Escolar Documentos
Profissional Documentos
Cultura Documentos
N ASA CR-174633
GARRETT REPORT 21-4498
NASA
FINAL REPORT
FOR THE
ADVANCED TURBOCHARGER
DESIGN STUDY PROGRAM
BY
N.R. RICHARDSON
AIRESEARCH INDUSTRIAL DIVISION
GARRETT AUTOMOTIVE PRODUCTS COMPANY
TORRANCE, CALIFORNIA
PREPARED FOR
Report No
3 Recipient's Catalog No
NASA CR-174633
5 Report Date
1 January 1984
7. Author(s)
GTEC 21-4498
10. Work Unit No
11 Contract or Grant No
NAS 3-22750
13. Type of Report and" Period Covered
15 Supplementary Notes
16 Abstract
The Advanced Turbocharger Design Study was conducted from April 1, 1981
to April 30, 1983 as a joint effort of the Garrett Turbine Engine Co. and
the AiResearch Industrial Division of The Garrett Corporation. The program
consisted of: (1) the evaluation of three advanced engine designs to determine their turbocharging requirements, and of technologies applicable to
advanced turbocharger designs; (2) trade-off studies to define a turbocharger
conceptual design and select the engine with the most representative requirements for turbocha.rgi.ng; C3) the preparation, of a, turbochargai; conceptual .
design for the 'Curtiss Wright RC2-32 engine 'selected in 'the trade-off studies;
and (4) the assessment of market impact and the preparation of a technology
demonstration plan for the advanced turbocharger. Supporting subcontract
effort was provided by Cessna Aircraft Co. for aircraft performance and cost,
and by Avco-Lycoming for baseline reciprocating engine performance.
18 Distribution Statement
Advanced Turbocharger
Design Study
Unclassified - unlimited
21. No of Pages
Unclassified
* For sale by the National Technical Information Service, Springfield, Virginia 22151
NASA-C-168 (Rev fi-71)
22 Price
FOREWORD
The Advanced Turbocharger Design Study (ATDS), Contract NAS322750, was conducted by the Garrett Turbine Engine Company (GTEC)
and the AiResearch Industrial Division (AID), divisions of The
Garrett Corporation, for the National Aeronautics and Space Administration, Lewis Research Center. Subcontract support was provided
by the Cessna Aircraft Co., Pawnee Division and by AVCO-Lycoming,
Williamsport Division.
The authors would like to thank the following NASA-Lewis personnel for their specific contributions to the program: K. L.
Abdalla, T. J. Wickenheiser, and W. F. Hady. Special appreciation
is also extended to Teledyne Continental Motors and to the
Curtiss-Wright Corporation for the essential information supplied
by them that made this program possible.
111
TABLE OF CONTENTS
1.0 SUMMARY
2.0
INTRODUCTION
2.1
2.2
2.3
2.4
2.5
3
3
4
4
5
3.0
Background
ATDS Program Scope
Related Work Effort
Significance of the ATDS Program
Purpose of the ATDS Program
PROGRAM APPROACH
3.1
3.2
7
8
Requirement Definition
Technology Survey
3.2.1
3.2.2
3.2.3
3.2.4
3.3
3.4
16
26
38
41
41
3.3.1
3.3.2
3.3.3
3.3.4
41
43
53
59
Evaluation Criteria
Turbocharger System Configurations
Exhaust Pulse Utilization
Engine Vibration
59
3.4.1
3.4.2
3.4.3
3.4.4
60
64
67
3.4.5
3.4.6
4.0
Component Technology
Cycle Technology
Design Opportunities
ATDS Technology Survey Results
Compressor
Turbine Aerodynamic Design
Turbine Rotor Mechanical Design
Ceramic Turbine Rotor Material and
Process Analysis
Turbocharger Design Details
Bearings
70
70
73
TECHNOLOGY IMPACT
83
4.1
4.2
83
85
4.2.1
4.2.2
4.2.3
4.2.4
4.2.5
4.2.6
88
80
89
90
90
92
General-Aviation Market
Truck Market
Marine Market
Off-highway Market
Automotive Market
Locomotive Market
TABLE OF CONTENTS
(Contd)
Page
4.2.7
4.2.8
4.3
5.0
94
99
5.1
99
Summary
5.2
Cycle Definition
Advanced Turbochargers
Required Technology Advances
99
100
100
104
5.2.1
5.2.2
5.2.3
105
105
107
113
REFERENCES
115
APPENDICES
I
II
92
94
5.1.1
5.1.2
5.1.3
6.0
LIST OF ILLUSTRATIONS
Figure
Title
Page
10
11
12
13
13
16
17
17
26
11
27
12
28
13
Heat-Exchanger Airflow/Effectiveness
Characteristics
28
14
29
15
29
16
Heat-Exchanger Sensitivities
30
17
32
18
35
19
36
20
37
21
39
22
40
8
9
10
vii
Title
Page
23
41
24
43
25
44
26
44
27
45
28
45
29
46
30
46
31
Port Opening/Closing
53
32
54
33
55
55
56
57
58
58
59
40
62
41
63
34
35
36
37
38
39
viii
Geometries
Title
Page
42
65
43
65
44
66
66
68
68
48
69
49
71
50
71
51
73
52
74
53
78
54
79
55
80
56
80
57
94
58
101
59
102
60
104
45
46
47
IX
LIST OF TABLES
Table
Title
Page
10
11
14
14
15
18
18
19
19
21
21
10
11
12
13
22
14
22
15
23
24
24
16
17
Title
Page
25
27
Technology
30
31
32
33
34
34
35
27
36
28
37
38
39
21
22
23
24
25
26
29
30
XI
Title
Page
40
32
42
33
42
34
47
47
48
37
48
38
49
39
49
40
50
41
52
42
60
43
61
61
45
63
46
72
47
74
48
75
49
Bearing Capacity
76
31
35
36
44
XII
Table
Title
Page
50
83
51
86
52
86
53
86
54
General-Aviation Market
88
55
Truck Market
89
56
Marine Market
90
57
Off-Highway Market
91
58
Automotive Market
92
59
Locomotive Market
93
60
93
61
95
62
95
63
97
Kill
1.0
SUMMARY
Define the benefits expected from applying advanced turbocharger concepts to advanced technology intermittent
combustion (1C) engine concepts.
Describe the scenario necessary to convert this technology into a cost-effective turbocharger family having
numerous applications.
Diesel
SparkStrati-
Stratified
Turbocharged
2.0
INTRODUCTION
Background
The desire to provide a lightweight aircraft capable of highaltitude operation, coupled with the anticipated problems associated with availability, cost, and quality of aviation fuels led to
the examination of alternate powerplant configurations for this application. On-going progress in this technology that can be directly applied to turbochargers led NASA-LeRC to undertake a reexamination of the issues of turbocharger design, technology, and
application.
2.2
Task I
Task II
- To perform trade-off studies to define technologies and features for a conceptual design, and to select the engine with the most
representative turbocharger requirements.
Task IV -
The turbocharging requirements of three advanced reciprocating engines in the 250-bhp cruise, 25,000-foot altitude class were
used to assess the needed technologies for this application. These
were then compared to the requirements of a current production turbocharged piston engine. These four engines (selected from NASA
programs currently underway) were:
2.3
Two-Stroke Diesel
SparkStrati-
Stratified
Turbocharged
Related Work E f f o r t
The ATDS Program established that advanced technology turbochargers are viable candidates for meeting the general-aviation
needs of the future. The study identified that a family of turbochargers is needed with the range of flow capacities and pressure
ratios required for the diverse requirements of both aviation and
nonaviation engines.
Technology demonstration programs were also identified that,
if initiated immediately, would lend impetus to development of advanced turbocharger designs.
The studies showed that the RC2-32 best represented the turbocharger requirements, since its pressure ratio, airflow, and system
configuration needs had many points in common with the other two
advanced engines. The trade-off studies identified a single-spool,
single-stage free-floating configuration as the simplest and most
cost-effective system. The concept features gas-lubricated bearings, a ceramic turbine rotor, a high-pressure-ratio compressor,
and lightweight structures.
In addition, market impact studies conducted as part of the
program identified the ATDS turbocharger technologies as having
many applications, besides that of general aviation; i.e., automotive, marine, and ground-power usage.
2.5
3.0.
3.1
PROGRAM APPROACH
Requirement Definition
Model No.
Contractor
GTSIO-420/SC
RC2-32
Curtiss-Wright
GTDR-246
Current Technology
Spark-Ignition
Turbocharged
Reciprocating
(Baseline) Engine
TIO-540
AVCO-Lycoming
(C-W)
(AL)
ADVANCED
ROTARY
STRATIFIED
CHARGE
RC2-32
ADVANCED
SPARK
IGNITION
GTSIO-420/SC
ADVANCED
DIESEL
GTDR-246
Technology Survey
For the technology survey, the turbocharger system technologies were divided into three classifications: component technologies, cycle technologies, and design opportunities. A large number
of concepts were screened prior to this classification. Each survey candidate (Table 6) was then subjected to a technical risk and
manufacturing cost evaluation.
This provided estimates of the
potential availability and cost of incorporation of each candidate
in any proposed turbocharger system.
Relative technical risk of
each technology was defined as a function of four factors:
o
TABLE 1.
ENGINE TYPE
SPARK IGNITION
MODERATE RISK
GTSUO-420
HIGH RISK
GTS10-420/SC
Scaling
(Basic WT)
....
MB0 HP'818
a,fl
HP'810
...
* HP-81B
B
ROTARY
DIESEL
CURRENT/BASELINE
TS10-550
ADVANCED
RC2-47
HIGH-BISK
1993 TECH
HIGHLY ADVANCED
RC2-32 .
Specific Ht scaled
as shown In Enc. 2
H B 920.8
(TOHP)
U. 854* 53
"(TOHP)
52.0
18.0
17.0
48.6
16.0
16.0
Dimensions (In.)
L
H
B
50.62
34.06
20.02
59.25
33.375
19.25
59 25
33.375
19.25
41.30
24.00
25.00
Scaling (Inches)
L
None
None
None
None
It
B
None
None
None
None
None
None
None
None
23.6
0.9
0.65
32.6
0.56
0.80
33.6
O.S2
0.90
15.7
ON
ON
ALT
HCP CRUISE
ALT
HCP CRUISE
ALT
MCP CRUISE
ALT
0
5K
10K
15K
20K
25K
301
350
359
358
348
327
298
26S
247
256
262
263
259
250
240
0
5K
10K
15K
20K
25K
3 OS
3SO
367
374
366
351
323
290
0
5K
10K
1SK
2 OK
2SK
30K
350
364
368
360
343
316
280
228
243
252
257
255
250
240
0 to
17K 360
351 231
Ri>M 2800
228
2300
228
2150
CC locations
Aft
Below
Right
Power (HP)
at ISA
condition
SFC
(Lfl/HP-HR)
Scaling
Pow*r
src
Requirements
(% SUP)
0 to
35K 0.600 0.446
Linear
None
100%
35K 252
RPM 2400
229
242
251
256
256
250
240
228
2150
0 to
35K 0.486 0.358
Linear
None
77.61
35K 245
RPM 2400
0 to
35 0.334 0.331
44 8+0.0225
(TOHP)
None
None
None
None
22.7
01
ON
22.8
ON
ON
ECON.
MCP/CRUISE CRUISE
42.3*0.019
(TOHP)
297
0 to
21K 320
250
201 120
25X 250
30K 18$
264
206
153
25K 275
30K 227
250
208
25K
30K
35K 120
RPH 2300
99
2304
0 to I
17S |-31J
2 OK
0.317
2SK
301
351
0.12)
0.330
0.33*
0.290
ALT
KCP CRUISE
275
227
250
208
0 to 25K
0 to 25K
0.293
0.299
0.305
0.311
Linear
None
Linear
None
Linear
None
79 31
70.3%
58 5%
Current and moderate risk spark ignition engines. Eiperience 6 povar loss of 1% per 6*P r ise in
ambient temperature. Other 1C engines not sensitive to temp, variation.
Sate data based on density altitude.
Linear
None
61.11
TABLE
2.
CURRENT
ADVANCED
ADVANCED ADVANCED
TIO-540 GTSIO-420/SC RC2-32
GTDR-246
SI RECIP
SI RECIP
SI ROTARY DIESEL
PARAMETER
Compressor
A i r f l o w , Ib/nun
Pressure ratio
Efficiency, %
36.7
36.2
47
3.6
3.3
5.5
7.3
0.75
0.57
0.70
0.82
1
Intercooler
Effectiveness
Turbine
Gas flow, Ib/min
Inlet temperature,
F
Inlet pressure, psia
Pressure r a t i o
Efficiency, %
0.5
0.4
0.5
0.5
28.0
27.6
38.5
53.7
1360
1518
1029
1117
15.0
18.3
29.2
30.3
2.7
3.35
5.4
5.6
0.70
0.62
0.74
0.72
140 -
GTDR
ec
1U
eo
cc
RC2-32
eo
eo
4
111 ~
GTDR
*
120-
=e
100-
CURRENT ___
PRODUCTION
LIMIT
RC2-32
80h
LL.
60-
GTSIO-420/SC
LU
|
t
GTSIO-420/SC
2
1
20
40
60
52.0
80
100
120
40-
TIO-540
20-
01000
1200
1400
1600
1800
TURBINE
TABLE 3.
ENGINE
PTP
0.234 fif
TIO-540
(ERpM)
TIE
.
420 (ERPM) PIE
U.')
2606 TIE
**
Y
A
GTDR-246
pJE
RC2-32
540
26
/TIE
V5T9
, 0 . PIE
E ~ '"
PIT
GTSIO-420/SC
+ 0.648
M
U
P E
-^ /TIE
PIT . ERPM
" PIE + 20871'
WE = 15.63(CA) PIE N
(CA) = 1.833 - 1.267 x 10~4 (ERPM)
N = 3.8875 , / / P I E N ' 1 ' 4 3 4
V \PIT/
ERPM
PIE
PIT
TIE
CA
WE
=
=
=
=
=
=
/PIEX"1'717
IPIT^
1BOO -
1600 -
&
1400 -
1200 -
1000 -
o GTSIO-420/SC
o RC2-32
A GTDR-246
D TIO-540
D CRUISE D
DTAKEOFFD
AND DESCENT
" 800
UJ
600 H
LU
400
0.02
0.03
0.04
0.05
0.06
FUEL/AIR RATIO
Figure 3.
Mechanical design If the mechanical design met functional and operating requirements.
Level of operating parameters (i.e., pressure, temperature, life, reliability, and maintainability)
Fabrication difficulties
Material machinability,
castability, weldability, and adaptability to automated
assembly.
0.71 0.451
0.6
0.5 H
0.4
0.4-
06TSIO-420/SC
ORC2-32
A6TDR-246
QTIO-540
0.035
FUEL/AIR RATIO
Figure 4.
12
0.04
0.045
0.05 (OTHERS]
'
'
'
'
0-06 0.07 0.0800 g010 OIJ
TIO-540
0NLY
50
o GTSIO-420/SC
ORC2-32
AGTDR-246
oTIO-540
Figure 5.
2000
2400
2800
3200
6000
7200
8400
9600
ERPM
3600
(OTHERS)
10800 (RC2-32)
o GTSIO-420/SC
o RC2-32
AGTDR-246
DTIO-540
DESCENT
Figure 6.
CRUISE
POWER LEVEL
TAKEOFF
13
TABLE 4.
ENGINE
ADVANCED
SI RECIP
SINGLE TWIN
ADVANCED
ROTARY
ADVANCED
DIESEL
SINGLE TWIN
SINGLE TWIN
Takeoff gross
weight, Ib
4460
6850
3888
5907
3691
5454
3849
5753
Empty weight,
Ib
2736
4428
2340
3802
2127
3327
2310
3680
340
350
350
320
320
340
340
228.5
220
240.5
229
252
218
244
Takeoff Power,
HP
340
itCruise speedM
kt
206
Mission fuel,
Ib
440
855
287
581
296
592
278.5
555
Acquisition
cost, ks
202
381.5
186
347
175
320.5
188
338.5
DOC, $/hr
122
230
106
198
103
190
107
195
*TCM/APD TSIO-550
**S ingle:
Twin:
TABLE 5.
SI RECIP.
TIO-540
(BASELINE)
GTS 10420/SC
ADVANCED
SI RECIP.
BSFC, lb/hr-bhp
0.500
0.331
0.355
0.323
0.077
0.0500
0.04
0.0414
A i r f l o w , Ib/min
26.6
27.6
37.9
52
Temperature rise , F
1255
1600
870
880
PARAMETER
14
RC2-32
GTDR
ADVANCED ADVANCED
SI ROTARY
DIESEL
Ul
01
in
r*
U
t~H
CO
H
kr
0)
JJ
10
O
01
01
01
en
EH
i
S
o
z
cn
JJ
so
o
rH
g
z
o>
c
01
Ul
01
"O
CO
0)
c
o>
<a
CO
Ol
CXi
0)
u o
0 o
r<
kl
T3
CO
01
kl
0)
01
u
CO
o
a
a
o E
o M
ki
CO
c
iH
CO
3
rl
kl
"O
O
rr
JJ
3
0)
01
o>
to
.c
kl
kl
I1
3
EH
3
EH
0*
3
j=
O*
H
J
Oi
o
O!
cn
w
ki
5M
o
o
o
z
U
Q
I
H
3C
O
0)
01
D
C
3
u
CO
(j
o
ki
kl
3
JJ
01
3
JJ
o>
CO
JJ
CO
W
W
1
O
C
3
O
0>
E
O
I" O
o o
o
o
u
r4
01
ki
3
Ul
01
01
u
EH
r4
JJ
E
kl
0)
JJ
3
JJ
Ul
>1
ca
u
rH
CO
U
CO
ki
CO
rr
01
U
01 c"
H X
CO
E
u
O>
H
JJ
10
N
H
rH
H
JJ
0)
01
r-l
Ol 3
kl
CO
f
on
u
3
EH
O>
3
JJ
01
Ul
rH
Ol
c
3
JJ
01
01
rH
01
3
01
CO
CO
0]
01
rH
a a 3 01
jj 4J a c
r4
01
3
CO
E
O
jj
jj JJ
c 0
M ca
vo
IS
ki
JJ
0)
01
CO
^t
o
o
J
o
z
5
g^
C_|
u
Q
^
8
^,
0)
H
0)
>^
JJ
CO
E
UH
u
O
U-J
O
u
0)
ki
O
tO
U!
0)
ki
a
o
u
E
O
H
kl
0)
UH
01
a>
c
JO
kl
3
EH
kl
01
Ol
01
0)
01
0)
kl
H
A
kl
^
u
0> jj
O
0) H 0)
U JO e
c CO 0
CO H 0>
01
CO
>
3
JJ
kl
rH
O
kl
JJ
C
o
o
^j
o
ca
0)
01
0)
H
O
O
ki
CO
H
kl
(0
>
01
o
o
u
01
JJ
UJ
<0
kl
01
i-H
o
a oo
ou
01
0
JJ
c
15
10090-
LU
70-
60-
50-
COMPLETELY
THEORETICAL
EXPLORATORY
PHASE
40-
ON-GOING
PROGRAMS
30<
LU
20CURRENT
LABORATORY
100-
3.2.1
CURRENT
COMMERCIAL
Figure 7.
Component
Technology
The following technologies were applicable to potential turbocharger component candidates and were subsequently evaluated in the
ATDS Program.
3.2.1.1 Compressor/Turbine Efficiency Improvements - It is obvious that turbocharger aerodynamic components can benefit from advancements made in gas-turbine engine technology. This technology
can be easily transferred to large turbochargers, since the same
manufacturing processes are used for both and can be justified by
similar cost-quantity relationships. However, to date, the pricequantity relationships in the small-turbocharger market have made
it unfeasible to incorporate the latest gas turbine aerodynamic
technology. This trend is expected to continue until the turbocharger thermodynamic work becomes a sufficiently large proportion
of the total powerplant work, which will mean that the improved
efficiency attained will offset the high cost of obtaining it.
16
Current expectations of industrial compressor and turbine capabilities (allowing for 3 years of component development) are shown in
Figures 8 and 9 and Tables 7 and 8, while the ATDS technology evaluation for these components are listed in Tables 9 and 10, respectively. The turbine efficiencies shown assume good diffusion of
the turbine exit flow to minimize dumping losses.
0.86 -i
%-
0.84-
K%,
V'
0.82-
0.80 -
0.78 -
\&,
**
GO
^ 0.76
0.74-
\
2.0
13"
Figure 8 e
9.0
4.0
5.0
6.0
7.0
8.0
PRESSURE RATIO. TOTAL-TO-TOTAL
0.951
ATDS
= 0.7 LB/SEC
0.90-
0.85
Figure 9.
3
4
PRESSURE RATIO. TOTAL-TO-TOTAL
TABLE 7.
STATUS
CAPABILITY
TH08A turbocharger,
P/P =2.5
?7= 0.74
"Arbitrary" blades:
Twisted /S diffuser,
3-D shape duplicator
machined
Theoretical
TABLE 8.
STATUS
CAPABILITY
TH08A turbocharger,
P/P = 2.5
17= 0.73
Firmly planned
program
on-going
Var i able-geometry
nozzle
Theoretical
18
TABLE 9.
RELATIVE
TECHNICAL
RISK
RELATIVE
MANUFACTURING
COST
Low
Low
Low
High
Moderate
Low
High
Low
Very high
Very high
TABLE 10.
RELATIVE
TECHNICAL
RISK
RELATIVE
MANUFACTURING
COST
Low
Low
Low
Moderate
Moderate
Moderate
High
Moderate
High
Unknown
19
TABLE 11.
PART
STATUS
PM aluminum compressor
3N4 or SiC turbine (ACT)
Sintered reaction bonded
silicon nitride, carbon-carbon, Ti_ Al, wire-reinforced
composite
Theoretical
None considered
TABLE 12.
Si
STATUS
PART
Graphite/epoxy,
sheet
Hybrid fiber/epoxy
Exploratory experimental
phase
rheoretical
stainless-steel
21
TABLE 13.
RELATIVE
TECHNICAL
RISK
RELATIVE
MANUFACTURING
COST
Low
LOW
High
High
Moderate
Moderate
In experimental phase
with no major program commitment
(sintered RBSN)
Low
Low
Theoretical
TABLE 14.
RELATIVE
TECHNICAL
RISK
RELATIVE
MANUFACTURING
COST
LOW
Low
LOW
Moderate
None
Planned
None
Planned
High
Unknown
Theoretical
High
Unknown
ADVANCED TECHNOLOGY
STATUS
22
TABLE 15.
STATUS
CAPABILITY
Compressor
TFE731-2 VCD:
Theoretical
GT601 truck
23
TABLE 16.
RELATIVE
TECHNICAL
RISK
RELATIVE
MANUFACTURING
COST
None
Existing
None
Existing
Low
Moderate
Low
Moderate
None
planned
None
planned
High
Unknown
TABLE 17.
RELATIVE
TECHNICAL
RISK
RELATIVE
MANUFACTURING
COST
None
existing
None
existing
Low
Moderate
Moderate
Moderate
High
Unknown
Theoretical
High
Unknown
24
rH
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o o
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o o o
SCu
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C
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II
O
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o m o <Q
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25
INPUTS
APU START COMMAND
TURBINE INLET TEMP
TUBBOSPEED COMPRESSOR
DISCHARGE PRESSURE
AIR BYPASS POSITION
POWER COMMAND
MASTER ENGINE SELECT
FUNCTIONS
COMPRESSOR GEOMETRY ACTUATOR
TURBINE GEOMETRY ACTUATOR
AIR BYPASS ACTUATOR
FUEL CONTROL ACTUATOR
BURNER IGNITION SWITCH
TURBO STARTER SWITCH
Figure 10.
FUNCTION
COMPRESSOR GEOMETRY ACTUATOR
TURBINE GEOMETRY ACTUATOR
AIR BYPASS ACTUATOR
ENGINE STARTER VALVE SWITCH
BURNER FUEL CONTROL ACTUATOR
ENGINE FUEL CONTROL ACTUATOR
ENGINE IGNITION SWITCH
PROPELLER PITCH CONTROL ACTUATOR
3.2.1.5 Charge Air Coolers- Cooling the engine charge air will
allow lower inlet pressures and can reduce thermal and mechanical
stresses in the engine design. Two baseline heat-exchanger designs
were selected for comparison: a conventional approach that minimizes the length of the cooling air passage to minimize the coldside pressure drop and maximizes cooling airflow, and an alternate
approach that requires a longer charge-air pass to obtain decreased
cooling air inlet face area (Figure 11). Both configurations had
the same effectiveness and pressure-drop characteristics (Figure 12
and 13). For scaling the nominal design up or down to match each of
the four engines, a family of sizing curves was developed (Figures 14 and 15). Effectiveness versus weight characteristics were
examined for two ratios of cold-flow to hot-flow (Figure 16). As
indicated, the conventional design (with a 2:1 ratio of cold to hot
flow) was the lightest approach for any desired effectiveness or
size (airflow) and was ultimately selected for further evaluation.
The ATDS technology evaluation for charge air coolers is presented
in Table 20.
3.2.2
Cycle Technology
26
TABLE 19.
RELATIVE
TECHNICAL
RISK
MANUFACTURING
None
existing
None
existing
Low
High
Moderate
High
High
High
Theoretical
High
High
CHARGE
AIR
OUT
CHARGE
AIR
OUT
f
1
COST
WH = 55 LB/MIN
EH = 0.5
wc/wH = 1.0
j ,
/' ^
S\
COOL ING
Al
^
10.7 IN. \\ ^
COOLING AIR
IN
8.8 IN.
RELATIVE
>*
/*5 IN
^
A
^/1Z
IN.
7,7 IN. i
CHARGE AIR
IN
MINIMUM WEIGHT CASE
CORE WT = 7.0 LB
Figure 11.
<^
<S
^
CHARGE AIR
IN
MINIMUM FACE AREA
CORE WT = 10.7 LB
4J.U
inn
an
o.u
HO T
SIC
en
O.U
dn
?n
n
I.U
/
/
nfi
fiA /
on /
n
a
U.O
10
Figure 12.
/
/
20
/
/
f
KIDEILO
/'
WDESIGN = ss LB/MIN
'DESIGN = 50 PERCENT
W
W
/
/
/
COLD = HOT
/
40 60 80 100
Wx/TTBlQ
P/14.696
200
400
H DESIGN = 55 LB/MIN
1.2 ^
'DESIGN = -4 T0 -6
\.
1.1 ca
eo
1.0 -
0.9 -
0.8 -
Figure 13.
28
Heat-Exchanger Airflow/Effectiveness
Characteristics.
16 15 -
CROSSFLOW,
ALUMINUM
65
14 13 12-
11 -
UJ
10 -
WH = 45 LB/MIN
9 -
a 7 6 5 4 3 -
Figure 14.
Figure 15.
75
0.60
-i
GO
CO
0.55 H
WCOLD
WHOT CONFIGURATION
0.50 -
ca
0 1.0
A 2.0
a 1.0
CJ
V 2.0
0.10
0.15
0.20
0.25
0.30
HEAT EXCHANGER CORE WEIGHT/HOT SIDE AIRFLOW
Figure 16.
TABLE 20.
0.35
Heat-Exchanger Sensitivities.
RELATIVE
TECHNICAL
RISK
RELATIVE
MANUFACTURING
COST
Low
Low
Low
Moderate
None
planned
None
planned
None
planned
None
planned
Theoretical
30
TABLE 21.
RELATIVE
TECHNICAL
RISK
RELATIVE
MANUFACTURING
COST
Low
Moderate
Low
High
None
planned
None
planned
None
planned
None
planned
Very high
Moderate
Theoretical
31
TABLE 22.
RELATIVE
TECHNICAL
RISK
RELATIVE
MANUFACTURING
COST
None
existing
None
existing
Low
Moderate
None
planned
None
planned
High
Moderate
E
C
T
B
EMERGENCY SHUTOFF
COMPRESSOR
TURBINE
BURNER
BP BYPASS VALVE
CAC CHARGE AIR COOLER
Figure 17.
32
TABLE 23.
practice/
RELATIVE
TECHNICAL
RISK
RELATIVE
MANUFACTURING
COST
None
Existing
(in U.S.)
None
Existing
(in U.S.)
Low
High
None
Planned
None
Planned
3.2.2.4 Intake Tuning, Exhaust Tuning, and Exhaust Pulse Utilization - Benefits obtained from intake and exhaust effects depend
on the specific engine and turbocharger combination used. Intake
tuning improves volumetric efficiency of four-stroke-cycle engines, while exhaust tuning improves scavenging of two-stroke-cycle
engines. Effects of exhaust pulse utilization by the turbine must
be estimated for the particular speed, torque, exhaust configuration, and scavenging requirements of each engine.
Preliminary
technology evaluations are shown in Tables 24, 25, and 26. More
detailed studies of the exhaust pulse utilization in the advanced
technology spark ignition engines were performed later in the program and are discussed in Paragraph 3.3.3.
3.2.2.5 Bottoming Cycles - Vapor-generating bottoming cycle techniques have been evaluated for large stationary and marine powerplants and highway truck engines, but not for aircraft applications. For this study, a system was defined as shown in Figure 18
and Table 27, with the evaluation for two conditions of boiler saturation pressure and condensing temperatures (Figures 19 and 20) .
This data was then used to make the technology evaluation shown in
Table 28.
33
TABLE 24.
RELATIVE
TECHNICAL
RISK
RELATIVE
MANUFACTURING
COST
Low
Low
Low
Moderate
TABLE 25.
RELATIVE
TECHNICAL
RISK
RELATIVE
MANUFACTURING
COST
Low
Low
Moderate
Low
34
TABLE 26.
RELATIVE
TECHNICAL
RISK
RELATIVE
MANUFACTURING
COST
Low
Low
Moderate
Low
TUBBOCHARGER
C COMPRESSOR
1C INTERCOOLER
TC TURBINE
WG WASTEGATE
JO
Figure 18.
BOTTOMING CYCLE
VG VAPOR GENERATOR
TB TURBINE
6B GEARBOX
FP FEED PUMP
RG REGENERATOR
CO CONDENSER
TABLE 27.
STATION
0
1
Ambient
Compressor
inlet
2
Compressor
exit
3
Intercooler
exit
4
Engine exhaust
4.1 Tc turbine
inlet
bypass
5
Tc turbine
exit
bypass
6
Vapor generator
inlet
s-
Ej5'
eo co
FLOW RATE
(LB/MIN)
PRESSURE
(PSIA)
51.98
5.461
5.461
429.6
429.6
51.98
39.58
826.83
51.98
38.79
555.8
53.70
30.48
1577.4
48.27
30.33
1577.4
6.076
1577.4
1191.33
6.064
1577.4
1230
5.43
48.27
5.43
53.7
t LU
00-
109
0.823
0.718
11
,-
10
0.
* 40
35-
30-
250
300
350
400
450
Figure 19.
36
07)
11.5
_,= 10.5
*: u
TEMPERATURE
(R)
5
LU
O. OD
co _i
c
DJ
u
100LU
CO
80
60
tj
LU
U
40
40
20
600
800
Figure 20.
TABLE 28.
RELATIVE
TECHNICAL
RISK
RELATIVE
MANUFACTURING
COST
None
existing
High
None
existing
Substantial
High
High
37
3.2.3
Design Opportunities
TABLE 29.
RELATIVE
TECHNICAL
RISK
RELATIVE
MANUFACTURING
COST
High
(for turbo)
Low
High
Low
Moderate
Low
Moderate
Low
Theoretical
Note:
38
TABLE 30.
High DN antifriction
Bearings (not considered
feasible)
Journal - Raman
silica-chromia-alumina
Low cost
(SCA)
Foil
Benefit
Penalty
C
VD
BV
BP
SIV
LP
A6B
FC
SG
HP
AC
T
VN
B
COMPRESSOR
VARIABLE OIFFUSER
BLEED VALVE
BYPASS VALVE
STARTING INTAKE VALVE
LUBRICATION PUMP
ACCESSORY GEARBOX
FUEL CONTROL
STARTER-GENERATOR
HYDRAULIC PUMP
AIR CONO. COMPRESSOR
TURBINE
VARIABLE NOZZLE
BURNER
SO SHUTOFF VALVE
WG WASTEGATE
Figure 21.
39
27 -1
AV6 BLEED AIR TEMPERATURE = 6I6"R
25
-i
20
UJ
eo
15
10
TH08A TURBOCHARGER/APU
5000 FEET. COLD DAY
PAMB = 1223 PSIA
TAMB = ISF
CO
CO
5
0
10
N = 60160 RPM
15
OR
20
Figure 22.
TABLE 31.
RELATIVE
TECHNICAL
RISK
RELATIVE
MANUFACTURING
COST
None
Existing
None
Existing
High
High
3.2.4
ATDS Technology Survey Results - Figure 23 summarizes the
overall results of the ATDS technology survey. These results were
then applied to the trade-off analysis by using these technologies
to optimize turbocharger systems for each of the four engines.
3.3
3.3.1
For the ATDS trade-off studies, the contract directed the use
of a benefit/penalty assessment scheme setup as performed by Cessna
in a prior study(6) (Table 32), but adapted to the needs of the advanced turbocharger design study, as shown in Table 33. Only those
factors which would be significant to the pilot or operator were
considered. Fuel usage was considered an evaluation factor, in addition to DOC even though it contributes to DOC, since fuel conservation is a separate, important element of national policy. Trip
time was also an evaluation factor, but was determined not to be
significantly affected by variations in turbocharger system design.
The evaluation points assigned to fuel consumption and operating
cost maintain the same relative weighting of cost and fuel as the
evaluation system used in Table 32.
(21
131
Ml
SO
20
IS
40
IS
in
/
/
/
/
14
14
14
PI
14
Ml
tl
II
II
14
14
a
-
m
i
i
i
i
ID
20
30
20
IS
BO
30
go
SO
SO
BO
10
14
ID
1J>
14
14
Ml
204 12
44 \1
to
to
it
34
14
II
14
14
14
to
24
14
14
14
<U
>4
44
14
14
Figure 23.
41
TABLE 32.
AIRCRAFT
CHARACTERISTIC
EVALUATION CRITERIA
WEIGHTING
FACTOR
Fuel usage
10
DOC
Acquisition
cost
Multifuel
capability
Flyover
noise
Installation
factor
TABLE 33.
10
10
AIRCRAFT
CHARACTERISTIC
CRITERIA
EVALUATION
POINTS
Total
operating cost
+10
Trip time
+ 3
Fuel use
+ 7
42
As stated, Cessna supplied GTEC with aircraft performance sensitivities to changes in engine characteristics.
Selected sensitivities are shown in Figures 24 through 28. The complete Cessna
package is included Appendices I, II, and III of this report. The
sensitivity of engine BSFC to turbocharger component efficiencies
was estimated based on the effects of engine pressure difference on
mean effective pressure for 4-stroke-cycle engines, and on engine
flow for the 2-stroke-cycle engine.
Resulting sensitivities are
shown in Figure 29.
3.3.2 Turbocharger System Configurations - The overall trade-off
matrix involved all combinations of engines, turbocharger configurations, and technologies (Figure 30).
Preliminary screening of
applicable technologies eliminated some component and cycle technologies from further consideration, as indicated in Table 34. The
remaining technologies and design opportunities were considered
elements of alternate turbosystems for each advanced technology
engine. These alternate systems were then compared on the basis of
fuel consumption, purchase, and maintenance cost for each engine.
These benefits were evaluated according to the benefit ranking system.
Results of each evaluation are summarized in Tables 35
through 38. The system on each engine with the highest score for
that engine was selected for comparison of turbocharger system requirements among engines. Features not inherent to the alternate
1000 1
900 -
800 -
300
0.38
0.40
044
SINGLE-ENGINE
Figure 24.
048
0.36
040
044
048
TWIN-ENGINE
43
60
70
80
90
100 110
120 130
Figure 25.
100
200
300
:*:
CO
- 1 0 0 - 8 0 - 6 0 - 4 0 - 2 0 0 20 40 60 80 100
100 -80 -60 -40 -20 0 20 40 60 BO 100
CHANGE IN ENGINE WEIGHT, LB BS BASELINE ENGINE WEIGHT = 700 LB
CHANGE IN ENGINE WEIGHT. LB
TWIN-ENGINE
SINGLE-ENGINE
ta
o
CJ
CD
20
Figure 27.
80 100
40
20 40
60 80 100
1000 -,
500
480
900-
460
440
800-
420
400
u
380
700-
380
600-
340
320
500
300
1
70
80
90
100
110
120
Figure 28.
130
100
200
300
2.0-
TI0440
1.51.005-
a" -2.0 -i
CO
6TSIO-420/SC
6TOR-Z46
oa
<
-1.51J)0.5-
DM OD6
Ar,
*OJ12 OM 0.08
Figure 30.
46
TABLE 34.
SCKL'ENED
AS A
TECHNOLOGY
FOR ATDS.
KEftSON
COMPONENT TECHNOLOGY
Compressor efficiency
Turbine efficiency
Advanced rotor materials
Variable compressor geometry
Variable turbine geometry
Microprocessor control
Inter cooler/after cooler
X
X
X
X
(2)
(2)
(2)
X
X
X
CYCLE TECHNOLOGY
Two-stage turbocharging
Pressure turbocompounding
Mechanical turbocompounding
(1)
Evaluated for elimination,
but not for inclusion.
X
X
X
X
(1)
X
X
Beneficial if no pulse
utilization.
(2)
Excessive weight penalty.
X
X
DESIGN OPPORTUNITIES
Compact designs
Improved bearings
Turbocharger-driven
accessories
Turbocharger in APU mode
Lightweight housing materials
(2)
(2)
X
X
X
X
X
TABLE 35.
TURBOCHARGER
REQUIREMENTS
Compressor P/P
Turbine P/P
Benefit relative
to baseline
Penalty relative
to baseline
BASELINE
SYSTEM
TRADEOFF
SYSTEM
Wastegate
Var i able-geomet r y
turbine
3.2
3.5
3.0
2.5
-1% BSFC
+1%
^Evaluation
EVALUATION
POINTS
cost
+7
-10
-3
47
TABLE 36.
BASELINE
SYSTEM
TRADEOFF
SYSTEM
Turbocompound ,
wastegate
Noncom pounded
var lable-geometry
turbine
Power turbine
and wastegate
3.0
Variable turbine
nozzle
2.4
Wastegate
2.7
TORBOCHARGER
REQUIREMENTS
Components
Compressor P/P
Penalty relative
to baseline
TURBOCHARGER
REQUIREMENT
COMPONENTS
EVAL
POINTS
2.3
-
No separate power
turbine and
transmission
(weight and size)
+26
Var lable-geometry
turbine housing
7.4%-cruise BSFC
-12
-52
2 Evaluation
TABLE 37.
TRADE-OFF
SYSTEM
1.7
-
2.0
2.5
Turbine P/P
Power turbine P/P
Benefit relative
to baseline
EVAL
POINTS
No separate
power turbine
and transmission
+26
8.4%-cruise BSFC
-38
-59
-33
BASELINE
SYSTEM
TRADEOFF
SYSTEM
EVALUATION
POINTS
TRADEOFF
SYSTEM
Single-spool
turbo,
af tercooled;
variable
geometry
Two- spool
Turbo, af tercooled
Single- spool
turbo,
Not aftercooled
One turbo
with turbodriven
accessories
Two turbos in
series
One turbo
Compressor P/I
7.2
2.8 ea
Turbine P/P
5.6
2.5 ea
EVALUATION
POINTS
f\
Benefit
relative to
baseline
Penalty
relative to
baseline
-43
2 Evaluation
-16
+ 27
-3.0% BSFC,
no aftercooler
+21
+5
Note: All systems may require intercooler to limit engine intake temperature.
48
+26
turbosystems were evaluated for their contribution to system performance. Table 39 shows evaluation point assignments for each of
these features. Results of these comparisons are shown in Table
40, in which similarities to different engine requirements are outlined.
TABLE 38.
Components
EVAL
POINTS
EVAL
POINTS
TRADE-OFF
SYSTEM
Free-floating
af tercooled
Two- spool
af tercooled
Free-floating
nonaf tercooled
One turbo
Two turbos
in series
2.5 ea
2.5 ea
One turbo
no aftercooler
Compressor P/P
Turbine P/P
5.5
5.4
Penalty relative
to baseline
5.7
5. 1
Commonality with
commercial market
Benefit relative
to baseline
NOTE:
TRADEOFF
SYSTEM
BASELINE
SYSTEM
TURBOCHARGER
REQUIREMENTS
+ 14
+27
+5
+32
TABLE 39.
TURBOCHARGER
REQUIREMENT
I n t e r cooler/after cooler
Wastegate
Variable-geometry t u r b i n e
Fixed-vane t u r b i n e inlet
Vaned compressor d i f f u s e r
Turbine exhaust d i f f u s e r
Turbine pulse u t i l i z a t i o n *
Intake tuning
Intercooler improvement
Microprocessor control
Lightweight rotor/housing
Lightweight compressor housing
SI RECIP
GTSIO-420/SC
BSFC
COST
ADVANCED
SI ROTARY
RC2-32
BSFC
COST
Required
Required
Required
Required
Not Used
Not Used
Not Used
Not Used
Required
Requ i red
Required
Not Used
Required
Required
--
3
2
2
3
-1
18
0
0
0
-3
-3
-1
0
-1
-6
-7
-4
-2
5
5
3
5
0
0
0
0
0
-4
-3
-1
0
-1
0
-8
-5
-2
DIESEL
GTDR-246
BSFC
COST
-24
13
2
0
-2
0
0
0
Not Used
-8
-5
-2
0
-1
Not Used
Required
0
0
-5
-2
'Questionable w i t h wastegate
49
CM Jt)
1 CO
O M
OS
CM in in CM
. . rr .
CM \O CM ^<
in
rH
On
co n
Q)
>H
co co co
(U dl d)
>H JM
CO
a>
JM
0
2
CO
0)
0
2
0
2
EH Q
O
CM J*
S|
in ON c^ co
. co . O o
in in CM in 2,
f*
CO CO CO
COCO
0
~
Q) Q) Q) Q)
0)
^& ^j ^i
Sj ^j
"*. ^ H. <
CO
VD
rH
CO
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r-H
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o 0 0 0 0
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CO CO
OEH
0 CJM
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in
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co ro ro P.
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o> a*
^ 2 2 2 ^ ^
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e -H
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n
p
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o
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T3 -H H
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(Jl
a>
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c x:
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U -H
C u QJ
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0)
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en CD a
a> i
EH EH M S
>
c e <i> a*
fa
>
EH
M
EH
CO
3
O
o
CO
CO
l-i
0
CO
a>
4J
(0
a>
CO
n)
5
x:
.H
^
0)
4J
4J
XJ
U^
O^
x: co
\ a>
4J
c a> a>
3 H
o
4J
4J (V fl) O
0 o
(0 H
> O 0) 0)
O U
Cf> XJ
1
C
C <u U
U
01
flj
*O *O "H
-H J
o
(X Ot x) x) o> 4J -H 0> 0) X) X) (0 a> Ll
g
>-l VJ 4J
to
n
x
c
u
u
4J
o
0 3 3 C flj (Tj "^ cO 3 3 c
H
53
u
50
H
CO
SH
si x:
r<
*^H
a> a>
i
^j
* ^
x:
fH
-H
tH
4J
CO
0)
3
a
*
TABLE 41.
52
Single-spool
No intercooler
No wastegate
Air bearings
3.3.3
3.3.3.1
RC2-32 Engine
Two turbochargers mounted close to the engine, each receiving exhaust gasses from one rotor
One turbocharger mounted close beside the engine, receiving exhaust gasses from both rotors
INJECTOR1
SPARK
HAUST
INLET
Figure 31.
Port Opening/Closing
Geometries
53
GEOMETRIC
PORT AREA
0.008
0.008
' I
0.004-
U OVERLAP
0002
'.I
1
A
200
300
400
500
EXHAUST PORT
600
400
500
600
700
800
901
INTAKE PORT
ONE TURBOCHARGER
REAR MOUNTING
TWO TURBOCHARGERS
CLOSE MOUNTING
1.2 -i
o
UJ
60
0.8 0.4
EXHAUST
VALVES OPEN
ii
t
t
EXHAUST
VALVE OPENS
CRANK ANGLE -
CRANK ANGLE -
8CO
40
Figure 33.
ONE TURBOCHARGER
REAR MOUNTING
I
TWO TURBOCHARGERS
CLOSE MOUNTING
M 80 n
70
2
|ld
1 i 60" -
= E 50
3001
y|| 200-
ill 100-
EXHAUST
VALVES OPEN
f
AA
CRANK ANGLE -
Figure 34.
EXHAUST
VALVE OPENS
CRANK ANGLE -
200180-
>v
1
ADIABATIC
* EXPANSION
^
160-
iu
140-
(WfWfW*
1 120iU
' 1
I 100LU
|
2
8060-
PREDICTED
RECOVERY
'
4020-
, -1
s *r
0-
SIDE
1
REAR
1
SIDE
2
REAR
2
TURBOCHARGER LOCATION
NO. OF TURBOCHARBERS
Figure 35.
cases where the turbine was resized to extract just enough energy
to drive the compressor. This estimate was accomplished parametrically to avoid excessive use of computer time in iterating conditions and turbine parameters to obtain an exact match. The torque
exerted on the rotor was also integrated to compare differences due
to pressure fluctuations during the gas exchange process. Finally,
the effects of differences in power required to overcome drag of an
appropriate nacelle were estimated for each configuration. These
effects are shown in Figure 36, where the effect for each engine is
measured as the amount of improvement from an arbitrary baseline
for that effect.
Cylinder pressure simulations for different configurations of
exhaust system and turbocharger showed noticeable engine performance differences during the gas-exchange period. The pressure plot
for the single, rear-mounted turbocharger system showed a pressure
wave in the engine inlet port and combustion chamber that was timed
to produce significant torque on the rotor. This intake tuning effect overcame the exhaust system performance advantage of individual, side-mounted turbochargers. Since pulse timing is a critical
factor, further studies should be conducted to provide insight into
the best use of this effect on the engine.
56
BEST
^
Urf
UJ
^^^^M
/
/ X
?
"
UJ
U
"^
M^HBM
\\
k
\ \\ \\
^\ \ \ \
^- -
_.. ""
i^
UJ
&.
/
i
2 HP
1
N
\
\ \
\ \
\\ \\
\
\>
CHARGING
'EFFICIENCY
'REDUCTION
DRAG
INTAKE
PRESSURE
TUNING
X
^^
TUG BO I.OCATION
NO OF TURBOS
Figure 36.
3.3.3.2
SIDE
1
REAR
1
SIDE
2
REAR
2
EXHAUST
^ENERGY
RECOVERY
GTSIO-420/SC Engine
GTDR-246 Engine
57
EXHAUST MANIFOLD
VOLUME
AS PROPOSED
0.6
UJ
CO
MINIMUM.
DIVIDED EXHAUST
0.4-
0.2-
CO
9J
'"
CRANK ANGLE
Figure 37.
CRANK ANGLE
EXHAUST
MANIFOLD VOLUME
AS PROPOSED
MINIMUM.
DIVIDED EXHAUST
ii
?g 6
S*
u.
^ u.
00 LU
EXHAUST VALVES
CRANK ANGLE
Figure 38.
58
CRANK ANGLE*
70-
60-
ADIABATIC
EXPANSION
50-
X.
^/f^.
Q.
UJ
%#"'*< '"
co
s Jt
20-
> PREDICTED
RECOVERY
^^
<' - f
10t
nAS
PROPOSED
MINIMUM.
DIVIDEO
EXHAUST
Figure 39.
3.3.4
Engine Vibration
59
TABLE 42.
ENGINE
MAXIMUM
VIBRATION
LEVEL (g)
FREQUENCY OF
MAXIMUM
1
'.
VIBRATION (Hz)
RC2-32
5g (1 >
314
GTDR-246
3.6g< 2 >
233
79 ( 3 >
160
(1)
(2)
(3)
Compressor
60
TABLE 43.
FLOW (LB/MIN)
Compressor
TURBINE
36.5
36.5
Engine scavenge
3.7
3.7
Cabin pressurization
9.0*
Bearing cooling
4.9*
Requirement
Engine combustion
Fuel
1.5
54.1
Total
(0.90 Ib/sec)
41.7
(0.70
Ib/sec)
TABLE 44.
COMPRESSOR
TURBINE
6.15
5.04
2.2
(0.90,
physical)
0.81
(0.70,
physical)
Efficiency, %
76.5
82.0
Inlet temperature, R
440
1620
5.46
27.5
85,576
(80,000,
physical)
45,300
PARAMETER
Pressure ratio
Corrected flow, Ib/sec
61
5.0-
SCROLL
COLLECTOR
CO
4.0-
LLJ
I- 3.02.01.0-
Figure 40.
62
1.0
2.0
3.0
AXIAL DISTANCE, INCHES
4.0
1.0
1.5
2.0
CORRECTED AIRFLOW. LB/SEC
0.5
0.0
Figure 41.
TABLE 45.
2.5
PART
Blade, qty.
DESCRIPTION
15 (full) +
15 splitter blades
Vane, qty.
22
B Width, inch
0.218
2.2
85,576
6.15
(total-static)
5.40
3.55
9.64
5.90
63
64
Figure 42.
14.00
12 BLADES
11 VANES
DIMENSIONS IN INCHES
Figure 43.
65
STATOR
INLET
ROTOR
INLET
ROTOR
EXIT
Figure 44.
1.00
90
|
g 80
0.60
70
1.0
2.0
3.0
PRESSURE RATIO
Figure 45.
66
110
PERCENT SPEED
4.0
5.0
0.40
1.0
2.0
3.0
PRESSURE RATIO
4.0
5.0
67
Figure 46.
RESONANT FREQUENCIES
MODE 8
3-0 MODEL
25
50
75
SPEED. PERCENT
Figure 47.
68
ADVANCED TURBOCHARGER
AREA
AT B-1WIDTH
5
4
= 20 KSI
3
2 1
<7MAX = 25 KSI
0
0.4
Figure 48.
2.4
2.8
Since the wheel was not stress-rupture limited, the area ratio
optimized for maximum stress-rupture life could not be achieved.
The <20-ksi stress requirement was used as the criterion for establishing the taper ratio of the airfoil. A ceramic turbine wheel
has already been successfully operated at 20-ksi by GTEC for the
ACT-101 Program.
In the ATDS ceramic turbine rotor feasibility study, no stress
or vibration problems were indicated that would prevent initiation
of a detailed design effort. However, prior to committing a part
to a production development effort, the following should be investigated:
o
Detailed 2- and 3-D analyses should be conducted to verify the integrity of parts prior to development and production.
69
3.4.4
70
DIMENSIONS IN INCHES
Figure 49.
COMPRESSOR
HOUSING
(6.0 LB)
Figure 50.
CENTER
HOUSING
[9.0 LB)
TURBINE
HOUSING
(20.0 LB)
TOTAL WEIGHT = 42 LB
71
TABLE 46.
Seal plate
Seal ring
Cap screws
Heat shield
Turbine shroud
Shims
Bolts
Lock washers
Shims
72
MATERIAL
Al casting
Al sheet
Al stage
Al sheet
Al plate or tube
Al sheet
Al plate or tube
Fe casting
CRES sheet
CRES sheet
CRES plate or tube
CRES sheet
CRES plate or tube
Ceramic
Steel bar
Nickel alloy bar
Steel tubing
Steel bar
Titanium
Steel
Steel
Al casting
CRES sheet
CRES sheet
Al bar or tube
Steel
Steel
CRES sheet
CRES sheet
Al casting
Al bar or tube
CRES
CRES sheet
Fe casting
CRES sheet
CRES
CRES
CRES sheet
155.5 [6.12]
.4 [6.00J
31.7 [125]
COMPRESSOR
INLET
TWIN-ENGINE INSTALLATION
184.2 [7.25]
TURBINE
INLET.
152.4 [6.00]
COMPRESSOR VI
OUTLET
SINGLE-ENGINE INSTALLATION
Figure 51.
Bearings
73
TABLE 47.
ENGINE
SPEED
(RPM)
ALTITUDE
(FEET)
ENGINE HORSEPOWER
(TURBOCHARGED)
(NONTURBOCHARGED)
9420
0
20,000
320
320
168
83
7850
0
25,000
250
250
136
55
134
134
107
44
6390
e/9
co
25,000
.n
4.0
0.5
Figure 52.
1.0
1.5
2.0
CORRECTED AIRFLOW. LB/SEC
2.5
3.0
for each mode (Table 49) and compared to bearing load capacity
(Figure 53). Detailed calculations were performed on the journal
bearings. For this application, the journal bearings are expected
to experience more severe loads than the thrust bearings.
The
loads imposed on the bearings were derived from:
74
TABLE 48.
= 4.25
= 1.5
= 25,000
TURNING
Turn rate
= 75 deg/dec in a 4.0g
coordinated turn at
80-degree bank
Aircraft vibration at
Cruise throttle, g
= 2.15
= 45,000
ROLLING
= 100
Aircraft vibration at
throttle, g
= 2.15
= 45,000
SPINNING
= 180
Aircraft vibration at
engine idle, g
= 1.15
= 25,000
MANEUVERING
Maneuvering loads, g
= 4.4
Aircraft vibration at
cruise throttle, g
= 2.15
= 45,000
75
z
M
s
PL)
S1
M
4J S
W
SI
76
13
S*
21
Aircraf
t Crui
J.
13
41 4J
O
II
s
8l
Vibra
Eng ne Idle
in k4 3 o
r- 8 O 4t CD
u
EH
H
U
<
cm
o
W
(0
S3
2
BS
^2
77
60-
DIAMETER = 2.0 IN
LENGTH = 2.0 IN
50-
30LU
a.
20 H
10-
10
20
30
40
50
60
70
Figure 53.
The compressor and turbine wheels designed for the ATDS are
similar in size to AID T18A turbocharger wheels. Therefore, physical characteristics of the ATDS turbocharger wheels (i.e., mass,
moment of inertia, center of gravity, unbalance forces, etc.) were
estimated in relation to the physical characteristics of T18A
wheels. In addition, a parallel study of the power loss and load
capacity of a T18A sized free-floating "sleeve oil journal bearing
was completed and used as a basis of comparison for the two bearing
designs. Figure 54 presents the power consumption versus load on
one journal bearing at 80,000-rpm rotor speed. This is approximately 50-percent of that of an oil-film bearing sized for a comparable turbocharger. However, the additional power required for
supplying cooling air is substantially greater than the power required to supply lubricating oil. Depending on the means used for
supplying cooling air, the total power demand for an ATDS air bearing would be from 70- to 250-percent of the total power demand of a
similarly sized oil-film bearing. The results of this design study
showed that:
78
1400
1200
1000
800
CO
GO
600
DIAMETER = 2.0 IN
LENGTH = 2.0 IN
400
200
50
100
ISO
200
BEARING LOAD. LB
Figure 54.
THRUST
BEARING
JOURNAL
BEARING
FOIL HOUSING
FOIL
ASSEMBLED
FOIL SEGMENTS
FOIL SEGMENT
REMOVED
SPRING
ASSEMBLY
FOIL SEGMENT
REMOVED
BACKING
PLATE
Figure 55.
FOIL
ASSEMBLY
= n/w
A = 15
z 100-
CONICAL
Figure 56.
80
Total system power loss should be calculated for each design to compare air bearing and oil bearing designs on
the basis of their power consumption.
For example, a
total power loss for an air bearing design should include
power loss due to bearing friction and cycle air-bleed
for bearing lubrication and cooling. For an oil bearing
design, this should include power losses due to bearing
friction and oil supply losses for bearing lubrication
and cooling.
81
4.0
4.1
TECHNOLOGY IMPACT
The key technologies required to achieve the proposed ATDS design are listed in Table 50 which includes current status and
availability. For turbochargers, the production capability of gas
turbine engines was defined as laboratory demonstration capability
because of differences in manufacturing technology.
It is evident that high-pressure-ratio compressor efficiency
at low flows must be developed. This need is particularly apparent
in the case of a turbocharger for aircraft diesel engine applications, where a 7.3-pressure ratio at 83-percent efficiency may be
required. The overall industry capability, as previously shown in
Figure 8, indicates that this requirement will be the most difficult to satisfy.
TABLE 50.
REQUIREMENTS
AVAILABLE
High-pressure-ratio
aerodynamics
UNDER
INVESTIGATION
NEEDS
ADDITIONAL
DEMONSTRATION
o Efficiency
o Flow range
X
X
X
X
Foil bearings
o Cooling
o Dynamics
X
X
X
X
Ceramic turbine
o Useful materials
data base
Lightweight housings
o Containment
o Acoustics
X
X
X
Gas seals
Engine exhaust
system optimization
83
84
General aviation
Highway trucks
Marine
Off-highway vehicles
85
TABLE 51.
No oil lubrication
Lower weight
High-efficiency aerodynamics
TABLE 52.
COMPONENT
Foil bearings
Ceramic turbine
Compressor
Lightweight
housing
TABLE 53.
COMPONENT/PART
Ceramics and
foil bearings
Foil bearings
Compressor
Ceramic turbine
materials
Consistent properties
86
Automobiles
Locomot i ve
Ground power
(stationary/mobile).
The ground power category was divided into stationary (large) and
mobile (small) classes to further illustrate the applicability of
the key technologies from the ATDS design.
The impact of the
entire design, as well as that of the following four key technologies was used to assess the need for ATDS technology:
o
Full gas-bearing-supported
Lightweight housings.
rotor
Higher efficiency
Greater reliability
87
4.2.1
General-Aviation Market - The ATDS Program has shown that
the proposed design has the potential for major impact in the
general-aviation market. Its four key technologies supply the specific needs listed in Table 54. It is expected that at least three
variations to the design will be needed to match the pressure/flow
characteristics of Otto, rotary, and diesel engines (expected to be
in production in the 1990's).
Size and exhaust considerations
dictate rear installation.
In the event that very high-pressureratios are needed by diesel aircraft engines, a two-stage compressor may be required. Ultimately, a turbocharger would be optimized
for each engine class, since turbocharger market penetration is
tied to individual engine model installations.
4.2.2 Truck Market - By far the largest turbocharger market at
this time is for highway truck engines. A number of turbocharger
models are available for this market, with approximately 200,000
units-per-year produced. Truck engines require a turbocharger with
good transient response and broad surge margin (Table 55). At high
pressure ratios, both requirements could be met using single-stage
units with variable geometry. Another way to meet this requirement
is to use two stages in series, or possibly two-spool units. Small
size is almost as critical a factor as with aircraft applications.
The high utilization of trucks places a premium on efficiency over
TABLE 54.
GENERAL-AVIATION
MARKET.
ATDS-SUPPLIED
NEEDS
Increased pressure ratio
Yes
Yes
Small size
No
Higher efficiency
Yes
Greater reliability/Life
Yes
Yes
PENETRATION BY ATDS
Current design - As great as that of each engine application
Selected components - Major (turbo optimized for engine class)
88
TABLE 55.
TRUCK MARKET.
NEEDS
-
ATDS-SUPPLIED
Yes
No
Small size
No
Higher efficiency
Yes
|
f
Greater reliability/life
Yes
Yes
Yes
PENETRATION BY ATDS
-
89
TABLE 56.
MARINE MARKET.
NEEDS
ATDS-SUPPLIED
Yes
Partly
Higher efficiency
Yes
Greater reliability/life
Yes
Yes
Yes
PENETRATION BY ATDS
Current design - moderate (limited
by engine applications)
Selected Components - Major (turbo
optimized for engine class) to moderate will depend on scaled-up capability for ceramic wheel and foil
bearings)
4.2.4
Off-highway Market - The off-highway market (including
military tracked vehicles) is dominated by diesel engines and has a
moderately wide range of flow capacity requirements (Table 57). It
is expected that rough terrain would place high impact loading on a
turbocharger rotor.
Thus, air bearings might not have adequate
load capacity for this application.
Depending on the drive train
design, high surge margins may or may not be required. Again,
since engine scale-up capabilities are uncertain, ceramic turbine
and foil bearing technologies may not be applicable to larger sized
engines in off-highway applications.
4.2.5
Automotive Market - The automotive market offers high production potential for small turbochargers. Automobile engines require good surge margin and small-sized turbochargers. This can be
accomplished by adapting the ATDS technologies to the specific
needs of the automotive engine (Table 58) . The problem of downscaling these technologies from the ATDS is one of manufacturing at
90
TABLE 57.
OFF-HIGHWAY MARKET.
NEEDS
ATDS-SUPPLIED
Yes
Partly
Partly
Higher efficiency
Yes
Greater reliability/life
Yes
Yes
High-amplitude vibration
tolerance
No
Yes
PENETRATION BY ATDS
Current Design - Moderate (mostly on
units with hydraulic transmission)
Selected Components - Moderate (i.e., foil
bearings may not have adequate stiffness)
to Major (depends on scaled-up capability
for ceramic wheel and foil bearings)
a competitive price; i.e., the performance difference between tomorrow's and today's technologies may not justify the cost differences unless advanced manufacturing technology developments are
made that allow new turbochargers to use processes similar to
today's turbocharger.
91
TABLE 58.
AUTOMOTIVE MARKET.
NEEDS
ATDS-SUPPLIED
Yes
Yes
NO
No
Higher efficiency
Yes
Greater reliability/life
Yes
Yes
Yes
PENETRATION BY ATDS
Current Design - Minor (A range of sizes
is needed)
Selected Components - Major
scaled down)
(easily
4.2.6
Locomotive Market - The locomotive market is small, and uses
large diesel engines almost exclusively. The high-pressure-ratio
compressor is the only ATDS technology that can definitely be
scaled up for a locomotive turbocharger (Table 59).
4.2.7
Ground Power Market - The ground power market is divided
into two groupsmobile and stationary engines.
Although each
group includes a wide range of airflow capacities, the mobile
market is dominated by small engines, while the stationary market
is dominated by large engines. ATDS technology is applicable to
mobile engines.
However, stationary engines will require large
turbochargers, and uncertainty exists concerning the scaling of
ATDS technology. The needs of the ground power market (Table 60)
are not unique.
However, a general improvement in turbocharger
parameters would be beneficial in this area.
92
TABLE 59.
LOCOMOTIVE MARKET.
ATDS-SUPPLIED
NEEDS
Yes
No
Yes
Yes
Yes
PENETRATION BY ATDS
Current Design - Minor (Too small)
Selected Components - Major (If
scale-up capability exists)
TABLE 60.
NEEDS
~
Yes
Yes
Partly
Yes
Yes
Yes
Yes
PENETRATION BY ATDS
Current Design - Moderate (for
engines with airflow match)
Selected Components - Major
of sizes needed)
(Family
93
ATDS
DESIGN
IA8-I8)
GENERAL AVIATION
94
FOIL
BEARINGS
CERAMIC
TURBINE
0 0
LIGHT
WEIGHT
HOUSING
0 0 0
TRUCK
OFF-HIGHWAY
MARINE
AUTOMOTIVE
LOCOMOTIVE
GROUND POWER
(MOBILE)
(STATIONARY)
0 0 *
.
MAJOR =m
Figure 57.
HIGHPRESSURE
COMPRESSOR
MODERATE =
MINOR =
TABLE 61.
MEAN
CRUISE
SHP
MEAN
MEAN
X CRUISE X HRS/
SFC
YR
FUEL COST
v
. ,-,, c . S/YR/
UNITS/
l.^u/o.3 - UNIT f. yR
-
X 106/YR
Generalaviation*
250
0.42
300
10,000
58
Truck*
100
0.35
1000
400,000
2,585
Marine
200
0.35
500
100,000
646
Automotive*
Locomot i ve
Off-highway
20
0.55
200
200,000
81
2000
0.35
1500
1,000
194
200
0.50
500
100,000
925
S5,414 X 106
TOTAL
Weight-sensitive
1-oercent Fuel Savings = S54 Million/Year
TABLE 62.
STATUS
NASA
AFAPL
In test
In test
DOE
Preliminary design
AMMRAC
Hardware
DOE
Early testing
AFAPL
AF planning
APU gas-lubricated
foil bearing
AFAPL
Testing underway
PROGRAM
COMPONENT
Compressor
Ceramic turbine
Scaled centrifugal
Variable Cycle Centrifugal
AGT101
Injection molding demo
Foil bearing
Lightweight housing
ACT 101
None
95
It is apparent that none of these programs provide the essential turbocharger technology that would allow commitment to production turbocharger development. The prospects for success of each
program are good to the level of technology stated; that is, a feasibility demonstration of objectives. However, only a few of these
objectives coincide with the objectives of an advanced turbocharger
design.
NASA modification or addition to several of these programs is possible, but even this would not ensure reaching the
long-range goals of the ATDS Program.
Formulation of component technology demonstration programs
specifically directed toward turbocharger development is necessary
to establish the ATDS turbocharger concept for production.
The
programs listed in Table 63 are necessary to accomplish this. Detailed recommendations for each program are discussed in Section 5.
96
TABLE 63.
COMPONENT/PART
NEED
Foil bearing
Operating parameters
High-pressure-ratio
compressor
Lightweight housing
Turbocharger
Full-scale demonstrator
97
5.0
5.1
Summary
The Garrett Corporation has contributed substantial advancements to the state of technology in each of these areas.
The
resulting technical capabilities and technology base will be used
in acquiring the advancements necessary for an advanced technology
turbocharger.
5.1.1
Cycle Definition
Cycle definition will require effort to coordinate requirements and available technology for the intermittent combustion (1C)
engine and turbomachinery portions of the complete compound engine.
AID has contributed to optimization of the overall cycle for its
many engine customers through its application of engineering expertise and custom aerodynamic development capabilities.
GTEC has
developed an extensive capability for integration of combustion
cycles with turbomachinery aerodynamics, and has also developed
compound engines combining 1C engines with turbomachinery. These
technologies have direct application to the Advanced Technology
Engine Program.
99
5.1.2
Advanced Turbochargers
5.1.3.1
Air Bearings
Ceramics
100
ACT Programs
1980
1970
k GTP30
DEMO
1975
I
1076
BEARING DEVELOPMENT
ON RIGS
1977
I
1978
1979
I
I960
1961
1982
I
1985
1987
OBJECTIVE DESIGN.
FABRICATE
AND RIG TEST 45' n 6.<T
FOIL BEARING FOR INTERMEDIATE THRUST ENGINES
3-5-IN BEARING
30-PSI LOAD
1000 F SOAKBACK
1200 F TEMP. TOLERANCE
USAF TJE331-1029
FOIL JOURNAL
BEARING
DEVELOPMENT
GOAL
DESIGN FABRICATE &
TEST 35 IN. DIA.
FOIL BEARING
o 23.3 PSI LOAD
o 1200F TEMP,
o RIG TEST ONLY
U.S NAVY-NAPC
ADVANCED APU/SPS
FOIL BEARING
DEVELOPMENT
fiflfli
46-PSI LOAD
DASHED BOX INDICATES INCOMPLETE PROGRAM
[ADVANCED DEVELOPMENT
TEST TURBOCHARGER
FOIL BEARINGS
GOALS
PROGRESS
MAT1 INVESTIGATION
(NASA PGM VALIDATED
= 1 MAT! SELECTION)
I RIG TESTS ON JOURNAL
PREVIOUS FUNDED PROGRAMS
TO ~ SO PERCENT LOAD
JFS100 DEMO
CAPACITY
CRITICAL SPEED CONTROL
I THRUST BEARING
AIR CYCLE TURBOMACHINERY
DEVELOPED
NOTE:
USAF APU v
FLIGHT
|
DEMONSTRATION/
CAPACITY
1.75 IN. DIA.
BEARING
RIG TESTS AND GAS
GENERATOR DEMO.
USAF TJE331-1029
USAF
GAS TURBINE ENGINE
FLIGHT
| GROUND AMBIENT
I PROPOSED PROGRAM // DEMONSTRATION
(UNCERTAIN FUNDING)
USN ADVANCED
J APU DEMONI STRATION
\
1..JL/
POWER GENERATORS
EXPENDABLE ENGINES
TANK ENGINES
PROGRAM AOVANTA6ES
ELIMINATES NEED FOR HIGH
ON ROLLING ELEMENT
BEARINGS
I VALIDATES SCALEABILITY
I USES HIGH-TEMP. MATERIALS
I CORRELATION OF ADVANCED
DESIGN (ELASTO-HYORODYNAMIC)
TOOLS
Figure 58.
CALENDAR YEAR
1981
1982
1983
1984
1985
1986
1987
AUTOMOTIVE
TACOM/CUMMINS
LARGE TURBOCHARGER ROTOR
FEASIBILITY STUDY
PROGRAMS NEEDED TO DEVELOP A
LARGER TURBOCHARGER ROTOR
FAB PROPERTIES TEST ROTORS
LONG-LIFE DATA BASE
THERMO/MECHANICAL DESIGN
INDUSTRY-FUNDED SMALL
TURBOCHARGER ROTOR PROGRAMS
MATERIALS
MANUFACTURING PROCESSES
r
"~NASA/DOE CERAMICriNITIATIVE~
NOTE:
DASHED BOX INDICATES UNFINISHED PROGRAM
Figure 59.
102
COMPANIES
FULL-SCALE DEVELOPMENT
AND RELIABILITY DEMO
1
..J
Programs.
Variable Geometry
103
GOVERNMENT
INITIATIVE
REQUIRED
GOVERNMENT
INITIATIVE
REQUIRED
Figure 60.
104
Coordination of the preliminary designs of engine, turbocharger, and related control components and systems, considering
continuing technology advances, is fundamental to ensuring that
support continues to be directed toward the most advanced technology programs.
Successful integration of engine, turbocharger, and control
system technology requires thoughtful assessment of the relative
difficulty of obtaining advances in each technology. Tradeoffs of
potential advances must be continually reviewed throughout preliminary design of the engine, including its appropriate turbocharger.
Technology and design coordination would define aerodynamic cycle
requirements, establish thermal loading of the turbocharger as
affected by mounting location, coordinate cooling provisions for
the engine and turbocharger, and optimize turbocharger mounting
dynamics and vibration response.
A program should be initiated to coordinate
technology
advancement requirements for general aviation engines. This program should be conducted in conjunction with, and would aid in managing technology advancement programs for engine and turbocharger
technologies.
The design phase of each advanced technology engine should
includeat least quarterlycycle design and technology reviews
attended by the engine and turbocharger contractors.
At each
review, the more difficult requirements of the engine and turbocharger should be presented for discussion of alternative technologies. Following each such review, the engine and turbocharger participants would report their evaluations of the alternatives presented.
5.2.2
An important milestone in NASA's general-aviation engine technology advancement programs should be the buildup of several turbocharger units utilizing components derived from the separate advanced technology programs. Other program recommendations herein
reflect the technology advancements appropriate and necessary to
achieve this milestone.
Significant technologies that should be
incorporated in the turbochargers include variable geometry of turbines and/or compressors, air bearings, and ceramic turbine rotors.
To date, these three concepts have never been combined in a single
turbocharger design. Each of these concepts by itself should improve turbocharger life and performance.
105
106
Delivery
testing.
of
107
advanced turbochargers. Parametric studies should be made to evaluate the effects of changes in materials conductivity/ areas of
thermal flow paths, cooling air flow velocity, pressure, and temperature, and turbine inlet gas temperature on bearing component
temperatures.
5.2.3.1.2
The air bearing duty cycles in 1C engine powered general-aviation aircraft need further definition. A study and experimental
program should characterize turbocharger and rotating group motion
during starting, running, and shutdown, and determine the greatest
likely bearing loads due to hard landings, taxiing, and combinations of flight maneuvers. A variety of aircraft missions should
be used to establish the time/temperature profile and load in situations that can cause contact between the rotor and bearings. The
resulting operating profiles can be combined with the improved
understanding of transient dynamics to establish more complete
requirements for foil design and coating materials. Evaluation of
the effects of mounting methods and location on the duty cycle
parameters would contribute to selection of an optimized installation by the engine and turbocharger designers. The operating profiles to be established are unique to aircraft applications, and at
present there are no programs to adequately define the applicable
duty cycle.
A program should be initiated to provide a comprehensive definition of the duty cycle of air bearings in 1C engine-powered
108
Garrett experience in application of compliant foil gas bearings covers a wide spectrum of rotor configurations, performance
requirements, and operating environments.
In the course of performing each rotor dynamics analysis, the interaction of rotor and
bearings is examined using parametric techniques.
Incomplete
knowledge of foil bearing dynamic properties and lack of an integrated model of the bearing and rotor prevents purely analytical
predictions of the susceptibility of the rotor to self-excited subsynchronous whirl. This whirl phenomenon is a common occurrence
during the development phase of rotor-foil bearing systems, especially when:
o
Ceramics
Variable Geometry
110
Ill
6.0
114
REFERENCES
1.
2.
3.
"Design of Fluid Duct Bends for Low Pressure Loss," NASA Technical Brief No. 68-10395, October, 1968.
4.
Miccio, J., "Variable Cycle Technology, Propulsion System Program," Garrett No: 21-3347(16), July 1983.
5.
Badgley P., et al., "Advanced Stratified Charge Rotary Aircraft Engine Design Study", NASA CR-165398, Vol. 1, CurtissWright Corp., July, 1981.
6.
Huggins, G., and Ellis, D., "Advanced General-Aviation Comparative Engine/Airframe Integration Study," NASA CR-165564,
September, 1981.
115
APPENDIX I
117
ABSCISSA
Takeoff Distance
Maximum Takeoff Weight
Rate of Climb at Sea Level
Rate of Climb at 25,000 Ft
Minimum Weight Required
BEW
Cruise Speed at 25,000 Ft
Range
Versus
Versus
Versus
Versus
Versus
Versus
Versus
Versus
Brake
Brake
Brake
Brake
Brake
Brake
Brake
Brake
Versus
Versus
Versus
Versus
Versus
Versus
Versus
Versus
Versus
Versus
Versus
Versus
Versus
Versus
Versus
Block Fuel
Block Fuel
Versus
Versus
Block Fuel
Direct Operating Costs
Versus
Versus
Horsepower
Horsepower
Horsepower
Horsepower
Horsepower
Horsepower
Horsepower
Horsepower
ADrag
ADrag
ADrag
ADrag
ADrag
ADrag
TOGW
TOGW
TOGW
TOGW
TOGW
Specific Fuel Consumption
AEngine Weight
ADrag
AEngine Weight
119
120
121
122
123
-WEIGHT-:
PAD RAN
124
125
126
127
128
129
130
131
132
133
QSSIAJlIIPM
134
135
GARRETT AtrVANCI
136
LOF. iGROSB
i.
..! SENSITIV
..__4
137
138
139
140
141
EFFECT OF DRAG, ON
FOK! A CQNSfTANI,
142
i RANGE
143
ORDINATE
Versus
Versus
Versus
Versus
Brake Horsepower
Brake Horsepower
Brake Horsepower
Versus
Versus
Versus
Versus
Versus
Versus
Versus
Versus
Versus
Brake Horsepower
Brake Horsepower
Brake Horsepower
Brake Horsepower
Brake Horsepower
Brake Horsepower
Specific Fuel Consumption
Specific Fuel Consumption
Specific Fuel Consumption
Maximum TOGW
Rate of Climb at Sea Level
Rate of, Climb at 25,000 Ft
Versus
Versus
Versus
AEngine Weight
ADrag
Versus
Versus
Versus
Versus
ADrag
ADrag
ADrag
ADrag
Takeoff Distance
Cruise Speed at 25,000 Ft
Takeoff Distance
Rate of Climb at Sea Level
Versus
Versus
Versus
Versus
Versus
Versus
Versus
Versus
Stall Speed
Versus
ADrag
ADrag
Takeoff
Takeoff
Takeoff
Takeoff
Takeoff
Takeoff
Takeoff
Takeoff
Maximum
Rate of
Rate of
144
Distance
Takeoff Weight
Climb at Sea Level
Climb at 25,000 Ft
Brake Horsepower
ADrag
Gross
Gross
Gross
Gross
Gross
Gross
Gross
Weight
Weight
Weight
Weight
Weight
Weight
Weight
ORDINATE
Block Fuel
Block Fuel
Block Fuel
Direct Operating Costs
Versus
Versus
Versus
Versus
145
146
147
148
149
150
151
152
153
-L, k- - -i
it
tlAC
LB. HAYLdAQ
EMilN ;
GARRttT
AIR;PLANE
BDCHARG^R
j&I
.1...
-^SENJILT IV!
.--irrm
*w
30-
nicrn
mEr;:
B60-
ttr
m
Hftr
ml
ftt
:irrj
I
.3 :3Z
0..
.T.:-:
154
155
156
''yZte^Ml^Qdv
gki -----: - - i
157
urn
158
159
160
161
162
-,:r
:D5A
T :.-;
--I-.
SBSELJL&Si.
1-r
_j -
ENGIN
'LANE
S.EN$IT,1V4TY! STUDY.
^
-J17.-
rtn: :
irt
r,1 3
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trt
rrrritr..
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-J3.4HANG-
B_
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Fit
163
164
UDY
; .
-r r.i:
165
166
'
167
168
EFFEtlLQF-
~r
rtTLQN
M
,
P I^TE
QAD!_BAWGE'. : _L_
JLbtls!
~~r
1
r
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i._.3.03
i 5000 FT
_^
^.^Biaipi.L.-^.jJ_rMJN._E
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Ifi-L/WE
_. 4. ; ' i -j
L^i.[^Rs4T.TJ_Ap.YAisCI
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SENSITIVITY! S uo
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in
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"7TT J-.XI
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lilt
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to
^8-
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B430
dG638.
=^E
wpinit
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169
170
OF
f
I
- (- -\
'1400
.NM ..:
I ' l l
I7.:n:i
.(...;4
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ITY. S
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-XtrrrrTTit
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171
172
173
174
..j
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L-
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175
APPENDIX II
177
T.TI r
PAGE
pnrpAaro av
pATF
CMFCKEO BY
"ATE.
Cessna.
,._
CESSNA AIRCRAFT CO
flFV'S'ON
PAWNEE
DIVISION
REPORT I
MODEL
WICHITA
KANSAS
PRICING
The selling price (for purposes of estimating the value of new models) is
considered to be the sum of 3 components1.
The base price - that which is manufactured by Cessna (also accounts for
minor purchased parts);
2.
3.
The part of the price attributable to optional equipment (of which avionics
account for about 50Z of the value).
Base Price
where a
b
c
d
e
a(WEp)b(VMAX)C(Sw)d(CW)
7.268188MO"4
1.06942
1.05600
.65289
.22723
Values of these factors for each plane and the resulting base price are shown in
Table II-l.
The price Increment attributable to the p owe rp lane Is very difficult to estimate
since it involves estimating the OEM cost not only of the engine but the propeller
as well. Then the markup applied to the powerplant of that individual airplane
must be considered. When the engine is not only new but is of a type not previously
used in production aircraft the Job becomes virtually impossible to do w.'th any
degree of certainty. Based on existing products and the fact that these are
larger engines than now used in most Cessna products an increment of $35,000 per
engine was chosen for all engines in the study.
The price increment attributable to optional equipment varies widely depending on
the equipment chosen. Airplanes of this category can normally be expected to be
equipped with radar, alrconditioning, and a de-icing package In addition to the
usual avionics and interiors. Based on present Cessna prices for equipped planes
that include these features an increment of $48,000 was chosen for the single
engine planes and $82,000 for the twin engine planes.
The total estimated selling price is shown in Table AII-1.
179
TITLE
PAGE
PREPARED BY .
DATE.
CHECKED BY
DATE_
CESSNA AIRCRAFT CO
Cessna.
REPORT NO.
MODEL
PAWNEE DIVISION
WICHITA
KANSAS
It is, therefore,
Reserves for avionics was based on assuming that avionics accounts for 507. of
the optional equipment price.
Table AII-5 shows the values of each component of the DOC and the total for
each plane.
180
TITLE
x~1
PREPARED BY
OATC
CHECKED BY
DATE
CESSNA AlRCRATT CO
\.
Ces
VCSSIla*
REVISION
* GE
REPORT NO .
MODEL
PAWNEE DIVISION
WICHITA
KANSAS
TABLE AII-1
FACTORS USED IN COMPUTING AIRCRAFT PRICE
WEp
VH^V
Sw
GW
Base Price
Powerplant Price
Optional Equip Price
Total
SINGLE ENGINE
TS10-550 RC2-47 RC2-32
1910.4
1630.0 1615.6
209 1
249.5
252.8
177
150
142.5
4550
3900
3775
131677
116053 113171
35000
35000
35000
48000
48000
48000
214677
199053 196171
TWIN ENGINE
TSIO-550 RC2-47
2314.5
2084 1
243.3
275.4
170
162.5
6625
5650
203799
191644
70000
70000
82000
82000
355799
343644
RC2-32
2038 3
279.5
154.5
5375
182601
70000
82000
334601
181
TABLE All-2
DIRECT OPERATING COSTS FOR GENERAL AVIATION AIRCRAFT
- 1981 Estimate
1)
Otherwise use:
Number of labor hours for 100 hour inspection x labor rate
100
Then double this answer to account for parts.
Labor rate right now runs $20/hour
$25/hour
$30/hour
S/E
M/E
Turboprops
182
.60
.82
>
.90
AIRFRAME MAINTENANCE
This number Is based on a parametric fie of the available d a t a .
DOC = 1.472 + .000534 TOGW - .000373 BHP (Total
+2.774 (only for twins) + 1.878 (only If pressurized)
8)
DEPRECIATION
- Total equipped airplane price
7.5 x utilization rate/year
9)
1000
10)
pressurized)
183
TABLE All-3
FACTORS USED IN COMPUTING DIRECT OPERATING COST
SINGLE ENGINE
TOGW
BHP 707
Price
Optional Equip Price
SFC
TSIO-550
4550
350
2U677
48000
.446
RC2-47
3900
320
199053
48000
.371
TWIN ENGINE
RC2-32
3775
320
196171
48000
.355
184
TSIO-550 RC2-47
5650
6675
700
640
343644
355799
82000
82000
.446
.371
RC2-32
5375
640
334601
82000
.355
TABLE AII-4
Pleasure & Business Rates For Well-Qualified
Hull Value
$15,000 - 24,999
25,000 - 39,999
40,000 - 59,999
60,000 - 99,999
100,000 - 149,000
150,000 - 200,000
150,000 - 299,999
Pilots:
Hulti-Engine Rate
3.00Z
2.75
2.50
2.00
1.75
1.60
1.75Z
1.50
1.35
1.10
1.00
499,999
750,000
1 Mil.
1.5 Mil
A
5
6
7
8
9
10
11
Annual Premium
575
675
725
825
975
1,075
1,175
1,250
185
CAGC
OREPAREC tf"
DATE.
CnECI LL BY_
DATE.
CESSNA
v^essna.
BEViS'ON
PAWNEE
A>RCA*T CO
__
Wi,_H>T
DIVISION
TABLE All-5
DIRECT OPERATING COST
Engine Maintenance
Engine Overhaul
Propeller
Airframe
Insurance Liab
Insurance Hull
Fuel
Oil
Dep
186
SINGLE ENGINE
TSIO-550 RC2-47 RC2-32
9.00
9.00
9.00
8.00
8.00
8.00
TVIl> ENGINE
TSIO-550 RC2-47 RC7-32
18.00
18.00
18 00
16.00
16.00
16.00
.82
.82
.82
.90
.90
.90
5.65
1.45
6.87
31.59
5.31
1.45
6.37
26.28
5.25
1 45
6.26
25.15
9.92
1.65
10 67
63.18
1.20
94.88
4.10
5.92
226.42
8.90
1 65
10.31
52 56
1.20
91.64
4.10
5.13
210.39
8.76
.60
.60
.60
57.25
2.40
4 25
127 88
53.08
2.40
3 73
117.04
52.31
2.40
3.63
114.89
1.65
10.44
50 29
1.20
89.23
4.10
UJL_
205 08