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AD-AOSI 442 AERODYNE DALLAS TX F/6 21/6BURBOCHAROING OF SMALL INTERNAL COMBUSTION ENGINES AS A MEANS 0-.ETC(U)
1979 DAAK7O-78-C-O031
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I l .c OI___I& BE
11111.2
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MICROCOPY RESOLUTION TEST CHORTNA71ONAL BUREAUT OF STANDARDS 1963- 1
Aerodyne Dallas
th W__tIP
FINAL REPORT
CONTRACT* DAAK7-78-C-0031
FTURBOCHARGING OF SMALL INTERNALCOMBUSTION ENGINE AS A MEANS
OF IMPROVING ENGINE /APPLICATIONSYSTEM FUEL ECONOMY
PREPARED BY
AERODYNE DALLAS
151 REGAL ROW, SUITE 120
DALLAS , TEXAS 75247
rri>r.bfO-
Cm 1N mow
em
FINAL REPORT
CONTRACT # DAAK70-78-C0031
TURBOCHARGING OF SMALL INTERNAL
COMBUSTION ENGINES AS A MEANS
OF IMPROVING ENGINE/APPLICATION
SYSTEM FUEL ECONOMY
Prepared by
AERODYNE DALLAS
151 REGAL ROW, SUITE 120
DALLAS, TEXAS 75247
Ii- 1i w 1~I.S
TABLE OF CONTENTS
SECTION
I. Summary
II. Preface
III. Introduction
A. Purpose
B. Background
1. Summary of turbocharger design
2. Simulated rotor test rig
C. Program Breakdown and Scope of Work
IV. Investigation
A. Manufacture turbocharger
B. Bench Testing
I. oil/wick/wick-shaft interface tests
2. complete turbocharger testing
C. Develop Mathematical Models
D. Select Engine
E. Engine Performance Tests
F. Predict Fuel Consumption & Emissions
V. Discussion
A. Manufacture Turbocharger
B. Bench Tests
C. Engine Performance Tests
D. Predict Fuel Consumption
ii
VI. Conclusions
A. Manufacture Turbochargers
B. Bench Tests
C. Mathematical Models
D. Engine Performance Tests
E. Predict Fuel Consumption
F. General Conclusion
VII. Recommendations
Appendix: "A" Simulated Rotor
"B" Oil/Wick/Wick-Shaft Interface Tests
"C" Test Facility
"D" FINAL REPORT Southwest Research Institute
ilieLI
LIST OF ILLUSTRATIONS
FIGURE # Page
1 Turbocharger ......................................... 8
2 Compressor Housing ................................... 13
3 Turbine Housing ...................................... 13
4 Compressor Backwall .................................. 14
5 Turbine Backwall ..................................... 14
6 Turbine Backwall With Reatshield and Control Levers .. 15
7 Turbine Backwall and Nozzles ......................... 15
8 Compressor Wheel Casting ............................. 16
9 Turbine Wheel Casting ................................ 16
10 Turbocharger Clamps .................................. 17
11 Oil Wicks ............................................ 17
12 Turbocharger Piece Parts & Sub Assemblies ............ 18
13 Oil Wick Test Rig .................................... 21
14 Compressor Map-Vaned Design Flow ..................... 24
15 Compressor Map-Vaned High Flow ....................... 25
16 Compressor Map-Vaned Low Flow ........................ 26
17 Compressor Map-Vaneless High Flow .................... 27
18 Specific Fuel Consumption Vs RP, and BHP ............. 32
19 Emission and Fuel Economy Over 13 Mode Federal
Diesel Emission Cycle ................................ 33
iv
"A__ __
I LIST OF ILLUSTRATIONS cont.
I FIGUR # Page
I 20 Bar Plots of Smoke Test Results ...................... 34
21 Model Estimation of Fuel Economy For Various N/V
I Ratios ............................................... 36
22 Compressor Map - Turbocharger Received on John Deere
Engine ............................................... 40
1 23 Measured Turbine Efficiency .......................... 42
24 Theoretical and Actual Air Flow Plotted on Compressor
Map .................................................. 46
Al Simulated Rotor Test Rig ............................. 56
A2 Simulated Rotor Test RPM Vs. Time .................... 57
Cl Cummins NH250 Diesel Engine .......................... 60
C2 Exhaust Plenum 80 Gallon Tank ........................ 60
f C3 Compressor Inlet Ducting ............................. 62
C4 Compressor Exit Ducting .............................. 62
C5 Test Cell Facility ................................... 66
!v
I
II
I. SUMMARY
This report presents the results of prototype manufacturing, rig
testing, application, and engine testing of a small advanced
technology turbocharger. The turbocharger features variable
turbine nozzles, ball bearings supported rotor system, self
contained lube system and a broad operating range compressor.
The purpose of the work was to show the potential benefits of
the subject turbocharger in enhancing specific fuel consumption,
emissions, and transient response of a diesel engine. The work
was accomplished through laboratory testing of hardware and
subsequent mathematical duty cycle simulation using the acquired
data.
* The proposed turbochargei was manufactured and successfully
run on a turbocharger test rig. Compressor maps were generated
for several compressor trims with vaned and vaneless diffusers.
A turbocharger was successfully run for 53 hours on a John Deere,
239 cubic inch, four cylinder, diesel engine. Fuel consumption
and emissions data were obtained for this engine as well as the
"as received" turbocharged engine and the engine with no turbocharger.
Best specific fuel consumption was equal to or better than the
"as received" turbocharged engine. In general, the fuel consumption
was improved at all conditions except medium speed, medium to high
load where the original turbocharger was apparently optimized.
Emissions were responsive to turbine nozzle position. Closed
nozzles (producing higher turbocharger speeds and intake manifold
pressures) produced greater NO2 and less CO, hydrocarbons and
smoke than the baseline "as received" turbocharged engine. Open
.nozzles produced the opposite results. Transient testing was
inconclusive.
Test data showed that the compressor was not well matched to the
engine. Further, the exhaust temperatures were much lower than
the initially assumed (11900F max. versus 1600°F) design point.
The turbocharger was therefore rather poorly matched to the engine.
Data reduction also showed that more heat was being transfered
from the turbine to the compressor than was anticipated. This
resulted in reduced intake manifold densities (than theoretically
possible with no heat transfer) and therefore, reduced air mass
flow.
The extremes of nozzle travel (generally t 10 degrees) did not
seem to produce the extremes of potential improvement.
The general conclusion reached is that, in spite of the poor
aerodynamic match and the adverse heat transfer condition, an
2
advanced turbocharger with variable area turbine nozzles, a
broad operating range compressor and very low loss anti-friction
bearings can produce lover specific fuel consumption, can "flatten"
the sfc versus engine speed (at constant horsepower) characteristics
and can be an effective control variable for emissions. A fully
developed turbocharger, appropriately matched, will give the
engine designer a new tool, heretofore not available, for matching
a diesel powerplant to a specific requirement while optimizing
fuel consumption and emissions. A more exhaustive effort, utilizing
a better matched turbocharger, is required to better define the
potentials.
i
IIII1!
II. PREFACE
This work was authorized by contract DAAK70-78-C0031 administered
by the Electromechanical Division of the Mobility Equipment Research
and Development Command, Ft. Belvoir, Virginia. The Contracting
Officer was John A. Gabby. The Contracting Officers' Technical
Representative was, Paul Arnold. Robert Ware contributed valuable
reviews and suggestions. The effort was funded through the U. S.
Army Advanced Concepts Team, whose Executive Director is Dr. Charles
Church, as a result of an unsolicited proposal. Dr. Church provided
considerable overall guidance to the effort.
Dr. Koneru Tataiah of Southwest Research Institute, San Antonio,
Texas managed and supervised the engine test portion of the effort
as well as formulated and programmed the mathematical model. This
work was conducted in the Department of Engine and Vehicle Research,
Charles Wood, Director. Mr. Wood contributed much in guidance and
specific suggestions.
It should be noted here that Southwest Research Institute wrote
a final report on their efforts and it is attached as Appendix "D".
For those areas that were predominately Southwest Research Institute
work, the objectives and basic results will be presented with
reference to their report for the particulars.
N
4
r
I
III. INTRODUCTION
A. Purpose
The purpose of this effort was to demonstrate the
technical feasibility of using an advanced design
turbocharger (featuring variable area turbine nozzles
(VATN), a ball bearing supported rotor system, a self
contained lubrication system and a broad operating
range compressor) to improve specific fuel consumption,
emissions, and transient response of a diesel engine.
B. Background
1. summary of turbocharger design -
Aerodyne recognized the need for an improvement
in the state-of-the-art of small turbochargers,
particularly in the following areas:
* mechanical efficiency
* control
* bearing life
* operating range
A design concept evolved that held promise for
improvements in the targeted areas. The turbo-
charger design concept features variable area
turbine nozzles (VATN), ball bearing supported
rotor system, a self contained lubrication system
and a broad operating range compressor.
!.|' 5
I,.
The broad operating range compressor, used in
conjunction with the VATN, allows exceptionally
broad ranges of efficiently controlled operation
with respect to engine speed and boost pressure.
The VATN also provides additional turbine power
output for improved, transient response. Additionally,
the low friction ball bearings provide dramatic
improvements in mechanical efficiency - reducing
the steady state turbine power requirement as well
as enhancing transient response. The ball bearings
provide a relatively "stiff" rotor system which
allows reduced blade tip running clearances -
thereby improving compressor and turbine efficiency.
Additionally, the rotor system is overhung placing
the bearings in the cool environment of the compressor
inlet. This allows a self contained, wick fed
lubrication system with the following benefits:
* no seals are required - any excess oil
(which is minimal) is simply passed throughthe engine
* any shaft orientation can be run (includingvertical)
* engine oil and associated plumbing is notrequired - contaminated engine oil or thelack of engine oil is the primary cause ofbearing and seal failures in present turbochargers
6
I* the bearing system is considerably less
complex than journal/thrust bearing systems
A detailed design of a specific turbocharger was
I completed for a spark ignition engine. The design
point was chosen for what Aerodyne judged to be
future typical automotive requirements. The aero-
dynamic design point of the turbocharger was: a
corrected flow of 200 CFM (Q/ 551-) at a compressor
pressure ratio of 2.3 (R c) (vaned diffuser) and a
turbine inlet temperature of 20600R at a fuel/air
ratio of .067 with compressor inlet loss of 1 inch
of mercury and a turbine discharge loss of 6 inches
of mercury.
A cross-section of this turbocharger is shown in
Figure 1.
2. simulated rotor test rig
In order to verify the rotor/bearing/lube system
I design approach a simulated rotor rig was constructed
and run. The details of this effort are presented
Jin Appendix "A".
1II
r7
CLAMPTURBINENOZZLE LEVERS
COMPRESSOR TURBINEBACK WALL BACKWALL
TURBINENOZZLES
COMPRESSOR TURBINEWHEEL WHEEL
COMPRESSOR XUS
WICKS
LUBRICATION COMPRESSOR HUOINGOIL SUPPLY HOUSINGHOSN
FIGURE I -TURBOCHARGER
C. Program Breakdown and Scope of Work
This report covers the program outlined below as well
as the conclusions drawn from the results and the
recommendations.
The program.was broken down into the following major areas:
1. manufacture turbochargers
2. conduct bench tests to characterize the
turbocharger's operation
3. develop a mathematical model to predict fuel
consumption and emissions for small turbocharged
diesel engines for a selected automotive driving
cycle
4. select a commercially available test engine andLapply the turbocharger to it
5. conduct engine tests to define operating
characteristics at various VATN settings
6. predict fuel consumption and emissions, using
the developed mathematical model and actual
engine test data
I
9 !
IV. INVESTIGATION
A. Manufacture Turbochargers
The objectives of this effort was to make provision for
the materials, tooling, processing, and assembly necessary
for the manufacture of turbochargers.
A brief description of the turbocharger follows:
The rotor consists of an overhung back-to-back compressor/
turbine arrangement with the bearings located in the
relatively cool compressor inlet. The bearing is a full
complement instrument ball bearing with the inner raceway
being an integral part of the shaft. Slinger ramps are
provided, adjacent to the inner raceways, on which wicks
contact the shaft. These wicks, which are immersed in
a reservoir of oil, continually "write" a film of oil
on the slinger ramps during shaft rotation. The oil
reservoir is integrally cast with the compressor housing.
Centrifugal force then causes the oil to be "slung" from
the sharp intersection of the slinger ramp with raceway
onto the balls and outer raceway. Thus, a miniscule
flow of very clean oil is provided to the bearings during
operation. At rest no flow exists. A compression spring
preloads the bearings. The compressor wheel is captured
10
F,
I axially and driven by an interference fit sleeve with
j driving lugs that engage the compressor wheel. No seals
are required or used in the bearing system design.
A constant velocity scroll with a single discharge is
Iused to collect and deliver compressor air. A similar
type scroll is used for the turbine to prepare the gases
for the turbine nozzles.
IThe VATN actuating mechanism is located in the air space
1 between the compressor and turbine and consists of:
stamped sheet metal levers with a "D" shaped
indexing hole for mounting on the turbine
nozzle vane trunnions and engagement means
for locating in the coordinating ring. One
of the levers extends radially outward, having
provision for attaching a rod leading to an
I actuator.
I * the VATN bearing, which is a large bore ball
bearing with the outer race being the coordinating
ring with slots for engagement of the levers.
III
L ' 11
An asbestos heat shield is provided between the
turbine backwall and the VATN mechanism. The heat
shield and air space provide the heat transfer barrier
between the turbine and compressor.
The four major structural members are clamped axially
by a single 'V' clamp and are piloted such that thermal
expansion causes increased radial interference.
Turbochargers were successfully manufactured. Casting
tooling was procured that produced very high quality
castings. Purchased parts were of good quality and
were functionally acceptable. Tooling and fixturing
were fabricated in-house for machining, balancing, and
assembly. Outside sources were developed for those
tasks requiring very specialized equipment or skills.
Figures 2 through 11 are photographs of the resulting
parts.
There are 24 items, consisting of piece parts and sub
assemblies, which make up the turbocharger. They are
shown in Figure 12.
12
_ _ _ _
II
FIGURE 2 -COMPRESSOR HOUSING
I FIGURE 3- TURBINE HOUSINGj
13,,
FIGURE 4-COMPRESSOR BACKWALL
FIGURE 5- TURBINE BACKWALL
14
FIGURE 6 -TURBINE BACKWALL WITH HEATSHIELD AND CONTROL LEVERS
I FIGURE T- TURBINE BACKWALL AND NOZZLES
3 15
~16
I
: FIGURE 10- TURBOCHARGER CLAMPS
I
I
l FIGURE T-OIL WICKS
17
-LJ
LUJ-QZ,
Lr,
* --
LUJ
CDj
LU~
C-)00~ 0
LL.
18
B. Bench Testing
The bench testing consisted of conducting oil/wick/
wick-shaft interface tests and running of complete
turbochargers.
1. Oil/wick/wick-shaft interface tests
The purpose of these tests was to
determine the oil flow rate of the
lubrication system (comparing results
with the result found on the rotor rig
test ran earlier) and to evaluate the
flow characteristics of two different
candidate oils as well as the selected
wick material.
.
The flow rate found after 231.5 hours of
single rotor rig test was .0069 cubic inches
of oil (Mobil DTE medium) per hour for the
two wicks. In this case the shaft was run
vertically with no opportunity for recir-
culation of the oil.
For the present test a test rig, simulating
the slinger ramps on the turbocharger shaft,
was utilized. The surface speed of the slingers
1
represented a rotational speed of 130,000 RPM
of the turbocharger rotor. Twelve ramps were
incorporated on the test rig rotor. Provision
for 12 wicks and 12 graduated cylinders was
made. A photograph of this rig is shown on
Figure 13.
For these tests the original spindle oil
(Mobil DTE medium) and a turbine oil (Humble
Turbo Oil #2380-MIL-L-23699B) were used.
Two test conditions were run - the first
allowed the oil that was ejected from the
ramp to collect around the wick and there-
fore had an opportunity to recirculate. The
second condition shielded and drained the
wick so there was no opportunity for recir-
culation of the oil.
The average of the results are as follows
(flow for two wicks):
20
RECIRCULATION ALLOWED NO RECIRCULATION ALLOWED
Mobil DTE medium Mobil DTE medium
.00135 in 3/hour .00739 in 3/hour
Humble Turbo Oil # 2380 Humble Turbo Oil # 2380
.00128 in 3/hour .00669 in 3/hour
FIGURE 13-OIL WICK TEST RIG
21
After preliminary running of the rig to
establish pulley ratios, rotor speed and
overall operating characteristics, the wicks,
(first soaked in the appropriate oil) were
placed in the rig and adjusted for the
appropriate contact. The graduated cylinders
were filled with the selected oil and mounted
in the rig. Readings were taken on all
cylinders and the test was run continuously
for 138.5 hours. Following this test five
wicks were replaced and the rig set up to
eliminate the possibility of recirculation.
This test was run continuously for 136 hours.
2. Complete turbocharger testing
The purpose of this testing was twofold:
* Mechanical - Determine the basic integrity
of the turbocharger components and develop
the bearing system to the point that the
engine testing could be attempted with
some degree of confidence.
* Aerodynamic - Generate compressor maps and
verify turbine performance and its ability
to control power output through the VATN.
22
IU
I The results of turbocharger testing were:
I * Mechanical - The basic integrity of the
turbocharger components, as designed, was
I shown to be adequate. There were no
failures of component due to steady or
vibratory stresses (other than bearing
Ifailures). The rotor has been run (cold)to a speed of 205,000 RPM. Lubrication
I of the bearings proved to be adequate.
The bearing geometry had to be accurate
J and balance requirements were very
important (as expected).
Aerodynamic - Data was obtained to
construct complete compressor maps of
the "as designed" compressor as well as
i"high flow" and "low flow" trims of the
basic compressor. These compressors
utilized a vaned diffuser. Additionally,
i a vaneless version of the "high flow"
compressor was tested and a compressor
I map constructed. These maps are shown
on Figures 14, 15, 16, and 17.
II
I 2
VANED-DESIGN FLOW2.8
2.61
~2.4-
"-.2
o 2.0 5
5 01/ 120000C-)
N/v : 100000
FIGUR 14
1.24
'0 IA-80OP
VANED-HIGH FLOW2.8
2.6
S224
00
S2.0
1.00.8C70%
~-1.6
C, 1.4
0 50 100 150 200 250 300 3500/ L-...AIRFLOW---CFM
FIGURE 15
25
VANED-LOW FLOW
2.8
2.6__ _ _
I-- 2.4
o~2.2 4
2.0750*o
44
wc 1.8
050
1.4 uuu
1.2 90000
1.0 000600001 M/v9_=pOOOO RPM
0 50 100 150 200 250 300
Q/ V9_-AIRFLOW -CFM
FIGURE 1626
VANELESS-HIGH FLOW
1 2.6
2.4
2.2
0
cr.m 1.
S 1.8 7
wV "I 200
050 100
1.0 4 00
I0 50 1O0 15O 200 250 300 350
IQ/ fW .AIRFLOW,-CFM
I FIGURE 1727
Turbine testing was accomplished to the point
of verifying design goal efficiencies and
demonstrating the ability of the VATN to
control power output and therefore rotor
speed.
In order to conduct the mechanical and
aerodynamic tests a complete facility,
including a data acquisition system, had
to be designed and built. An outline of
the features of this facility are presented
in Appendix C.
28
II,
IC. Develop Mathematical Models
The objective of this effort was to develop mathematical
modeling techniques whereby the effects of turbocharging
on diesel engine characteristics could be predicted - both
from a theoretical standpoint and using actual test data
from an empirical standpoint. A further objective was to
utilize these predicted characteristics to evaluate the
effects of engine displacement and drive ratios on fuel
economy and emissions for a typical duty cycle.
A computerized mathematical model was developed to
theoretically compute the fuel used over the 13 Mode
IFederal Diesel Emission Cycle for diesel engines.Another computerized mathematical model was developed
to calulate the fuel used over the Federal Urban and
Highway Driving Cycles using empirical relations
developed from the turbocharged engine test data.
I The model is based on empirical formulae derived from
experimental data of various engines by C. F. Taylor
(Reference 1 of Appendix D). The duty cycle is divided
I into many short "steady state" conditions and the fuel
consumed at each condition calculated. Total fuel
I consumption is the summation of all conditions.
I
This work was conducted by Southwest Research Institute
and the details of the effort are included in their
report which is attached as Appendix D.
D. Select Engine
The objective of this effort was to select a commercially
available four stroke diesel engine that would have a
swept volume rate (displacement X RPM) that would closely
approximate the pressure flow characteristics of the
proposed turbocharger compressor. Secondary considerations
such as availability, being previously turbocharged, etc.
were included.
A John Deere, 4 cylinder, direct injected, turbocharged
engine was selected. It's displacement is 239 cubic inches
and maximum speed is 2500 RPM.
This work was conducted, in large part, by Southwest
Research Institute and the details of the effort are
included in their report which is attached as Appendix D.
E. Engine Performance Tests
The objective here was to conduct engine performance tests,
collecting fuel consumption, CO, NO2, HC and smoke emissions
30
jdata for the baseline turbocharged engine, the engine
with no turbocharger and with the Aerodyne turbocharger
at various VATN settings. Additionally, transient
I response characteristics were to be evaluated.
After a "break-in" period a matrix (speed-load) of engine
data was obtained for the turbocharged engine "as-received"
and without the turbocharger. Then, with the Aerodyne
turbocharger installed, the same speed-load matrix testing
was accomplished for three different turbine nozzle settings
at each speed-load point. Transient tests were conducted.
A total of 53 hours of testing was accomplished with the
jAerodyne turbocharger. Figures 18, 19, and 20 graphically
summarize the results of the performance testing.
This work was conducted by Southwest Research Institute
and all of the reduced test data and the details of the
effort are included in their report which is attached
as Appendix D.!F. Predict Fuel Consumption
The objective was to show the potential improvements
available through turbocharging with an advanced technology
turbocharger in a typical automotive duty cycle. Two
II
31
r .. . . . ,I
>w U)-W Z.ZWWjO
W _jS N-Cc O x N U)
cc
- -iI /Al I
- 2
K~~. 1,T .. . 9- NIi / : _ .
" I 5I
z \
Nr -~
1 -i /i ,
1 2 , 2
, -I
*w-_ II
-0 n (.an-
IllL.. Mi
-,, -0
91 II~i
LEGEND:
SWITH TURBOCHARGER (AR)
0 NATURALLY ASPIRATED
SAERODYNE TC, 0*
SAERODYNE TC, 100
10.0
9.0
8.0
7.0
6.0 -- _ _ -- 0.6
C,
4.0 - _ - -0.4
c~co
(n
1.0 -~0.1 CI
jBSHC BSCO BSNO2 BS FC
EMISSIONS AND FUEL ECONOMY OVER 13-MODEFEDERAL DIESEL EMISSION CYCLE
FIGURE 19
33
CL-0
A
-T-A 00
w I
z -r- z
w 0 Ito z~
II
FF 0 H
H0
0
-
in 0 e2 k -c a c- 1 tF mC
TOWfS IN3N~d
34
I1
Iprimary sources of improvement would be utilized.1 (1) At any given engine operating point (load/
speed), optimize the VATN setting to produce
minimum fuel. consumption.
(2) Through final drive ratio changes, cause
the engine to operate at various BMEP levels.
This will cause variations in internal engine
friction as well as basic overall thermodynamic
efficiency. As the engine is forced to run
slower and slower, performance would be made
up through higher levels of turbocharging.
This effort was conducted via the previously developed
computerized mathematical model for the Federal Urban
and Highway Driving Cycle using empirical relations
derived from the engine test data. The results of this
I analysis are shown in Figure 21, which is a plot of fuel
consumption versus final drive ratio (expressed as engine
speed/vehicle velocity) at optimum turbine nozzle position.1This work was conducted by Southwest Research Institute.
jThe results of the analysis and the details of the effort
are included in their report which is attached as Appendix D.
I35
I I ,.... .,.r---- - "..4.S1 * .. -- 4. ... .d l r I "' -
801__ _
700
60
50CDa-
>400z0
ul30-J
20
I0
00 20 30 40 50 60 70N/V IN FINAL GEAR
FIGURE 21-MODEL ESTIMATION OF FUEL ECONOMYFOR VARIOUS N/V P~ATIOS
36
I
1 V. DISCUSSION
A. Manufacture Turbochargers
The assembly of the Aerodyne turbocharger is simple and
quick (particularly compared to normal turbochargers).
While the VATN adds to the complexity and assembly time,
this is outweighed by the simplicity of the bearing system
and lack of a bearing housing, thrust plates and washers,
piston rings and "0" rings. In-house studies indicate
that little or no cost difference exists between this
design and a typical wastegated turbocharger.
The Aerodyne turbocharger weighs about 10.5 pounds compared
I to 16-17 pounds for similar flow size commercially available
turbochargers. At this point, all parts in the turbocharger
can be produced on a prototype basis. The turbocharger
' was designed with producibility as a keystone design
objective. All indications are that all parts can be
I mass produced readily.
B. Bench Tests
I The wick testing supported the basic lubrication system
design approach. Adequate consistency was demonstrated.
3 Allowing the oil to recirculate reduced the consumption
I by a factor of perhaps five and may prove to be a means
!i3
of minimizing oil consumption.
Mechanically, the turbocharger proved to be sound. Quite
often turbomachinery is beset with vibratory stress problems
leading to fatigue failures. To date no such problems have
been found. The demonstration of 205,000 RPM (about 80
percent overspeed) produced a permanent set of about .004
inch in the compressor wheel but showed the basic integrity
of the rotating components. The turbocharger was once
operated for about three hours at 110,000 RPM at the lowest
attainable flow (about 32 CFM) with no detrimental effects.
The compressor maps produced with the basic compressor
hardware are unique. While backward curved blading is
known to produce a less pronounced surge, the familiar
compressor map surge line still exists and operation to
the left of this line is not practical. The characteristics
of this compressor hardware are such that the surge line
is very difficult to define and, more importantly, operation
to its' left, on the map, produces no ill effects. The
air produced in this region of the map is very usable
by an engine (as practically demonstrated on the John
Deere engine). What this allows is the turbocharging
of an engine at any speed so long as the turbine can
produce the required power.
38
I
The compressor efficiencies demonstrated in these tests
3 (for the "as designed" and for flow trim modified
compressors) are as good or better than published data
3for similar flow compressors. The design flow compressor
achieved a peak efficiency of 76 percent. The vaneless
configuration achieved about equal peak efficiency with
I published data but showed a much broader operating range.
I As a means of providing comparitive data, a compressor
map was constructed for the turbocharger received with
I the test engine. The data was obtained on Aerodyne's
test rig using the same instrumentation as on all other
tests. This compressor map is shown on Figure 22.
ISufficient turbine performance data was obtained to
show that the design goal peak efficiency of 75percent was met and that the VATN produced radical
changes in power output while maintaining good efficiency.
Evaluation of the turbocharger, with VATN, on an engine,
from bench test data was beyond the scope of this effort.I"First order" estimates of turbine performance were made
from the data taken at both Southwest Research Institute
and Aerodyne. The results of these estimates are shown
339 ' I
COMPRESSOR MAP - TURBOCHARGERRECEIVED ON JOHN DEERE ENGINE
2.84_ _ _
a-
S2.42- _ _ __ _ _ _
< 2.
Lo
1.4
400
1, 2
on Figure 23. The SWRI results were calculated as
follows:
Using measured compressor pressure ratio and
corrected airflow in conjunction with the compressor
efficiency from the map generated at Aerodyne for
this compressor, the required work was calculated.
Measured turbine inlet temperature, turbine inlet
pressure and turbine exit static pressure were
then used to calculate ideal turbine work, corrected
turbine flow and V' (isentropic jet velocity).
Turbocharger speed was deduced from the compressor
map since many of the speed readings seemed suspect.
LA similar method was used to calculate turbine efficiency
from the results of three different compressor component
tests. Figure 23 shows that the Aerodyne data was all at
conditions greater than the optimum U/V' (U-turbine
rotor tip speed) and all the SWRI data was taken at U/V'
values less than optimum (classically, this curve normally
shows a peak efficiency in the range of .65 to .70 values
for U/V'). Therefore, the maximum efficiency of the turbine
was not observed. It is felt that,from the data plotted
in Figure 23, the maximum total-to-static efficiency
might be in the 77 to 78 percent range. This would reflect
41
X Closed Nozzles
a Nominal Nozzles (SWRI Engine Tests)
+ Open Nozzles
* Nozzle Position Undefined (Aerodyne Compressor Mapping)
ae 80-W 80
700
60 'X""
0 50t x
405 6 .7 8 9
U/V' ROTOR TIP SPEED/ ISEN TROPIC JET VELOCITY
FIGURE 23 -MEASURED TURBINE EFFICIENCY
424
.~~I . . . - - - x.. . . .e,.' -- :'. It_. . ' '' "
0II_ _ _ _li__ _ _ _"
peak total-to-total efficiency of about 80 percent.
C. Engine Performance Tests
The turbocharger design was complete before the contract
was begun and the engine was selected to match the
anticipated flow characteristics. The aerodynamic
design point was: a corrected compressor flow of
200 CFM at a compressor pressure ratio of 2.3 and a
turbine inlet temperature of 20600R at a fuel/air ratio
of .067 with compressor inlet loss of 1 inch of mercury
and a turbine discharge loss of 6 inches of mercury.
The engine testing produced compressor pressure ratios
that were generally much lower than design point and
the maximum turbine inlet temperature encountered was
only 16500R. Secondary differences were that the
design point losses were not reached in the engine
testing. Therefore, while complete turbine maps are
not available, it must be assumed that the turbine
was operating far from peak efficiency. Review of
the actual engine pressure/flow characteristics
plotted on the actual compressor map(see Figure 24) reveal
that the compressor flow potential was greater than
optimum. The maximum engine speed line (2500RPM)
ii - - -43
should have been further to the right such that the
2000 RPM line was in the peak efficiency area of the
compressor map.
Also, since the turbine data did not show a peak in
turbine efficiency (see earlier discussion of turbine
efficiency versus U/V'), it can be concluded that the
turbine and compressor aerodynamic matching can be
improved thereby producing higher turbine efficiencies.
The back-to-back compressor/turbine arrangement, of
necessity, brings the turbine and compressor flowpaths
in close proximity to each other, thereby producing the
opportunity for transfer of heat from the turbine to
the compressor. For turbocharging a diesel engine
this is an adverse condition since the added heat in
the compressor flow results in a density decrease
(opposite the desired result). The turbocharger, as
designed, incorporates an air gap and an asbestos heat
shield as a barrier to heat flow. However, there is
a rather direct metalic path for heat flow at the outer
diameter of the turbocharger where the piloting and
clamping of the compressor and turbine stationary parts
takes place. Compressor discharge temperature data on
44IE
II
I the test engine did not match the theoretical temperature
that would be calculated from the compressor map - showing
that heat transfer was taking place. This heat transfer
was of such a magnitude that a significantly adverse effect
on airflow resulted (see Figure 24). An analysis of the
engine performance penalties resulting from the heat trans-
fer is beyond the scope of this effort. A number of ways
exist to modify the heat transfer characteristics, including;
slots, additional barriers and material changes.
The "as designed turbocharger was capable of plus or
minus 11 degrees of turbine nozzle vane travel. Some of
the initial testing was conducted at plus and minus 8
1 degrees as well as nominal. Later testing was at plus
and minus 10 degrees (and nominal). The engine test
data reveal that the potential improvements (or penalties
for that matter) had not yet been reached, under most
I operating conditions, at even the 10 degree extreme
1 of motion. In other words, additional turbine nozzle
travel would have produced an additional incremental
I decrease (or increase - according to operating condition
and direction of movement) in specific fuel consumption
I and emissions.
I
L-.. ..- . . .. . . . , l 1l.i
- " THEORETICAL
ACTUAL
25002000 RPMRPM~I,,
15001RP1~
THEORETICAL AND ACTUAL AIRFLOWPLOTTED ON COMPRESSOR- MAP
FIGURE 24
46
.1 . . I- ,".. . . . . . . - . -t :L . .7 - : - - ' - '
I,
U Taking the above into account (poor compressor and turbine
3 match, excessive heat transfer and the potential for
utilizing even more turbine nozzle travel) and the fact
I that this was not a fully developed turbocharger - the
specific fuel consumption results were very encouraging.
I The specific fuel consumption was improved over nearly
the entire load/speed range of the engine (except medium
speed/medium to high load where fuel consumption was about
I equaled) compared with the "as received" engine. Emissions,
which are primarily sensitive to fuel/air ratio at a given
3 speed/load condition, could be made better or worse through
nozzle position changes. It is estimated that an additional
four percent improvement in sfc can be achieved through a
rematch of compressor and turbine. Reducing the heat
transfer and providing additional nozzle travel should
produce an additional two to three percent improvement at
the extreme operating conditions.
I D. Predict Fuel Consumption
The analysis shows clearly that very significant improve-
I ments in fuel consumption are available through turbocharging -
particularly via drive ratio changes (causing the engine to
I run slower and at higher BMEP). Performance is made up
through turbocharging. A strong secondary influence that
I.
.4.
L " = " ---- II , ......... r..... ... '[ .. .--7. , P n ' i
is available using an advanced turbocharger, such as
the present one, is through the optimization of fuel/
air ratio, manifold pressures and the like by means
of the VATN. Unfortunately, the model did not predict
the degree of turbocharging required to maintain per-
formance as drive ratios were changed. However an
advanced turbocharger can more readily achieve this
goal because of its ability to produce boost at very
low engine speeds. Additionally, in light of the
discussion in the previous section, adequate
opportunity exists for even further improvements
in fuel consumption via turbocharger performance
improvements.
48
II
IVI. CONCLUSIONS
A. Manufacture Turbochargers
I. Turbochargers of this design were built using present
day manufacturing techniques and were successfully operated.
2. The manufacturing techniques used lend themselves to
mass production techniques and studies show that cost
would be comparable to present technology turbochargers.
3. The Aerodyne turbocharger is inherently lighter in
weight than present technology turbochargers owing
largely to the lack of a separate bearing housing.
B. Bench Tests
1. The bearing system allows stable rotor operation
throughout the operating range of the turbocharger.
Compressor blade tip clearance of .005 inch and
turbine blade tip clearance of .008 can be run with
no interference.
2. The lubrication system provides adequate lubrication
for the bearings with enough oil in the present
turbocharger reservoir for at least 680 hours of
I high speed operation.
3. Compressor efficiencies equal or exceed present
I equivilent flow turbocharger compressors, but,
with a broader operating range. No defined surge
,49
| 49
ii ,_ _
exists and operation to the left of stall is
practical.
4. Turbine efficiencies met design goals.
5. The VATN produced large changes in power output,
but effects could not be evaluated at this stage
of testing.
6. There are no inherent detrimental vibration
or stress problems with any component or assembly
of the turbocharger.
C. Mathematical Models
1. The present model gives a good representation of
the relative effects on fuel consumption of
turbocharging and final drive ratio changes.
2. The model does not address emissions.
3. The model does not predict maximum turbocharging
levels required to meet minimum performance requirements.
D. Engine Performance Tests
1. An advanced turbocharger with VATN can produce
significant improvements in specific fuel consumption
including a "flattening" effect on specific fuel
consumption versus load at a constant engine speed
or specific fuel consumption versus speed for a
50
constant power level.
2. The aerodynamic match of both the compressor and
turbine of the present turbocharger was poor.
3. The heat transfer from turbine to compressor
was excessive.
4. Plus and minus 10 degrees of VATN vane excursions
was not adequate to show the extremes of potential
improvement.
5. A VATN system can significantly affect emissions
via A/F ratio control.
6. An extremely broad range of pressures and air
flows can be run with this type turbocharger.
E. Predict Fuel Consumption
1. Turbocharging can be used to effect dramatic
improvements in fuel economy for a diesel engine
in an automotive application.
2. An advanced turbocharger with VATN can produce
very significant secondary improvements in fuel
economy.
3. Fuel economy improvements are almost proportional
to drive ratio changes. Performance must be regained
jthrough a greater degree of turbocharging.
II
., 5
F. General Conclusions
An advanced technology turbocharger can be developed that
will be considerably more effective than present technology
turbochargers for improving fuel consumption and optimizing
emissions for automotive diesel engines. The turbocharger
would weigh about 65 percent of present wastegate turbo-
chargers. It would not be dependent on engine oil for
lubrication. The cost is approximately equal to present
wastegate turbochargers.
52
I VII. RECOMMENDATIONS
The following areas need to be investigated to fully demonstrate
the concept and its potential as well as answer any questions coa-
cerning mechanical integrity.
I A. Conduct analytical studies and a design effort to define a
heat transfer barrier system that will minimize the transfer
of heat from the turbine to the compressor.IB. Conduct analytical studies and design efforts to aerodynamically
I rematch (using present hardware) the turbocharger to the John
Deere diesel engine. This would include provision for additional
I turbine nozzle travel.
C. Build a turbocharger with the defined components from A and
I B above, apply the turbocharger to the John Deere engine and
re-run all fuel consumption and emissions tests.ID. Extend the mathematical model to include emissions prediction.
E. Define and carry out a program to define the balancing tolerance
of the individual rotating components as well as the assembled rotor.
III
F. Define and carry out a program that will result in a definition
of the tolerance range for the major variables within the bearing
system.
G. Develop a program aimed at utilizing the VATN to minimize adverse
transient response effects of a turbocharged engine. This would
include:
* A mathematical model to simulate the engine/turbocharger
system that would show the effects of the VATN, bearing
losses, intake and exhaust volumes, intake and exhaust
temperatures and rotor inertia.
* Verification of analytical modeling techniques via
dynamometer testing.
Definition of an optimum engine/turbocharger system,
including turbine nozzle and fueling scheduling.
Manufacture and testing of the defined engine/turbo-
charger system.
54
APPENDIX A
SIMULATED ROTOR TESTING
The simulated rotor test rig is shown on Figure Al. The rotor
was machined from solid stock with the inner raceways being
identical to the turbocharger as designed. Shaft diameters
were the same as on the turbocharger. The two disks were
located at the calculated centers of gravity of the compressor
wheel and turbine wheel, and were of the same calculated
masses and moments of inertia.
This rotor was housed in a bore identical to the turbocharger
design with the same outer races and preload spring. It was
U driven by a small turbine on the end opposite the bearings.
The rotor was operated up to 125,000 RPM for a total of
1,000,000,000 revolutions (231.5 hours at average speed of
72651 RPM). A plot of the speed history is shown on Figure A2.
55
- d
FIGURE Al - SIMULATED ROTOR TEST RIG
A 56
-n: -z cc
QcJr-- LiJ
lo 0.L g6
_ _ _ 49a) C.
00
Lhil4 iaz.. ___ __C-4 P.- Lqflqr cu w
ccO toA3
Ia57o
APPENDIX B
OIL/WICK/WICK-SHAFT INTERFACE TESTS
Recirculation Allowed
Mobil DTE medium Humble Turbo Oil #2380
Wick # Oil Consumed Wick # Oil Consumed
1 2.1 ml 7 1.7 ml
2 1.5 ml 8 2.8 ml
3 1.6 ml 9 .6 ml
4 2.1 al 10 1.4 ml
5 .7 ml. 11 .7 ml
6 1.2 ml 12 1.5 ml
No Recirculation Allowed
Mobil DT2E medium Humble Turbo Oil #2380
Wick # Oil Consumed Wick # Oil Consumed
3 6.8 ml 1 6.5 ml
4 8.6 al 2 6.2 ml
6 7.4 ml 7 8.6 ml
11 9.6 ml 9 9.8 ml
12 8.8 ml 10 6.2 ml
58
APPENDIX C
TEST FACILITY
Hot gas, to drive the turbine, is provided by Cummins NH 250
diesel engine illustrated in Figure Cl. A G-Power water brake
dynamometer is utilized to load the engine and to control the
exhaust temperature. The exhaust is discharged from the exhaust
manifold into a 80 gallon tank to minimize pulsation as shown
in Figure C2. From this tank the gases are directed through
a six inch diameter pipe to a transition duct. This transition
duct forms the passage from six inches diameter to the size
and shape of the turbine inlet and provides for turbine inlet
condition instrumentation and mounting of the turbocharger.
L The engine is in one room and the turbocharger is mounted in
an adjacent room. A duct is provided at the turbine discharge
to direct the gases from the turbocharger to a much larger vent
duct, that is evacuated with a blower, leading to the roof. The
turbine discharge duct incorporates manually operated butterfly
valves (to control backpressure for Reynolds Number investigations)
and provisions for turbine discharge condition instrumentation.
The vent duct draws air from the test room (as well as turbine
discharge gases) allowing fresh air from another vent to enter
the room. A Meriam "laminar flow meter" is used to measure engine
59
'1.
FIGURE CI- CUMMINS NH250 DIESEL ENGINE
FIGURE 02 - EXHAUST PLENUM 80 GALLON TANK
60
III airflow (and therefore turbine airflow).
3 The compressor inlet ducting consists of a Meriam "laminar flow
meter" followed by an eight inch diameter plenum (settling station)
followed by a bellmouth entrance to the turbocharger and is
I shown in Figure C3. Compressor inlet condition instrumentation
is incorporated in the plenum. The compressor exit ducting is
illustrated in Figure C4 and consists of a short section of
square tubing (with one end matching the compressor discharge
size and shape) branching into three square tubes of different
sizes. Each of these tubes contains a manually operated butterfly
valve for controlling the pressure/airflow characteristics of the
I compressor.
A manually operated spur gear and lever system controls the
position of the VATN.
J The instrumentation used to measure overall performance is as
follows:
* One Meriam model 50 MC2-4F laminar flowmeter including
three thermocouples and two static pressure taps, to
measure diesel engine airflow.
• Two static taps in the 80 gallon plenum to measure
turbine inlet total pressure.
6!6
I
FIGURE C3 -COMPRESSOR INLET DUCTING
FIGURE C4- COMPRESSOR EXIT DUCTING
62
I
* Four total thermocouples at the turbine inlet to
measure turbine inlet total temperature.
Nine total temperature thermocouples at the turbine
exit to measure turbine discharge total temperature.
One Meriam model 50 MC2-4F laminar flowmeter, including
three thermocouples and two static pressure taps to
measure compressor airflow.
• Four static pressure taps in the compressor inlet
plenum to measure compressor inlet total pressure.
Four thermocouples in the compressor inlet plenum
to measure compressor inlet total temperature.
Nine total pressure probes in the compressor discharge
duct to measure compressor discharge total pressure.
* Four static pressure taps in the compressor discharge
duct to measure compressor discharge static pressure.
JNine total temperature thermocouples in the compressor
discharge duct to measure compressor discharge total
temperature.
A Hewlett-Packard 3052-A data acquisition system in conjunction
with a 96 channel scanivalve is used to acquire the raw data and
subsequently to perform calculations on the acquired data. The
entire data acquisition system consists of:
1
HP 9825A desktop computer
HP 3495A scanner
HP 3455A highspeed digital voltmeter
HP 5301A counter
HP 9871A printer
Scanivalve-MSS2-48C9 multiple scanivale system
Calibration is conducted via the data acquisition system. All
thermocouples were manufactured from the same lot of thermo-
couple wire for which calibration data was obtained (from 00 F
through 6000 F) from the supplier. This calibration data is
programmed in the computer to correct the standard Hewlett-Packard
subroutine for calculating temperature from thermocouple voltage.
Additionally, a thermocouple calibration check program was written
and is used prior to and following each test. This procedure
entails obtaining a listing of all thermocouple calculated
temperatures with the thermocouples immersed in both ice water
and boiling water. Similarly, a compressor discharge total
pressure probe check program was written and is used prior to
and following each test. For this check the pressure rake is
removed and placed in a special fixture. After a rapid increase
in pressure (applied with a variator) each probe is "looked at"
via the scanivalve and a listing of the pressure is obtained.
The objective here is to ensure that all probes are responsive
to pressure changes and no plugging exists. The pressure
64
i i.
transducers (a low pressure 0-10 psi and a high pressure 0-100
psi) are calibrated via the data acquisition system, mercury
manometers and a barometer. Manometer and barometer corrections
for ambient temperature (both mercury and scale expansion) and
latitude are included in the computer calibrations. Three
reference pressures establish the slope of the pressure versus
voltage line (ambient pressure and two manometer settings).
Before these are established a zero voltage output is carefully
set for ambient pressure. The accuracy of this system is well
within:
* pressure readings accurate to less than .001 psi
* pressure sensitivity less than .0003 psi
* temperature reading accurate to less than .250F
* temperature sensitivity less than .10F
A program was written to monitor compressor performance
(based on a small sampling of data), acquire data from all
instrumentation when the desired stability had been achieved,
and to calculate and print overall performance characteristics
(including corrected and actual conditions). The data is
collected in approximately 11 seconds and the results are
printed in about 25 seconds from the initiation point.
A schematic of the test facility is shown on Figure C5.
I6f
dlm
I -J-
->-JzK C),+r,
C"" 0
- ~ c - x - - - -
CL X i 0; 066$-- CC SA
Iu
3 APPENDIX "D"
FINAL REPORT
Submitted by
Southwest Research InstituteSan Antonio, Texas 78284
67
TURBOCHARGING OF SHALL INTERNAL COMBUSTION ENGINEAS A MEANS OF IMPROVING
ENGINE/APPLICATION SYSTEM FUEL ECONOMY
FINAL REPORT
Prepared for
AERODYNE DALLAS151 Regal, Suite 120Dallas, Texas 75247
SwRI Project 11-5214
Prepared by
KONERU TATAIAH
I Submitted by
Southwest Research InstituteISan Antonio, Texas 78284
1 DECEMBER 1979,
I
TABLE OF CONTENTS
I SUMMARY ............ ......................... 1
I. INTRODUCTION ........... ...................... 3
II. BASELINE TESTS . ....... ..................... 5
III. TESTS WITH VARIABLE NOZZLE .... ............... .... 12
1. Maximum Power Output ..... ............... .... 122. Part Load Tests ...... .................. .. 153. Influence of Nozzle Position ... ............ .... 154. Comparison with Fixed Nozzle TC Results ....... ... 175. Transient Tests ...... .................. .. 20
IV. EMISSIONS TESTS ....... ..................... .... 23
A. Conventional Emissions .... ............... ..... 23B. Smoke Tests ....... .................... ... 23
V. DEVELOPMENT OF A MATHEMATICAL MODEL .............. .... 28
A. Model for Naturally Aspirated Engines ... ....... 28B. Vehicular Application .... ............... .... 31
VI. MATHEMATICAL MODEL PREDICTIONS ........... 33
A. Development of Empirical Equations ........... .... 33B. Model Prediction of Fuel Consumption in 13-Mode
Federal Emission Cycles .... .............. ... 34C. Model Predictions of the Fuel Ecomony in Vehicular
Applications ....... .................... .. 34
VII. CONCLUSIONS ........ ....................... .... 42
APPENDIX A: CHOICE OF THE ENGINEAPPENDIX B: BASELINE TEST DATA AND RESULTSAPPENDIX C: MAXIMUM POWER OUTPUT TEST RESULTS - VARIABLE NOZZLE AREA TCAPPENDIX D: PART LOAD TEST RESULTS - VARIABLE NOZZLE AREA TCAPPENDIX E: EMISSIONS TEST DATA AND RESULTSAPPENDIX F: MATH MODEL DEVELOPMENT
1
IIi
LIST OF FIGURES
Figure No. Page
1 VARIATION OF HIGH IDLE FUEL CONSUMPTION AND BSFCWITH RESPECT TO BREAK-IN TIME .... ................. 6
2 BRAKE SPECIFIC FUEL CONSUMPTION AND MAXIMUM POWEROUTPUT AT VARIOUS SPEEDS ..... ................... 8
3 BRAKE SPECIFIC FUEL CONSUMPTION AT VARIOUS LOADSFOR TURBOCHARGED AND NATURALLY-ASPIRATED ENGINES . . . 9
4 VARIATION OF FULL LOAD VOLUMETRIC EFFICIENCY WITHRESPECT TO SPEED .......... .................... 10
5 COMPRESSOR ISENTROPIC EFFICIENCY AND PRESSURE BOOST ATVARIOUS LOADS AND SPEEDS ...... ................ . i.11
6 MAXIMUM POWER OUTPUT, BMEP, BSFC, PRESSURE BOOST ANDEXHAUST - INTAKE PRESSURE RATIOS AT VARIOUS SPEEDS -FUEL RATE THE SAME FOR EACH NOZZLE LEVER POSITION AT AGIVEN SPEED ........ ....................... .... 13
7 AIR RATE, AIR-FUEL RATIO, AND TURBOCHARGER ROTOR SPEEDSAT MAXIMUM POWER OUTPUT CONDITIONS - FUEL RATE THE SAMEFOR EACH NOZZLE POSITION AT A GIVEN SPEED ......... ... 14
8 BRAKE SPECIFIC FUEL CONSUMPTION WITH AiRESEARCH ANDAERODYNE TURBOCHARGERS AT VARIOUS LOADS AND SPEEDS . . 18
9 AIR FLOW RATE WITH AiRESEARCH AND AERODYNE TURBOCHARGERSAT PART LOAD CONDITIONS .... ................ .... 19
10 SPEED RESPONSE OF THE ENGINE FOR A STEP INCREASE INFUEL INPUT WITH THE AERODYNE TURBOCHARGER .......... 21
11 FUEL CONSUMPTION OF THE ENGINE FOR A STEP INCREASE INLOAD WITH THE AERODYNE TURBOCHARGER ............. ... 22
12 EMISSIONS AND FUEL ECONOMY OVER 13-MODE FEDERALDIESEL EMISSION CYCLE ...... ............... .... 24
13 BAR PLOTS OF SMOKE TEST RESULTS ........ ...... 26
14 INFLUENCE OF AIR-FUEL RATIO ON SMOKE (ALL CONDITIONS). 27
15 COMPARISON OF ESTIMATED AND EXPERIMENTALLY DETERMINEDFUEL CONSUMPTION RATES FOR CAT 3208 ENGINE - HEAVYDUTY 13-MODE TEST CYCLE .... ................ .... 29
_ _ _ _ _ l.
List of Figures, cont'd. Page
16 COMPARISON OF ESTIMATED AND EXPERIMENTALLY DETERMINEDFUEL CONSUMPTION RATES FOR HINO EH700E ENGINE - HEAVYDUTY 13-MODE CYCLE ....... .................... 30
17 COMPARISON OF MODEL PREDICTIONS WITH THOSE OFEXPERIMENTALLY OBTAINED FUEL FLOW RATES NATURALLYASPIRATED JOHN DEERE ENGINE, MODEL 4239T .......... ... 35
18 COMPARISON OF MODEL PREDICTIONS WITH THOSE OFEXPERIMENTALLY OBTAINED FUEL FLOW RATES. JOHN DEERE,MODEL 4239T, WITH AERODYNE TURBOCHARGER, +100 NOZZLELEVER POSITION ....... ..................... .... 36
19 COMPARISON OF MODEL PREDICTIONS WITH THOSE OFEXPERIMENTALLY OBTAINED FUEL FLOW RATES. JOHN DEERE,MODEL 4239T, WITH AERODYNE TURBOCHARGER, -100 NOZZLELEVER POSITION ....... ..................... . 37
20 MODEL ESTIMATION OF FUEL FOR VARIOUS N/V RATIOS . . . . 40
'p
I
SUMMARY
The objective of this program was to evaluate the performance
characteristics of a variable nozzle area turbocharger developed by
Aerodyne Dallas. This turbocharger was tested on a small diesel engine
(John Deere Model 4239T) in a test cell at Southwest Research Institute.
This engine was originally equipped with a conventional turbocharger
manufactured by AiResearch. The baseline tests were performed with
this conventional turbocharger dnder several steady state conditions.
The tests with the variable nozzle area turbocharger included steady
state as well as transient operation. The emphasis was placed on power
output, fuel economy and exhaust emissions.
The regulated exhaust emissions were determined over the
Federal 13-mode Diesel Emission cycle. The measurements of smoke in
percent opacity were made at eight different steady state conditions.
A mathematical model was developed in order to predict the
fuel economy benefits of a variable nozzle area turbocharger in vehicular
applications.
As expected, the turbocharger increased the maximum power
However, at low speeds, the variable nozzle turbocharger did not
consistently produce relatively high boost pressures; but the fuel
economy with this turbocharger was significantly higher than that with
the conventional turbocharger. This lack of consistency was probably
due to difficulty in reproducing the same nozzle position under repeated
conditions. The higher fuel economy (or lower BSFC) might be a result
of the lower backpressure produced by the turbocharger.
The transient response of the engine did not significantly
vary with changes in the nozzle area. However, the nozzles had enough
control over the peak boost pressures so as to eliminate the need for
a "waste gate" in the exhaust system.
As to the emissions, both turbochargers decreased hydrocarbons
,L
and carbon monoxide and increased oxides of nitrogen. Also, smoke was
reduced over the entire range of the engine. The variable nozzle
turbocharger operating at one of its extreme ends (+ 100 nozzle position),
was somewhat better in improving the fuel economy of the engine. This
was attributed to the higher air-fuel ratios it maintained.
In general, the compressor efficiency of the variable area
turbocharger was lower than that of the conventional turbocharger,
indicating that this first generation turbocharger has room for further
design improvements.
-2-
~UNCLASS$ FE
SECURITY CLASSIFICATION OF THIS PAGE (len Data EnoOee.REPOT DOUMETATIN PAE iREAD INSTRUCTIONSR RTEURT DOCUMENTABEFORE COMPLETING FORM
1. REPORT NUMB ER J2. GOVT ACCESSION NO. 3. RECIPIENT'S CATALOG NUMBER
4. TITLE (and Subtitle) S. TYPE OF REPORT & PERIOD COVEREDTurbocharging of Small Internal Combustion Enginesas a Means of Improving Engine/Application System Final, 10 Feb 78-24Feb 79Fuel Economy 6. PERFORMING ORG. REPORT NUMBER
7. AUTHOR(&) 8. CONTRACT OR GRANT NUMBER()
Norbert L. Osborn DAAK70-78-C-0031
S. PERFORMING ORGANIZATION NAME AND ADDRESS 10. PROGRAM ELEMENT. PROJECT, TASK
Aerodyne Dallas AREA & WORK UNIT NUMBERS
151 Regal Row, Suite 120 AH20-EE-019Dallas, Texas 75247
1I. CONTROLLING OFFICE NAME AND ADDRESS 12. REPORT DATE
US Army Mobility Equipment Research and Develop- 27 Dec 1979meit Commnd 13. NUMBER OF PAGES
-i, l 2206014. MONITORING AGEN Y NAM & AODRESS(il different from Controlling Office) 15. SECURITY CLASS. (of this report)
UNCLASSIFIEDDSa. DECLASSI FICATION/ DOWNGRADINGSCHEDULE
16. DISTRIBUTION STATEMENT (of this Report)
Approved for public release; distribution unlimited.
17. DISTRIBUTION STATEMENT fol the abstract entered In Block 20, If different from Report;
IS. SUPPLEMENTARY NOTES
l19. KEY WORDS (Continue on reverse side it necessary and identify by block number)
Turbocharging Turbocharger LubricationInternal Combustion Engine Turbocharger PerformanceDiesel Engine EmissionsFuel Economy Variable Area Turbine Nozzles
20. ABSTRACT (Continue on reverse side if necessary and Identify by block number)An advanced technology turbocharger featuring variable turbine nozzles,a broad operating range compressor, a ball bearing rotor system and aself contained lubrication system was manufactured, bench tested andapplied to a 239 cid diesel engine. Fuel consumption and emissions datawere collected during steady state engine performance testing. Comparedto the "as received" turbocharged baseline engine the fuel consumptionwas improved at all conditions except medium speed/medium to high loads.Emissions were responsive to turbine nozzle position. Closed nozzles,
DD JAN73 1473 OITION OF , NOV 6s IS OBSOLETE UNCLASSIFIED
SECURITY CLASSIFICATION OF THIS PACE (When Data Entered)
l l ]I , .- > . . I;.I .';; -
UNCLASSIFIED
smCUROTY CLASSIFICATION OF THIS PAGE(1M DOO uI29M
producing higher turbocharger speeds and intake manifold pressures,produced greater NO2 and less CO, hydrocarbons and smoke than thebaseline engine. Open nozzles produced the opposite results.
Analysis of the data reveal several areas for potential improvement.Both the compressor and turbine can be better matched to the engineas well as to each other. The transfer of heat from the turbine to
the compressor can be reduced and additional nozzle travel can beutilized for further gains.
The general conclusion reached is that a fully developed advanced
technology turbocharger can produce lower sfc, can flatten constanthorsepower sfc versus engine speed characteristics and can be aneffective control variable for emissions.
UNCLASSIFIED
SICUNIIY CLASIFICATION OP THIS PA09(IhW Dbas RAWS0
II
I. INTRODUCTION
I
The advantages of a turbocharger (TC) to an internal combustion
engine are well known. It increases the maximum mean effective pressure
and resultant maximum power output. It improves the specific fuel
consumption by raising the mechanical efficiency under full load conditions.
The fuel economy under part-load conditions can also be improved with a
turbocharger by increasing the mean effective pressure and decreasing
the engine speed without decreasing the desired power output. In spite
of these benefits, the present-day turbocharger has limited pressure boost
capabilities under low speed conditions. To overcome this difficulty,
a turbine nozzle can be designed to improve the low speed pressure boost
characteristics. If this route is taken a "waste gate", which wastes
the exhaust and its energy, has to be provided at higher speeds and loads.
In other words, one nozzle design is not adequate for optimum performance
throughout the engine range. Therefore, a variable area nozzle was
jconceived to eliminate these problems. This type of TC can produce
higher boost pressures at low speeds by changing the nozzle area and does
not require a waste gate at high speeds. Aerodyne Dallas, as the prime
contractor, developed such a turbocharger for use on small internal
combustion engines. Southwest Research Institute, as a subcontractor,
Itested this turbocharger on an engine and determined its influence on
fuel economy and emissions in a diesel engine under various loads and
speeds. Also, the transient response with two different nozzle areas
(positions) were examined. The results of this study are presented in
jthis report.The scope of this program was limited to testing the engine
and turbocharger system in a test cell. In order to make predictions
with respect to fuel economy in vehicular applications, some mathematical
models were developed in this study and their results are also discussed
here.
In the beginning of this program a diesel engine had to be
1-3-
selected to match the variable area nozzle turbocharger which was being
developed by Aerodyne Dallas. An engine equipped with a conventional
turbocharger was chosen with the intention of comparing the performance
of this conventional TC with that of the test TC. The procedure followed
for choosing this engine is described in Appendix A.
-4-
j.
II. BASELINE TESTS
Before any testing was commenced, the engine was subjected
to a systematic break-in. This consisted of operating the engine
initially on a stepwise schedule from idle to full load and speed, and
later running it at only steady conditions of rated load and speed.
During the break-in, the operating variables were recorded at four
hour intervals. In order to determine whether the break-in process was
complete or not, the BSFC and high idle fuel consumption were plotted
with respect to time, and this plot is shown in Figure 1. Although
there is some scatter of results on these plots, it appeared that both
BSFC and high idle fuel consumption reached a plateau at about 100 hours
time after which the break-in was discontinued.
The baseline tests were performed under steady-state conditions
with and without the production turbocharger at 1000, 1500, 2000, and
2500 rpm. The maximum load at each of these speeds was determined either
by the upper limit of the fuel pump rack travel or by a chosen minimum
air-fuel ratio of 20. The part loads at any one speed were set at 75,
50, and 25% of the full (maximum) load. The engine was operated at each
of these speed-load combinations until the conditions were stabilized
and various measurements were made to determine the performance
*characteristics of both the engine and the turbocharger. The recorded
data and computed results of these tests are shown in Appendix B. The
properties of the fuel supplied to the engine are also included in this
appendix.
Also the conventional emission tests were performed with and
without the production turbocharger and these will be discussed in a
following section on emissions tests.
Performance Characteristics
The important results of these baseline tests were extracted
from tables in Appendix B and are shown in Figures 2 through 5. The
variation of power output and fuel economy is depicted in Figures 2 and
-5-
.42
.40
z
0
-h 12.0
00
11.
0L
0 10 2 0 4 0 6 0G0 9 0 1 2
TIE R
FIUE1 VRAINOFHG DEFEONUPINADBF
WIHRSETTzRA-NTM
I.I,3. These two figures indicate that at higher speeds, the turbocharger
3 increased the power output of the engine quite significantly (almost
100%) and lowered the brake specific fuel consumption. The decrease
in brake specific fuel consumption is mainly due to improvement in
mechanical efficiency which is defined by
BhpBhp + Fhp
where Bhp = brake horsepower
Fhp = friction horsepower
Under turbocharged conditions, the friction horsepower also
increases, but not at fast as brake horsepower. If the friction
horsepower increases as a lower rate than brake horsepower, the
mechanical efficiency increases and thereby reduces the fuel consumption.
Another factor which also contributed to the lower specific
Ifuel consumption was the decrease in fuel-air ratio with the turbochargerin operation. This decrease in fuel-air ratio improves the indicated
thermal efficiency. At the engine conditions of interest, the increase
in fuel economy is on the order of 2-5%. However, at lower speeds and
lower loads, the turbocharger increased the brake specific fuel
consumption, although the power output is slightly higher. This is
probably due to relatively high exhaust backpressures at low load
conditions. The slow rise in the maximum power output curve around
1500 rpm with the turbocharger is due to the limit set on air-fuel
ratio (20).As expected, the volumetric efficiency of the engine (Figure 4)
jdecreased with increasing speed. However, the turbocharger reversed
this trend above 1500 rpm.
Figure 5 indicates that the compressor isentropic efficiency
and the pressure boost increased with speed and load, and the compressorIIi efficiency was very low at low speed (1000 rpm) and low load (30 psi
BMEP). These results and Figure 2 clearly indicate the limitations of
the fixed geometry turbocharger.
_ -7-
to .5 N-i
U.4
.3 T
JOHN DEERE 4239TFULL LOAD CHARACTERISTICSNA NATURALLY ASPIRATEDTC TURBOCHARGED
TCI
800
0 NA
600
.0
0C50 400050
ENIESEE P
-8--
1.2
1.0
0O.9 * TCZ 0 NA
co 0.8co 2500
S0.7
0.5
0.4
0.3
20 30 40 50 60 70 80 90 100 110 120
SMEP, PSI
FIGURE.3 - BRAKE SPECIFIC FUEL CONSUMPTION AT VARIOUS LOADSFOR TURBOCHARGED AND NATURALLY-ASPIRATED ENGINES
120
110
JOHN DEERE 4239TFULL LOAD CHARACTERISTICS
100
U-" 90U-
wLul0
Z 80
1000 1500 2000 2500
ENGINE SPEED, RPM
FIGURE 4 - VARIATION OF FULL LOAD VOLUMETRIC EFFICIENCYWITH RESPECT TO SPEED
T......... - F -
3.0
JOHN DEERE 4239T0 2.5T
< 2500 RPM
ro
o0-oI ' 2000 RPM
,_-10-- "rOR-A.0 1000 RPM
1.0
70 2500 __P_
0 o70
2000 RPM 1000 RPMA o 0
I\~
-c
ujL40 1 _ _
00"30
20
10
20 30 40 50 80 70 80 90 100 110 120
BMEP, PSI
FIGURE 5 - COMPRESSOR ISENTROPIC EFFICIENCY AND
PRESSURE BOOST AT VARIOUS LOADS AND SPEEDS.
III. TESTS WITH VARIABLE NOZZLE
Turbocharger
The primary objective of these tests was to evaluate the
performance characteristics of the Aerodyne turbocharger. This
turbocharger was expected to yield higher boost pressures at low speeds,
improve transient response, and produce more efficient control of
peak boost pressures. In order to examine these features, a number of
tests were conducted under steady state and transient conditions with
different turbine nozzle positions (or areas). The steady state tests
were further classified into maximum power output (full load) and part
load tests. The maximum power output tests are discussed here first.
1. Maximum Power Output
The tests in this series were run between 750 and 2500
rpm with fuel rack position at maximum fuel delivery and turbine
nozzle position at 0 and +10 degrees. The latter position set the
nozzle area to a minimum. Altogether, a total of 12 tests were run, and
the results are shown in Appendix C. The performance of the system was
measured by the power output, brake specific fuel consumption, exhaust
to intake pressure ratio, boost pressure, air flow rate, and air-fuel
ratio. The foregoing variables, BMEP and turbine speed, are graphically
shown in Figures 6 and 7.
The boost pressure, air flow rate, air-fuel ratio and
turbine speed varied with nozzle position and were generally higher
with +10 degrees setting at all speeds. However, in the cases of
maximum power output, exhaust to intake pressure ratio and brake
specific fuel consumption, the results were mixed. The power output
and specific fuel consumption were better only at low speed with +100
setting. Also, the specific fuel consumption with both settings increased
rapidly below 1000 rpm.
At higher speeds (above 1700 rpm) the decrease in
-12-
1~ 684
.60 w
I 50 100 NOZZLE LEVER POSITIONx 100 NOZZLE LEVER POSITION
U.I .40 10
.30
1100w
1 6 100__ __
0
~ 0
002 0 2.0 _ _D_
1 20
0 .
500 1000 1500 2000 2500
SPEED, RPM
FIGURE 6 - MAXIMUM POWER OUTPUT, BMEP, BSFC, PRESSURE BOOSTAND EXH1AUST - INTAKE PRESSURE RATIOS AT VARIOUS SPEEDS - FUELRATE THE SAME FOR EACH NOZZLE LEVER POSITION AT A GIVEN SPEED
I10NZL EE PITO0. 00 NOZZLE LEVER POSITION
150.000
CL 100.000(n0
50,000 3
1,00002
cr 800
a: 600
400 -_____
200
500 1000 1500 2000 2500
SPEED, RPM
FIGURE 7 -AIR RATE, AIR-FUEL RATIO, AN~D TURBOCHARGER ROTORSPEEDS AT MAXIMUM POWER OUTPUT CONDITIONS - FUEL RATE
THE SAME FOR EACH NOZZLE POSITION AT A GIVEN SPEED
-14-L
I
Ipower output and fuel economy with +100 setting was probably due to
two factors: 1) increase in exhaust to intake pressure ratio (Figure 6),
which affects the frictional power loss, and 2) the constancy of the
amount of fuel supplied to the engine in both nozzle positions.
2. Part Load Tests
Next, tests were performed under essentially the same
load and speed conditions at which the baseline tests with the
conventional turbocharger were conducted. These load-speed combinations
are given below:
Speed Beam Load Torque
RPM Lb. Lb-ft
1000 31.0 40.7
1000 61.0 88.0
1000 93.0 122.0
1000 124.0 162.8
1500 26.5 34.8
1500 53.0 69.6
1500 79.5 104.4
1500 106.0 139.2
2000 35.0 50.0
2000 70.5 92.6
2000 105.0 137.9
2000 140.0 183.8
2500 37.0 48.6
2500 73.5 96.5
2500 111.0 145.7
2500 148.0 194.3
3. Influence of Nozzle Position
The effect of nozzle position for each load-speed
combination is graphically shown in a figure following each table.
Shown in these figures (D-1 through D-16) are BSFC, air-fuel ratio,
-1-1
rate of fuel flow, air flow, compressor pressure boost, exhaust-intake
pressure ratio, turbocharger rotor speed, and compressor isentropic
efficiency. The results obtained in baseline tests with the AiResearch
turbocharger are also indicated in these figures as bars originating
from the ordinates. The isentropic efficiency was calculated using the
following definition taken from Reference 1:
Tl ~~ ~ ~).285
c T 2 - TI
where nc = compression isentropic efficiency
T = compressor inlet absolute temperature
T 2 = compressor outlet absolute temperature
P1 absolute pressure at compressor inlet
P2 absolute pressure at compressor outlet
In all tests, air flow rate, A/F, compressor efficiency, rotor speed,
and compressor pressure boost varied with the nozzle position, and size
of the variation depended on speed-load condition. The ratio of exhaust
to intake pressure also varied slightly. A summary of brake specific
fuel consumption results for all speeds and loads is shown in the
following table:
Suifimary of Brake Specific FuelConsumption Results
Nozzle Position
Speed Load BMEP
RPM Lb psi -8 and -10 0 +8 and +10
1000 31 25.7 .571 .574 .57661 50.6 .450 .448 .43793 77.1 .433 .430 .424
124 102.8 .428 .422 .420
-16-
1500 26.5 22.0 .616 .632 .65053 44 .473 .471 .47379 65.5 .409 .412 .411
106 87.9 .398 .397 .390
2000 35 29 .611 .615 .62970.5 58.5 .453 .449 .456105 87 .405 .404 .398140 116 .393 .375 .372
2500 37 30.7 .654 .653 .69773.5 61 .487 .491 .499
111 92 .411 .404 .408148 122.7 .394 .395 .382
4. Comparison with Fixed Nozzle TC Results
The fuel economy (BSFC) and air flow rates determined
for these two turbochargers under part-load conditions are summarized in
Figures 8 and 9. These figures show that at low speeds the fuel economy
with the Aerodyne turbocharger set at 00 nozzle position was significantly
higher than that with the AiResearch turbocharger, and at higher speeds
the differences were not significant. Similarly, one could compare the
results of +100 nozzle position to those of AiResearch turbocharger.
Also, it was expected that the Aerodyne turbocharger would
produce significantly higher boost pressure at lower speeds. But it did
not produce this higher boost consistently with +10' nozzle posit on.
This lack of consistency was probably due to difficulty in reproducing
the same nozzle position. A related parameter, air flow rate, was also
compared. At higher speeds (2000 rpm and above) the Aerodyne turbocharger,
set at +100 nozzle position, had a higher flow rate than the conventional
turbocharger, but at other conditions the flow rate was lower.
In view of th early development status of the Aerodyne
turbocharger, it is best to judge its performance by comparing its
overall performance against its own performance derived with a fixed
nozzle position. The object of the foregoing comparison with the
conventional (AiResearch) turbocharger was to explore whether there is
any room for further improvement in the basic design of the Aerodyne
turbocharger. It appears from the low speed test results discussed
earlier that there is some room for further improvement since compressor
-17-
AD-AOBI 442 AEROCYNE DALLAS 15 F/6 21/4TURBOCHARGING OF S14ALL INTERNAL COMBUSTION ENGINES AS A MEANS 0--ETC I)
WA l 1979 OAAK7-78-C-0031
W4LoFo5mmmo
2 w
L
OF
IF A D
k081 A42TV
... .. ....
o AlIRESEARCH TC
* AEROOYNETC
.8 WITH If NOZZLE
.7LEEPOIIN20RP
.6
.5
.4
.3
.7.8 00 P.5
S.3
-i
U-
.a7 1500 RPM
.6
.5 _ _ _ _
.4
.3
.7
.6 0
.5
.4
.3
20 40 60 so 100
BMEP, PSI
FIGURE 8 - BRAKE SPECIFIC FUEL CONSUMIPTION WITH AiRSEARCHAND AERODYNE TURBOCHARGERS AT VARIOUS LOADS AND SPEEDS
aAIRESEARCN TC
I * AERODYNE TC
700
I 2000 RPM
0u-400
300 __ _ __ _
1 200 POO'___
1 300
1 220 40 60 80 100
1 SMEP, PSI
FIGURE 9 - AIR FLOW RATE WITH AiRESEARCH AND AERODYNETURBOCHARGERS AT PART LOAD CONDITIONS
-19-
vvll
efficiency of the Aerodyne turbocharger was lower than the conventional.
However, at 2500 rpm, and full load, the boost pressure ratio of the
Aerodyne device could be controlled between 1.5 and 2.29 by varying
the nozzle position. This range is probably adequate to eliminate the
use of a "waste gate" under these conditions.
5. Transient Tests
In these tests, load, speed, and fuel flow were recorded
using the instrumentation described in our previous report. Two
different sets of tests were performed with nozzle settings at zero and
100. In the first set, load was kept constant at 25 lbs. and fuel was
supplied as a step function. The engine's speed response was recorded
and is shown in Figure 10 for both settings. The response seems to be
the same in both cases although one notices some delay for the fuel
flow instrument to react.
In the second set of transient tests, the load was
placed as step function and the response of fuel flow was recorded
(Figure 11). Again, the differences in fuel flow response between zero
and 100 nozzle settings were insignificant.
-20-
*1 .
NOZZLE LEVER - SETTING +0
SPEED 2671 RM- - CHART SPEED
60 CM/MIN
FUEL 17LSHR
12 108642
TIM E, SECONDS
NOZZLE LEVER - SETTING 00
SPEED 2681 RPM _____
CHART SPEED
--7 60 CM/MIN
1 UEL 6.7 LBS/HR
-~~ 12 10 ~~TIME, SECONDS I________
FIGURE 10 -SPEED RESPONSE OF THE ENGINE FOR A STEP INCREASEI IN FUEL INPUT WITH THE AERODYNE TURBOCHARGER
-21-
NOZZLE LEVER - SETTING +100
SPEED -. 1500 RPM
1450 RPM CHART SPEED45 LBS. LOAD N60 CM/M IN
10 LB.H.FUEL 5.5 LBS/HR(FUEL)
12 1 0 5 88 0 LBS. LOAD
NOZZ'LE LEVER - SETTING 00
SPEED 1500 RPM
1400 RPMCHART SPEED
45 LBS LOAD60 CM/MIN
FUEL 5.5 LBS/HR
I 10 LBS. LOAD
TIME, SECONDS
FIGURE 11 -FUEL CONSUMPWTION OF THE ENGINE FOR A STEP INCREASEIN LOAD WITH THE AERODYNE TURBOCHARGER
-22-
IV. EMISSIONS TESTS
The Emission tests are divided into two classes: 1) conventional
and 2) smoke tests. The conventional emissions include hydrocarbons (HC),
carbon monoxide (CO), and oxides of nitrogen (NOx). These results will
be presented first.
A) Conventional Emissions
The baseline tests were conducted with and without the
production turbocharger. In each case, the emissions were determined by
the standard 13-mode Federal Diesel Emissions Test procedure. A speed-
torque schedule of this procedure is shown in Appendix E. The speeds,
loads, air-fuel ratios, and emissions recorded in these tests are also
shown in this appendix. These results (averages) are shown in a bar
plot in Figure 12. The influence of the turbochargers is quite vivid
in this figure.
I The oxides of nitrogen and the other two emissions
(hydrocarbons and carbon monoxide) varied in opposite directions with[ and without the turbocharger. The hydrocarbon and carbon monoxide
emissions were about 4 times higher without the turbocharger while the
oxides of nitrogen decreased by twofold. The benefit of the turbocharger
on fuel economy is about 16%. This trend appears to hold also with the
variable nozzle turbocharger while the same differences are more
I pronounced with 100 nozzle position. However, difference in fuel economies
between zero and 100 positions is negligibly small.
B) Smoke Tests
These tests were performed at full load and previous
baseline test conditions. However, the lowest loads in the baseline
tests were not considered for these tests because the air-fuel ratios
under these conditions would be certainly higher than 50 and no smoke
can be measured. Therefore, altogether a set of 16 different load-
speed combinations were chosen and 44 tests were performed under steady
-23-
LEGEND
MWITH TURBOCHARGER (AR)(J NATURALLY ASPIRATED
10.0 - EAERODYNE TC, 00
JAERODYNE TC, 10
9.0
8.0
7.0
CX 6.0 -0.6
N;0z 5.0 -0.5
X 4.0 0.4am 0.
3.0 0.3&U.
2.0 0.2
1.0 0.1
BSHC BSCO BSNO2 BSFC
FIGURE 12 - EMISSIONS AND FUEL ECONOMY OVER 13-MODEFEDERAL DIESEL EMISSION CYCLE
-24-
I
conditions. These test conditions and the smoke results (in percent
opacity) obtained are also shown in Appendix E. Along with the smoke,
the air-fuel ratio is also listed. For comparison purposes among the
Iturbochargers, the smoke results are shown in a bar plot in Figure 13.It appears that the smoke was lower with 100 position for which the air-
fuel ratio was higher. To confirm this influence, the smoke in terms
of percent opacity is plotted against the air-fuel ratio in Figure 14.
The scatter in these results was probably due to repeatability which
was about 1% at low levels and higher around 30% opacity. In general,
the smoke decreased very rapidly up to an air-fuel ratio of about 25,
and diminished slowly at higher air-fuel ratios. On the basis of
these results, it can be concluded that the smoke is rigidly related
to the air-fuel ratio regardless of load-speed condition and hardware.
This is the reason why the fuel pump rack travel in baseline full load
j.tests was controlled such that the air-fuel ratio would not fall below20.
I2iIIII
PERCENT SMOKE
13 D 1
0
cj V
+ 0 Ui
0~
m 0D
A
,n1
IITO FSMK PCTWIHUFUDRALCNIIN
I4
WIT A/ UNERALLCODTIN
-27
V. DEVELOPMENT OF A MATHEMATICAL MODEL
In order to be able to predict the fuel economy and other
operating characteristics of a diesel engine under steady state as well
as transient conditions in vehicular applications, a mathematical model
was developed for use with a computer. This model had provisions for
incorporating the performance characteristics of a variable nozzle
turbocharger. The model consisted primarily of a number of empirical
formulae, which were derived from experimental data of various types of
engines from Reference 1. Before this model was applied to the engines
in vehicular applications, it was tested on naturally aspirated and turbo-
charged engines operated under steady state conditions representing the
13-Mode Federal Heavy Duty Engine Cycle. A computer flow chart of this
model for the case of a naturally aspirated engine operated over the 13-
Mode Federal Diesel Emission Cycle is shown in Appendix F.
A. Model for Naturally Aspirated Engines
Two different naturally aspirated, direct injection type
engines, for which experimental data was available, were chosen to
verify the model. These were the Caterpillar Model 3208 and the Hino
Model EH700E. The engine specification data, atmospheric conditions,
and lower heating value of the fuel were supplied to the computer as
input. The calculated results are shown in Tables F-1 and F-2. The
actual experimental results obtained at Southwest Research Institute for
these engines are shown in Tables F-3 and F-4.
In addition to the fuel consumption, the mathematical
model also computed brake horsepower (Bhp), air flow rate, fuel-air
ratio, specific exhaust energy and cylinder pressure just before the
exhaust valve opens. The tabulated fuel consumption results are also
plotted in Figures 15 and 16 for comparison purposes. The model results
differed from those of experiments by only an average of about 5%. The
maximum difference is about 11% at high load (Mode 8) for the Hino engine.
-28-
1 1.4
1.3 0 ESTIMATED
* EXPERIMENTALLY1.2 DETERMINED
1.1
1 .C
z0 .0
P
En .6 _ _ _
z
0
.40
.3-
.2.
11 2 3 4 5 6 7 8 9 10 11 12 13
I MODE NO.
FIGURE 15 -COMPARISON OF ESTIMATED AND EXPERIMENTALLYDETERMINED FUEL CONSUMPTION RATES FORI CAT 3208 ENGINE -HEAVY DUTY 13 MODE TEST CYCLE
-29-
. . .. ... ...
1.2 0 ESTIMATED
* EXPERIMENTALLY1.1 DETERMINED
1.0- -
z
2 .8
.7I-
00
wj .50LL
.3
.2
.1
1 2 3 4 5 6 7 8 9 10 11 12 13
MODE NO.
FIGURE 16 -COMPARISON OF ESTIMATED AND EXCPERIMENTALLYDETERMINED FUEL CONSUMPTION RATES FOR HINO
EH700E ENGINE - HEAVY DUTY 13 MODE CYCLE
-30-
I,
An examination of Tables F-i through F-4 shows that the
computed and experimental fuel-air ratios are also very close to each
other. Experimental results were not available to verify the specific
I exhaust energy and cylinder pressure (P4) shown in Tables F-i and F-2.
B. Vehicular Application
With the agreement verified between the mathematical
model and experimental results, the model was next applied to a small
naturally aspirated diesel engine in vehicular use as a further check.
The vehicle was a 1978 Volkswagen Rabbit. The measured fuel economy of
this vehicle was available over the Light Duty Vehicle EPA cycle. The
A model was modified to include transmission gear ratios and drive shaft
horsepower. The fuel consumed was estimated for each second of the
cycle and the total consumption was determined by summing up over the
S I entire cycle. A sample of the computer output is shown in Table F-5.
The gear ratios and shift points used in this model are:
I Gear Ratio Speed Range
1st Gear 3.45 0-15 mph2nd Gear 1.94 15-25 mph3rd Gear 1.37 25-40 mph4th Gear (final) 1.10 40- mph
Rear End (or Axle) Ratio 3.90
Wheel Revolutions/Mile 918
Several equations for the drive shaft horsepower were
tried, including the one experimentally determined on a chassis
dynamometer for a 2250 lb. compact car at Southwest Research Institute.
These equations are given below along with fuel economies obtained on
the computer.
-I
I-31-
ComputedFuel Economy
City Highway
Equation 2M mpg
(V 12W + 1. 24AV2 ) 69 631) -37- 1000 100
i.1235V2
(2) P = 4.182 - .267V + 1.100575100 57 59
- 4.417V 3/105
V
(3) P 338000 (8W + 1.1 AV2) 48 55
V
(4) P = 5 + 338000 (8W + l.1AV2 ) 45 53
where V = speed, mph
W = weight, lb.
A = frontal area, ft2
P = power, hp
Equation (1) = from Reference 2
Equation (2) = from unpublished Southwest Research Institute
experimental results
Equation (3) = from Wood, C.D., and Hambright, R.N.,
"Assessment of Supercharging Systems for
Gasoline Engines", Final Report prepared for
IHI Industries, Tokyo, Japan, August 14, 1977
Equation (4) = Modified equation (3)
The corresponding fuel economies obtained by EPA in their
actual tests were 40 and 53 mpg for City and Highway cycles, respectively.
Our computed fuel economy for the City cycle is somewhat higher than that
determined by EPA.
-32-
VI. MATHEMATICAL MODEL PREDICTIONSIjThe mathematical model which was employed earlier was further
modified to accept the Aerodyne variable nozzle turbocharger. In this
model, the intake manifold conditions were estimated by using the
characteristics of the Aerodyne turbocharger, which were derived from
the iarge number of tests we have conducted in this program. These
characteristics were transformed into empirical equations and incorporated
into the model.
A. Development of Empirical Equations
The important characteristics required for the model
were those which could determine the conditions in the intake and exhaust
manifolds. These were exhaust backpressure, compressor pressure boost,
and temperature rise across the compressor. In order to evolve these
characteristics in the form of empirical equations, the variables were
plotted on several graphs in generalized form. These plots are shown in
Appendix F (Figures F-2 through F-1O). The variables were chosen such1that these characteristics can be applied to any size engine.Figures F-2 through F-4 depict the relationship between
the pressure boost (Pi/Pn) and a function of BMEP and engine speed for
all the nozzle positions. Similarly, the temperature rise across the
compressor was plotted with respect to pressure boost in Figures F-5
and F-7. We attempted to develop the relations for temperature rise
using the compressor efficiency and generalized engine variables. These
efforts were not successful. Therefore, this temperature rise was plotted
with respect to pressure boost. As can be seen from these figures, a
fairly close relationship existed between these two variables.
The relationship between exhaust backpressure (Pe),
intake manifold pressure (Pi) and BMEP is shown in Figures F-8 through
F-1O. Unlike in previous plots, a fairly linear relationship was found
between Pe/Pi and BMEP. For all these plots empirical equations were
developed with the help of a computer and shown on each plot. These
-33-
equations were later incorporated in the math model to determine the
intake and exhaust manifold conditions. The complete model was again
tested against the results obtained in the 13-mode Federal Heavy Duty
Engine Emission Cycle for the John Deere engine with the Aerodyne
turbocharger.
B. Model Prediction of Fuel Consumption in 13-Mode
Federal Emission Cycles
The experimental results for the 13-mode cycle obtained
with the John Deere engine with the Aerodyne TC are shown in Tables E-4
through E-5. These were discussed in an earlier section. However, for
comparison purposes, the results of fuel consumption were extracted from
these tables and are shown along with the math model predictions in
Figures 17 through 19. The model predictions for the naturally aspirated
engine (Figure 17) differed by less than 8.1% from those of the
experimental results except in Mode 12. In the case of turbocharged
engine with +100 nozzle position (Figure 18) the maximum difference was
about 8.7% in Mode 8. With zero degrees nozzle position (Figure 19) the
agreement between the model predictions and experimental results was
even better. Consequently, the empirical equations developed were
considered to be satisfactory and were incorporated in the model to
predict the fuel economy in vehicular applications. The results of this
phase are discussed below.
C. Model Predictions of the Fuel Economy in Vehicular
Applications
Earlier, the fuel economy of a 1978 VW Rabbit equipped
with a naturally aspirated diesel engine was determined over both the
Urban and Highway cycles. The same vehicle and engine combination was
chosen again, and the fuel economy was estimated for various combinations
of transmission gear ratios and nozzle positions. Because the engine
with a turbocharger can produce higher power output, the gear ratios were
reduced from those of the naturally aspirated case. The following table
shows the effective ratios of engine speed (N) to vehicle speed (V) in
different gears.
-34-
*1I
.70
NATURALLY ASPIRATEDo EXPERIMENTALLY OBTAINED.60 O MODEL PREDICTION
.50 !
I -
00
S.40
-J
0
D .30IL
U. 0
.20
0.20
000 0
" I.10
e
1 2 3 4 5 6 7 8 9 10 11 12 13
MODE NO.
I FIGURE 17 - COMPARISON OF MODEL PREDICTIONS WITH THOSE OFEXPERIMENTALLY OBTAINED FUEL FLOW RATESI NATURALLY ASPIRATED JOHN DEERE ENGINE, MODEL 4239T
1 -35-
o EXPERIMENTALLY OBTAINED
O MODEL PREDICTION
.70 I 1
AERODYNE TURBOCHARGER, +100 NOZZLE LEVER POSITION
.60-
0
.50
z
.40 0o0
0-JU4.
-iLM
D .30U.9
.20
9
.10 9
1 2 3 4 5 6 7 8 9 10 11 12 13
MODE NO.
FIGURE 18 - COMPARISON OF MODEL PREDICTIONS WITH .THOSE OFEXPERIMENTALLY OBTAINED FUEL FLOW RATES.JOHN DEEPE, ZiCDEL 4239T, WITH AERODYNE
TURBOCHARGER, +i0 NOZZLE LEVER POSITION
-36-
_ _ _ _ _ _ _ _ _ _ _ _ _ ' - . _ _ _ _ _ _ _ _ _°
I
* EXPERIMENTALLY OBTAINED.70 0 MODEL PREDICTION
I ITURBOCHARGER,-10o NOZZLE LEVER POSITION
0.60
.50
z
.40
00
-4 9L.
I
.30
.200
.10
1 2 3 4 5 3 7 8 9 10 11 12 13
MODE NO.
FIGURE 19 - COMPARISON OF MODEL PREDICTIONS WITH THOSE OFEXPERIMENTALLY OBTAINED FUEL FLOW RATES.
JOHN DEERE, MODEL 4239T, WITH AERODYNETURBOCHARGER, -10' NOZZLE LEVER POSITION
l -37-
1_
, i i II-[
N/V RATIOS AND IDLE SPEEDS
EMPLOYED IN THE MODEL
Gear Case 1* Case 2 Case 3 Case 4 Case 5
1 205.86 172.48 141.13 109.77 78.4052 115.76 97.0 76.36 61.72 44.09
3 81.75 68.5 56.0 43.59 31.144 65.65 55.0 45.0 35.0 25.0
IDLE
SPEED, RPM 975 875 775 675 575
The fuel economy was first estimated over both the cycles
for different nozzle positions at a fixed N/V of 35. The results are
given below:
MODEL ESTIMATES OF FUEL ECONOMY FOR VARIOUS NOZZLE POSITIONS
N/V in final gear - 35
Urban HighwayNozzle Cycle CyclePosition m Mpg
-10 59 700 60 72
+10 61 73-100, 00 and 100 60 72Best of Three 61 73
In the fourth case of the nozzle position, the following
schedule was used to select one of the three nozzle positions.
+10
0
w-r4
o
N
0
1 BMEP, psi
-10
Schedule of Nozzle Position with BMP
-38-
I,
In the fifth case, called "best of three", the computer
estimated the fuel consumption for all the three positions at every
second of the cycle (Urban and Highway cycles are respectively 1369 and
764 seconds long) and chose the smallest of the three for estimating the
final fuel economy. A counter employed in the program indicates that
the fuel consumption with +100 position was the lowest all the time.
Therefore, identical results were obtained for both +100 position and
"best of three" positions.
The fuel economy for various N/V ratios and the best
nozzle position (+100) were estimated in the same manner and shown
below. These results are also plotted with respect to N/V ratio in
Figure 20. The fuel economy very nearly increased linearly with decrease
in N/V in the range tested.
MODEL ESTIMATES OF FUEL ECONOMY FOR VARIOUS N/V RATIOS
Nozzle Position +100
N/V in Urban HighwayFinal Cycle CycleGear Mpg Mpg
65.64 45 5455 50 6045 56 6635 61 7325 65 77
These figures are impressive for a vehicle of 2250 lbs.
However, the model was not programmed to check out whether the engine
had enough reserve power to accelerate the vehicle over the cycles.
The model only predicts the maximum fuel economy theoretically possible
by extrapolating the engine and turbocharger characteristics to lower
speed operation. Therefore, caution has to be exercised in using these
figures. Nevertheless, it is possible to design a low speed engine and
produce enough power to drive a 2250 lb. vehicle over these two cycles
without difficulty.
Reference 3 (referring to VW test results) indicates
that the limit for final N/V is about 38 below which the performance
-39-
80
70HWCYL
60URACYL
50
C-
0__ __ _ _ _ _ _Z 400
-J
LL
30
20
10
20 30 40 50 60 70
N/V IN FINAL GEAR
FIGURE 20 - MODEL ESTIMATION OF FUEL FOR VARIOUS N/v RATIOS
-40-
I
(i.e., acceleration) of the turbocharged VW engine in the Rabbit vehicle
is not acceptable.
Also note that our model gave higher fuel economy for
the naturally aspirated VW engine/vehicle than that experimentally
obtained by EPA for the naturally aspirated engine over the EPA Urban
cycle. Therefore, all the estimates for the Urban cycle are somewhat
high.
-11 -41-
VII. CONCLUSIONS
The following conclusions can be drawn from this initial
study on a variable nozzle turbocharger:
1. The higher power output obtained from turbocharging
allows the engine to operate at lower speeds and obtain higher fuel
economy in vehicular applications.
2. Under some steady-state conditions the turbocharger
yielded better fuel economy than that obtained with a fixed nozzle
turbocharger.
3. At low speeds and part loads, the fuel economy with
variable nozzle area turbocharger, set at zero degrees nozzle position,
was significantly higher than that with conventional turbocharger, and
at higher speeds the differences were not significant. This was probably
due to different boost and exhaust pressure characteristics generated by
the variable area turbocharger.
4. The variable nozzle area turbocharger did not consistently
produce boost pressures higher than the conventional turbocharger at low
speeds as expected, probably due to difficulty in reproducing the same
nozzle position from test to test.
5. At 2500 rpm and full load conditions, the nozzle position
regulated the boost pressure ratio between 1.5 and 2.29. This range of
control is probably adequate to eliminate the need for a "waste gate" in
the system.
6. On theoretical grounds, it was expected that an engine
equipped with a variable nozzle area turbocharger would produce different
power outputs with different turbonozzle areas. However, when tested
under transient conditions, there was no change in transient response of
the engine between zero and +100 nozzle lever positions.
7. The mathematical model predicts that a vehicle similar
-42-
to the VW Rabbit equipped with an Aerodyne type variable nozzle turbo-
charger yields highest fuel economy over EPA driving cycles with +100
nozzle position.
8. The model estimates that the fuel economy increases almost
linearly with decreases in final N/V ratio.
9. Either turbocharger used over the standard 13-mode
Federal Heavy Duty Engine Emission cycle decreased hydrocarbon and carbon
monoxide emissions by about four fold and increased the oxides of
nitrogen about two imes.
10. Either turbocharger decreased the smoke emission in the
entire operating range of the engine. The Aerodyne turbocharger operating
at the 100 position was somewhat better in smoke emissions than the
production turbocharger at almost all speed-load conditions.
11. In general, the air delivery and compressor efficiencies
of the variable nozzle turbocharger were lower than those of the
production turbocharger.
-43-
4 _
REFERENCES
1. Taylor, C. F., "The Internal Combustion Engine in Theory and
Practice", Volumes 1 and 2, Second Edition, 1977, the
M.I.T. Press, Massachusetts Institute of Technology,
Cambridge, Massachusetts.
2. OLert, E. F., "Internal Combustion Engines and Air Pollution",
Intext Educational Publishers.
3. Report No. DOT-TSC-NHTSA-77-3, 1, "Data Base for Light-Weight
Automotive Diesel Powerplants", Prepared by Volkswagnwerk
for U.S. Department of Transportation, National Highway
Traffic Safety Administration, Office of Vehicle Systems
Research, Washington, DC 20590.
-44-
APPENDIX A
CHOICE OF THE ENGINE
I L
II
ICHOICE OF THE ENGINE
IThe first task in this program was to select a diesel engine
to match the turbocharger being developed at Aerodyne Dallas. A map
of the compressor characteristics was furnished by Aerodyne for selecting
a suitable engine. This map is shown in Figure A-I. The characteristics .
portrayed in this map were estimates and intended only for guidance.
Engine Size Determination
Normally, a turbocharger is selected from the performance
characteristics of an engine. In this case, owing to the special nature
of this project, an engine was selected from the characteristics of the
turbocharger. The following procedure was followed:
According to Figure A-l, the compressor has a maximum flow
jcapacity of about 320 cubic feet per minute (CFM). When this flow is
compressed, the temperature and specific volume of the air in the intake
system change. These thermodynamic quantities were determined and are
shown in dimensionless form for various pressure boosts and compressor
efficiencies in Figure A-2. Note that the plots indicated by nc - 1.0
oare for reversible adiabatic (isentropic) compression. Also computed
and shown in Figure A-3 is the volume rate of air consumption for a
4-stroke engine. For the purpose of selecting the size of the engine,
it was assumed that compressor and volumetric efficiencies would be 70%
j and 80%, respectively. A point shown by a circle on the high side of the
compressor map (Figure A-l) was chosen as a design point. This circle
marks the point at which the compressor is capable of delivering 285 CYM
with 70% efficiency at a pressure boost ratio of 2.9. When the air is
compressed to a 2.9 pressure ratio, the specific volume at the outlet
decreases to 52% of inlet specific volume (Figure A-2). Hence, the
volume rate of flow to the engine would be 148.2 CFM. To achieve this
flow rate, the engine, which has a volumetric efficiency of 80%, should
have a maximum NVd (speed x CID) of about 6.4 x 10S (Figure A-3). Diesel
engines, however, vary in their maximum speed. Therefore, another plot
I A-i
- 'A
UA .*AL
(Figure A-4) for determining the displacement of the engine from NVd was
written. For the case of NVd - 6.4 x 105 , if the maximum speed is
3500 rpm, the displacement would be about 190 cubic inches. On the other
hand, if the maximum speed is only 2500 rpm, the displacement would be
about 250 cubic inches.
Additional Considerations
The other factors which were considered include availability
of parts, combustion chamber design, and type of intake system. For
the purposes of this program in which the characteristics of the variable
nozzle turbocharger are to be determined, the design of the combustion
chamber (open or precombustion chamber) would not make a great deal of
difference. Since it was intended as a part of the testing plan to
compare the performance of the variable nozzle turbocharger with that
of the fixed nozzle type of turbocharger, an engine already equipped
with a turbocharger would be preferable.
A list of available diesel engines in the size range of 175
to 250 cubic inches is included in Table 1. In this size range, there
is only one engine which is equipped with a turbocharger. This is
the John Deere Model 4239T. Therefore, this engine was chosen. If a
higher speed engine was to be selected, the Perkins Model 6-247 would
have been a logical choice. The specifications of the Deere Model 4239T
are shown in Table 2.
A-2
I'
3.4
3.2 -2
1 ~ ~~3.0 _ ___
i 2.8 j2 .6_ _ _ _ _ _ _ _ _ _ _ _ 1 4 0,0 0 0
w 2.4
71 130,000'Lu 2.2 73m 74 74? 73
S2.0 71 120,000
1.8 00RPM=N/fTI ~~ I--,oo1.6 , 000
1.4 ____000 ____ _ .___
1.2
0 40 80 120 160 200 240 280 320 360 400
Q ^v AIRFLOW "- CFM
FIGURE A-I - ESTIMATED MAP OF AERODYNE COMPRESSORII.
A-3[ I a-A
S( P1
V2 2- )/(P2)
1.00 - V - SPECIFIC VOLUME =~ 0.6 1.60T - ABSOLUTE TEMP.P - ABSOLUTE PRESSURE
- 1 - DENOTES INLET2 - DENOTES OUTLET
CDENOTES COMPRESSOR 0.7.90 1- EFFICIENCY 11.50
0.
.80 2VVJ1.01.40
.70 Y T21.30
.60 1.20
.50 .81.10
1.00
P2/P1
FIGURE A-2 -VARIATION OF V2/V1 WITH RESPECTTO PRESSURE BOOST, P 2 /P 1
A-4 I
I 320
280 - Ii ev NVd ____
N-RPMVd - DISPLACEMENT, IN3
ev - VOLUIMETRIC EFFICIENCY
240 A- MASS RATE OF FLOW240 p - DENSITY
i- INLET
200
Q160
I40 A",____
0 1 2 3 4 5 6 7 8 9 10 1
I N Vd, 105 IN3 REV/MIN
FIGURE A-3 -AIR CONSUMP~TION RATE OF A 4-STROKE ENGINE
I A-5
- 'Ell iGN1
RELATION BETWEEN N & N VdFOR DIFFERENT ENGINES
25 V=00I N3
Vd DISPLACEMENT, IN3
20 7 .__
100 4003004 00
C.,~~N RPM______
FIUR A-5 REATONBTWENNN_ O
DIFRETENIE
A-
I
I' TABLE A-1
List of 4-Stroke Diesel Engines
175 to 250 Cubic Inches
Number ofCylinders and Intake .4aximum Intermittent
Make Model Displacement System HP @ RPM
Case 188D 4-188 NA* 55 @ 2200
Chrysler IN633 6-198 NA 73 @ 3200
Chrysler C1641 6-243 NA 103 @ 3500
Deere 4219D 4-219 NA 70 @ 2500
Deere 4239T 4-239 T** 89 @ 2500
Ford 201D 3-201 NA 56 @ 2200
Ford 233D 4-233 NA 63 @ 2100
Ford 192DF 4-192 NA 52 @ 2400
Ford 254DF 4-254 NA 70 @ 2500
I Perkins 4-203 4-203 NA 54 @ 2400
Perkins 4-236 4-236 NA 77 @ 2500
9 Perkins 6-247 6-247 NA -- 3500
'Waukesha VRD232 6-232 NA -- 2200
- White D 2000 4-198 NA 60 @ 2600
White Farm 2-60 4-211 NA
*NA - naturally-aspirated1 ** - turbocharged
1
A-!
,L
TABLE A-2
Test Engine Specifications
Engine Make and Model Deere, 4239TNumber of Cylinders 4
Bore, in. 4.19
Stroke, in. 4.33
Displacement, cu. in. 239
Compression Ratio 16.3Rated Speed, rpm 2500
HP (Intermittent) @ RS/w/o Fan 89
HP (Continuous) w/o Fan 70 @ 2200
Normal Speed Range, rpm 1500-2500
Low Idle, rpm 800Torque @ rpm (Max) w/o Fan, ft lb 208 @ 1700
Basic Weight, lb 950
A-8
APPENDIX B
BASELINE TEST DATA AND RESULTS
TABLE 8-1
TEST D9TA 141D PESULTS-----------------------------------------
ENGINE: DEEPE 42:39T-----------------------------------------
NATURALLY-ASPIRATED, 1000 RPM JULY 20, 197.
BAPO *P, IIN HG 29.11 29.11 29.11 29.11
DRY FULE TEMPI, F 8808 ED0 so
IET BILB, F 74 74 74 74
ENGINE :SPEED., RFPM 1000 1 (aCO 1 000 1000
DYrO LOAD; LB 93.00 69. 00 46.00 23.00
POWER OUTPUT, HP 23.25 17.25 11.50 5.75
tMEPP PSI 77.11 57'.21 38.14 19.07
RIR FLOWLFE DIFF PR: IN H20 .48 .41 .40 .40
LFE PR, IN H20 .10 .10 .10 .10
LFE TEMP, F 82 84 84 84.973 .973 .9.73 .973
TCF .9611 .954*. .9548 .9548
AIR RATE. LB/HR 2218. 201 197.06 197. 06
FUEL FLOWTIME FOR 1 LB- 'EC 316.@ 481.2 E44.0 944.4
FUEL RATE, L/'-HR 11.39 7.48 5.59 3.81
BSFC:LB/HF. H:R .490 .434 .436 .663
TEr.i PER AT UPESC:OOLANT IN!, F so 79 79 79
COOLANT OUTP F 178 176 0 176
OIL SUMP, F 195 196 195 190
A r.IB IR, F 82 84 84 Ow4
INTAkE MAFII, F 90 91 90 90
EXH M r1, F 8013 631 520 386
PRE"3SURESINTAKE MANI IN HG -. 60 -. 50 -. 40 -. 40
EXH MANI, Iti HG .05 .05 .05 .05
AIR-FUEL RATIO 20.89 27.00 35.25 51.69.
ENGINE VOL EFF, % 83.6 70.: 68.7 68.7
ENGINIE BR TH EFF, % 28.2 31.9 28.4 20.8
STOP
B-
4 ---
TABLE B-2
TE$T tiRTA AiD P'ESULTS
EiGItIE: DEEPE 42.':9T
NATURALLY-ASPIRATED, 1500 RPM JULY 20, 1973
BRPO PR, INI HG 29.11 29.11 29.11 29.11DRY :ULB TEMP, F 8 88 88 88tET BULB, F 75 75 75 75ENGINE SPEED, RPM 1500 1500 1500 1500DYflO LORD, LB 97.00 74.00 49.00 24.00POJER OUTPUT! HP 36.38 27.75 18.38 9.00BMEP, PSI 80.42 61.35 40.63 19.90
AIR FLOWLFE DIFF PR, I N H20 .64 .64 .64 .66LFE PR, IM H20 .10 .10 .10 .20LFE TErIP, F 88 88 89 89PCF .973 .973 .973 .972TCF .9425 .9425 .9395 . 9395AIR RFtTE, LE.:'HR 311.23 311. 23 310.23 319.3 4
FUEL FLOWTIME FOR 1 LB, SEC 236.0 CI .4 408.0 599.2FUEL RATE, LB/HR 15.-5 11.98 8.82 6.01SSF.:,LB/HP.HR .419 .432 .4-' 0 E.6:8
TErIFE RATUPESCOOLAtiT IN, F :84 83 83 81COOLANT OUT, F 179 178 176 175OIL SUMP, F 211 210 208 205AM MF R IR, F 9 -:3 88INTAKE MANI, F 9:? 92 92 92.EXH MArI, F 800 728 578 429
PRESSURESINTRKE MANI), IN HG -. 60 -.50 -.40 -.40EXH MRNI, IN HG .10 .10 .10 .10
AIR-FUEL RATIO 20.40 25.97 35.16 53.24ENGINE VOL EFF, % 73.2 72.9 72.4 74.6ENGINE BR TH EFF, % :32.9 32. 0 28.8 20.7
STOP
B-2
TABLE B-3
TE!.'T DTA ArID PEULTS
ENGINE: DEEPE 4.*-'3S9T
NATURALLY-ASPIRATED, 2000 RPM JULY 2b, 1978
B1.RO PR, IN HG 29.15 29. 15 29.15 29.15SDY SULB TEMP, F 90 90 90 91IW'ET 'ULB, F 75 75 75 75ENGINE ",PEED, RPM 2 00 00 2 2000 2000Dyl-iO LOAD, LP 92.00 69.00 46.00 23.00POIER OUTPUT, HP 46.00 34.50 23.00 11.50PMEP, PSI 76.218 57.21 ,38.14 19.07
AIR FLOILFE DIFF PR, IN H20 .*2 .83 .84 .85LFE PR, IN H20 .20 .20 .20 .20LFE TEMP., F 92 9E 92 9
PCF .974 .974 .974 .974TCF .9:305 .93105 .9305 .9305AIR RATE, LBLHR 314.11 398.92 403.72 40:I.5:3
FUEL FLOIWTIME FOR 1 LB: SEC 184.4 228.8 302.4 411.21FUEL RATE, LPrHP 19.52 15.73 11.90 E.75BSFC, LB/HP. HR .424 .456 .518 .761
TEMFEPATUPESI C- COOLANT IN, F 84 892 83 81
COOLANT OUT, F 179 178 177 176OIL SUMP, F 221 219 216 2116MEB RiR, F 92 92 92 92INTAIKE MRNI' F 9 955 95 95EXH MAr1, F 9183 7I'0 622 501
PRES::URESINTAkE MrAI, IN HG -. 6D -.50 -.50 -.40EXH M iI, IN HG .20 .20_. .20 .20
AIR-FUEL RATIO p0.19 25.35 33.91 46.66ENGINE VOL EFF, % 69.7 70.3 71.2 71.8ENIGIN'E PR TH EFF9 % 32.6 30.3 26.7 18.1
:TOP
B-3
TABLE B-4
TEST [DRTA rID RESULTS
ENGINE: DEERE 4239T
NATURALLY-ASPIRATED, 2500 RPM JULY 2'0', 1973;
BAPO PP, IN HG 29.15 29.15 29. 15 29. 15DRY BULB TEMP, F 91 91 91 :93WET BUL:, F 75 75 75 78EriGIIE SFEED, RPM 2500 2500 2500 2500.DYNO LORD. LB 76.00 57.00 38. 00Q 19.00POWER OUTPUT, HP 47.50 '35.63 23.75 11.88BMEP, PSI 63.01 47.26 31.51 15.75
AIR FLOWLFE DIFF PR, IN H20 .98 1.00 1.00 1.00LFE PR, IN H20 .30 .30 .30 .30LFE TEMP, F 93 95 94 95PCF .974 .974 .974 .974TCF .9275 .9216 .9246 .9216AIR RATE, LB.HiP 469.39 475.92 477.44 475.92
FUEL FLOWTIME FOR 1 L, SEC 156.4 188.4 226.4 258.4FIEL RATE, LB.-HR. 23.02 19.11 15.90 13.93B:-FC, LEB:HP. HR .485 .536 .. 70 1.173
TErIPER ATURESCOOLAIT Ir, F 87 85 85 84COOLART OUT, F 180 179 177 177OIL SUMP, F 230 228 225 223RM_: RIR, F 93 95 94 95INTAKE MAri, F 97 96 96 96EXH MrNI, F 999 872 766 670
PRESSURESINTRKE MArI, IN HG -. 70 -. 60 -. 50 -. 40EXH MANI, It! HG 0. 00 0.00 0.00 0.00
AIR-FUEL RATIO 20.39 24.91 30.03 34.16ENGINE VOL EFF, % 66.9 67.5 67.5 67.0ENGINE BR TH EFF, % 28.5 25.8 20.6 11.8
'STOP
B-4
* S
r
I TABLE B-5TES&T tATA AnD RE:SULTS
------------------------------------------ENGINE: DEERE 423ST
---------------------WITH TURBOCHARGER, 1000 RPM JULY 19: 1978
BARD PPP IN HG 29.15 29.15 29.15 29.15
DRY BULB TEMP. F 94 94 94 96
WET BULB, F 86 86 86 86
I EfGINE SPEEDP RPM 1000 1000 1000 1000
DYrlO LORAD, LB 124.00 93.00 62.00 31.00
POIER OUTPUT, HP 31.00 23.25 15.50 7.75
BrIEP, PSI 102.81 77.11 51.40 25.70
HIP FLOW.8.2 .5.4LFE TDIFF PR, Iti H20 .81 .62 .5 .
LFE PR, IN H20 .20 .20 .10 .10LFE TEMP,.F 96 96 97 97
PCF .974 .974 .974 .974
i TCF .9137 .9187 .9158 .9158
AIR RATE, LB/HR 384.37 294.2i 236.57 217.65
j FUEL FLOW12TIME FOR I LFF SEC 19.6.4 290.0 458.0 768.4
FUEL RATE, LB/HR 19.31 12.41 7".86 4.69
B:;FC, LBiHP. HR .E.23 .534" .507 .605
TEMPERATURES 48COOLANriT INP F $6 84 82 :1
COOLANT OUT, F 179 178 177 176
OIL SUMP, F 222 216 209 199
AM.B RIR, F 96 96. 97 97
COMP INLET, F 97 97 99 99
COPJ' OUTLET, F 168 139 125 116
TURBO INLET: F 959 775 670 437TURBO OUTLET, F 860 701 564 410
PRESSURESCOMP INLET, IN H20 2.15 1.70 .5.70
I COMP OUTLET, IN HG 8.40 4.10 1.50 .35
TURBO INLET. IN HG 6.30 3.70 2.30 1.70
TURBO OUTLET, IN HG .1.0 .05 . 05 .05
AIR-FUEL RATIO 19.90 23.70 30.10 46.46
ENGINE VOL EFF, % 117.0 96.5 se.2 77.3
ENGINE BR TH EFF, % 22.2 25.9 27.2 22.9
ICop PR BOST 1.30 1.15 1.05 1.01
COMLUP OOT Y.077 .039 .015 .904VALUE OF YC 1COMP TEMP DIFF, F 71 42 26 17
CFJP ISEEITROPIC EFF, % 60.0 52.4 32.5 12.9
.TOP..,/. -
B-5 ..
TABLE B-6
TE;T DATA ArD RESULTS
ENGINE: DEERE 42.39T
WITH TURBOCHARGER, 1500 RPM JLIL'* 18, 1978
:FiApO PP, IIN HG 29.10 29.10 29.10 29. 1 ,'tDRY F:ULB TEMP, F 82 82 82 95(JET SULBi, F 73 73 73 73EINIrE SPEED., RPM 1500 1500 1500 1500[Y'1O LOHAD, LB 106.00 79.50 53.00 26.50POWER OUTPUT, HF" 39.75 29. 81 19.88 9.94BMEP, PSI 87.8. 65.91 43.94 21.97
AIR FLOWLFE DIFF P, IrI H20 .76 .74 .70 .68LFE PR, IN H20 .20 .20 .20 .20LFE TEMP? F 101 101 99 99PCF .972 .972 .972 .972TCF .9043 .9043 .9100 .9100AIR RRTE, LB.'HP 354.38 345.05 328.46 319.08.
FUEL FLOWTIME FOR 1 LE, SEC 220. 8 270.4 3416.4 603.6FUEL RATE, LB/HP 16.30 1:3.31 11.38 5.96BSFCLB/HP.H" .410 .447 .572 .600
T E NFERFAT LIRE -SCOOLANT IN, F 84 82 82 80COOLRHT OUT, F 179 179 177 176OIL SUrMP, F 221 213 208 203A'E: AIR, F 101 101 99 99COMP INLET, F 103 101 100 100COmP OUTLET, F 159 145 132 122TURBO INLET, F ":80 752 595 425TURBO OUTLET, F 798 685 555 399
PRE. .SURESCOmP IrLET, IN H20 2.10 2.00 1.90 1.65CO;'IP OUTLET, Ii HG 6.40 4.90 2.90 1.60TURBO INLET, INI HG 5.40 4.80 3.95 3.30TURBO OUTLET, IN H- .05 .05 .02 .02
AIR-FUEL RATIO 21.74 25.92 28.87 53.50ENGINE VOL EFF, "% 75.0 74.5 73.7 73.4ENGINE FP TH EFF, % 33.7 30.9 24.1 23.0CorF" PP BOOST 1.23 1.17 1.10 1.06'VALUE OF YC .060 .047 .029 .017COrP TEMP DIFF, F 56 44 32 '.22COriP I:.ErtTPOPIC EFF, Z1: 60.2 59.7 50.5 42.6
- TOP
B-6
--- "
TABLE 9-7
TE ST D1ATA A"rt RE_UL I
EriIE: DEERE 42391
WITH TURBOCHARGER, 2000 RPM JULY 19, 1978
BAPO PR, IN HG 29.15 29. I*. 29. 15 29.15DRY FULB TEMP, F 82 82 83WET BULB., F 76 76 76 75ENGINE SPEED, RPM 2000 2(fl 2(o20 0DYNtO LORD, LB 140.00 105.(1) 70.50 *35.25POWER OUTPUT, HP 70.00 52. 5.1 35.25 17.63BMEP, PSI 116.07 87.06 58.45 29.23
RIR FLOWLFE DIFF PR, INI H20 1.18 1.0:3 1.02 .94LFE PR, IN H20 .40 . .30 .20LFE TErI, F 85 :-:5 85 .5PCF .973 .9,4 .974 .974TCF .9517 .9517' .9517 .9517AIR RATE, LB.'HR 579.79 530.79 501.30 462.10
FUEL FLOWJTIME FOR I LB, SEC 126.8 16E1. 1 230.8 338.8FUEL RATE, LB'HR 2:-3.39 22.33 15.60 10.63B,%FC LB,'HP. HR .406 .425 .442 .603
TErM!PERATURE 4COOLAIT IN, F 8: 384 84COOLANT OUT, F 180 179 178 177OIL SUMP, F 234 231 221 216AMB RIR, F :5 85 85 85COMP INLET, F 85 8:A 86 86COMP OUTLET, F 208 182 162 1"33TURBO INLET, F 1001 .:64 777 547TURBO OUTLET, F 892 779 693 507
PRESSURESCOMP INLET, IN H20 3.60 3.25 2.90 2.65COMP OUTLET, IN HG 16.70 12.2( 8.20 4.80TURBO INLET, IN HG 1.2.80 10. (1 8.70 7.00TURBO OUTLET, IIi HG .15 .12 .10 .05
RIP-FUEL RATIO 20.42 23.7" 32.14 43.49ENGINE VOL EFF, % 76.9 75.01 76.0 73.5ENGINE BR TH EFF, % 34.1 32.5 31.2 22.9COMP FR BOOST 1.59 1.29 1.17VALUE OF YC .141 .1'); .075 .046COMP TEMP DIFF, F 12.3 76 47COMP I:&ENTROPIC EFF, % 62.4 61. 1 54.2 53.9VALUE OF YT .0.8 .0;' .E4 . 53TURB EFF, . 81.3 8f... 82.9 76. 2
3 S:TOP
* B-7
- i
TABLE B-8
TET DRTA AND P F:EZULT'&------------------------------ ---------ErItrIE: DEERE 42*39T
----------------------------------------
WITH TURBOCHARGER, 2500 RPM JULY 19, 1978
EBAO PRR, IN HG 29.15 29.15 29.15 9. 15
DRY BULB TEMP- F 83 83 83 A3
WET BULB, F 75 75 75 75
ENC'INE SPEEt', rPM 2500 2500 2500 2500
DL11IO LOARD LB 148.00 111.00 73.50 37.00
POWER OUTPUT, HP 92.50 69.38 45.94 23.13
EBMEP PSI 122.71 92.03 60.94 30.613
AIP FLOWLFE DIFF PR, IN H20 1.69 1.54 1.44 1.30
LFE PP: II H20 .60 .60i .40 .40
LFE TErIP, F 86 87 88 "3.PCF .973 .973 .973 .973
Tc .9487 .9456 .9425 .9425
A P PRATE: LB/HR 827.27 751.41 700.70 632.58
FUEL FLOWTIME FOR 1 LBE "5.EC 91.2 115.6 146.4 202.8
FUEL RATE, LBXHR 39.47 31.14 24.59 17.75
BSFC!: LB/HP. HR .427 .449 .535 .763
TEMnPER ATURE:SC:O01LRT I' F 94 92 88 85
COOLANT OUT, F 182 1SO 179 179
OIL '3'UMP, F 239 242 23:3 28
AMB AIR, F 85 87 83 88
COMP INLET, F 88 83 89 es
:OPP OUTLET. F 286 246 216 173
TUPE:O INLETP F 1105 985 875 685
TURBO OUTLET' F 933 847 764 616
PRESSUPIIESCOMP INLET, IN H20 6. :0 5.80 5.30 4.25
COMP OUTLET, IN HG 30.40 2:3.00 17.50 11.30
TUJPBO INLET: IrN HG 23.30 19.50 16.70 12.80
TUPBO OUTLET. IN HG .40 .35 .20 .15
AIP-FUEL RATIO 20.96 24.13 28.50 35.64
EIGINE VOL EFF, % 75.4 74.1 73.9 72.1
ENGINE B:R TH EFF, % 32.4 30.8 25.8 18. 0
COMP PR BOOST 2.08 1.2 1.62 1.4(3
VALUE OF YC .232 .185 .148 .101
COtIP TEMP DIFF, F 198 158 127 85
COIP I -ENTOPIC EFF, . 64.2 64.3 E3. 65.3
VA.LUE OF YT .137 . 120 . I O .088
TURE: EFF9 " 78.6 77.6 75.7 73.1STOP
B-8
TABLE B-9
Diesel Fuel Properties
Gravity, API No. 35.4
Specific Gravity 0.8478 @ 60OF
Percent Weight of Carbon 86.11
Percent Weight of Hydrogen 13.16
Higher Heating Value, BTU/lb 18422
Lower Heating Value, BTU/lb 17622
Hydrocarbon Composition
Saturates, % V 70.2
Aromatics, % V 28.6
Olefins, % V 1.2
B-9
IIIII
APPENDIX C
MAXIMUM POWER OUTPUT TEST RESULTSVARIABLE NOZZLE AREA TC
IIII1II
I
TABLE C-i
TE_-_. r iTi TA F,t. f 'E.I LT:
EH3ItTE: TjEErE 4;E,:9T
Aerodyne Turbocharger jNr! 4. 79
PIi 'U H' 29.'.6 . --. 69 . ...r.k!, L:j.LB ifItPF, F EP 6 6. 6 2MET 14iLB5 F 55 5555:_ r ' I riE SPEED, .PM I 0 '0 . 1500 . .' .' *, 2 '50- Ytiri LrA.D LB 171 . '0,:, 1 G-2. 0 0 1 0:39.0 15,1-.. 00PO gF':'. OUFUT. HP 42. 75 6:-. 2. 91 .50 "7. 50:MEiP P:I 141.78 150.90 151.7S 129. 34
TUi.JF r.NOZZLE PO:-: .'E'3 D G. 0 n. 0 'i. 0. 1.
TURBF R:Q [:1 "]P :S:PF-EtD RP'1 .141 0 C"- C:) 09 9E:.':.' 10 670.0'
AIR FLOWdLFE DIFF PR IN H20 .4- .74 1.16 1.4-_LFE FR; I' HE .0 .- 0 .50 .60LIE TEIiP, F 70 69 6: 67F'.F .991 .991 .990 .99 0TTF 1.000 1.00-:4 0.O 68-_ 1. 0101
-IR' RATEq. L./HIP :Ii 221 1 9:-.:31 784.95
FUEL FLOWk
TIME FLR 1 LB; :EC 184.9 1:37.2 1":7.1 91.EFUEL RATE, L:."HR 19. 47 2.6. 3S.61 39.30
-FC LE.."HF. .455 . -4 .367 .40:.'
TE . EFMP.TURES3C,-O LANT I'- F 8:4 84 -' 9:-C:OGLIUiT OLIT, F 18, 1 S 17' 180
OIL ":l'ij'.1Pq F 2=0 , 2.2 22E.r'l I:: PI 7 E1, F ,-: 67
COMP INLET; F 67 66 so 67,.., -".:-5.iJM::P OiUTLET, F ISO 184 27T1I1'BO IriLET, F 1185 1220 111 1114
TUrBO OUTLET, F 11 7 1100 988 95'
PRESSURESPFCOIP INLET: I" H2 .90 2.. 10 3. '0, 5.51-1
:OMF OUTLET, It4. HG 9. n 1 -:.,F 23.1:)",) -':50TI.RBO IMLET, IN HG 4. 10 ).' 14.50 : ,. : 0TU BO OUTLET, Ii HG . 05 .20 .- , .51.
RI R-FUEL RATIO 12 .: 14.8 .2'5 '9..7EN T i.E 'V'L EFF, % 76. ' 70. 1.EpIG B1 'E'Br:. TH EFF, % 30. -:5.9 -3.-. 64
i: p;. F :I:S: I . . I I.4J1 1 1. :-:.- 1 . -V LI.E OP " .0,79 .117 "4. .1114ilME TEMP T'F, P 11. 11 !60 ::-T9'R.I. TEMP [IFF , F 58 1'0,:i I E .. ' I
C:OMP I:TENT'OP 'C EFFP, 3.9 5.." 61." 4 "9.41 T UlP
CPU.= 5.4:
SIf C-1
TABLE C-2
TEST ,ATR i:4 t4t 'E-I LTS
PA+G E : [:EF_ ;E 4' ;::'-?T
Aerodyne Turbocharger jl. 4 1479
,,!r LT 11UrBF 55 51- 55
Er t !r :'PEE I .PPI't t 0 ': 0s ,':. 1 0 :', =' l
r-,'rij 1 L D - LB 17:8. QO0 192. 1 t7:3. (@0 147. Of,F ' j ~ l ' G U[J T F '. r r : H - 4 4 .5 : 1 1 0: . .5 9 .: ; :E I P ': I 14 7 . :5 -' 15 '9 19 14 '-.3 .41 ,381
T?. N 0:.] H(],ZLE PO:", TIEG: I I:. fi 10. fl 1 Ci. - 1 "f. 0TUP :I] FOTO .' R.PEETJ: :F'M .711 00 '91600 1155:0 1.7,"1
RIR FPLOW.LFE DIFF PP Iti H20'C .5:3 .94 1.46 1. 66LFE Pr, Ii Hr' .:3:: .40 .6. .70LFE TEM'F P .:3 74 f 71
1 '::F E''1 . .91 . 967
H IFP PFiT E L H 2 75. 71 4::7 .- 5 5:9.94 :36:'. 46
FUEL F Lr.IjTIME FOF I LP- ": 1:3:. 2 140. 1 111.2 9: .4FUEL RTE. Ll:."HR 19 65 25.7 0 2 .:, :Z-7.59. _: C? L P..."H P. H P 442 ::- :
T Efi1FE P ATI.IPE:i::0L ;rHT Ir, F _5 4 :
C OLINT OUT!, F 181 11 11 11
OIL :SIJ F': F 224 229 2:-" 2151r mE' AI, F 7 :S 74 7: 71
f:.1GIMP IN-LET , F 7 _:C.ImP OUTLET, F 20 E. 239 S 4TRF.'E:O INLET, F 1175 1 C 57 10 C-9 106 ATUU: O OIUJLET: F 1 n49 794 -7:-:'5
PP. E:.--: .3 U R E SCr.I*F' I rt!L ET, I N h 0 1. 10 . 0' 5.4 6.7 0COrlr' OUTLET, IN HG 1:3.50Q 26. 50 :.. 04TIJ F:O INLET, INl HG :. E0 16. 60. "'2. C .-:7 .04TUEO OUTLET, IN HG . 1 @ .25 .55 .. 70
AI P- I EL F:FITI O 14. :.3 1: 1.96 2".4-- 14 :.74Er GIN E VOL EFF, 77.4 7:3. '-7,
ENYIE I:.', TH EFF, "% :31 ..E':.H-IrTA kE PP F. TIO .: .4 4.
,0 i- I-F : .:T 1.46 1 . '1"-'UE '-" , 'C,. 114 2 '22 5,'-€
'r7.rIF TEMP TIFF, F 1 171 '-.
TU':ij TEMP .[IFF, F 124 1 151:,:':r;r-' I".: iit o.' r,: EFF, " 44.7 ,_'. 4 C,-"..
E:PEI I F % 4 . -
5...:3c," C-2 . •
"- -.
TABLE C-3
TEST DFTA ritT' PESUJY..T.
F rtI ttI E , Dr('- :F'.*E 42:-:4 T
JAl' I4 :E:, 1979
U:R:O Pf.. HG 2"9.1.3 29.18 2, 9. 1 S 29.18ll.Y El:I.. TEMP, F 75 75 75 75I iAIEl PULSi F 168 16 - 8 6 88 L .EIIGIr 'FPEEt, RPM 750 750 750 750''YNIO LOqD, LD 179.00 134.25 144.00 108.00POW!ER OUTPUT, H4P 3. 56 25.17 27. 00 20.25B'EP, P:SI 14'8:.41 111.31 119.39 89.54TURO tFIZZLE POS, DEG 10.0 10.0 0.0 0.0TURBO PUTOR SPEED, RFM 76860 58:2 00 4941 0 3467"0
AIR FLOWLFE DIFF PR9 IN H20 .62 .46 .40 .33LFE PR, Irl 1-120 .20 .20 .20 .10LFE TEMP, F 75 75 75 75PCF .975 .975 .975 .975TCF .98335 .9835 3*5AIR RATE, LB/HR 315.28 233.92 203.41 167.85
FUEL FLOWTIME FOR 1 LB, SEC 161.6 226.8 196.6 3 .FUEL RATE, LP/HR 22.28 15.87 18.37 10.95
BSFCLB/HP.HR .664 .31 .680 .541
ST .EMPERATURESCOOL.AIT IM, F 75 75 75 75COOLAHT OUT, F 179 180 181 180OIL SUMf, F 173 211 214 213AM BIR, F 75 75 76 76COMP IlLET, F 75 75 76 76COMP OUTLET, IF 210 1?9 175 152TURBO IIILET, F 1170 1050 1170 942TURBO OUTLET, F 1021 943 1115 849
PRESSURESCOMP INLET, IN H20 1.50 .65 .55 40COMP OUTLET, I HG 15.00 7.70 5.10 2.10TURBO INLET, IN HG 8.50 4.80 2.60 1.50
-TURYO OUTLET, IN HG .15 .05 .05 .02
AIRP-FUEL RATIO 14.15 14.74 11.07 15.33ENGINE VOL EFF, % 116.0 98.4 91.4 79.7ENGINE BR TH EFP, % 20.8 21.9 20.3 25.6EXH-IiTAkE PR RATIO .853 .921 .927 .981COP PR BOOST 1.52 1.27 1.18 1.07VALUE OF YC .127 .070 .047 .020COMP TEMP DIFF, F 135 104 99 76TURBO TEMP DIFF, F 149 107 55 93COMP I EITROPIC EFF, % 50.2 35.8 25.7 14.3
STOP
.RU= 5.468
C-3
III1IIII
I APPENDIX D
PART LOAD TEST RESULTSIVARIABLE NOZZLE AREA TC
I
~'
U.IIII
hi___..... ~
TABLE D-1
TE' r TviTH tisCI.L'--------------------------------------------EllG-JIE: DEEEYT----------------------------------------
F .erodyne Turbocharger Jli1 4 ?
ElirIIE 3SPEEt'i RPM1c'' 31 0C 1'u.D'etrj LOj-rI. L':1 '3 :1.'01. : .ci'
F-r;';EP O TT H~ 7.7 7. 75 17.7 7.
* PZI 25. 7 0 2z.' 70 5. 7" 1) 25.0
TUIzF-f rO'::LE PL"3. DEG iI -:
TUJF, tl P0TOP- :EEti. RPM C3~7 f E~9' .~~:
qAlP. FLOW ELFE If IF F PRp, I ri H':C -3 .40
L PE TEMP. F 7.
I-CF I. C, 0~:34 .0'. 1 '"1 1 i 1
Air- P-ATE? LE./-H!. CJU 0 .3~ 1 ''I 4 5
P 11E L F 1- i WTPI'E FOP 1 I-P -.E~C: 799~ . :'~ Q 6
FUEL F-,FTE!S LB/HPI 4.50 4.47 4 .4: 4. 45
~. :L/F.HP .53 .57 .57 1 574
C. 0 0!FER r-T U T F1557
r COOLANT OU F 1 E- 175 47O1L ::I1,F i.* 1'
CRri RIP .! F .9 6,-r-JCMP OTLET FCC
TLIPEBO IN>LET? F 4 CIS 4 1-f41'; 415
TURBO OUITLET F *65
,::MFIP MLET * IN HC' C. .. ij
i::ci 1 OU LET i Iri H1G: C . Ii'1*0c-. :-.1
TUPPO lfiLET, IN HIS.a: . d.0 1
T I - ;,:nO UTLET I N H15 C', 2, Ci
AI-ULPATIO 44.44 47 .:1 14:3. 4.1"
~t' ~VOL EFF, 6:. 2 6 ; 9 E6
EN':lIN T .P.: TH FF.i ' 3:4. 0 - S
Il4 I'TA F P R iT 10 1.54 1 3, C4*4
T r;' r * tVi I lFF-i, F: I
F. EFF: 1714.
r,-r'r FtT'T~PC EF ,5.4IF'D-1
30060
250 50 50u: 40U.
Z W 30
-200 wj 20CE 10
0.
150 0 o-10-20
20 wu0 .60
o o~ 50-j 10 4
0 40 20-i-
50 0
0
~40 (. 1.0z
30 x .
~- 1.5
~- .6 0 1.4.6 0 S1.3co .5-1 a 1.2c-.4 (
CA .3 0co.2 110 *0
.9
-10 0 10 -10 0 10
NOZZLE LEVER POSITION,* ~ NOZZLE LEVER POSITION, 0a
FIGURE D-1 - INFLUENCE OF TURBOCHARGER NOZZLE POSITION ON ENGINEPERFORMANCE AT 1000 RPM and 31 LB LOAD
300
-250 50 -
z 40 -03200 '"=-j vi30 -"-
e 0- 20 -207
150 -0
20
60-
c " 50 -
-j o cc 40s cr 930
Lum 1 0 20
U 5
---
o
40 -- 1.1 -
_30 _0. 1.0
•Zj
.-,x, .9 -
20 --
z-01.5•7 0 01.4-
0
.6 c 1 .3 _ -
" .5 c ' 1.2
.4 -- C .1 -
.3 -
-10 0 10 -10 0
NOZZLE LEVER POSITION, 0 NOZZLE LEVER POSITION Q
FIGURE D-2 - INFLUENCE OF TURBOCHARGER NOZZLE POSITION ON ENGINE
PERFORMANCE AT 100 RPM AND 61 LB LOAD
D-3
TABLE D-2
TESJ T'TA Fibro E:.LT:
ENGINE: DEEPE 4c'_-_:9T
Aerodyne Turbocharger .ii 4, 1':,-'
! iHJ FR. Ir H, 29.54 2 54 29.54 . 4
DI:I FUL:'J D TE F', F ..
E;'1 .EIL.R c, F.-1 55
ErtIHE SPEED, FPM ': cl 0 "1 1 ' 0 0 0
PO'WE: ULIT-T' HF 15.25 I ; . -25 15.25 15.255:r1P. PC 5'. 5:= 55 5:-
T!.AF.E:G NrrZZLE FO: : EG' , ,. 0' - . 0 .
T1F 0 RE:O PrT[O :I:FEEtD P ', ; '-'. :39:-O ,£4 -: 0 - 0
FR F LOI.,I
LFE DIFF PP': IN H2' .'- .4',
LFE PR: IN H;') .15 .20 .1 .1'5
LFE TEMIP- F 7' 70 70 71
FUEL FLOWI
T IME POP~ 1 LB SEC:52. 4'.: 4 .3 7
FLIEL PHT E. LPE/-R635 666 63
p LF. HP. HP 449 .4:37 .450 4 4::.
E M P F T UPE S: ....IN -F°-
':. L F.T 1T F 1 7. -1
TIL ThOF L : F :13: 2.' 4 .-- .. .1" 51 "1 -'. . .--' ". s", .: P..Q-C
FiE:-F L -. RF " ' .. . .
PIF'RI INLET. F .
:O rIP OUTLET' F 7T" 1 - 1 -. 1 '-
T'RBO INLET F .,. 6, 5'-)
TL' IUTLET F 49 47 .t1.
CrJ.rP IILET, IN H" 5-: 45-
,c-r: []IJO TLET, I HI I . I 2. :3') . . I
ILPB O I LET. IH liG 7i ."r 1 . , 7,
T!J=.1 OUTLETF IN H. .- . • "
":Oi~FrL F0 1 T .:. 6. 7.
EN31NE VE. EPF -"EN', i iE ER I H FF :~ * :0 , ._
.. .1 . - --
E'::H-ItiT[A;E P'P PATI[] 1. 'I" 1 ,I'. 1 .:.' i . ,iK 2
,C 'P FP 1O( -" 1 . 1 I 1. ,1 1. 4
,c rJ.n-' TElI:-' !. 1 FF F P"::,4 ' i,
TlJ :O T.F.uiP DIrF F I, -. ':: ,-e 7
,:J 1,! [-F!.I~f' I.. EFF, ::t., ..1.:.- 4.? .
D-4
6i-L'
TAflLE D-3
TESTl liiTi; Rr~ft FLtT~
EPiC71IC~: DCr'E 4':'3:
Aerodyne Turbocharger _07il 4, 1 7"IJF, 17H1 29.54 C"'9. 54 "_5 4 29..54m-y j T ErMC. F 6.. 46 66
D9ll Hi D 3 . 9 0 93. 00 9:3 . u'0 93 . 0: 0:P7W7OUTPUT.- 1P 232 a3.25 2:2,. 2,5 2: 3 . 25
P3177.11 77.11 7711 77. 11
'T I ;10 tFOTIJF: 21IS:Eti, RPM I:3 10 45 180: 324 7 0' 3364 0
LFE DIFF FPq IN H20) .40: 43 3$- .40LFF PR' IN HE'26 . 15 20 . 15 . 15LFE TEMP. F 71 71 71 72
PC9F37 40 .9:537T~~ .%7 9-&~ 97 9, 9:4
'iI.:Ri~E, I ~HP20:..71 2'24. I3_ C. 27 201:1. 0:'1FuELR FUR I L R5
T IME FOP I LEI- E.i: I36. t-. :3 :..(*I 3..
PI!RI RATE. LBoH 9.9 .:55 i:. 1:' 1'7 1
?~C L. H.HR.4-2:3: .424 4 43 *4 3i
T E-i P 'mE P 1-i TURE S5COOL.tIHT IN, F 71 E,7l::OOLr-iHT OUT? F 179 17 9 1017,;OIL SUMttP- F 19 7 i 99 f21 21:02
jE. F I R F f 71 7i:0.1iF INLET, F 0 71 7 1C:OMP OUTLETS F 12-3 122: 127TUPE:O INLET, F 5..4 f -=I
FPE$5UPBi OlTE~ 65 1 t.: 6.91
C OMP IULET' IN H1)' " 1.1' .-
CIJ-NI rJUTLET IN H'3, I-D 4. .o
FiIP-FIJEL PFFTIO t"-". 78 9.9~iF r. - ..n EFP ES. 5 71. 1 .574
E r' P31 R TH EWIF, 1:.* .* Z.~3 .E':04-I1'-T'F4;..E PR PFIT 1 2.
CU% PP E0FJ3 G1 11: 1, 3-. T.''
T ~ ~ ~ ~ ~ 4 2rn't ~,~- 1
T~:~~TEMPF lilr. F .74:
- ITF~ 'ThF F~f~P~ V-F.26. 7 1. 16. 4
D-5
I~ L!
300
250Eu. 70
u w60
a" T 4030
150 0c.)20 -
10
20
uJLU
LU
- 50
x cL. 40-
0 30-j 0 20
Lur
D- 0 10
I-
40 2 1.1c-
1.0
z0
20. X .9
~ .7I.-g
.7 cn 1.5.6 0 1.4
Go .5 " 1.34 - c 1.2
EmL .3 - Q 11 -"a 1.0 *
-10 0 10 -10 0 10
NOZZLE LEVER POSITION. o NOZZLE LEVER POSITION, o
FIGURE D-3 - INFLUENCE OF TURBOCHARGER NOZZLE POSITION ON ENGINEPERFORMANCE AT 1000 RPM AND 93 LB LOAD
j TABLE D-4 7
TE 7.T DRA i tir RED *--.I-- TIL *:
EHiHE rEEPE 42-'--.wT
Acrodyne Turbocharger 1A 4 979
uhpO- FPF irj 141 9. .5 4 :.54 29.' 54 54J~
bf: -c* EILP TEMI ;.F:; 62 l-,j~ELEF55 55 55 55
EH Iti ~FPP~ ~ M 100 (i)? ''o160 0 (':'1DY1iO Lji';C'' LB, 12 4. 0 C 124. G,' 1024 . 0i' 124. 0
FO'.'EP OUTPU HFP:1.(C 1 i~1 3 CIOs 1) 0 i
!-EP PSI 1 02. :31 1).1 10 2. :31 i 19 2. -:.1
TlJF:SO NOZZLE FO:&-*, D'ECC.C :.: :3 *
TRLIP0 rj RO*rOtj''P~cF'D, PPM 4 5:-3 5 6 41 4 4146C*11 4420
RIP FLOW..LFE ILIFP F'R'i IN H2Ct .42 4 4042
LFE PFR INi H'20 .15 20 .15 .15LFE TEMP,. F 7' 2-737PF' 9:77F ..
TC 9 .34 -41 '474C 9 I~
A I Pr-F:TE- 2BH 21:ED.41 20 73 21-7.6:.
PIEpL- FLOIdlTItlE FOR 1 LB, SEC: 2 7:3 2h.4 271. 2,5. 2FUEr-L PATE.- LB..-HPF 13. 13 1. C'L 1:3. 25 1.. ,:
!': .. L1 - .HR4'=5 .42'i Q42 3 .4C2
T EM, FE FPATL rIJPESL:OCOLr-iT Il- F 7''70 -4COOLANT oUTPr F 1:-!,1 1:3. 1.-3113O IL :L-01IF, F 2 05 2'0 1,1E. ~I 207PM'B AlIPF F 7 2 7rnfltP INLETY F 11 71 71COtIP OUTLET S F 1 4 2 1 t:' 141 144TUjf;?O IN'LETq F 9249992TUJREO OUTLET!- F 2 ~ :?:~
P PE::',"1- PE:-7C:OMP1 INLETi, I N H2 0: 0 '75 7
CU2MF' OUTLET' IM HGN 4 ." 69': 4 0 .1
TIJRF.:O INLETS iN- HG3' ''
T 11.REO UJlT T' .TY I N HG 1-1 05 0
FiIR-F'EL E.I 51 7 175 1 15 4-'I ~ENGINE VOL FF, d11 - -.. 7.E.'431Hr-E 21F 5H9
E.'H-INRdAr E PP' rPAiTIOI J,' ~z. .5
FRP ;FrlO-:T 1,E 12'' .i 1. 141: . 7;:F YC FIq
7I~.j TET i' r IF c Pii', 1''p I
5. 4-7
D- 7
,loo
400
350 60U.
X u 40--
0300 w 30.- 20
250 - 00
20 J
uJ 80Lu
cr au 70 -c . 60 _
cc__0___10 0 500_ 40
D 0 30
5 cr. 20 -I-
400
30 C 1.0
20 _ _.._x .9
10
x .7
CL 01.4-.6 0
.4 ,L 1.2 - -0.. 1.5 -
Zo .7- 01.4
-10 0 10 -10 0 10
NOZZLE LEVER POSITION, NOZZLE LEVER POSITION, °
FIGURE D-4 - INFLUENCE OF TURBOCHARGER NOZZLE POSITION ON ENGINEPERFORMANCE AT 1000 RPM AND 124 LB LOAD
-, "' ___ __ __ _.___ _
i ~TABLE D.-5 -
IT
+ ~~E!43IrC'-: IEEFE 4& :.S:'J
Aerodyne Turbocharger aEC 11 1-.".'::
13 :.. --. , I N H-. '. 6-. 6 '? .6' Lrl,"-."= !;_ ! T "+ , .- ,777 77 77
DR ;i;TErPiE" IULE:, F I P- F
r CP t L B50 26',. ' ,6. 5 0 5I 0PUtA..F ,.F'IT, H-, 9.94 9.9-4 9. 94 4
P..' P 31 7 1.9 7 E1.97 . I.9T
Tit':-'J .rPrJ LE FOS, DEG 0. ' . -.. , n. 0
T I''E, .O P C:PjEED , :P ' .P:5) 4._. L .:E i - .
L-E t'IFF PR IN H4c0 .5-3 .6-". % .. 5LFE F'F , IN H-' .. 5 .. ' .S:,' 2I- FE TEMP, F 77 773 7
p- .9::.99-.9 .r.C:9.' . :-'
T F:: . ' 77 ' . . ''. 7 "-"
1P FRFITE, LE-"HR 8., 0 -. 64 2,5. 54 -
rrIE FOP' 1 LB-• :SEC 6.. 55.,-.-FUEL F+TE L:.-'HP 6. 2 6.46 C .
.O E C.6..s:- _ -~
T E F F, T :- I P'
-- C: C:N Ot. FiL i ~ 1 177OIL 1,1TP, F 16 192 1'. 19'
iI; F h .*, F 77 .9'
. INLET, F 79 7; 71 771~-' I1TLET., III 1;-09? gI- f'P I'T E~ -- il- "1 'E0
TUE. I HLET; F 464 457 4- 4.4
TUOE;[ IUTLET, F 418 :- 4.2 4E.
P .E 3'- U. E "'.
COr., = . INLET. I N H0:'_, 1.5060 1 5:
GLF'P rjlITLET: IN HG .E0 , . - -1 I .40
T..iP':O I;'LET, IN HG ". S - 5 .2 0.6TUF'F:l ITET I ' H'p .Ql I -1i .I1 .H01
FI-F_:EL FfTIO 47. (2 49. 61 4E. .4 4::-. 11
Er, N .-E v EFF:, E..3 .
Er..IN;E : .P TH EFF, % 21.7 21.3 :,.4SET.-IrT~ E FR F'FTI1 1.(7: 1. (64 1 ' 1. 073IcOM .r. ; ':: E:OI:JT 1. 03 1. 1 . 'aT1 ,:
VA'LUE OP yr . 7 30 -. ,,, .0.312-cofIF' T Er! ' 1 FF', F .3;:- 4?:' ;37 :-i
TU 'Er TEMP tIFF. F 46 54 4
C:O -' I IErITF'PI' EFF " 11.- _.4 17.4 :.5
GTO F
10-9
350
3007 .60 -
u50S250 Z 40
T 300L2 20
200 010
020
15 wu _r Cco" I0 - -60
0 3510 c
0
40 1.1at
30 2 1.1u- 30-- .
I
20 x .9
I- 1.5 -z 7 (n,
CL 0.6 0S .5 ,,S .4 - C..
(n .4 3 01.0 *--
-10 0 10 -10 0 10
NOZZLE LEVER POSITION, NOZZLE LEVER POSITION, °
FIGURE D-5 - INFLUENCE OF TURBOCHARGER NOZZLE POSITION ON ENGINEPERFORMANCE AT 1500 RPM AND 26.5 LB LOAD
D-10
T r, i ,-.... _ '
TABLE D-6
TE';T D',-Ti'j i-r4Ti :E E IL's.
E-mE: D 'EEPE 42'T
i Aerodyne Turbocharger TIEI 11 1
£,,FT £: ..L I:: r, ~ *. .: 2
Et'];IrE SPEE D,, FPI 15 0 ) 15 ''0 15': 9. 15 f')
D""rtA, L091' L: 53 0( 53. '0 53. (1(' 5 3 . (10P k,1':R' OUTPUT, HP 19. . 19. :-: 19. 3:: 19 .:t,'P, P:31 43. 94 4::3. 4 43.'94 4:':. 94Tl.:;;:F.O NO''ZLE PO.:, tEG 0. 0 :=. 0-::. ' u. 0(TUPE:: F.'.aFO;;, ''PEETD RP'M 40550 490'0 :3:41 .-.4 1 )-
LFE DIFF PR, IN H20 .60 -.5 .57 .60
LFE PR, IN Ha':; 30L TFE'TEMP, F 78 7E. 73 ?ILFEF TEiP F"77:- 7
.F " "::-: • - . .9901
AR P:IE, L_.HF :-:6.17 :-:.--S..-,3 2295.72 :31 1. 2S
FUEL FLOWsIT 'I1E FOR 1 LB: -ES : :-94.0 :::332.:;: :- 2-4.4FUEL P TE, LBE'HR- 9.14 9.40 9. 40 '-,. 37
S'LBH. HR .4 .47' .47: .471~TErIF.ER,.4-TUPE-S
CO H'" I f Itl F 01 79 S- E. 6CJOLr Fi NT T, F 179 178 117"3" 17?0 I L M: U P p: I 20'3 2 r"4 2:114 .0e4AM.: AIR. F 7'-- 7E 73 73
M :II-INLET. F 79 75 74 743 ::OMP1: OUTLET, F 12 1 129 111i 114TUIJ INLET, F 0,- 1-T_'FE.O OUTLET, P 524 5 0r- 54: :r
I FPE:S S:URES,COtlN" INLET, IN H20 1 . ' ; 1. ' 1. 4rC 1.50C:OIM OIJTLET, Iti HIS 1.70 4.40 .:-r! 1. 5'
TUPE:O INLET. Ir. HG . 10 5. .-':0 2. 'O . 9)
TUFEO DUTLET, It HG .1 . ,:1 . ,1 . ,zi
RIP-FIEL P'RFIO 5 1 :35. 5- :31. 4.4Erii'INE VOL EFF, *. .. 1? 7. . 69.:.Eti'3Ir;E BF. TH E':F. % :1. 1 29.2 29. 2. 29. *E':;:- 1TAKE PF: AT I 1 .0t 5 1. ,-,a'. 1. 157 I 01,45I 1.0.56 .1CoIF F'' : :0:T 1 • 1.1515VALUE OF : . 01 17 . (14 . ''14 . C1 5COtP TEiP 91FF, F 41 54 :':7 40T'R.F.[] TEMP DIFF5 F 79 0 65COMP ] 'r:ETROPF'IC EFF, % 21 21 5 41.v? 5.6 0.4
'1TOF
1 D-11
' II --.-...' . --
350
300CC u 60
x U.
250 4006- 30
200 0 00-
i 0
15"Lu
cc m.60
400 30 -
o 20-
40 0 1.1
LL 30 1.0Z
20 -ZX 9uJ
e- j- 1.5 -S.7 ,
.6 0m .5 a.
IA .38 1.0 -*
-10 0 10 -10 0 10
NOZZLE LEVER POSITION, - NOZZLE LEVER POSITION,*
FIGURE D-6 - INFLUENCE OF TURBOCHARGER NOZZLE POSITION ON ENGINEPERFORMANCE AT 1500 RPM AND 53 LB LOAD
D-12
TABLE D-7
Aerodyne Turbocharger trc1
DRFY rA:.TEMP. F 74 7 .4 7 4 74lT ELIL- 1. F 59 59 59 59
Erj,~ja j r ,P k t. F.,r P50 M5.1~'' 1500
P014EF: CiU TPUT HP .A 3 9. 63 129. 6 2 9.1
T U P.E 1i. r3Z L E PO1:to LEG 0:. 0: x3 .' ': **
TIlz :1] .'j TDR PEFTI, RPrl 45r.5 Q 5::? 7 41.4:: 4 Ct.
1AlP F L I *IdL-E EiIFWF'! IN H-20 j; .p .- 62_FE PR,, 1 N H;' -3 0.-3 5
LY E TEJIP F 74 75 76 7 6
*C* 9.3 9 ~ ' 9E:
A~R.RATE, LI"H; HF .Q. 5. 4 .25 3:; r .4
FUEL F LOW.TIE FOJP 1 Ll* F'1 294.8 2195.6 29:236FUEL RRTE!, LF.AHR 1 .2 1 12.1 : 12 . 1 2.2CE.
T:. f -LD.,H.HR412 .411 .4 09 .414
T E ri - E : -'- PT I E'--:.-CIOLFIIIT IIH F 71 .: 7CI:: LA'T OUT, P 179' 17 17 179OIL !:IUMP!. P *2I C.g- C I 211F I AME: AIRS F 74 757E
1) r-P INLET F 75 7687C:OMlP OUTLET, F 128. 1 1~ R511TUB UULTIP4E.1iCOMP INLET!- INr H20 I.E. 0 1 . 3 1 .50 1.60C0rMP OLITLET' IN HG 5.83 ~ 2. 0' 2.(7TL:FE:O0 IrlLET9 IN HG :-3.50 5.2' ) 2. :-: 1- I fTU11 (OUTLETF INl H'7;.0G . 05 ' . 0'5 . 015
iI R- F U EL RTIO0 26. 25 2 -' 25 . 41 25.9-7ENGGU-E VOL EFF 6.9. E. 7 0. 9 6 9. 3 ?QEt1'IE B:R TH EPP% %' 35 13- . 3. 3'. 4E-<H-INT:;iE PP F'iPrIO I1. 0 0 91. 1 . 01i 12C:-or,, F F : J& 1.12 2.. .''11WALUE UPF YC .l 32 .0':54 .'2, a: tCOMP 7 c iP DI FF, F 53.: 63 4351TLIPE-Ij TEMP EIIFF, F 097 :351ICotrP I:.EriTFROF-I' EFF, % 32 1 45.7 22. :3 2 7.
D-13
350
300 U.60
LL
-250 Lu 40-A300.
< 2 20200
10
0~
15 wjcrr6
-j 10 5
wu 40 *U. o 3
0
40 01.1
a. ~30 CL 1.00
20 .9
1.5.7 -' 0
L .6 -0co .5 t
U) .3 0 .
-10 0 10 -10 0 10
NOZZLE LEVER POSITION,"0 NOZZLE LEVER POSITION,
FIGURE D-7 - INFLUENCE OF TURBOCHARGER NOZZLE POSITION ON ENGINEPERFORMANCE AT 1500 RPM AND 79 LB LOAD
TAU'E D-8
1Eb' T Yb v- TtEF .?Mr
Aerodyne Turbocharger ~illi. I1I1:
kk.i T T,- G 62 62 c
sEr i;9 I r~ PFE- F F~ DSC' ~ j: 15 ':
Feli~ L '.2F-!1' L E, 10i ii '..I') 1O..' ' 10 .sFOloa:E G~LITUi HP :9.75 '-' 5 39.7 5 35.7 5
7 7~. -3- -7 8
ILi~:' ~ ::~ OT*DEG- 0l. 0 3 : .': .
TJr-,FOTCIK* ::F>EPLi RPMI 490)1 C, 6154' 5 6 4 C,
LF 111FF PP. I ri H2'= E-4 G-4. .'L
LFE TEr-', F 7 777f
T:F 9770C .:1 C. 93'7
AlP ~ ~ ~ C I:IE G,..F 472.6 5.6 31.4
FUFL rLUldTI FUFq I 'A:, ':EC 23 1.-6 3.4 7.*~ ~ : 4
FL. .:-TE, L' :-HF- 15. 54 15. 49 15.3 15.J
LI. *HP. HP 31 .. s9
T E E F, EF T 11 9- E 2-.I GO f~ T Iti : :171CTOOLANT OUT, F 1- l 1 '1
OIL Y1,F 21 IS 1-.,1-I F 77 fI 7EF
I ,~ ILE T~ F 7C 0',,P OUTLET F 141 14111TUF:E"i ItNLET, F 865
T .<0 OUJTLET, F 'tc 775 7' . -4
C:Ot INLET!- IN H;E:': 1.60 1 . 65 1. E.0 1 .C
CIMPr1 OUTLET, ItA Hr, 4. 40 4.41) : *7c
TUIRBO I rmE T I N HG3: 1 3 .CT'-f-.E;O OUTLETP iri HIS 0 5y )5.0
AIF.-FLIEL RANTIO 21. G .8 2 1 . 15 2 1. 1,.3
EPP.SIrE 'vOL EFF. % 7 .(1A E. 4 i
Er1';ItiiE !,P TH EP % 4
C:O,1P PP.EOO.: 151 11151VALU flF,(c041 0 42~
C:OMPw TEIP DIFF, F 131 ,.
TUF'~:t TEMP 131Fi, F 96- -45 '.4
C:OMP Ir~EfITPOPIC: EFF, 5.4 3 :5 1. -
T I
D- 15
350
300: 60
L.,, 50
250 j 40.30
2 20200 10
0
20
Lu15 * u
CcCdX ( 60
__a_ 0 cr_" lo 0o so,j a 40
U. o 305 cD 20
I-
40 p 1.1
I-.": 30 "] CL. 1.0
z
20 - x .9
.. I-_ 1.5 -
.7 (Al• . .65. 0-
co .5 cc
tj .4 - - 6
(n .3- 0co o 1.0-
-10 0 10 -10 0 10
NOZZLE LEVER POSITION, NOZZLE LEVER POSITION,* 1
FIGURE D-8 - INFLUENCE OF TURBOCHARGER NOZZLE POSITION ON ENGINEPERFORMANCE AT 1500 RPM AND 106 LB LOAD•
D-16 _ _
TABILE D-9
Aerodyne Turbochairger ,r:I..I 7:
rr~~ JTH. HP F- -C 1-. 50 71. 5:1 17. ro
U]J t. lti r177:2LE FI]C !, D'EG, ft''I0.0 -1 . cl c' . C'
Tl..N_ re QTG PITI F . ::P i 4~ 4% ' 7 0' 13' 533~ 17 .141 u
RIF FLO11)LFE tiIFFF Pf. IN H;?20 .94: 78
I- F R! INI H20) W5 ~ 5* *LPE TEMIP F 7P i F*; -m93 3
A I P R~qTE :H 403.9 4'3E E-2* 55 4':'5. 28
TI ~ L. BJ H L P! 10C :3.6 ~ .: ?::..:: :
LrR-,P.HR6.16ll1 .15
C:OrCK F-HrT INrv F 70 j' 71 7 4
OI1L _UtP F' Pl 21 1 2. 1qI IR, F
7 _C i5rj! INLET!, F 77cir-, o'LET.% F 121:1TJI' :O9 INlLETi F 5935.-4ETUI-,:01 OULTLET? F 5.':4 472 97 051
TL"Ir:E:Ol INLET * IN H'3 4. 9Ci 5 C.5
TIJO1:1 GUTLET iNl H"_ . 10 Ill~ i
cil.'PP3 Irj RTr E1F 7, j. 44 18* 1 :3924EFF- ". ;5~i IS tA; .O 1. 69 1 _7 1O 2
-PFM 5~! 9'FF F2 E4?-.
TLIPPU TEPIF EIFF, F 59 9'54
.1 D-17
550
500-,C 60U-
I w 50
10450 Z~ 40
3 0400 0
10) 10
30
25 W 80w
c L60
200-J m 40
D0 30U- c15 cc 20
40- 1.1
u. 30 1.0
200
CL,
w .6 01.
C1.0
-10 0 10 -10 0 10
NOZZLE LEVER POSITION, 0 NOZZLE LEVER POSITION,
FIGURE D-9 - INFLUENCE OF TURBOCHARGER NOZZLE POSITION ON ENGINEPERFORMANCE AT 2000 RPM AND 35 LB LOAD
D- 18
TAflLIL D-1O
r. L.::J L I H i- H i i P -. ',I. T
F t1G] rI' : bEE.E 43:.:J
Aerodync Turbocharger i-I: 3 ;. 1,Th:::
r: .l] FF'. Ir Hi., 29.5 : ,- .3 .-D ', E B.L TEMP- F 71 '1 '1 71IET Y;LB:, F 59 59 59
l G Ir E -:FEEP, .'Fr.1 o""-' '' ;.:' ''0 ,,DEYbO LCtD. LB 70.50 0. 7f.59 7 c.51"A
PI,--F OUTPUT, HP :35. 25 :355 .-35. f. ' 555E8.E r:I 5=.45 5:8.. 45 5:-:. 45 5'. 45
TI ::R O 'r.]'ZLE F3S: ,EG (I . 0 10. ,, -10 ,. 0.0TLI: E;'J P -rOF ":FEE D RPM 6(17 'i' .,_5 o', 407 ' 5 E ,'
TF P: FLI.j4
LFE ,IFF PR, INI H-') .C6 1.n4 .76LFE FP, IN H:-- 4 . .35.35LFE TEMP, F 71 71 71F :F 9-. :IS6 .9 . 9 6
T I:F .9967 .*?, 99-? .:.,
qJR .ATE: LB.'HP 44:-:. 29 541.9 -E.. 9:-1 4:..R. 70
FUEL FL.ITIME FOP 1 LE:, c:SEC "22--E.. 4 224."0 .5. ,.2 37 6P -EL R4TE3, LE:..-HR 15.90 16. '7 15. " 15 . ::2:- r'- B. ."HP. H .451 .45. .45:. 44 'P
TEM' PE'-T'.RE'3-jFJLW. FIT I N: F 7:3 7 :- 7-
C:OLriT OUT, F 179 179 179 179OIL_ SLIIIF F 2 15 1I,5-1
FM AIR, F 71 1 1 71CONP INLET, F 71 7 ,1 71
O:OMr' OUTLET: F 143 1. 1' .4TUIPO INLET, F 7:3. E, 91 59[Ul.:Bo OLITLET, F 655 5771 E. *_9.:'4
P PF:E:3:-U PES:C:OMF INLET- I N H20, .'. 0 :2.4. 4. C.':',
UP TLET, I N HG 5. :-0 15,0': 1 .40l 4.40TUR.'Br INLET, I r H 1_'..7'0 15.41 "-:. 7'-" 5.65T1PF'P.O OUTLET, I 1i HG . Ii( .15 . 1 . 1,
AITP-FUFL P RTIO '213.19 3-. 7";R 24.79 2 .ENGI-E VOL EFF: 69.4 71.1 .: :..ENGINE F:R TH EFF. % Cf. . 0. - :-0.5 '-.EH-INTAKE F'R FiTIO 1I . c . 074 1 . -
:.01F' FR E:OO:-T 1. _ 1. 1... 1.1
../,=1 LU- G17 YC 05 4 ., 7 , 15 ,1-.
COMF TEMP DIFF, F 0 il) 54 65TUBPO TEIP tIFF, F I 12'. 5
C:OMP I.:ErTrPO' IC EFF, . 41. 61.4 14.6 ",4. A
D- 19
550
500u. 60-U.I 50-
450 w, 40-30-
o 1400 7 0
0-
3090-
" 80-25 wU
w. 70-a. 60-
"20 P 5020 004
,, a 40-
U- a 30-15 - 20-
40 O0r 1.1 -
30 _ _._ _1.030- -r
S z
20- x .9-uJ
z .7- UO& 0d.= 6 -0 1.5-
i6 015o .5 cc
.4- C~.3-0
1.0-
-10 0 10 -10 0 10
NOZZLE LEVER POSITION, NOZZLE LEVER POSITION,
FIGURE D-10 - INFLUENCE OF TURBOCHARGER NOZZLE POSITION ON ENGINEPERFORMANCE AT 2000 RPM AND 70.5 LB LOAD I..
_ __ If
I TAALE D-11
Eri1:7 I t;: 11 EE FE -;,j T
-Aerodyre Turbochiarger :.
Til. lF.- F7 7 71 71l,)FI 1..1 'Y F -. .- 5 5Eri rV :FE F RPM 0 Q 2 0: 3': fJ ) 2': '' 0' r1 Co 0J3Yi*,f~il rJ I. LB I 05.0'1) 10 If. . ':, 1i S ) 1 (1.. 0 5.9FDIw,1: OUTPUT, HP 5-. Q 5.?. 5 52, 59 5 7
Tl-;r'Tfl NOZZLE P0> DEf G . '1) 10. co 1 1). 0: i.cT I-!!. F:U ROTOR P.FE~ PM .5 91 ':' 671 C, :31 30 ,:C
LFE DIIFF PP. IN H.E'A .90 .91 1E.6S
LFE TEMP, F 71 7:3 73Pf::F A:93
T-.~ ..P9II 51 99 c1 .91) 1 '-16ie
F IR RATE!, L4H 4r. . 14 4 7 1. R0 on C i. 50 4 1 46-
FUEL FLOWAC. tTitME Ffl 1 . L . :E C 19 E. 16.9.6 17 -*. 4 1 E.9.
~: 9. LB PF HP R. .405.'
CCLM-lrT liN. F 7)71 6L7C11L101 riT OUIT- F 1 :3, I) 11: SAOIL $I IMP' F 231 2,35 1:,2AiN E: FI R- F 71 7:
CO INLET? F 7272COMNP OUTLET. F 157 16 .216 1
TL;*EDINLET. F 95 .387~k.TUF:-*E;O OUTLET. F 797, 1~.:
PR zL%.I-FESC:oric IMIlET. IN H21 . 1 '., 2. -3 ID':o11P OU.TLET. IN HG S. 1 cl ,j:.' 21 (1 4. 1 C;TUJFO INET I H-; 7. 2r ) 5-) t )
TI'F;O OUJTLET. INi HG .15 .15 15 .15
RIP-FUEL PqTIO 22. 1'0 2.3 96ErF3INE '-All- EFF, 7) 0 C,. 7a (2I 67. 7ErGI'F DP TH EFF. 3 .*EXH-IriTAP.E PR R:FITIO .9f V1 .1459 1.CI I
COflP PR IIO3 *n I .-3.114 1.7fVA~LUE OF YC .0-I.4 . 17403
:or~jr- TEMP EiF, ~144*TUFBCG TM tIFF, F li 13147 77i:OrlFp I $..EtITrOP )C: EFF. % 46. 1 4 6 . 02
j I D-21
550
500-u. 60
z w50i450C4
-30S20
400 0S10
030
90
25 800. 70cn
~.60--1 20- F-o 50
m-- 40
0 30-15- 15
0 20-I-
R40- 1.1
~30 CL 1.0z
20, x .9-
z .7 U
S.6- 01.5-
c .4, CL
IL
1.0
-10 0 10 -10 0 10
NOZZLE LEVER POSITION, NOZZLE LEVER POSITION,
FIGURE D-11 - INFLUENCE OF TURBOCHARGER NOZZLE POSITION ON ENGINEPERFORMANCE AT 2000 RPM AND 105 LB LOAD
D-22
TABLZ D-12
Eri,31rjE: .EEF 39T
Aerodyne Turbocharger DE': 12, 19 ?
s:qp O . IN Hc .- 3 29.52 :S. 9. 5.-: . 3-
rPR7 .:tLE: TEM',. F :.31 881 31 81'dET Ci1i , F 67 6? 67 6?EMGINE 2PEED, 1.:F'M 2,000 2 00 200 'OrD'tir] LGRI.D I-D 140. 0 0 149. 00 140. 90 140.00FOJEP OUTPUT, HP 7 A. Q0 70. 90 7 (1 - 0 0 7. U0:tIEF. 1':I 116.07 116.07 116.07 116.07
TU'FBP NOZZLE FO:3 DEG 0. 0 10. 0 -10. 0 0. 0TUPRO F1.OR. "-PEED, RPM 79440 97040 64700 79570
AIR FLOIJLFE DIFF FPP IrI H2O 1.04 1.28 .90 1.04LFE PP. IN Ha0 .50 .55 .40 .5,qLFE TEMP, F 81 8- :0p,:F 9.986 9!:6 .9:6 986TCF .9642 .9611 .961 i .9674l IR RATE., LB..HR 524.34 643.15 45 . 39 526.06
FUEL FLOW1 IME FOR 1 LE*; SEC 13.2 1:. 4 130.'r_: 13 7.2FUEL RATE, Ll'..'HR 27. 013 2*.01 27.52 26.2aE:FC, LB-HF. HP .386 .372 . .. :3 5
TEMFEP TURE:COOLPItT IN, F 74 -0 :3 5COfL~riT OUT: F 181 1:31 1:1 1-1OIL :CUMP: F 229 2a9 227 2 R?RA ' I Ri', F 81 a: 82 '=,:0COMP INLET, F :2 81 o0CRIP OUITLET_ _ F 0_ 0J'. 259 170 1 9 7
TURBO IrIET, F 1C06 9 :'4 1117 990TURBO OLITLET, F 870 723 964 .355
COMP IMLET, IN H20 3. 30 4.50 42.60 :.0COM'P OUTLET, IN HG 14.60 2. 1( 7.6C 14.6
TURE INLET, Itf HG 10.130 2:.0 5.7 0 10. :3(TURBO OUTLETs IN HG .20 a c . 0
AIR-FUEL RATIO 15.40 24. 16.44 20.05ENGIE VOL EFF, % 71.4 73.0 69. 71.23ENGINE PR TH EFF, % 37. ,.2 35. 1 36.9E:H-IrITAKE PP RATIO . 9 .1 . 902COr.P pR BOOST 1.51 1.97 1.27' 1.51VIUE OF YC .124 .214 .069 .124
COM~' TErMP DIFF, F 118 176 :? 117TIPE:O TEMP DIFF, F I6' 181 152: 1:-5COMP I:ENTFeOPI' EPF, %56. . 6.0 4".. 57.2
i -TI]P
D~-23
550
500U-
z w50-
2 _ _ _ _ _ _ _ _
S450 wj 40(n
S30
400 2010
3003090
90
25 w 8(. 70
w , 60j20 50
40
15 ccD 20
4001
30 0 1.0
20 x 1.5
z .7 IU0o 1.5
.6
c. 4
, .3 81.0
-10 0 10 -10 0 10
NOZZLE LEVER POSITION, 0 NOZZLE LEVER POSITION,*0
FIGURE D-12 - INFLUENCE OF TURBOCHARGER NOZZLE POSITION ON ENGINE
PERFORMANCE AT 2000 RPM AND 140 LB LOAD
TADIX D- 13TE '.T T,=tT f.;.i D E'u~
Aerodyne Turbocharger LI-I 1 9
E; PP.1 FFp INl HG 29.51 9..1 2''1 9.51'," .i.E: TEri , 7 77 7
I,!IT !I'_L:, F S 1 61 61 61... , TlE ::-PEE t;, 12' 5:".1 25 0: 2501 2501[irt i LU.3AD . L E' 37 .00 3:7 .00 r,..' O -17 . 00
P.IE~r JTPUr, HP 23. 1.3 2 3. 1:: 2:3. 13 2. 13P'S. 1. P62I 33 ..6:=- 3S 0..- 30.6:- 30.6:1
TUF E"rJ rIOZ7LE P0: rE' I. 0 1. 0 -10. . 0TrI_T- R.OTP :_PEED, PPrI 44' ) IS.7 100 49400 5(0 0
LFE 1 DI F PR, Il H20 .99 1.2-3 .:1:6 9"LFE F'P, IN H20 .50 .60 .4') .50LFE TEMP. F 7.3 3 ?3 73F*:F 985 .55 9:-5 .9:51CF .9901 .9901 .9901 . 9901RAIR RATE, Lr.,'Hr-. 512.14 662. 00 445.00 5112. 14
FUIFL F LOW,.TiME FOR 1 LB- :-'EC 234.4 22:'3.4 2:3. 38.4
PI'FL ..A E, I... 15.36 16. 11 15. 13 15.10B'.FC, L B/HF. H .E64 .697 .654 .653
CO:._1HANT I Ni, F 77 1 71 ?1'rDo_, fN rT OUT , F 17:=: 1 -9 179 179
IOIL :.'_UIP, F 21 =4
AI-lV A R I:., F 72 73 73Ir:.2r ' IrlLET, F 73 7 S: , :
_.F],,,,- LUTLET, F 14 - 2(7 125 147TUI_'O INLET, F 718 '!-'0 7, E. 715TU:E:O OLITLET, F 636 54 707
a PR E:SU:E3CONP IHLET, IN H.210 3.5 4.60 2.5 :-3.0,),COIF OUTLET, IN HG 4. 10 16.0 -1.50.T'Jr:T.r IrI_ET, IN HG 8.10 21. ?0 4.105 0 1TLIF.:E:O OUTLET, I HG .1:. .15 . 10 1,)
.IR-FUEL r:AIOFI'r :1:,...35 41 . 2'9.42 I-:'. 9.:Erl,ItiE M'OL EFF, 67.4 69. 4 67. 7ENGIN7 E;: TH EFF, % 2 0.: 1 ." 21.1 1.2E'-:; - ItiTRVT.*E P; PATIO 1. 119 1.1 I0CL 1 19S 1. 1 .'C:Or'P PR E;OO.T 1.15 1. 59 .96 1 14V -FiA U lz OF Y: . '040Q .141 . 01:3 • : .:;c:O I' TE 'P DIFF, F 1, 1:34 52- 74TUPE: TE P DIFF, F : :::: 9 81':oN' IENT:OPIC EFF. . 2:;.4 5E.. 0 -12. . 5
T rjO
*1 D-25
!0
650
S600- 60 -
50-5
o550 40- 30 -CL
500 2010 -0
25 9i 0(. 80
c cL 7020c20- 60
JLu CC 50 ,-
0 40 -u 15m cc 30 -
I-
0L40-- .1-
I-.u. CC"" 30 C- 1.0
z
20 x: 9Lu
.7.96 o 1.5.5U a.S.4
U.U(n .3 -
________1.0- ____I___
-10 0 10 -10 0 10
NOZZLE LEVER PQSITION. - NOZZLE LEVER POSITION, a I
FIGURE D-13 - INFLUENCE OF TURB(;CHARGER NOZZLE POSITION ON ENGINEPERFORMANCE AT 2500 RPM AND 37 LB LOAD
TABLE D-14
I TE,:T LlTiTFi 'r-!i PE"U!. I S.ErD,; t rlE: .'r:.E ... .3 -. r
j Aerodyne Turbocharger t. 1:', 19.::
.: .. .'d IH 1tt, 1- -9.54 254 4 "9. 54 29.4DF', .. rEmp;, F 77 f7 77I/WETl E:LMI_ F .1 I1 E.I 1 IS:1
E,. ' :F'EEI, RPM 2 '0 a f0 ( a5 f" 25(0D',hr-, .. n, LE: 73.50 73.5 0 73. 50 73.5 9IPIT'...R OUTPUT! HP 45.94 45. 94 45.94 45.94
P~'-' *. . 3: F' 6 0.94 6.f.94 E . . -F,: 0. 9 4
TI. P E:O r.H.40ZZLE PO: ,' DE, 0. (1 " 10 . 0 -I ". Cf 0. 0TI I' . POTO . ::PEEE , * PM 300:0 .150I I .': :'" :-:000
LFE [I1FF PP. IN H20 1.16 1.46 - 1.1?LFE PR, I H'J .55 .65 45 .5LFE TEMP, F 74 74 7" 74PL' F 9. -I:=6 9 181 E. .9*-6
"FC. ~~ .9-1_3= .9-':6G8 .99 0I1 '8.:--
:I.IP :RRTE, L:.'H.P 59:G:. E.3 5 . . 497. 19 E
FUEL FLOITIlME FPOR I LE:, :SEC: 160. 0 157.2 160.-: 15'9.6P~iFL- 5 9 22., a a 2 Z' .7
CF-:, /Hr . H' .490 4S .48 7 .491
TEEPrTF'ETPTE::,':rJULtrAT INr. F 71 75 72 75
COJL~dirr OLIT. F 17'9 1: 0 1*" 0 18=4 OIL :-:L'MP, F 229 31 2 *: .219
ArP HIR, F 74 74 7- 74,T*MJ ' INLET. F ' 5 74 74 75
COMF OUTLET: F 185 :£51 145 1:$7TUPE:O INLET, F :-:7E -. .Cf,--...
TUPBEO OUTLET, F 7, 51 .'1 774
PRE:U RESCOM' ILr4_ET, IN H;2_' :8. 5- 9 0 p. -. 0COP' OUTLET' IN HG 1 . 79 2. 'I 2. -. 11 1T.I;:O IIET, IN HG 11.50 26,70 5.0 I11 '::TU..0. IOUTLETS IN HG .20 .25 1" 0
RI'-I.EL PiRTIO 216. 61 12. a 22.21 26. 77VEn,31rpE ,OL EFF, E-9. 9 71 .5 7.7.
ENGltiE B:R TH EFF: % . .:2 I. C._:.. 1E.H-IurDiFkE PR RRTIO 1. 020 1. 0:321 1. .3 1. (17
C:0?' P~R 1K:Or)T I.3~ I.. :a7 1.vRI.UE OF "C . 095 . 1'% . ,'2:: .
COri TitP rIFF, F 110 17' 71 11-"TLIF-:: TEMP DIFF, F 106 172 79 I "i6C~ryor I3EtITF i:OPI: EFFi, . 16. a%4 -. 0 .3 44. 9
:TOP
1D-27
700
660- uC 60ccILx uj 50
-600 uj 40Ln30-
a.
550-~ 20 k55 10
0
wu 9025--u o
ir a. 70~201§6
I- 3
400 1.1
LI.-30 CL 1.0
20- x .9
a. 0z.6- 0 1.5-
LA.L
1.0
-10 0 10 -10 0 10
NOZZLE LEVER POSITION," NOZZLE LEVER POSITION,*
FIGURE D>14 -INFLUENCE OF TURBOCHARGER NOZZLE POSITION ON ENGINEPERFORMANCE AT 2500 RPM AND 73.5 LB LOAD
D- 28
TIAbLL D-15
rE7:r U., i' ('41i[: F'E-l.lL.T-:- - - - -- - - - ---- ------
EI , I. : DEEPE .:..'.I
Aerodyne Turbocharger TIEr? I-
: . Iti H- . '' : .5? 5
' B TE -, F 77 77 77 "I,IRCT T.P_:, I: 61 6t 61 E. IErr]t"- I E .F r' F:'rI PEI.5 C. 0 1)5 ' UO :5, 0', ... '
'1 tri 1..ll, LB 111. 00 111. ,0 I 11. O0 111.0'.:r,.Ci .-:ik OUTlPUTI H : I- 9..3 3:3 : 69 :3 "9 .
. 1 98'. 0 92. l 92. CIS 92. 0:Tr r'p NF)[Z~l E FO: t . 0• I'I i :. :' -1 -:I. '. 0.
.o rn; . "' EE'I-* Q.Pb P' ':0P PE 1 M5". 9 '11"1:-..-2lC,l' 0' 15 - 'l',:)'1-1
Fj I iF FL_?It,d
LFE DIFF PF'i IN H:: 1.:0 ..: -' 1.Q6 1. 2
LFE PR,: l-l,. .6H .E-5 50 .55LFE TEMP, P 75 74 74 75F-:F .987 9-7 9:7 .987
T 98:35 4:j:. 5FliP RFFITE L.&.HF' EE9. "-'. 7'jC. 18 54 . 5 - ..15
FU E L F LI W.TIME FOR" 1 LE; S.:EC 10-7.7 127. 1 18-6.4 1':.4F UEL R T E , L E.-"H!;, 28. 19 ;:. -32 2::. 4,3 2:3. 4
D= C L F;..." Hr' . H. .406 .408 .411 .4C4
TErg E-FFTiJPE:T.'LIMT IN, F 7 5, 77 :-
f'.[JL.riT OU.T., F 181 E1 1-1 1 13 1OIL :-U'..,,-., F :. 6 232 2 -.6,'AM7;. qiI, F 75 74 7 4 75I::OrIP I trET , F 75 4 75 76CO.I OIJTI_ET- P 2 19 1 17. 216
TUI;IF IHLET, F 990 9 - 1 011 Cf 1 0.'5TUPE' OUTLET, F :60 7 4 1012 11
FPE,3:&1A-PES. .4
1orIF' INLET, IN H2i0 4. E,, . i' .. 40 4. 10COMP OUTLET, IN Hi 17. "0 9. 7, 7.1:' "TUF.'T INLET, I Hu3 15. -0 7-9.307 0 1 .:-T PF;:r L O T L E T I IN H G . : -:: (':5 .2:'..
AIF-FUEL PRTIO 2:3.74 a .90 19. ,-: 4.' )EIl,3INE VOL EFF. 7 0. E. 71.9 6'9. 1 70.2EN3II E :P. TH EFF, :34. ; =-* ::;.3. 7E 1::H-IJTfkE PR PFT O .955 .993 1.17116rOM l PP Di IQ::T 1.60 ;. iE- 1 "..
S OIF 11C . 144 .24 . ,66 . 119U';t'! fEMP D IFF, F 144 1' ' 1 1"':'TUI r; E:r- 1 E'P r IFF , F1F I 1:-: -l 1 - 114CO L I :'ErITROF" II: EFP q 5:3. , 57 .9 ....4 . 4:3. 9
II D-29
-TA 9 a'
750
700- . 60U-wu 507z650 uJ 40
30< 20
600- 06O0 1010
0-
30 90-3. 80-
,o. , 70.L-J 25
-s 00w L 50-
20 0 40-
D 30-1-
40 04 1.1
30 a- 1.04 I-
z
20 .x .9-
.6 0 -.5 1.5
• .E ± O.4 CL,.
.3 - .0
S1.0-10 0 10 -10 0 10
NOZZLE LEVER POSITION,- NOZZLE LEVER POSITION, 0
FIGURE D-15 - INFLUENCE OF TURBOCHARGER NOZZLE POSITION ON ENGINEPERFORMANCE AT 2500 RPM AND 111 LB LOAD
D3-30A ',:
3 ~TA1bLE D-16 ~*
TET EaTi TrI'PI
Aerodyne Turbocharger !1~C I ". 19'E
IkWT~ F E1 I.. IS1
Pl~if LrD,; LE 14:-. 00 u :. 14:3 "11 tJ 1 lj-EP~l rJUTPLiT. HIP- 92. 5' 0~ 93'' Q' 25 9. 5
Ti.;-. El: IJ U LE P11 . DEG 0 0. 0 fi ' 0
LFF DIFF FR.i IN H 0 1. 3: .4: 1 .o IaLFE FF: It Fa' 6E5.7.L :E TED1P, F -7,; 7f: 75 795
ii P PlT E L D:.-"HR 7 c$. (1at 754. 0 . 1 7. 2787.('
9- FL FLONJTIM~E FOR 1 LB-' 100i~. 5 1 0~$ aFUEl_ R'ATqE .H 35-~ 35. s9 1.4
TEP fEFt RT LIP EStF)'JL~i-VT IN, F 91 91I:IMlLtirT GUT? P I!::- p01l-'... "UNPr1F F 2 -- I 24 1 2:3SittMP: qRP, F 76 1& 6 757i:Otr-P INLET!- F 77 77, E6C(Flr-.I:P OUTLET- F 2.4 -=a al 1,l4TUFR:U INLET, F 1 140 1 095 pa? 1 I
T UPF:O U011T L E T, F 97 13~ 114
C:I,:INLET, 1H H;?') 5.00 5.E. k, 4.10: 4. 20C:OMP OUTLET, I N HG, 21. 001' T. .6:' c 13.4 14. 20TU ; TBO INfLET, I N HG 1 Q. 0I 29 40 10.1 I IITL11PI:O OU11TL ET I Ni H G S'' 5 .40 c
A IqPU EL F* qT IO ri 1 ~7 16.5 1ENGINE VOL- EFFY 7' 1 . 5 721 71:1. 1 7(4. 4ENGIhE E:P TH E7FF, 3. 35. 1
E--~~i:E PP PiiTIO ft111 -Uja-j1
V'IPL 'fIE YCPD. 1. 73 1 * i-
COmF TEtIP 11FF, F Ib E.: 5 1,341TUP:O TEMIP 111;FF, F 173 1E.a r*11il 114
-- T OMP~ I FhRtfPIC: EFF, 5 5. 1 5*.5 4. 71 47.2
A1 D- 31
800
750u.C 60U.
50w 5z 40
L30
0
650 0
0 -
LU 9035 w.0. 804L 1
m 70-30 -o 60
00awr 2 050-
0 40-U.25 30x
30-
30 - 21.10I-
z
20 -x .9
40LU,
.6
0
C-)
.1.
10 0 10 -10 0 10
'7, E I-EVER POSITION, oNOZZLE LEVER POSITION, 0a
- .FLUENCE OF TURBOCHARGER NOZZLE POSITION ON ENGINE
?ERYOR."!A.NCE AT 2500 RPM AND 148 LB LOAD
D- 32
r
IIII
IAPPENDIX E
EMISSIONS TEST DATA AND RESULTS
IiII
A
III
A' ___
~ .~''.. 'I-.
I TABLE E-1
Speed-Load Schedule of 13-Mode FederalDiesel Emission Cycle
Mode Speed Torque
j 1 IDLE -
2 S 0.02 xTm
3 S 0.25 xTm
4 S 0.50OxTm
5 5 0.75 x T
6 S TM
7 IDLE -
18 Sm T
9 Sm 0.75x T
110 Sm 0.5OxT11 Sm 0.25 xT
112 Sm 0.02 xT13 IDLE -
NOTES:I Tm - Rated Torque
Sm - Rated Speed
T - Highest Torque at Rated Speed
S - Highest Speed at Rated Torque
* E-1
TABLE E-2
13-HODE FEDERAL DIESEL EtISSION CYCLE
,s DEERE 14239T ENGINE NATURALLY ASPIRATED 25 JULY 1978,,NoJECT 11-5219-0ol 13-MODE NATURAL ASPIRATION TEST
------------------------------------
MODE ENGINE TORQUE POWER FUEL AIR EXHAUST FUELSPEED FLOW FLOW FLOW AIRRPM LB-FT BHP LB/MIN LB/MIN LB/MIN RATIO.
--- -------------------------------------------------------1 839 0.0 0.0 .03 2.70 2.73 .0132 1701) 2.6 .8 .o8 S.88 5.9b .033 170U 33.5 10.8 .12 5.86 5.98 .0214 1700 67.0 21.7 .17 5.8 6.01 .030s 1700 100.4 32.5 .23 5.74 5.97 .0416 1700 133.9 43.3 .30 Sb7 5.97 .052
7 848 0.0 0.0 .0 2.75 2.79 .0138 25(1 98.5 't6.9 .38 7.86 8.24 .0489 25n0 73.5 3S.0 .31 7.91 8.22 .040
10 2500 49.2 23.4 .26 7.89 8.15 .03411 2500 24.7 11.7 .23 7.97 8.20 .02912 2500 2.b 1.3 .22 7.97 8.19 .02713 822 0.0 0.0 .03 2.71 2.74 .013
-----------------------------------------------------------------------MODE HC CO+ NO++ WEIGHTED BSHC BSCO+ BSN02++ HUM.
PPH PPM PP" BHP G/HP HR G/HP HR G/HP HR GR/LB- - ------------------------------------------------------------------
1 780 bS 83 0.00 R R R 118.92 780 S89 82 .07 72.16 108.b3 299S 118.93 680 S85 1bb .87 4.95 8.49 3.95 118.94 620 470 343 1.73 2,27 3.43 9,11 118.95 600 345 588 2.b0 1.4b 1.7 4,b7 118.9b boo 388 899 3.47 1.09 1.41 5,04 111.17 800 b6S "68 0.00 R R R 111.18 440 4b2 53b 3.75 1.02 2.14 9.07 111.19 5b0 b81 379 2.80 1.74 4.21 3.84 111.1
10 800 1244 201 1.88 3.67 11.38 3T02 111.111 2680 2193 74 .94 24.70 40.2b 2j25 111.1
12 5680 2450 53 .10 .91.Ob 422.04 14.93 110.013 780 483 bb 0.00 R R R 110.0CYCLE COMPOSITE BSHC = b,282 GRAH/BHP HR
BSCOl = 8,7S7 GRAM/BHP HRBSN02++= 4.33b GRAH/BHP HR
BSHC + BSN02+ = 10.b18 GRAM/BHP HRBSFC .33 LB/BHP HR
+ CONVERTED TO WET BASIS* CONVERTED TO WET BASIS,
CORRECTED TO 7S GRAINS OF WATER PER LB. OF DRY AIRAND CORRECTED TO 85 DEG. F INLET TEMP. PERFEDERAL REGISTER PARA. 8S.974-18
E-2 .
TABLE E-313-MODE FEDERAL DIESEL EIISSI'Ut CYCLE I-
JOHN DEERE 923qT ENGINE WITH TURbOCHAR(;ER 25 JULY 19785 PROJECT 11-S214-UUI 13-tiODE BASELINE TEST
MODE ENG'INE TORQUE POWER FUEL AIR EXHAUST FUEL
SPEED FLOW FLOW FLOW AIRRPM LB-FT BHP LBI/fIN L.b/NINt LB/HIN RATIO
----------------------------------------------------------------
I 82t 0.0 0.0 .03 2.62 2.bS .0132 17UU 3.9 1.3, .08 ?.08 6.1b .0133 170n S2. 1.6 . .15 6.38 6.S3 ,.U2' 1200 104. 1 33. .2S 16.77 7.02 .0365 1"00 156.2 SO.6 .3* 7.2% 7.58 o0'47
h 17UU 20?.S b7.1 .sb 10.77 11.33 .0527 832 0.0 0.tI .0* 2.b8 2.72 .158 2SOt jsh.'+ 08.8 .6S 13.48 14.13 .1148S 2Sol 139.8 k.b .So 12.S5 13.05 n0.
10 2500 q3.2V I.4 .39 11.38 .11.77 .03411 2500 417.3 22.5 .27 10o27 .10.54 .02712 2Su0 3.9 1.q .17 R.3% 9.s5. .01813 822 0.0 0.0 .03 2.74 2.77 .012
------ -------------- -------------------------------
MODE IC CO+ NO++ WEIGHTED BSHC BSCU+ BSN02+f HUM.
PPii PPM PPM BHP G/HP HR G/HP HR G/HP HIR GR/L
1 520 477 103 0.00 m R R 109,?2 52( 440 830 10 33.17 55.96 1b,72 109,73 440 3S8 275 1.3s 2.25 .3.bb sb 109.7% 360 198 618 2.70 .99 1.09 S.56 109.7S 3b0 165 1202 4.05 .71 bs 7.78 119.7
6 200 272 2020 5,3 415 1. 21 14.72 119.77 580 So 105 0.00 R R R 119,78 160 274 1b35 7.10 *34 1.15 11.24 119.79 - 100 141 9aS 5.32 ,ab .73 8.34 11R.7
10 520 182 4179 3.55 1.82 1.27 5.49 11q,?11 320 278 263 1.80 1.98 3.43 S.,2 119.712 440 S29 91 15 29.44 70.56 19.q8 119.713 560 9SO 105 0.00 R R R 119.7CYCLE COMPOSITE BSHC 1,161 GRAM/BHP HR
BSCO+ 1.995 GRAM/BHP HRBSNO2+= 9.281 GRAM/BHP HR
BSHC + SSN02++= 10.442 GRAM/BHP HRBSFC .52b LB/8HP HR
+ CONVERTED TO WET BASIS+ CONVERTED TO WET BASIS,
CORRECTED TO 7S GRAINS OF WATER PER LB. OF DRY AIRAND CORRECTED TO 85 DEG. F INLET TEHP. PERFEDERAL REGISTER PARA. 85.974-18
E-3
' " ' " A. " s ' , . ,- - ,
TABLE E-4
13--fil[oE FETErAL DIE Et. EMI' 1 Tr14 oC"/CLE
.IJHN :9i EE.I 42'391" E16'.IhE I.JITH! F'Or-.Yt"4E Tkl;-'l.4) ,.fIII' t9l 97
p. 1I-5...14-'.1 9 .. PZ:-OITI'rI - .:T r-FEES
rIr LIE Er'3G I IE TrEJF 9., IE POWER FUEL AI . EXHAkI3.T FUEL.J>EEU FL 041 FLOW FLOI AIRPPM Lt:-FT U.Hr LB.*'I;I LE:.'M II L: 41h RATIO
1 858 0. 0 O.0 .03 2.77 2.80 .0122 1700 .3.9 1.3 .09 5.31 5.40 .016
1700 52.1 16.9 .16 5.57 5.73 .0284 1700 104.4 33.8 .24 5.97 6.21 .0415 1700 156.5 50.7 .34 6.55 6.89 .0526 1700 208.0 67.3 .44 7.23 7.67 .0617 854 0.0 0.0 .04 2.61 2.65 .0158 2500 186.8 88.9 .63 11.59 12.22 .0549 2500 140.1 66.7 .50 10.55 11.05 .047
10 ;2500 93.4 44.4 .38 9.46 9.84 .04011 2500 47.4 22.6 .26 8.21 8.47 . 02.212 2500 3.9 1.9 .19 7.62 7.81 .02513 839 0.0 0.0 .03 2.61 P'.64 .013
MODE HC CO+ NO++ BSHC r:SCO+ BlA02++ HUMPPM PPM PPM G/HP HR G3/HP HR G./HP HR GR'LB
1 6403 502 71 R R R 95.92 752 716 94 42.01 79.71 17.36 95.93 544 727 322 2.44 6.49 4.72 95.94 424 206 666 1.03 1.00 5.29 95.95 440 167 1347 .79 .60 7.92 95.96 260 416 1515 .39 1.25 7.46 95.97 576 443 156 R R R 95.98 178 370 1580 .32 1.34 9.38 95.99 134 157 1021 .29 .69 7.31 95.910 316 206 511 .92. 1.20 4.89 95.911 440 428 289 2.18 4.23 4.70 95.912 2272 1:338 45 124.90 201.40 8.17 95.913 736 445 59 R R R 95.9
CYCLE COMPOSITE BSHC = 1.590 GRAM'PHP HRBSCO+ = 2.874 GRArM/:HP HRBS02++= 7.283 GRAM/FH:P HR
BSHC + BSN02++= 8.873 GR~tIE:HP HRBSFC .503 LB/BHP HR
+ CONVERTED TO WET E:ASIS++ CONVERTED TO WET BASIS
CORRECTED TO 75 GRAIIS U WATER PER LP. OF FR;;Y AIRArD CORRECTED TO 85 DEG F INLET TEMP PERFEDERAL REGISTER PARA 85.974-18
E-4
ETABLE E-5
S:3--#'fli!I'E FELI,:R,'FL IE SEL IO) . '':_E
.', U F 4.:.'..r ur-r,:4IIE I.I ITH iE;:cI"f"tY4c- ru..r:G j~-Ih j:;, 197"9j~ : *" T 1 l- .,---14 ---- rI--Z-LE FO it H ------- --
.O!,E Jr.;IIi* TURI'UE POWER FIEL Ri R, EXHoLST FUEL.:'PEED FLOD FL, FLOW) r-I R,
:: RPM. LF.-FT B.H F LB /M-lli LR:i At L:/ I FIT 10
1 863 0.0 0.0 .03 2.91 2.94 .0112 1700 3.9 1.3 .09 5.99 6.08 .014. 1700 52. 16.9 .16 6.41 6.57 024
4 1700 104.4 33.8 .24 7.16 7.40 .0345 1700 156.5 50.7 .33 8.15 8.48 .0416 1700 ,:,8.0 67.3 .43 9.17 9.60 .0467 860 0.0 0.0 .04 3.07 3.11 .0128 2500 186. 8 88.9 .63 14.21 1.4.84 .0449 2500 140.1 66.7 .50 13.45 13.95 .037
10 2500 93.4 44.4 .39 12.40 12.79 .03211 2500 47.4 22.6 .28 10.86 11.14 .02612 2500 3.9 1.9 .17 9.27 9.44 .01913 845 0.0 0.0 .03 2.69 2.72 .012
MODE HC CO+ rO++ ::SHC BSCO+ T:V:ro2++ HUMPPtM PPM PPM G.'HP HP G 'HP HR GHP HR G::'LB
1 540 417 72 R R R 94.82 528 400 108 :33. 2 1 50.18 22.34 94.83 4*32 301 313 2.22 3.08 5.28 94.84 340 163 655 .98 .94 6.20 94.85 292 116 1184 .65 .51 8.57 94.86 170 115 1648 . -. .43 10.15 94.S7 540 416 196 R R R 94.8
:" lie1 193 1929 ..6 .85 1:. 91 94.8
9 80 106 1127 .22 .58 10.19 94.810 190 150 525 .72 1.14 6.54 94.811 312 2139 269 2. 03 3. 11 5.74 94.81 - 496 469 104 32.97 62.20 22.68 94.813 536 416 94 R R R 94.8
CYCLE COMPOSITE BSHC = 1. 007 G'AMxE:HP HRBSCO+ = 1.611 GRFt.BHP HRBStlO2++= 9.767 GFRAM/HP HR
BHC + PS :O.++= 10.773 GRRII/IVHP HRBSFC = .502 LP.',HP HR
+ CONVERTED TO WET BASIS++ CONVERTED TO WET BA 1S
CORRECTED TO 75 GRAIINS OF 5WhTER PER LB OF DRY SIRAtND fCORRECTED TO 85 DEG F INLET TEP PER5 FEDERAL REGISTER PARR 85.974-18
3 E-5
..................................
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C) C n CJC
CO~~I I- In P-
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APPENDIX F
MATH MODEL DEVELOPMENT
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F-2
TABLE F-3 - Experimentally Determined Fuel and Air Flow Rates
13-MODE FEDERAL DIESEL EMISS1014 CYCLE
PROJECT: 11-4q9-0O2 TEST DATE 4-7-78 TEST NO.3 994 HRS iENGINE: CATERPILLAR 3208 DI NA SERIAL NO.IAb3.8S----- ----------- -- ----- ----- ----- ------- -------- -- -- ---;iODE ENGINE TUOUE PUWER FUEL AIR EXHAUST FUEL.
SPEED FLOW FLOW FLOW AIRRpm LB-FT Blip LG/MIN LB/HIN Lq/KIN RATD (
---------------------------------------------- ------- --------------- --I b.. 3.5 .4 .0; 7.0; " .2 .0062 168b 10.S 3.4 .14 19lq 19.58 .0073 1h8U 119.0 38.1 .27 1 c.4 2 19.69 .014%
168bU 238.1 ?b.2 .4u 19.30 19.74 .023
5 1 8d 357.1 114,2 .63 18.88 19.51 .U33
b 168) 4.7 b.2 152,3 .q J.3 q 19.29 .0497 b4S 8.8 1.1 .04 7.04 7.08 .00b
8 2800 367.6 19b.O 1.34 2 8.19 29.53 .0479 2800 273.1 145.6 .97 28.t9 29.4b .034
10 2801) 183.8 98,U .75 28.51 29.2b .02b11 2800 91.0 48.5 ,50 28.22 28.72 .011812 281l) 7.o 3.7 .31 28.10 2802 .01113 bSLJ 3.5 .4 .04 7.12 .7.17 .00b
ii ..
TABLE F-4 - Experimentally Determined Fuel and Air-Flow Rates .
13-HODE FEDERAL DIESEL EMISSION CYCLE
PROJECT: 11-19)8-11 TEST DATE V-b-7S TEST NO. 130 MRS.ENGINE: HInO XODEL E'7'OE SERIAL NO.323q7....... .... .. .... .. ; .... FUE ..... EXH US .. . UE ; " ; ZODE ENGINE TOROUE POWER FUEL R S F* SPEED FLOVI FLOW FLOW . AIR
RPHt LB-FT 8HP LS/HIN LS/MZN LB/MIN RAIOI-------------------------------------------- ----------------------- 4.
1 S41 0.0 0.11 03 3.R7 4.oo .007
2 211 7.0 2.7 .10 1S.b6 15.71 .00O3 allOu 77.o 21.3 023 IS.41 1S.bl °Uls
4 ?Iluu 15a.6 7.3 .37 15.214 1S.h1 .02'S 2V110 2S.9 Rb.0 *S2 1S.0% 1S.SS .(13
b 21111 2q7.b 113.3 .71 1q1.8 15.52 *08
7 54U U.0 0,0 .02 3,RS 4.U0 006
, 3ita 250.3 143.11 1.00 21.21 ??.22 .U47
q 3tiOu 187.3 1917.0 .7b e1.bl 22.37 .035
10 3Piou 127., 73.11 #Sb 21.6 22.2l .0U
11 30o0s b.3 3S.0 .3V 21.64 22.02 .01R
1? 3111)11 7.0 4.0 .24 21.54l 21.83 .011
13 $3'* 0.0 0.0 .03 3.Re 3.94 .007
F-3
TABLE F-S
MODEL ESTIMATION OF HIGHWAY FUEL ECONOMY
C~~~~FS~~1 Drl I*W uaN~~.V E E LrI'Jb1f:EP OF CYL INV CERS : 4E:'JPE De~ftr'ETEF: (IN) .--LEN~GTH- OF 3-TPI~kE 1EI:S:PL~iCENETJT (CU' IN)9 -3.E :c 1 E.
Ir4Tr0:E VE tiI~it1ETEP :Irs:' 1 .IfTRkE VriL'E LIFT iri)
,iTtlE3:PHER: I C TENIPEF.:ATUR.E '-rP :5 0.U.0j'JLFltll TEtiPEFATUzl.E tr' --.".Ef(IFUE~L FicEAT Itrl Vu"i~LtE k(iT-,Tl-lLl'.): 1 c-
&&,ic:IFIC (IAIT F FUEL'4,.TrOr:HIOI-lETPIC F/A PHTIO
WJEIG3HT OP THE VEHICLE fLSB'25FUIEL ,::rNSuimr' ;t1?
FLIEL ECiM-.Jif-Y aM~PG-', -
T ri7 P 10( D :~ fC :9g-4.-74 MPF:H FEI~ &c4. 74-153. 0 NFH PEF:IOlf t-I 7'
* 5-40 M*PH FFPICI =72 FAEHJOVE 4" MPH FERIOD' 6~ .E7
F-4
IT INPUT
I OPEN,READI \ AND CLOSE/, \SPEED-TORQUE/
IFILE
;IBHP BMEPIiIHP FMEP
iA ASUME FUEL-I FAIRSRATIO, FR-O.02
SESTIMATE INDICATEDTHERMAL EFFICIENCY
i CALCULATE FUELi] 7 CONSUMED
ESTIMATE VOLUMETRIC. EFFICIENCY AND
: AIR INTAKE
ALCULATE ACTUALFUEL-AIR RATIO,
FR2
FR:FR+O.OI IF (FR2-FR) ZO.OI
II7SENERGY
I \OU~~TOP TAL2)iTIEI
U FIGURE F-I -MATH MODEL FLOW CHART FOR A NATURALLY ASPIRATEDDIESEL ENGINE OVER THE 13 MODE FEDERAL DIESELEMISSION CYCLE
AD-AOBI #112 AEROYNE DALLAS TX F/6 21/41TURSOC1IARGING OF SMALL INTERNAL COMBUSTION ENGINES AS A MEANS O-ETC(U)1979 OAAKTO7- C0031
yUSA I5Zfl "END
Ilill ElI
111121
1jjj.25 . ji___
MICROCOPY RESOLUTION TEST CHkPTNATIONAL BUREAU OF STANO)ARDS-1963-11
NOZZLE LEVER POSITION -100
* 1000 RPM_____________0 1500 RPM ___
*2000 RPM*2500 RPM
1.7
1.6
S1.5
1.4 Y________ 0.877 + 5.80E-5X + 5.69E 9X 2 _____ _____
1.3 XB- MEPVSPED
1.2
1.1
1.0afo
.9
.81000 2000 3000 4000 5000 6000
BMEP XV'SPEED
FIGURE F-2 - PRESSURE BOOST AS A FUNCTION OF BMEP AND ENGINESPEED -100 NOZZLE POSITION
F-6
"pIe PO1
I NOZZLE LEVER POSITION 00
o 1000 RPM_____0 1500 RPM
*2000 RPM
I C2500 RPM
1 2.0
1.9
1.8
1.7
1.5
* 1.4
1.3 Y 0.9676 + 1.414E-3X+4.537E-6X 2-1 .082E-9X3
1.2 - WHERE V =P1/PA
X -B1MEP 0SPEEO/1000
1.1
1.0
.9
.8100 200 300 400
SMEP X SPEED1000
FIGURE F-3 -PRESSURE BOOST AS A FUNCTION OF BINEP AND ENGINESPEED - 0* NOZZLE POSITION
F- 7
2.3 - NOZZLE LEVER POSITION +10
2.2 0 1000 RPM
0 1500 RPM
2.1 - * 2000 RPM
. 02500 RPM2.0 ______
1.9 -
1.8
1.7 -
<1.6
1.5 Y 1.0098+1.421 E-3X+7.2896E-6X 2 +1.478E-BX3
1.4 WHERE Y = P1/PAX = SMEP * SPEED/1000
1.3:
1.2 &-
0 0
1.1 -
1.0
.9
.8100 200 300 400
BMEP X SPEED
1000
FIGURE F-4 - PRESSURE BOOST AS A FUNCTION OF BMEP ANDENGINE SPEED - + 100 NOZZLE POSITION
F-8
1501
140
130-I
120
110
100
90- -10 NOZZLE LEVER POSITION
8o
70 D
- 60Y -358.86+593.6X
-231.75X2 +37.04X
3
50 WHERE Y - AT
30 * 1000 RPMT 0 1500 RPM
20 - 2000 RPM0 2500 RPM
I 10
!o ILI L I, I II.! .9 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2.0 2.1
XIAFIGURE F-5 - TEMPERATURE RISE ACROSS THE COMPRESSOR AS A
FUNCTION OF BOOST PRESSURE - -100 NOZZLE POSITION
F-9
180
170
160
150
140
130
120__ _
110
0" NOZZLE LEVER POSITION
so -1.312E-2X2+2.323E-5X 3
WHERE Y - &T70 -10090-
80 - -1 . 1000 RPM
0 1500 RPM
40 * - 2000 RPM
O - 2500 RPM30-
20
10
.9 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2.0 2.1
PPA
FIGURE F-6 - TEMPERATURE RISE ACROSS THE COMPRESSOR AS A FUNCTIONOF BOOST PRESSURE - 0" NOZZLE POSITION [
F- 10
mT
180
170-
160
150-
140 __/
130/
120
110- +100 NOZZLE LEVER POSITION
100
90-
<~80
70- - 1000 RPM
s0 0 - 1500 RPM
60 • * 2000 RPM
0 - 2500 RPM" ,50-
30-
20
10-
.9 1.0 1.1 1.2 1.3 1.4 1.5 1.8 1.7 1.8 1.9 2.0 2.1
PPA
IFIGURE F-7 - TEMPERATURE RISE ACROSS THE COMPRESSOR AS A FUNCTIONOF BOOST PRESSURE - +10° NOZZLE POSITION
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