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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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

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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

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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

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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

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c~co

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EMISSIONS AND FUEL ECONOMY OVER 13-MODEFEDERAL DIESEL EMISSION CYCLE

FIGURE 19

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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

..................................

o (Y) - *flC%l;z co L9- if U) n U) ci

a- . - - a- a n CW7 CO+l I-(*.J a-a C'kJ r_. Cl)

Lo 0%Cj elq C>to .- 7n - 00 ; in Le! f

C) C n CJC

CO~~I I- In P-

* U!.- C

m to c'j cop- to 4 .* to to C:, I.o Lo r-.a

CJC4. CD, C; 'C";

-n CO cc)03 CO C4 c, i SD U) C

C') S.D a- CJ CO r - a- C) toS.wLa Cl -a CI'S - Cl%J

'IJ C) Lo -. Lf C> CY) to 0l to-a) * C)w 4K- a- C a - Cl C> m- 0

cnn

C3 a- Qpt ( ) CJ lt r-.Ckc

caD ZD cm InC oCZC) CO c 0 ~ * * ~ m

co C) .nI

4cn IxCbi- . \ s - I.a V

+e a-) In CV)-'. OCJ C)

Lt.o t) c o - C) C-.-ct40 C*) 0n I w In toC) I-s f* * cv. . * 0% . * '.+) a- '.0 a-; V_ to D c-C%

LAJ 0

la.-

qa 0 qc CV) to C) cU~ CD a

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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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