Advanced Gas Turbine (AGT) powertrain system initial development
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Johnson, R. A.↗
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Advanced Gas Turbine (AGT) powertrain system
A 74.5 kW(100 hp) advanced automotive gas turbine engine is described. A design iteration to improve the weight and production cost associated with the original concept is discussed. Major rig tests included 15 hours of compressor testing to 80% design speed and the results are presented. Approximately 150 hours of cold flow testing showed duct loss to be less than the design goal. Combustor test results are presented for initial checkout tests. Turbine design and rig fabrication is discussed. From a materials study of six methods to fabricate rotors, two have been selected for further effort. A discussion of all six methods is given.
Helms, H. E.↗
Advanced Gas Turbine (AGT) powertrain system development program
Gas turbine automobile powertrain research is reported. The compressor, turbine, combustor, regenerator, gearbox, ceramic components/subsystems, bearings, and controls are discussed.
Rackley, R. A.↗
Advanced Gas Turbine (AGT) powertrain system development for automotive applications
Preliminary layouts were made for the exhaust system, air induction system, and battery installation. Points of interference were identified and resolved by altering either the vehicle or engine designs. An engine general arrangement evolved to meet the vehicle engine compartment constraints while minimizing the duct pressure losses and the heat rejection. A power transfer system (between gasifier and power turbines) was developed to maintain nearly constant temperatures throughout the entire range of engine operation. An advanced four speed automatic transmission was selected to be used with the engine. Performance calculations show improvements in component efficiencies and an increase in fuel economy. A single stage centrifugal compressor design was completed and released for procurement. Gasifier turbine, power turbine, combustor, generator, secondary systems, materials, controls, and transmission development are reported.
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Advanced Gas Turbine (AGT) power-train system development
Technical work on the design and component testing of a 74.5 kW (100 hp) advanced automotive gas turbine is described. Selected component ceramic component design, and procurement were tested. Compressor tests of a modified rotor showed high speed performance improvement over previous rotor designs; efficiency improved by 2.5%, corrected flow by 4.6%, and pressure ratio by 11.6% at 100% speed. The aerodynamic design is completed for both the gasifier and power turbines. Ceramic (silicon carbide) gasifier rotors were spin tested to failure. Improving strengths is indicated by burst speeds and the group of five rotors failed at speeds between 104% and 116% of engine rated speed. The emission results from combustor testing showed NOx levels to be nearly one order of magnitude lower than with previous designs. A one piece ceramic exhaust duct/regenerator seal platform is designed with acceptable low stress levels.
Helms, H. E.↗
Advanced Gas Turbine (AGT) powertrain system development for automotive applications
Compressor development, turbine, combustion, regenerator system, gearbox/transmission, ceramic material and component development, foil gas bearings, bearings and seals, rotor dynamics development, and controls and accessories are discussed.
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Advanced Gas Turbine (AGT): Power-train system development
Technical work on the design and effort leading to the testing of a 74.5 kW (100 hp) automotive gas turbine is described. The general effort was concentrated on building an engine for test starting in July. The buildup progressed with only routine problems and the engine was delivered to the test stand 9 July. In addition to the engine build effort, work continued in selected component areas. Ceramic turbine parts were built and tested. Burst tests of ceramic rotors show strengths are approaching that achieved in test bars; proof testing is required for acceptable strength ceramic vanes. Over 25 hours was accumulated on the combustor rig in three test modes: pilot nozzle only, start nozzle, and main nozzle operation. Satisfactory ignition was achieved for a wide range of starting speeds and the lean blowout limit was as low as 0.06 kg/b (0.14 lb/hr). Lean blowout was more a function of nozzle atomization than fuel/air ratio. A variety of cycle points were tested. Transition from start nozzle flow to main nozzle flow was done manually without difficulty. Regenerator parts were qualification tested without incident and the parts were assembled on schedule. Rig based performance matched first build requirements. Repeated failures in the harmonic drive gearbox during rig testing resulted in that concept being abandoned for an alternate scheme.
Helms, H. E.↗
Advanced Gas Turbine (AGT) technology development
A 74.5 kW (100 hp) automotive gas turbine was evaluated. The engine structure, bearings, oil system, and electronics were demonstrated and no shaft dynamics or other vibration problem were encountered. Areas identified during the five tests are the scroll retention features, and transient thermal deflection of turbine backplates. Modifications were designed. Seroll retention is addressed by modifying the seal arrangement in front of the gasifier turbine assembly, which will increase the pressure load on the scroll in the forward direction and thereby increase the retention forces. the backplate thermal deflection is addressed by geometric changes and thermal insulation to reduce heat input. Combustor rig proof testing of two ceramic combustor assemblies was completed. The combustor was modified to incorporate slots and reduce sharp edges, which should reduce thermal stresses. The development work focused on techniques to sinter these barrier materials onto the ceramic rotors with successes for both material systems. Silicon carbide structural parts, including engine configuration gasifier rotors (ECRs), preliminary gasifier scroll parts, and gasifier and power turbine vanes are fabricated.
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Advanced Gas Turbine (AGT) Technology Project
Technical work on the design and effort leading to the testing of a 74.5 kW (100 hp) automotive gas turbine engine is reviewed. Development of the engine compressor, gasifier turbine, power turbine, combustor, regenerator, and secondary system is discussed. Ceramic materials development and the application of such materials in the gas turbine engine components is described.
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Advanced Gas Turbine (AGT)
The development and progress of the Advanced Gas Turbine engine program is examined. An analysis of the role of ceramics in the design and major engine components is included. Projected fuel economy, emissions and performance standards, and versatility in fuel use are also discussed.
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Ceramic components for the AGT 100 engine
Historically, automotive gas turbines have not been able to meet requirements of the marketplace with respect to cost, performance, and reliability. However, the development of appropriate ceramic materials has overcome problems related to a need for expensive superalloy components and to limitations regarding the operating temperature. An automotive gas turbine utilizing ceramic components has been developed by a U.S. automobile manufacturer. A 100-horsepower, two-shaft, regenerative engine geometry was selected because it is compatible with manual, automatic, and continuously variable transmissions. Attention is given to the ceramic components, the ceramic gasifier turbine rotor development, the ceramic gasifier scroll, ceramic component testing, and the use of advanced nondestructive techniques for the evaluation of the engine components.
Helms, H. E.↗
Advanced Gas Turbine (AGT) powertrain system development for automotive applications
Rotor dynamic instability investigations were conducted. Forward ball bearing hydraulic mount configurations were tested with little effect. Trial assembly of S/N 002 ceramic engine was initiated. Impeller design activities were completed on the straight line element (SLE) blade definition to address near-net-shape powder metal die forging. Performance characteristics of the Baseline Test 2A impeller were closely preserved. The modified blading design has been released for tooling procurement. Developmental testing of the diffusion flame combustor (DFC) for initial use in the S/N 002 2100 F ceramic structures engine was completed. A natural gas slave preheater was designed and fabricated. Preliminary regenerator static seal rig testing showed a significant reduction in leakage and sensitivity to stack height. Ceramic screening tests were completed and two complete sets of ceramic static structures were qualified for engine testing. Efforts on rotor dynamics development to resolve subsynchronous motion were continued.
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Brayton Module Development Overview
The Advanced Gas Turbine (AGT) and the Subatmospheric Brayton Cycle (SABC) engines are under development. The AGT is developed for automotive applications while the SABC is developed for a gas fired heat pump application. Trade studies of the AGT, the SABC and other existing gas turbins are conducted in combination with various concentrators. The recommendation from these studies is to use the SABC for near term module development while following the AGT development for later advanced application. A preliminary design is completed at the module.
Holbeck, H. J.↗
Advanced Turbine Technology Applications Project (ATTAP)
ATTAP activities during the past year were highlighted by an extensive materials assessment, execution of a reference powertrain design, test-bed engine design and development, ceramic component design, materials and component characterization, ceramic component process development and fabrication, component rig design and fabrication, test-bed engine fabrication, and hot gasifier rig and engine testing. Materials assessment activities entailed engine environment evaluation of domestically supplied radial gasifier turbine rotors that were available at the conclusion of the Advanced Gas Turbine (AGT) Technology Development Project as well as an extensive survey of both domestic and foreign ceramic suppliers and Government laboratories performing ceramic materials research applicable to advanced heat engines. A reference powertrain design was executed to reflect the selection of the AGT-5 as the ceramic component test-bed engine for the ATTAP. Test-bed engine development activity focused on upgrading the AGT-5 from a 1038 C (1900 F) metal engine to a durable 1371 C (2500 F) structural ceramic component test-bed engine. Ceramic component design activities included the combustor, gasifier turbine static structure, and gasifier turbine rotor. The materials and component characterization efforts have included the testing and evaluation of several candidate ceramic materials and components being developed for use in the ATTAP. Ceramic component process development and fabrication activities were initiated for the gasifier turbine rotor, gasifier turbine vanes, gasifier turbine scroll, extruded regenerator disks, and thermal insulation. Component rig development activities included combustor, hot gasifier, and regenerator rigs. Test-bed engine fabrication activities consisted of the fabrication of an all-new AGT-5 durability test-bed engine and support of all engine test activities through instrumentation/build/repair. Hot gasifier rig and test-bed engine testing activities were performed.
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Multiaxial Cyclic Thermoplasticity Analysis with Besseling's Subvolume Method
A modification was formulated to Besseling's Subvolume Method to allow it to use multilinear stress-strain curves which are temperature dependent to perform cyclic thermoplasticity analyses. This method automotically reproduces certain aspects of real material behavior important in the analysis of Aircraft Gas Turbine Engine (AGTE) components. These include the Bauschinger effect, cross-hardening, and memory. This constitutive equation was implemented in a finite element computer program called CYANIDE. Subsequently, classical time dependent plasticity (creep) was added to the program. Since its inception, this program was assessed against laboratory and component testing and engine experience. The ability of this program to simulate AGTE material response characteristics was verified by this experience and its utility in providing data for life analyses was demonstrated. In this area of life analysis, the multiaxial thermoplasticity capabilities of the method have proved a match for the actual AGTE life experience.
Mcknight, R. L.↗
Characterization of root agravitropism induced by genetic, chemical, and developmental constraints
The patterns and rates of organelle redistribution in columella (i.e., putative statocyte) cells of agravitropic agt mutants of Zea mays are not significantly different from those of columella cells in graviresponsive roots. Graviresponsive roots of Z. mays are characterized by a strongly polar movement of 45Ca2+ across the root tip from the upper to the lower side. Horizontally-oriented roots of agt mutants exhibit only a minimal polar transport of 45Ca2+. Exogenously-induced asymmetries of Ca result in curvature of agt roots toward the Ca source. A similar curvature can be induced by a Ca asymmetry in normally nongraviresponsive (i.e., lateral) roots of Phaseolus vulgaris. Similarly, root curvature can be induced by placing the roots perpendicular to an electric field. This electrotropism increased with 1) currents between 8-35 mA, and 2) time between 1-9 hr when the current is constant. Electrotropism is reduced significantly by treating roots with triiodobenzoic acid (TIBA), an inhibitor of auxin transport. These results suggest that 1) if graviperception occurs via the sedimentation of amyloplasts in columella cells, then nongraviresponsive roots apparently sense gravity as do graviresponsive roots, 2) exogenously-induced asymmetries of a gravitropic effector (i.e., Ca) can induce curvature of normally nongraviresponsive roots, 3) the gravity-induced downward movement of exogenously-applied 45Ca2+ across tips of graviresponsive roots does not occur in nongraviresponsive roots, 4) placing roots in an electrical field (i.e., one favoring the movement of ions such as Ca2+) induces root curvature, and 5) electrically-induced curvature is apparently dependent on auxin transport. These results are discussed relative to a model to account for the lack of graviresponsiveness by these roots.
NASA Discipline Number 40-10↗
Solar Brayton engine/alternator set
Work on the Mod O solar Brayton engine/alternator set is redirected to utilize solarized components of the automotive advanced gas turbine (AGT). The new configuration is referred to as the Mod I. Commercialization of solar Brayton engines thus should be enhanced not only by relating the design to an engine expected to reach the high quantity, low cost production rates associated with the automotive market, but also by the potential the AGT components provide for growth of efficiency and power rating. This growth would be achieved through use of ceramics in later versions making operation possible at temperatures up to 2500 F. The longer program duration and higher cost of the Mod I is considered.
Six, L.↗
Progress in net shape fabrication of alpha sic turbine components
An update of the status of ceramic component development of the AGT Programs is presented. Activity on AGTO Program focussed on the following: successful transition from the prototype to engine configuration rotor, investigation of alternate rotor molding techniques, and completion of scroll assemblies. Progress on the Garrett AGT Program was highlighted by the introduction of plastic molding and extrusion to parts which were previously fabricated by slip casting and isopressing respectively.
Sweeting, T. B.↗