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 gasturbine 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
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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/775 (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
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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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
-------
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
-------
<: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
-------
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
-------
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
-------
62
-------
Figure 27. Regenerated Free Turbine Engine, Power Turbine Variable (CD-2)
62
-------
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
-------
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
-------
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
-------
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
-------
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
-------
Figure 28. Regenerated Single Shaft, Engine, Fully Variable (CD-I)
68
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
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. 15
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60
ซB
01
14
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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
-------
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
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Diffuser Leading Edge
.8
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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.
-------
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.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
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.28
.26
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U .20
01
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cr
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.18
.16
.14
.12
.10
3.0
I
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3.5
Design Pressure Ratio
4.0
Figure 36. Variation of Idle to Full-Load Airflow Ratio
with Pressure Ratio
86
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c
01
01
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tn
0
3
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.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
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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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.86
.84
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w
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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
-------
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.
-------
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SECTION- AA
Figure 42. PD-1 Engine Drawing. Section AA.
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01 i.
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SECTION -
Figure 43. PD-1 Engine Drawing. Section BB.
99
-------
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
-------
o
to
Figure 44. PD-1 Engine Drawing With CRM-6D Turbine Rotor. Section AA.
-------
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.
-------
r-
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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.
-------
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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SFC 12.7 HP
SFC 150 HP
789
Design Pressure Ratio
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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
-------
Z4.5O
SEC TIP N-
Figure 49. Free-Turbine Engine with 1000ฐF Combustor
-------
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
-------
I-1
h->
to
Figure 50. PD-2 Engine Drawing. Plan View.
-------
CO
SECTION-AA
Figure 51. Free-l\irbine Engine With 10OO F Cซnbustor.
-------
Figure 52. PD-2 Engine Drawing. View BB.
114
-------
Figure 53. PD-2 Engine Drawing. Section CC.
115
-------
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
-------
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
-------
Figure 54 PD-2 Engine Installed in a Standard Six-Passenger Sedan. Top View.
118
-------
>r
Figute 55. ?T>-2 Engine Installed in a Standard Six-Passenger Sedan. Side View.
-------
Figure 56o PD-2 Engine Installed in a Standard Six-Passenger Sedan. Front View.
-------
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
-------
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
-------
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
-------
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 singleshaft 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
-------
;3L- = 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
-------
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
-------
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)
ii
-------
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
ii
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)
ii
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
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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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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.
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
Engine No. 1
Engine No. 2
--Engine No. 3
1
2
> MMB^n
3
. ^
4
ป *
5
6
7
__
8
__
9
^^ ^^ f
_
10
k ^H
11
M ^
12
^^^ป ^
13
^^^^B
14
^ ^^
15
^ป ^ป
16
^ ^^^
17
ป ^BM^
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.
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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.
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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.
277
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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
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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.
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.\;:-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
-------
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
------- |