41 .384
2.090
7.213
0. 195
7.533
26. 172
7.080
21 .728
0.002
0. 104
4.440
0.751
1 .549
0.053
TOTAL
WEIGHT
0.68
0.01
0.04
0.03
1 .43
0.1 1
0.17
O.I 1
0.14
0.05
0.74
1 .05
0.14
8.73
1 .58
18.98
0.07
0.08
0.07
41 .38
2.09
7.21
0.20
15.07
52.34
14.16
43.46
0.00
0.10
4.44
0.75
1 .55
0.05
NUMBER
OF PARTS
2
1
3
1
3
1
1
1
1
8
1
I
2
1
1
1
12
1
12
1
1
1
1
2
2
2
2





1
COST
PER PART
2.80
0.04
0.04
0.10
0.26
2.00
0,03
0.10
0.03
O.01
0.50
0.21
0.03
2.62
0.32
4.75
0.01
0.10
0.01
10.35
0.42
14.43
1 .95
2.26
18.32
1 .42
30.00
0.01
0.03
0.89
2.63
0.50
0.25
TOTAL
COST
5.60
0.04
0.12
0.10
0.78
2.00
0.03
0.10
0.03
0.08
0.50
0.21
0.06
2.62
0.32
4.75
0. 12
0.10
0. 12
10.35
0.42
14.43
1 .95
4.52
36.64
2.83
60.00
0.01
0.03
0.89
2.63
0.50
0.25
 OJ
 M
 Ul

-------
PAGE  3   06/07/72  osi26EDT
                                             Table A-21 (Cont'd.)
                                   AUTOMOTIVE GAS TURBINE SELECTION STUDY
                                          PARTS LIST
                                         PD-2 ENGINE (FREE TURBINE)
PART  NAME
DESCRIPTION
066  RING SEAL
067  TIP SEAL
068  CASING
069  BEARING
070  OIL SEAL
071  SNAP RING
072  SCREW
073  RING SEAL
074  OIL SEAL
075  TIP SEAL
076  GASKET
077  BOLT
078  NUT
079  SCREW
080A NOZ. HOUSING
080B NOZ. HOUSING
081  INSULATION
082  CASING
083  RING SEAL
084  NOZZLE VANE
085  BOLTS
086  INSULATION
087  HOUSING
088  OIL PUMP
089  COVER
090  BOLTS
091  WOODRUFF KEY
092  SNAP RING
093  SNAP RING
094  BEARING
095  DRIVE SHAFT
096  BOLT
097  COVER
GAS GEN TURBINE
GAS GEN TURBINE
TURBINE INNER
REAR GAS GEN
GAS GEN TURBINE
GAS GEN TURB OIL SEAL

POWER TURBINE
POWER TURBINE
POWER TURBINE
SEAL
GAS GEN TURBINE
GAS GEN TURBINE

OUTER
GAS GEN NOZZLE HOUSING
POWER TURBINE

POWER TURB BEAR HOUSING
BEARING POWER TURBINE

OIL PUMP

OIL PUMP DRIVE SHAFT
OIL PUMP BEAR OUTER
OIL PUMP BEAR INNER
OIL PUMP
OIL PUMP

REDUCTION GEAR BEARING
MATERIAL

HS-25
HAST. X
304 SST
-
-
-
-
302 SST
-
304 SST
PAPER
304 SST
304 SST
304 SST
HAST. X
HAST. X
—
B50TI3
HS-25
CRM-60
4140 STEEL
—
NOD. IRON
—
NOD. IRON
—
—
—
—
-
4140 STEEL
—
NOD. IRON
TYPE

PUR
HNC
CST
PUR
PUR
PUR
PUR
PUR
PUR
HNC
PUR
PUR
PUR
PUR
CST
EXT
PUR
CST
—
CST
PUR
PUR
CST
PUR
CST
PUR
PUR
PUR
PUR
PUR
FOR
PUR
CST
COST/LB

0.00
70.80
2.00
0.00
0.00
0.00
0.00
0.00
0.00
10.00
0.00
0.00
0.00
0.00
10.00
3.50
0.20
0.30
0.00
2.77
0.00
0.20
0.25
0.00
0.30
0.00
0.00
0.00
0.00
0.00
0.30
0.00
0.30
WEIGHT

0.028
0.122
2.891
0.196
0.204
0.017
0.003
0.023
0.076
0.130
0.039
0.034
0.004
0.004
6.832
0.580
4.739
22 . 350
0.048
0.029
0.007
3.890
28.776
1 .269
0.517
0.002
0.001
0.018
0.009
0.339
1 .596
0.002
0.430
TOTAL
WEIGHT
0.08
0.12
2.89
0.20
0.20
0.02
0.02
0.07
0.08
0.13
0.04
0.27
0.05
0.05
6.83
0.58
4.74
22.35
0.14
1 .04
0.21
3.89
28.78
1 .27
0.52
0.02
0.00
0.02
0.02
0.68
1 .60
0.05
0.43
NUMBER
OF PARTS
3





8
3
1
1
1
8
12
12
1
1
1
)
3
36
30




8


2
2
1
24
1
COST
PER PART
0.15
8.64
5.78
2.00
0.10
0.04
0.01
0.10
0.10
1 .30
0.10
0.01
0.01
0.01
68.32
2.03
0.95
6.70
0.15
0.08
0.01
0.78
7.19
2.15
0.16
0.01
0.03
0.04
0.04
2.80
0.48
0.01
0.13
TOTAL
COST
0.45
8.64
5.78
2.00
0.10
0.04
0.08
0.30
0.10
1 .30
0. 10
0.08
0. 12
0.12
68.32
2.03
0.95
6.70
0.45
2.89
0.30
0.78
7.19
2.15
0.16
0.08
0.03
0.04
0.08
5.60
0.48
0.24
0.13

-------
PAGE  4   06/07/12  08i26EDT
                                             Table A-21 (Cont'd.)

                                    AUTOMOTIVE  GAS TURBINE SELECTION STUDY
                                           PARTS LIST
                                          PD-2  ENGINE (FREE TURBINE)
PART

098
099
100
101
102
103
104
105
106
107
108
109
1 10
III
1 12
1 13
1 14
115
1 16
1 17
1 18
1 19
120
121
122
123
124
125
126
127
128
129
130
NAME

COVER
BOLT
COVER
DESCRIPTION

GEAR BOX
—
ACC DRV SHAFT REAR BEAR
ACTUATOR LINKPOWER TURB NOZZLE
ACTUATOR RINGPOWER TURB NOZZLE
CASING
INSULATION
NUT
HOUSING
BOLT
SCROLL
NUT
SCREW
RING SEAL
STRUT
SNAP RING
0 RING
COVER
OIL SEAL
LOCK WASHER
NUT
FLANGE
MARMAN CLAMP
SEAL RING
POWER TURB OUTER
-
—
EXHAUST SCROLL RING SEAL
—
EXHAUST
-
-
EXHAUST SCROLL
TURBINE EXHAUST
POWER TURB REAR BRG
OIL PUMP
OIL PUMP SHAFT REAR BRG
OIL PUMP SHAFT REAR BRG
OIL PUMP SHAFT
OIL PUMP SHAFT
MARMAN
-
MARMAN FLANGE
MATERIAL

NOD. IRON
—
NOD. IRON
304 SST
304 SST
304 SST
—
_
NOD. IRON
304 SST
304 SST
304 SST
304 SST
INC. X
304 SST
—
NEOPRENE
NOD. IRON
-
—
-
—
-
-
TYPE

CST
PUR
CST
CST
CST
CST
PUR
PUR
CST
PUR
CST
PUR
PUR
PUR
CST
PUR
PUR
CST
PUR
PUR
PUR
-
PUR
PUR
MARMAN FLANGE-
0 RING
BOLT
0 RING
COVER
OIL PUMP
COVER
SCREWS
WOODRUFF KEY
-
-
-
BOTTOM RECUP
SCAVENGE
SCAVENGE OIL PUMP
-
SCAVENGE OIL PUMP SHAFT
NEOPRENE
-
NEOPRENE
NOD. IRON
-
NOD. IRON
—
-
PUR
PUR
PUR
CST
PUR
CST
PUR
PUR
COST/LB

0.25
0.00
0.30
2.00
2.00
2.00
0.20
0.00
0.30
0.00
2.00
0.00
.0.00
0.00
2.00
0.00
0.00
0.30
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.30
0.00
0.30
0.00
0.00
WEIGHT

36.632
0.017
1 .217
0.049
2.240
1 1 .481
1 .125
0.012
3.833
0.012
21 .702
0.003
0.003
0.059
0.191
0.022
0.016
1 .217
0.018
0.007
0.022
0.000
0.457
0.023
0.000
0.212
0.049
0.003
7.533
0.255
0.051
0.001
0.000
TOTAL
WEIGHT
36.63
0.41
1 .22
1 .76
2.24
1 1 .48
1 .13
0.10
3.83
0.10
21 .70
0.04
0.04
0.18
0.76
0.02
0.03
1 .22
0.02
0.01
0.02
0.00
0.46
0.02
0.00
0.21
1.18
0.00
15.07
0.25
0.05
0.01
0.00
NUMBER
OF PARTS
1
24
1
36
1
1
1
8
1
8
1
12
12
3
4
1
2
1
1
1
1
0
1
1
0
1
24
1
2
1
1
8
1
COST
PER PART
9.16
0.01
0.37
0.10
4.48
22.96
0.22
0.01
1 .15
0.01
43.40
0.01
0.01
0.20
0.38
0.04
0.03
0.37
0.10
0.04
O.OJ
0.00
1 .00
0.10
0.00
0.03
O.OJ
0.03
2.26
0.55
0.02
0.01
0.03
TOTAL
COST
9
0
0
3
4
22
0
0
1
0
43
0
0
0
1
0
0
0
0
0
0
0
1
0
0
0
0
0
4
0
0
0
0
.16
.24
.37
.53
.48
.96
.22
.08
.15
.08
.40
.12
.12
.60
.53
.04
.06
.37
.1.0
.04
.01
.00
.00
. 10
.00
.03
.24
.03
.52
.55
.02
.08
.03

-------
PAGE  5   06/07/72  08i26EDT
PART  NAME
DESCRIPTION
          Table A-21 (Cont'd.)

AUTOMOTIVE GAS TURBINE SELECTION STUDY
       PARTS LIST
      PD-2 ENGINE (FREE TURBINE)

         MATERIAL   TYPE COST/LB WEIGHT  TOTAL    NUMBER
                                        WEIGHT   OF  PARTS
131
132
134
135
137
138
139
140
141
142
143
144
145
147
148
149
150
151
152
153
154
GASKET
WARM AN CLAMP
LOCK WASHER
SCREW
ACTUATOR
SCREW
0 RING
0 RING
BRACKET
BOLT
BRACKET
NUT
SCREW
TUBE
MARMAN CLAMP
GASKET
FITTING
TUBE
BUSHING
-
_
-
—
-
-
_
_
—
—
-
—
SOC HEAD
STRUT
—
—
TUBE
1/4 IN 00
ADAPTER
ELBOW FITTING-
LOCK WASHER
-
-
-
-
_
-
-
NEOPRENE
NEOPRENE
101 0 STEEL
_
1010 STEEL
_
—
304 SST
_
—
AL
AL
AL
AL
-
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
CST
PUR
—
PUR
EXT
PUR
PUR
PUR
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
2.00
0.00
0.00
0.00
0.40
0.00
0.00
0.00
0.023
0.274
0.001
0.010
1 .524
0.0.08
0.005
0.002
0.509
0.006
0.569
0.008
0. 106
0.375
0.231
0.000
0.009
0.028
0.035
0.019
0.008
0.05
0.55
0.05
0.60
3.05
0.06
0.01
0.00
1 .02
0.05
1 .14
0.06
0.32
1 .50
0.46
0.00
0.03
0.03
0.07
0.02
0.01
2
2
60
60
2
8
2
2
2
8
2
8
3
4
2
2
3
I
2
1
1
0.10
1 .00
O.OJ
0.01
2.00
0.01
0.03
0.03
0.10
O.OJ
0.10
0.01
0.01
0.75
1 .00
0.00
0.05
0.01
0.01
0.05
0.01
0.20
2.00
0.30
0.30
4.00
0.08
0.06
0.06
0.20
0.08
0.20
0.08
0.03
3.00
2.00
0.00
0. 15
0.01
0.02
0.05
0.01
TOTAL WEIGHT = 425.18 LBS.   TOTAL COST = $432.32
                                    NUMBER OF PARTS = 624

-------
PAGE  1    06/06/72  17t25EDT
                                                 Table A-2 2

                                                  Castings

                                   AUTOMOTIVE GAS TURBINE SELECTION  STUDY
                                          PARTS LIST
                                         PD-2 ENGINE (FREE TURBINE)
PART
NAME
DESCRIPTION
MATERIAL
TYPE COST/LB
WEIGHT
TOTAL NUMBER COST
WEIGHT OF PARTS PER PART
001
005
009
022
048
050
054
056
057
058
068
080A
082
084
087
089
097
098
100
101
102
103
106
108
1 12
1 15
126
128
147
BULLETNOSE
COMPRESSOR
TURBINE
TURBINE
DIFFUSER
COVER PLATE
HOUSING
OUTER SHELL
CAP
COVER
CASING
NOZ. HOUSING
CASING
NOZZLE VANE
HOUSING
COVER
COVER
COVER
COVER
COMPRESSOR
—
GAS GEN
POWER
COMPRESSOR
FRONT
BEARING GAS GEN
COMBUSTOR
FUEL INJECTOR
RECUPERATOR TOP
TURBINE INNER
GAS GEN TURBINE
OUTER
POWER TURBINE
BEARING POWER TURBINE
OIL PUMP
REDUCTION GEAR BEARING
GEAR BOX
ACC DRV SHAFT REAR BEAR
ACTUATOR LINKPOWER TURB NOZZLE
ACTUATOR RINGPOHER TURB NOZZLE
CASING
HOUSING
SCROLL
STRUT
COVER
COVER
COVER
TUBE
POWER TURB OUTER
EXHAUST SCROLL RING SEAL
EXHAUST
TURBINE EXHAUST
OIL PUMP SHAFT REAR BRG
BOTTOM RECUP
SCAVENGE OIL PUMP
STRUT
355 AL
410 SST
INC 7I3LC
CMR-60
NOD. IRON
NOD. IRON
NOD. IRON
304 SST
HAST. X
NOD. IRON
304 SST
HAST. X
B50T13
CRM-60
NOD. IRON
NOD. IRON
NOD. IRON
NOD. IRON
NOD. IRON
304 SST
304 SST
304 SST
NOD. IRON
304 SST
304 SST
NOD. IRON
NOD. IRON
NOD. IRON
304 SST
CST
CST
PIC
PIC
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
0.45
2.00
6.50
2.77
0.30
0.25
0.25
2.00
10.00
0.30
2.00
10.00
0.30
2.77
0.25
0.30
0.30
0.25
0.30
2.00
2.00
2.00
0.30
2.00
2.00
0.30
0.30
0.30
2.00
0.149
3.467
2.230
2.061
8.726
18.985
4 1 . 384
7.213
0.195
7.533
2.891
6.832
22.350
0.029
28.776
0.517
0.430
36.632
1.217
0.049
2.240
1 1 .481
3.633
21 .702
0. 191
1 .217
7.533
0.051
0.375
0.15
3.47
2.23
2.06
8.73
18.98
41 .38
17.21
0.20
15.07 ;
2.89
6.83
22.35
1 .04 3<
28.78
0.52
0.43
36.63
1 .22
1.76 3<
2.24
1 1 .48
3.83
21 .70
0.07
6.93
14.50
6.71
2.62
4.75
10.35
14.43
1 .95
> 2.26
5.78
68.32
6.70
5 0.08
7.19
0.16
0.13
9.16
0.37
5 0.10
4.48
22.96
1 .15
43.40
0.76 4 0.38
1.22 1 0.37
15.07 2 2.26
0.05 1 0.02
1.50 4 0.75
TOTAL
COST
0.07
6.93
14.50
5.71
2.62
4.75
10.35
14.43
1 .95
4.52
5.78
68.32
6.70
2.89
7.19
0.16
0.13
9.16
0.37
3.53
4.48
22.96
1. 15
43.40
1 .53
0.37
4.52
0.02
3.00
TOTAL WEIGHT = 259.78 LBS.   TOTAL COST = S251.46
NUMBER OF PARTS =  107

-------
PAGE  i    05/27/72  i5ซ20EDT
PART  NAM:
008
010
014
016
028
031
034
095
GEAR
GEAR
GEAR
GEAR
GEAR
GEAR ASSY
GEAR ASSY
DRIVE SHAFT
                                                 Table A-23
                                                  Porgings

                                   AUTOMOTIVE GAS TURBINE SELECTION
                                          PARTS LIST
                                         PD-2 ENGINE (FREE TURBINE)
                                                   STUDY
DESCRIPTION
                  GAS GEN SHAFT
                  STARTER GAS GEN
                  STARTER GAS GEN
                  STARTER
                  POWER TURB DRIVE
                  REDUCTION
                  ACCESSORY DRIVE
                  OIL PUMP
MATERIAL   TYPE COST/LB WEIGHT  TOTAL   NUM3ER
                               WEIGHT  OF  PARTS
8620
8620
8620
8620
8620
8620
8620
4140
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
FOR
FOR
FOR
FOR
FOR
FOR
FOR
FOR
0
0
0
0
0
0
0
0
.30
.30
.30
.30
.30
.30
.30
.30
0
0
0
0
0
2
4
1
. 153
.300
.052
.205
. 122
.680
.230
.596
0,
0,
0,
0,
0,
2,
4,
1 ,
. 15
.30
.05
.21
.12
.68
.23
.60
COST
!R PART
0.05
0.09
0.02
0.06
0.04
0.80
1 .27
0.48
TOTAL
COST
0.05
0.09
0.02
0.06
0.04
0.30
1 .27
0.43
TOTAL HEIGHT =   9.34 L3S.   TOTAL COST = $  2.80
                                    NUMBER OF  PARTS  =
   u>
   N3
   o

-------
PAGE
          05/27/72  I5:17EDT
PART
003
004
007
013
023
024
026
027
030
041
043
063
080B.
15!
                                                 Table A-24

                                            Bar,  Tube & Extrusions

                                   AUTOMOTIVE GAS TURBINE  SELECTION  STUDY
                                          PARTS LIST
                                         PD-2 ENGINE  (FREE TURBINE)
                  DESCRIPTION
     NUT
     SHAFT
     SEAL RING
     GEAR SHAFT
     SHAFT
     SEAL RING
     SPACER
     RETAINER
     NUT
     SPACER
     RETAINER
     LINER
     NOZZLE HUUSI
     TUBE
 COMPRESSOR
 GAS GENERATOR
 COMPRESSOR
 STARTER GAS GEN
 POWER TURBINE
 POWER TURBINE SHAFT
 POWER TURB SHAFT BEAR!
 AFT POrtER TURB SHAFT j
 POWER TURBINE SHAFT
 GAS GEN GEAR SHAFT BR(
 GAS GEN SHAFT FNT OIL
 COMBUSTOR
NGGAS GEN TURBINE
 1/4 IN OD
MATER
IAL
TYPE COST/LB
WEIGHT
TOTAL NUMBER COST
WEIGHT OF PARTS PER
4140
4340
4140
4340
4340
4140
NO 4 1 40
EAR 4140
4140
S 4140
SEAL4140
HAST.
HAST.
AL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
X
X

BAR
BAR
BAR
BAR
BAR
BAR
TUB
BAR
BAR
TUB
BAR
EXT
EXT
EXT
0
0
0
0
0
0
0
0
0
0
0
3
3
0
.20
.20
.20
.20
.20
.20
.20
.20
.20
.20
.20
.50
.50
.40
0
1 .
0
0
1
0
0
0
0
0
0
0
0
0
.089
372
.050
.340
.257
.070
.893
.052
.027
. 170
. 141
.751
.580
.028
0
1
0
0
1
0
0
0
0
0
0
0
0
0
.09 1 0
.37
.05
.34
.26
.07
.89
.05
.03
. 17
.14
.75
.58
.03
0
0
0
0
0
0
0
0
0
0
2
2
0
PART
.02
.27
.01
.07
.25
.01
.18
.01
.01
.03
.03
.63
.03
.01
TOTAL
COST
0.02
0.27
0.01
0.07
0.25
0.01
0.18
0.01
0.01
0.03
0.03
2.63
2.03
0.01
TOTAL HEIGHT =   5.82 LBS.   TOTAL COST = S  5.56
                                                      NUMBER  OF  PARTS =  14

-------
PAGE  1    06/06/72  17i23EDT
                                                 Table A-25

                                                Sheet & Plate

                                   AUTOMOTIVE GAS TURBINE  SELECTION  STUDY
                                          PARTS LIST
                                         PD-2 ENGINE  (FREE TURBINE)
PART  NAME
DESCRIPTION
059A RECUPERATOR  (SHELL)
059B RECUPERATOR  (EXHAUST PIPE)
MATERIAL
304
AL.
SST
STEEL
TYPE COST/LB
SHT
SHT
0.70
0.20
WEIGHT TOTAL NUMBER
WEIGHT OF PARTS
26
7
.172
.080
52
14
.34
.16
2
2
COST
PER PART
18
I
.32
.42
TOTAL
COST
36.64
2.83
TOTAL WEIGHT =  66.50 LBS.   TOTAL COST = $ 39.47
                                    NUMBER  OF  PARTS
  ro
  to

-------
PAGE  I    06/06/72  I7H3EDT
PART  NAME
002  PIN
006  WOODRUFF KEY
01 I  SNAP RING
012  BEARING
015  SNAP RING
017  SNAP RING
018  SNAP RING
020  SEAL
021  SNAP RING
025  BEARING
029  WOODRUFF KEY
032  SNAP RING
033  SNAP RING
035  BEARING
036  SNAP RING
037  SNAP RING
038  SEAL
039  SHEAVE
040  BEARING
042  OIL SEAL
044  SCREW
045  HOUSING
046  INSULATION
047  0 RING
049  INSULATION
051  SCREW
052  GASKET
053  NUT
055  INSULATION
059C RECUPERATOR
060  DOWEL PIN
061  0 RING
062  INSULATION
                                                 Table A-26
                                               Purchased Parts

                                   AUTOMOTIVE GAS TURBINE SELECTION  STUDY
                                          PARTS LIST
                                         PD-2 ENGINE  (FREE  TURBINE)
DESCRIPTION
COMP BULLETNOSE
COMPRESSOR
STARTER GAS GEN GEAR SHAFT-
STARTER GAS GEN GEAR SHAFT-
STARTER GAS GEN GEAR
STARTER GEAR
STARTER SHAFT BEARING
STARTER SHAFT
STARTER SHAFT SEAL
POWER TURBINE SHAFT
POWER TURB DRIVE GEAR
FRONT RED GEAR BEAR
REAR RED GEAR BEAR
ACCESSORY DRIVE GEAR
ACCESSORY DRIVE GEAR

ACCESSORY DRIVE GEAR SHAFT-
V BELT
THRUST PWR GEN SHAFT
FRONT GAS GEN SHAFT

BEARING

COMP DIFFUSER
(CORE)
MATERIAL

4140 STEEL
4140 STEEL


—
—
—
_
—
—
—
—
-
—
—
—

NOD. IRON
-
-
—
NOD. IRON
—
-
-
-
PAPER
-
-
CEHVIT
-
-
-
TYPE

PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUK
COST/LB

0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.20
0.00
0.20
0.00
0.00
0.00
0.20
0.00
0.00
0.00
0.20
WEIGHT

0.004
0.01 1
0.006
0.122
0.003
0.003
0.005
0.058
0.012
0.280
0.001
0.01 1
0.008
0.339
0,012
0.012
0.026
0.477
0.1 13
0. 106
0.006
0.745
I .045
0.068
1 .576
0.006
0.081
0.006
2.090
21.728
0.002
0.104
4.440
TOTAL
WEIGHT
0.00
0.01
0.02
0.49
0.00
0.00
0.01
0.06
0.01
1 .12
0.00
10.01
0.01
0.68
0.01
0.04
0.03
1 .43
0.1 1
0. 1 1
0.05
0.74
1 .05
0.14
1 .58
0.07
0.08
0.07
2.09
43.46
0.00
0.10
4.44
NUMBER
OF PARTS
1
1
3
4
1
1
2
1
1
4
1
1
1
2
1
3
1
3
1
1
a
i
i
2
1
12
1
12
1
2
1
1
1
COST
PER PART
0.01
0.03
0.04
2.80
0.04
0.04
0.04
0.10
0.04
2.80
0.03
0.04
0.04
2.80
0.04
0.04
0.10
0.26
2.00
0.10
0.01
0.50
0.21
0.03
0.32
0.01
0.10
0.01
0.42
30.00
0.01
0.03
0.89
TOTAL
COST
0.01
0.03
0.12
1 1.20
0.04
0.04
0.08
0.10
0.04
II .20
0.03
0.04
0.04
5.60
0.04
0.12
0.10
0.78
2.00
0.10
0.08
0.50
0.21
0.06
0.32
0. 12
0.10
0. 12
0.42
60.00
0.01
0.03
0.89
 u>
 to
 OJ

-------
PAGE  2   06/06/72  I7H3EDT
                                             Table A-26 (Cont'd.)
                                   AUTOMOTIVE GAS TURBINE SELECTION  STUDY
                                          PARTS LIST
                                         PD-2 ENGINE (FREE TURBINE)
PART  NAME
064  HOUSING
065  SEAL
066  RING SEAL
069  BEARING
070  OIL SEAL
071  SNAP RING
072  SCREW
073  RING SEAL
074  OIL SEAL
076  GASKET
077  BOLT
078  NUT
079  SCREW
081  INSULATION
085  BOLTS
086  INSULATION
088  OIL PUMP
090  BOLTS
091  WOODRUFF KEY
092  SNAP RING
093  SNAP RING
094  BEARING
096  BOLT
099  BOLT
104  INSULATION
105  NUT
107  BOLT
109  NUT
110  SCREW
11 1  RING SEAL
113  SNAP RING
114  0 RING
116  OIL SEAL
DESCRIPTION
BEARING
METALLIC
GAS GEN TURBINE
REAR GAS GEN
GAS GEN TURBINE
GAS GEN TURB OIL SEAL

POWER TURBINE
POWER TURBINE
SEAL
POWER TURB BEAR HOUSING
OIL PUMP DRIVE SHAFT
OIL PUMP BEAR OUTER
OIL PUMP BEAR INNER
OIL PUMP
EXHAUST SCROLL
POWER TURB REAR BRG
OIL PUMP
OIL PUMP SHAFT REAR BRG
MATERIAL
TYPE COST/LB
WEIGHT TOTAL NUMBER
WEIGHT OF PARTS
NOD. IRON
HS-25
HS-25
—
-
_
-
302 SST
-
PAPER
304 SST
304 SST
304 SST
_
4140 STEEL
_
—
_
—
_
—
_
_
—
—
_
304 SST
304 SST
304 SST
INC. X
_
NEOPRENE
-
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.20
0.00
0.20
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.20
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
41 .549
0.053
0.028
0. 196
0.204
0.017
0.003
0.023
0.076
0.039
0.034
0.004
0.004
4.739
0.007
3.890
1 .269
0.002
0.001
0.018
0.009
0.339
0.002
0.017
1 .125
0.012
0.012
0.003
0.003
0.059
0.022
0.016
0.018
1 .55
0.05
0.08
0.20
0.20
0.02
0.02
0.07
0.08
0.04
0.27
0.05
0.05
4.74
0.21
3.89
1 .27
0.02
0.00
0.02
0.02
0.68
0.05
0.41
1.13
0.10
0.10
0.04
O.04
0.18
0.02
0.03
0.02


3



8
3
1
1
8
12
12
1
30
1
1
8
1
1
2
2
24
24
1
8
8
12
12
3
1
2
1
COST
PER PART
0.50
0.25
0.15
2.00
0.10
0.04
(D.01
0.10
0.10
0.10
0.01
0.01
0.01
0.95
0.01
0.78
2.15
0.01
0.03
0.04
0.04
2.80
0.01
0.01
0.22
0.01
0.01
0.01
0.01
0.20
0.04
0.03
0.10
TOTAL
COST
0.50
0.25
0.45
2.00
0. 10
0.04
0.08
0.30
0. 10
0.10
0.08
0.12
0.12
0.95
0.30
0.78
2.15
0.08
0.03
0.04
0.08
5.60
0.24
0.24
0.22
0.08
0.08
0.12
0.12
0.60
0.04
0.06
0.10
 LO
 NJ

-------
PAGE  3   05/05/72
          Table A-26 (Cont'd.)


AUTOMOTIVE GAS TURBINE  SELECTION
       PARTS LIST
      PD-2 ENGINE  (FREE TURBINE)
                                                                     STUDY
PART

1 17
"1 18
120
121
123
124
125
127
129
130
131
132
134
135
137
138
139
140
141
142
143
1 44
145
148
150
152
153
154
NAME

LOCK WASHER
NUT
MARMAN CLAMP
SEAL RING
0 RING
BOLT
0 RING
OIL PUMP
SCREWS
WOODRUFF KEY
GASKET
MARMAN CLAMP
LOCK WASHER
SCRErt
ACTUATOR
SCREW
0 RING
0 RING
BRACKET
BOLT
BRACKET
NUT
SCREW
MARMAN CLAMP
FITTING
BUSHING
ELBOW FITTIM
LOCK WASHER
DESCRIPTION

OIL PUMP SHAFT
OIL PUMP SHAFT
—
MARMAN FLANGE
_
—
-
SCAVENGE
-
SCAVENGE OIL PUMP SHAFT
—
—
-
-
-
-
-
-
-
-
-
-
SOC HEAD
-
TUBE
ADAPTER
G-
-
MATERIAL

_
—
—
—
.NEOPRENE
—
NEOPRENE
-
-
-
—
—
-
-
-
—
NEOPRENE
NEOPRENE
1010 STEEL
—
1010 STEEL
-
—
-
AL
AL
AL
-
TYPE

PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
COST/LB

0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
WEIGHT

0.007
0.022
0.457
0.023
0.212
0.049
0.003
0.255
0.001
0.000
0.023
0.274
0.001
0.010
1 .524
0.008
0.005
0.002
0.509
0.006
0.569
0.008
0. 106
0.231
0.009
0.035
0.019
0.008
TOTAL
WEIGHT
0.01
0.02
0.46
0.02
D.2I
1 .18
0.00
0.25
0.01
0.00
0.05
0.55
0.05
0.60
3.05
0.06
0.01
0.00
1 .02
0.05
1 .14
0.06
0.32
0.46
0.03
0.07
0.02
0.01
NUMBER
OF PARTS





24


8
1
2
2
60
60
2
8
2
2
2
8
2
8
3
2
3
2
1
1
COST
PER PART
0.04
0.0!
1 .00
0.10
0.03
0.01
0.03
0.55
0.01
0.03
0.10
1 .00
0.0!
0.01
2.00
0.01
0.03
0.03
0.10
0.01
0.10
0.0!
0.01
1 .00
0.05
0.01
0.05
0.01
TOTAL
COST
0.04
0.01
1 .00
0. 10
0.03
0.24
0.03
0.55
0.08
0.03
0.20
2.00
0.30
0.30
4.00
0.08
0.06
0.06
0.20
0.08
0.20
0.08
0.03
2.00
0. 15
0.02
0.05
0.01
TOTAL WEIGHT =  83.33 LBS.   TOTAL  COST  =  SI 22.64
                    NUMBER  OF PARTS = 484

-------
PAGE  I    Ob/27/72  15ป28L:DT
                                                  Table A-27
PART  NAME
067
075
083
1 19
122
149
TIP SEAL G,
TIP SEAL PI
RING SEAL G
FLANGE ;.•;
MARHAN FLANGE-
GASKET
                  DESCRIPTION
GAS GEN TURBINE
POWER TURBINE
GAS GE.'i'i-IOZZLE HOUSING
.'.-lARMAN
Miscellaneous
'E GAS TURRIME SELL'CTIUN
RTS L I ST
•2 ENGINE (FREE TURBINE)
MATERIAL TYPi: CGST/LF5

HAST. X
304 SST
HS-25
—
-
-

HNC
HIIC
-
-
-
-

70.80
10.00
0.00
0.00
0.00
0.00
STUDY
HEIGHT
ri
0. 122
0.130
0.048
0 . 000
0.000
0 . 000
fGTAL ,TJ..-,f,!Z;<
EIGHT OF
0.12
0.13
0.14
O.GO
0.00
0.00
PARTS
1
1
3
0
0
2
COST
P/IR PAnT
C.64
1 .30
0. 15
0.00
0.00
0.00
                                                                                        TOTAL
                                                                                        COST
                                                                                                            8. 64
                                                                                                            1 .30
                                                                                                            0.45
                                                                                                            0.00
                                                                                                            0 . 00
                                                                                                            0.00
TOTAL WEIGHT =   0.40 LSS.   TOTAL COST  =  S  10.39
                                     NUMBER OF PARTS =

-------
rAGL
           0'_>/27//2
                                                      Table  A-28
     TUrt!iIi!i
     CAP
009
057
063
067  TIP SE/
030A NOZZLE
030i3 HOZZLi{
                    DESCRIPTION
i       GAS G:ฃri
       FUhL  IriJS
       CdMUUSTOR
,L      GAS GHM  T
[lUUSIMGGAj  GEi-i
!-IUUSIiIGGAS  GL-i-i
Haste Hoy
X and
In cone 1 713LC
AUTOMOTIVE GAS TiWBINE SELECTION
HArtl'S LIST
PH-2 ENGINE (i'-iJSE TlirtBINt)
.'••lATEHIAL TYPE CJSf/L-3
STUDY
i, EIGHT
fOT
AL i-iU..'(.BlฃH COST
HEIGHT GF rV\RfS \JEH
IMC 7
HAST.
HAST.
r.'AST.
MAST.
HAST.
3LC
X
V
V
V
A
PIC
CST
i^XT
iiMC
csr
EXT
c
10
3
70
10
3
.50
.00
.50
.50
.00
.50
2.
0.
0.
0.
6.
0.
230
1 91
751
122
032
5t:o
2
0
0
0
6
0
.23
.20
.75
.12
.83
.bii
U
1
2
S
63
2
PAKT
.50
. 95
.63
.64
.32
.03
UJTAL
CUST
U . 50
1 .95
2.63
8.64
6W.32
2.03
TOTAL  /iEIGHT =   10.71 LIY5.    TOTAL  COST =  $  98.06
                                                            i.'U.'.ibiirt  LJF PAf.'TS  =
  U)
  rs>

-------
PACE  I    06/07/72  08H3EDT
PART  NAME
002  PIN
003  NUT
004  SHAFT
006  WOODRUFF KEY
007  SEAL RING
008  GEAR
010  GEAR
013  GEAR SHAFT
014  GEAR
016  GEAR
023  SHAFT
024  SEAL RING
026  SPACER
027  RETAINER
028  GEAR
030  NUT
031  GEAR ASSY
034  GEAR ASSY
041  SPACER
043  RETAINER
059B RECUPERATOR
085  BOLTS
095  DRIVE SHAFT
141  BRACKET
143  BRACKET
                                                Table A-29
                                                   Steel

                                   AUTOMOTIVE GAS TURBINE SELECTION STUDY
                                          PARTS LIST
                                         PD-2 ENGINE (FREE TURBINE)
DESCRIPTION
COMP BULLETNOSE
COMPRESSOR
GAS GENERATOR
COMPRESSOR
COMPRESSOR
GAS GEN SHAFT
STARTER GAS GEN
STARTER GAS GEN
STARTER GAS GEN
STARTER
POWER TURBINE
POWER TURBINE SHAFT
POWER TURB SHAFT BEARING
AFT POWER TURB SHAFT BEAF
POWER TURB DRIVE
POWER TURBINE SHAFT
REDUCTION
ACCESSORY DRIVE
GAS GEN GEAR SHAFT BROS
GAS GEN SHAFT FNT OIL SE/
(EXHAUST PIPE)

OIL PUMP
MATERIAL
TYPE COST/LB
WEIGHT
TOTAL NUMBER COST
WEIGHT OF PARTS PER
4140
4140
4340
4140
4140
8620
8620
4340
8620
8620
4340
4140
4140
4140
8620
4140
8620
8620
4140
4140
AL.
4140
4140
1010
1010
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
PUR
BAR
BAR
PUR
BAR
FOR
FOH
BAR
FOR
FOR
BAR
BAR
TUB
BAR
FOR
BAR
FOR
FOR
TUB
BAR
SHT
PUR
FOR
PUR
PUR
0.00
0.20
0.20
0.00
0.20
0.30
0.30
0.20
0.30
0.30
0.20
0.20
0.20
0.20
0.30
0.20
0.30
0.30
0.20
0.20
0.20
0.00
0.30
0.00
0.00
0
0
1
0
0
0
0
0
0
0
1
0
0
0
0
0
2
4
0
0
7
0
1
0
0
.004
.089
.372
.01 1
.050
.153
.300
.340
.052
.205
.257
.070
.893
.052
.122
.027
.680
.230
.170
.141
.080
.007
.596
.509
.569
0
0
1
0
0
0
0
0
0
0
1
0
0
0
0
0
2
4
0
0
14
0
1
1
1
.00
.09
.37
.01
.05
.15
.30
.34
.05
.21
.26
.07
.89
.05
.12
.03
.68
.23
.17
.14
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
.16 2 1
.21 30 0
.60 1 0
.02 2 0
.14 2 0
PART
.01
.02
.27
.03
.01
.05
.09
.07
.02
.06
,25
,01
.18
,01
,04
.01
,80
.27
.03
.03
.42
.01
.48
.10
.10
TOTAL
COST
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
2
0
0
0
0
. 0 !
.Oi
.2?
.0?
.01
.05
.09
.07
.02
.06
.25
.01
.18
.0!
.04
.01
.80
.27
.03
.03
.83
.30
.43
.20
.20
TOTAL WEIGHT =  30.34 LBS.   TOTAL COST = $  7.27
                                    NUMBER OF PARTS =  57

-------
PAGE  I    05/27/72  I5:43EDT
                                                 Table A-30

                                                Nodular Iron


                                   AUTOMOTIVE  GAS  TURBINE SELECTION STUDY
                                          PARTS LIST
                                          PD-2  ENGINE (FREE TURBINE)
PART NAME
039
045
048
050
054
058
064
087
089
097
098
100
106
1 15
126
128
SHEAVE
HOUSING
DIFFUSE
COVER PLATE
HOUSING
COVER
HOUSING
HOUSING
COVER
COVER
COVER
COVER
HOUSING
COVER
COVER
COVER
DESCRIPTION
V BELT
BEARING
COMPRESSOR
FRONT
BEARING GAS GEN
RECUPERATOR TOP
BEARING
BEARING POWER TURBINE
OIL PUMP
REDUCTION GEAR BEARING
GEAR BOX
ACCESSORY DRIVE SHAFT HEAR
EXHAUST SCROLL RING SEAL
OIL PUMP SHAFT REAR BRG
BOTTOM RECUP
SCAVENGE OIL PUMP
MATERIAL
NOD.
NOD.
NOD.
NOD.
NOD.
NOD.
NOD.
MOD.
NOD.
HOD.
NOD.
IRON
IRON
I RON
IRON
IRON
I RON
IRON
IRON
IRON
I RON
IRON
SEARNOD.
NOD.
NOD.
NOD.
NOD.
I RON
I ROM
IHOU
I RON
TYPE COST/LB
PUR
PUR
CST
CST
CST
CST
PUR
CST
CST
CST
CST
I ROHCST
CST
CST
CST
CST
0.00
0.00
0.30
0.25
0.25
0.30
0.00
0.25
0.30
0.30
0.25
0.30
0.30
0*30
0.30
0.30
WEIGHT
0.477
0.745
8.726
Id. 985
41 .384
7.533
1 .549
28.776
0.517
0.430
36.632
1.217
3.833
1 .217
7.533
0.051
TOTAL NUMBER COST
WEIGHT OF PARTS PER PART
1.43 3 0.26
0.74
8.73
18.98
41 .38
15.07 ;
1 .55
28.78
0.52
0.43
36.63
I .22
3. 63
1 .22
0.50
2.62
4.75
10.35
> 2.26
0.50
7.19
0.16
0.13
9.16
0.37
1.15
0.37
15.07 2 2.26
. 0.05 1 0.02
TOTAL
COST
0
0
2
4
10
4
0
7
0
0
9
0
1
0
4
0
*73
.50
.62
.75
.35
.52
.50
. 19
.16
.13
.16
.37
. 15
.37
.52
.02
TOTAL WEIGHT = 175.63 LnS.   TOTAL COST =  S  47.06
NUMBER OF PARTS =  20
  u>
  tO
  VO

-------
PAGE  I    06/07/72  08ซ21EDT
                                                 Table A-31

                                             304 Stainless Steel

                                   AUTOMOTIVE GAS TURBINE SELECTION STUDY
                                          PARTS LIST
                                         PD-2 ENGINE (FREE TURBINE)
PART  NAME
                  DESCRIPTION
                  COMBUSTOR
                  (SHELL)
                  TURBINE  INNER
                  POWER TURBINE
056  OUTER SHELL
059A RECUPERATOR
068  CASING
0.75  TIP SEAL
077  BOLT
078  NUT
079  SCREW
101  ACTUATOR LINKPOWER TURB NOZZLE
102  ACTUATOR RINGPOWER TURB NOZZLE
103  CASING       POWER TURB OUTER
107  BOLT
108  SCROLL       EXHAUST
169  NUT
1 I 0  SCREW
112  STRUT        TURBINE EXHAUST
147  TUBE         STRUT
MATERIAL

304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
TYPE

CST
SHT
CST
HNC
PUR
PUR
PUR
CST
CST
CST
PUR
CST
PUR
PUR
CST
CST
COST/LB

2.00
0.70
2.00
10.00
0.00
0.00
0.00
2.00
2.00
2.00
0.00
2.00
0.00
0.00
2.00
2.00
WEIGHT

7.213
26.172
2.891
0.130
0.034
0.004
0.004
0.049
2.240
1 1.481
0.012
21 .702
0.003
0.003
0.191
0.375
TOTAL
WEIGHT
7.21
52.34
2.89
0.13
0.27
0.05
0.05
1 .76
2.24
11 .48
0.10
21 .70
0.04
0.04
0.76
1 .50
NUMBER
OF PARTS
1
2
1
1
8
12
12
36
1
1
8
1
12
12
4
4
COST
PER PART
14.43
18.32
5.78
1 .30
0.01
0.01
0.01
0.10
4.48
22.96
0.01
43.40
0.01
0.01
0.38
0.75
TOTAL
COST
14.43
36.64
5.78
1 .30
0.08
0.12
0. 12
3.53
4.48
22.96
0.08
43.40
0.12
0.12
1.53
3.00
TOTAL WEIGHT = 102.56 LBS.   TOTAL COST = SI 37.69
                                                      NUMBER OF  PARTS  =116

-------
PAGE  I    06/07/72  08H8EDT
                                                 Table A-32

                                                  Aluminum

                                   AUTOMOTIVE GAS TURBINE SELECTION STUDY
                                          PARTS LIST
                                         PD-2 ENGINE  (FREE TURBINE)
PART  NAME
DESCRIPTION
001  8ULLETNOSE   COMPRESSOR
150  FITTING      TUBE
151  TUBE         1/4 IN OD
152  BUSHING      ADAPTER
153  ELBOW FITTING-
MATERIAL

355
AL
AL
AL
AL

AL




TYPE

CST
PUR
EXT
PUR
PUR
COST/LB

0.45
0.00
0.40
0.00
0.00
WEIGHT

0. 149
0.009
0.028
0.035
0.019
TOTAL
WEIGHT
0.15
0.03
0.03
0.0.7
0.02
NUMBER
OF PARTS
1
3
1
2
1
COST
PER PART
0.07
0.05
0.01
0.01
0.05
TOTAL
COST
0.07
0.15
0.01
0.02
0.05
TOTAL WEIGHT =   0.29 LBS.   TOTAL COST = S  0.30
                                    NUMBER OF PARTS  =    8

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PAGE  1    06/06/72  I Till EOT
PART  NAME
009  TURBINE
022  TURBINE
                                                  Table A-33
 DESCRIPTION
 GAS GEN
 POWER
scision Investment Castings
'E GAS TURBINE SELECTION
iRTS LIST
•2 ENGINE (FREE TURBINE)
MATERIAL TYPE COST/LB
INC 7I3LC PIC 6.50
CMR-60 PIC 2.77
STUDY
WEIGHT
2.230
2.061

TOTAL
WEIGHT
2.23
2.06

NUMBER
OF PARTS
1
1

COST
PER PART
14.50
5.71

COST*"
14.50
5.71
TOTAL WEIGHT
4.29 LBS.   TOTAL COST = $ 20.20
NUMBER OF PARTS
   CJ
   ho

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