Stratified charge rotary aircraft engine technology enablement program

TABLE 3.1 ANALYSIS SUMMARY Factor of Part Load Sources Safety Thermal Cycles End Housings Firing + Press Fit + 1.5 w Centrifugal Crankshaft Centrifugal + Firing 8000 rpm, 1400 psi 3.4 9600 rpm, ii00 psi 2.9 Rotor Thermal + Firing + 1.9 i00,000 + Centrifugal Rotor Housing Thermal + Firing External Ribs TDC Region, away from 1,000 - i0,000 bosses TDC Region at bosses 40* - 400 *40 cyc!es does not meet the previously identified design criteria.

Prior experience is that cracks at bosses propagate very slowly.

Development changes are required to improve the LCF life.

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Additional analysis was done for the combined spark plug/pilot injector boss. A two-dimensional finite element heat transfer and i thermal stress analysis was conducted which indicated that the high thermal stresses in this area would cause crack initiation in 40 $ start/stop cycles. These cracks tend to be self-relieving since the highest stress is compressive, and thus do not propagate rapidly.

It is nevertheless recommended that the developmental changes outlined in the Design Report be pursued to increase the cycles to crack initiation.

c. End Housings The end housings were analyzed using data from the 2116R engine program where failures had occurred. Essentially the 2116R i configuration was strengthened to be adequate, then scaled down to

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the 1007R size, then strengthened an additional amount for the much higher design pressure.

d. Crankshaft Crankshaft analysis was undertaken at contract inception to determine shaft slopes for a two main bearing single-rotor engine at the high-speed, high-firing pressure conditions. Excessive shaft slopes were calculated approximately 2 mm/m (0.002 in./in.).

Consideration was then given to incorporating outboard bearings to reduce shaft slopes. This configuration reduced the slope below 1.49 mm/m (0.00149 in./in.) at the 9600 rpm (120% of design speed) and was _elected for final design, procurement, and test.

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Crankshaft stresses were acceptable for all speed and load conditions considered.

e. Bearin_ Analysis Two (2) bearing analyses were performed: one, evaluation of SAE 30 oil in place of the Design-recommended SAE 50 and two, evaluation of the as-built bearing clearances versus the Design-recommended bearing clearances. Although both oils provided satisfactory bearing performances, the SAE 50 grade oil provided increased operating film thicknesses and therefore was preferred. In the latter study, although some main-shaft bearing clearances were a i little under the low limit, bearing analysis data suggested satisfactory bearing performance would be maintained at speeds up to 8000 rpm, the initial build maximum speed objective.

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Bill of Material t A complete Bill of Material was included in the Task I design report.

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Design Revisions a. Design Jobs Completed Since Release of 12/16/83 Design Report al. Major subassembly and assembly drawings.

a2. Bill of Material.

a3.

Design layouts in support of engine assembly for test stand 20-6 installation. Some layouts provided base engine part modification for mounting of desired instrumentation/ measurement equipment.

a4.

Crankshaft main bearings and rotor bearing performance evaluation using SAE 30 oil rather than the SAE 50 oil originally recommended.

a5. Low compression ratio rotor (CR=6.7:1.0) detail and assembly drawings.

a6.

Drawings for engine oil drain and venting adapters, fuel injection pump supports/brackets and rotor housing coolant pressure and thermocouple instrumentation.

aT. Evaluation of Build 1 as-built main-shaft bearing clearances.

a8.

Base_ on apex seal wear rig testing, incorporated rotor apex slot Nibron plating (0.005-0.0010 THK per JD Specification 5755) to enhance rotor slot/apex seal compatibility, reference 617001N, Revision B.

a9.

Incorporated Lord isolation bushings on three (3) bolting locations of the fuel injection pump flange to provide pump isolation from accessory gearbox, reference LS-33612, Revisions

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D and G.

b. Layouts and Pertinent Sketches LS-33600 - Crankshaft & Bearing Assembly

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LS-33601 - Rotor Assembly LS-33602 - Housing, Rotor LS-33603 - Housing, Drive End I LS-33604 - Housing, Anti-Drive End LS-33605 - Turbocharger After-Cooled System LS-33606 - Counterweight Installation & Removal

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LS-33608 - Housing, Rotor (FI & S/P Assembly) LS-33611 - 1007R Driveline - Test Stand 20-6 Arrangement LS-33612 - Fuel Injection & Oil Metering Pump Drive System LS-33613 - Oil Drain & Vent Fittings, T/C in-out, Oil

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Fittings (Sheet i); Coolant Extension, Inlet & Outlet (Sheet 2)

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LS-33615 Plate Assembly, F.I. Nozzle (revised)

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m LS-33619 Instrumentation, 1007R Driveline Test Stand 20-6 Arrangement SK-12838 - Ring, Mount SK-12846 - Tube Assembly, Oil Drain, Turbocharger SK-12847 - Adapter Assembly, Oil Inlet, Turbocharger SK-12848 - Tube Assembly, Oil Drain, End Housing SK-12849 - Tube Assembly, Breather, End Housing SK-12850N - Gasket, Oil Inlet Connector Flange, Turbocharger SK-12851N - Gasket, Oil Drain Tube Assembly, Turbocharger SK-12852 - Housing Assembly, Rotor (rework-coolant pressure) SK-12853 - Rotor Housing Thermocouple Installation-Hot Zone SK-12868 - Bracket, Instrumentation SK-12869 - Pick-up Assembly, Ignition SK-12970 - Support, Speed Sensor SK-12871 - Support, Top Dead Center Sensor SK-12872 - Plate, Slider SK-12838 - Ring Assembly, Mount SK-12879 - Support Assembly, Fuel Injection and Oil Metering Pump Drive System SK-12880 Extension, Coolant (weldment) t SK-12881 Extension, Coolant Inlet

FABRICATION Fabrication of the major hardware for the _|ASA Technology Enablement Rig Engine was initiated second quarter 1983. All work was controlled in accordance with the Product Assurance provisions of Appendix B of the contract requirements.

Following is a review of major components fabrication.

Crankshafts The crankshafts were fabricated from forged AMS6260 steel which was ultrasonic and magnetic particle inspected to assure material integrity. The forgings were machined to semi-finished size and then carburized on the journals and eccentric surface. After hardening and tempering, the shaft was finish-machined. Final NDT inspection consisted of magnetic particle test on all surfaces and etching of the carburized areas to assure absence of grinding burns.

Gears (Roto[ and Stationary) Gears were fabricated from AMS6260 pancake forgings. After rough machining the forgings were magnetic particle tested to assure a crack-free condition. The pieces were semi-finish-machined and then carburized, on the gear tooth surfaces, and hardened and finish- machined. Final NDT inspection consisted of 100% magnetic particle inspection and grinding burn etch of carburized areas.

Housings (Covers, Side Housings, Rotor Housings) All housings were sand cast in aluminum. The rotor housing was cast from 201 material while the other housings were 357 (side housings) and 356 (covers). Selected areas of some housings were designated as high-stress areas by design and analysis. In these areas special chilling was placed so as to promote fine dendritic grain size and low gas and micro shrinkage porosity, thus resulting in higher properties after heat treatment.

All castings were radiographic and fluorescent penetrant inspected after heat treatment prior to release for machining. In a few instances small, cosmetic repair welds were permitted in areas of low stress. No major repairs were required. Following final machining, pressure checks were performed to assure part integrity.

Molybdenum was applied to the combustion chamber face of the side housings. This material was applied by flame spray and was then ground and lapped.

A coating of tungsten carbide in a cobalt matrix was applied to the rotor housing trochoid surface by the Linde D-gun (detonation gun).

This coating was ground and lapped to produce the required fine finish.

Rotor

The rotor was investment cast from 17-4 PH steel. This material was

chosen because of its excellent castability and its good mechanical

properties. However, like all stainless steels, 17-4 PH has a

tendency to gall when in sliding contact with certain other

materials. It was demonstrated by compatibility tests that the apex

sea_ might hang up against the rotor; therefore, it was necessary to

coat the apex seal slots to prevent contact between the seal and the

rotor material. A nickel, thallium, boron electroless nickel plate

was chosen for this coating. This plate develops very high hardness

to resist wear. Also, the fine intermetallic precipitate, which

yields the high hardness, acts as a friction barrier to assure

compatibility between the plate and adjacent seal materials.

Several problem areas were encountered in investment casting the

rotor. The investment casting process is capable of reproducing

details very accurately and indeed this was the case with all

dimensions except the center web and the pocket. It was noted by

the casting supplier that in all cases the center web dimension was

undersize by approximately .03" even though the tooling was

correctly sized. Several variations in casting procedure were

attempted, however, this problem was not corrected. The problem in

the pocket was due to an error in the tooling design which was

easily corrected. In order not to delay the program, it was decided

to accept two rotors with these conditions while tooling

modifications were made to correct castings remaining to be poured.

These rotors were made subject to operational restrictions in

allowable peak pressure. The remaining rotors being procured will

have proper center webs an_ pocket dimensions after machining.

All rotors completed and currently on order are 7.5:1 compression

ratio. Procurement of the low ratio (6.0:1) rotor has been deferred

with NASA concurrence.

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Major Parts Procured Quantity Part Number Description Housing, Drive End 210000 Housing, Drive End-Casting 210000Cast Rotor Housing 210001 Rotor Housing-Casting 210001Cast Rotor Housing-Coating 210001Coat Rotor 210002N2 Rotor - Casting 210002N2Cast Rotor - Shot Peening 210002N2SP Housing, Anti-Drive End 210003 Housing, Anti-Drive End Casting 210003Cast Cover, Drive End Housing 210004 Cover, Drive End Housing 210004Cast Cover, Anti-Drive End Housing 210005 Cover, Anti-Drive End Housing 210005Cast Seal, Rotor Side 210006N2 Crankshaft 210007 Crankshaft (Forging) 210007HF Bearing, Rotor 210008N Bearing, Crankshaft Main 210009 Bearing, Crankshaft Main 210010N2 Spring, Rotor Apex Seal 210011 Bearing, Crankshaft Main (Thrust) 210012N Bearing: Crankshaft Main 210013N 210015 Spring, Rotor Button Gear, Stationary 210017 Balance Weight 210018 Balance Weight, Crankshaft (Forging) 210018HF Gear, Rotor 210019 i0 Gear, Rotor (Forging) 210019HF Flywheel 210020 Flywheel, Mainshaft (Forging) 210020HF 210021 Support, Bearing Baffle Plate Assembly 210022NI Baffle Plate Assembly 210022N2 Seal, Rotor Apex (Short) 210023 Seal, Rotor ApeX (Long) 210024 Stud (Short) 210025 Stud, Rotor Housing (Long) 210026 Pin, Rotor ApeX Seal 210027 Nozzle Assembly, Partial (Main) 210028N Nozzle Assembly, Partial (Pilot) 210028N Spring, Rotor Side Seal 210031 Oil Seal Set (Inn & Outer 2 Sets/Rotor) 210035 Spring, Front Inner 210038 Spripg, Front Outer Oil Seal 210039 210040 Spring, Rear Inner Spring, Rear Outer Oil Seal 210041 spring, Front Outer (Racing Type) 210042 Spring, Rear Outer (Racing Type) 210043

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Quanti ty Description Part Number Nut, Flywheel Attaching 210046 Nut, Balance Weight 2[0047 Lock, Flywheel Attaching Nut 2[0049 Cone, Flywheel Centering 2[0050 i00 Spark plug (12 mm) 2[0057N Aftercooler Core 210060 Spray Bar Assembly, Oil Metering 210062 Timing Control, Ignition 210063 Turbocharger Assembly 210065N1 Dowel 210067 20O Nut, Rotor Housing Tie Bolt 210068 Fuel Injection Pump, Main 210072 i Fuel Injection Pump, Pilot 210073 Air Intake Manifold Assembly 210074 Extension, Exhaust 210075

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Aftercooler Housing Assembly 210076 i !

Cover, Aftercooler Housing Assembly 210077 Mainshaft Master Balance Weight 210095 Stud, Mainshaft Master Balance Weight 210096 i Washer, Mainshaft Master Balance 210097N Weight Stud Drive System-Fuel Injection & Oil LS-33612 Metering

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'PEST PLAN (I) Test Objective _{un-in and acceptance testing of the 1007R Technology Enablement Rig _,ng[ne to establish mechanical integrity and baseline performance.

(l) Tests The test program consists of dynamometer tests with the first 1007R rig engine in a modified existing facility leased by John Deere Technologies Int'l, Inc., from Curtiss-Wright Corporation, Dynamometer Test Cell WX20-6.

A. Overall Test Program The test program is anticipated to be one continuous program in which engine operation is investigated and documented. The order in which testing is planned to be conducted is in the general format outlined herein: i. Engine/Test Cell Preparations Basic test cell and engine systems checkout and calibration. Engine run-in.

2. Baseline Performance Documentation Variable speed and load with injection nozzles of different spray geometry, turbocharger turbine housings with a range of A/R's and engine inlet temperatures.

B. Installation l • Install and align the engine on test stand WX20-6 using the Rexnord T83-1784 coupling and the Cotta 1.70:1 reduction gearbox.

2. Connect injection pump (pilot and main) timing controls.

3. Connect ignition timing controls.

Connect test-stand oil system, including oil metering o system and turbocharger, using Texaco Premium AD-100 SAE 50 oil.

Connect test-stand coolant system ,;sing 50% by volume .

of ethylene glycol antifreeze and 4ater plus inhibitor.

6. Connect air measurement system including air filter.

7. Connect intercooler coolant system.

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b. Connect exhaust system.

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9.

Connect fuel system using Flotron measuring systems to indicate pilot and total fuel flows using Jet A,

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turbine engine fuel.

I0. Connect Top Dead Center pickup (verify with rotor position).

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Install and connect translational vibration pickups.

ii.

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12.

Connect RPM pickup.

13. Connect injection nozzle proximators.

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Install and connect the torsi.graph and accelerometers.

14.

Connect the BTC 19cation combustion pressure pickup.

15.

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(Other three locations have P/N 210078 substituting plugs) 16. Connect chip detectors (3) Connect turbo RPM pickup.

17.

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18.

Connect ignition trigger.

19.

Provide temperature measurements at: (a) 2 SK-12853 rotor housing hot zone (b) air bottle (c) compressor inlet (d) compressor outlet (e) engine inlet (f) engine outlet (g) turbine outlet (multiple) (h) coolant inlet (RTD) (i) coolant outlet (RTD) (j) intercooler coolant inlet (k) intercooler coolant outlet (I) gearbox coolant inlet (engine to dynamometer) (m) gearbox coolant outlet (engine to dynamometer) (n) pilot flotron fuel inlet (o) main flotron fuel inlet (p) pilot injection pump fuel inlet (q) main injection pump fuel inlet (r) oil inlet (RTD and thermo) (s) oil outlet (RTD and thermo) (t) oil outlet (anti-drive end) (u) oil outlet (drive end) (v) turbocharger oil outlet 20.

Provide pressure measurement at:

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(a) SK-12852 rotor housing coolant (b) compressor inlet (total)

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(c) compressor outlet (total) (d) engine inlet (total) (e) engine outlet (total) (f) engine outlet (dynamic) (g) turbine outlet (static) (h) engine coolant inlet (i) engine coolant outlet (j) oil inlet (k) pilot flotron fuel inlet (I) main flotron fuel inlet (m) pilot injection pump fuel inlet (n) main injection pump fuel inlet (o) turbocharger oil inlet (p) pilot fuel pump timing pressure (q) main fuel pump timing pressure (r) pilot pump fuel transfer pressure (s) main fuel pump transfer pressure 21. RPM measurements are to be engine crankshaft speed.

22.

Provide for other parameter measurement/reading as required per Item H., Measurements and Precision.

C. Operatignal Limits/Basic Data i. Coolant inlet temperature 175 + 5°F 2. Oil inlet temperature 165 T 5°F 3. Oil outlet temperature 240°F max.

4. Oil inlet pressure 65 + 5 psig 5. Coolant flow 2000 Ib/h per 1000 rpm .

Minimum firing speed 2000 crankshaft rpm .

Minimum oil pressure to turbocharger 30 psig 8.

Coolant pressure 25 psig @ 16,000 ib/h flow 9.

Flotron flowmeter inlet pressure 15 psig I0.

Ignition system battery voltage 22-25 volts ii.

Fuel injection pumps inlet temperature 90°F max.

12.

Engine maximum speed 8000 rpm 13.

Combustion pressure ii00 psi max.

D. Run-in I. Prior to running, check function of the following: I (a) Fuel system (b) Coolant system (c) Oil system - oil to turbocharger

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- oil to oil metering pump

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Do (d) Dynamometer load (e) Ignition system (f) Instrumentation (g) intercooler coolant system , Conduct static oil flow check with coolant and lubricating oil temperatures per inlet limits.

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Conduct static air leak check with 0.075-inch orifice and 65-psig inlet pressure.

• Since a driveline torsional exists below 2000 crankshaft rpm, the engine is to be motored to 2000 rpm before activating ignition or starting fuel injection.

The torsi.graph and accelerometers will be monitored during the run-in.

Running will be inltiated with the following possible component variables: (a) Turbocharger P/N 210065NI utilizing 1.3 A/R turbine housing P/N 210064N3 (b) Pilot Injection Nozzle P/N 210028N25 (0.007-inch orifice) (c) Main Injection Nozzle P/N 210028N8 (6 x 0.010-inch) Run-in Schedule ii During run-in the engine inlet temperature (intercooler outlet temperature) will be maintained at 85-95°F by varying intercooler coolant flow.

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Best power operation will be obtained by varying ignition, pilot, and main injection timings. Since timing variation of the pumps is 32 crankshaft degrees, retiming of the pump drives may be required.

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For run-in only, the oil metering pump will be set to meter oil equal to 2 percent of rated power (160 hp) fuel flow at rated speed (8000 rpm). All other running will utilize a 1% setting of the metering pump.

. Run-in and Initial Performance Work Schedule 30 Minutes per point Pt____. _ BMEP Pt. rpm BMEP 1 2000 20 8 6000 70 2 2000 40 9 6000 i00 3 3000 70 i0 7000 70 4 4000 50 II 7000 i00 5 4000 70 12 7000 130 6 4000 90 13 2000 40 7 5000 40 14 Hot air leek check ---- + Nozzle changes may be made during this period as results indicate.

• If a turbo change is required at completion of above run-in, the turbocharger will be removed from the engine. An internal engine inspection will be made at this time.

E. Motorin@ Friction Motoring friction data will be obtained over the engine speed range with coolant and lubricating oil preheated to operating unit temperature limits.

F. Engine Checkout and Acceptance Testing Note: Based on data obtained during the run-in, the turbocharger turbine housing may oe replaced for a change of A/R.

G. Performance At selected speeds between 4000 and 8000 rpm, obtain variable load curves to define engine characteristics with optimized fuel injection and ignition timings.

(a) Variations of available main and pilot injection nozzles will be tested as dictated by previous results• (b) At selected operating conditions, the effect of intercooler outlet temperature will be evaluated.

(c) If data dictate the turbocharger turbine housing will be replaced to vary the A/R and data obtained at selected operating conditions.

Note: Items (a), (b), and (c) may be obtained in combination.

H. Measurements and Precision Test data recorded will be in accordance with the following list: (a) Barometric pressure, true in. Hg.

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(b) Wet bulb temperature o F (c) Dry bulb temperature o F

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(d) Vapor pressure in. Hg.

(e) Date Mo./Date/Year (f) Time of day 0-2400 (g) Total time hours (h) Engine speed Crankshaft rpm

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(i) Dynamometer load Ib

(j) Brake horsepower bhp

(k) Airflow Ib/h

(I) Fuel flow, pilot ib/h

(m) Fuel flow, total Ib/h

(n) Fuel air ratio

(o) Brake specific fuel

consumption ib/bhp-h

(p) Brake specific air

consumption ib/bhp-h

(q) Coolant flow Ib/h

(r) Coolant inlet temperature °F

(s) Coolant outlet temperature °F (t) Coolant inlet temperature (RTD) °F (u) Coolant outlet temperature (RTD) °F (v) Coolant temperature rise (RTD) °F (w) Intercooler coolant inlet temperature o F (x) Intercooler coolant outlet temperature o F (y) Coolant inlet pressure psig (z) Coolant outlet pressure psig (aa) Rotor housing coolant pressure psig (ab) oil flow ib/min (ac) Oil inlet temperature °F (ad) Oil outlet temperature (ADE) °F (ae) Oil outlet temperature (DE) °F (af) Oil outlet temperature turbo- charger o F (ag) Oil inlet temperature (RTD) °F (ah) Oil outlet temperature (RTD) °F (ai) Oil temperature rise (RTD) °F (aj) Engine oil pressure psig (ak) Turbocharger oil pressure psig (a!) Air bottle temperature °F (am) Compressor inlet temperature °F (an) Engine inlet temperature °F o F (ao) Turbine inlet temperature o F (ap) Turbine outlet temperature (aq) Compressor inlet pressure in. H20/in. Hg.

in. Hg.

(at) Compressor outlet pressure (as) Engine inlet pressure in. Hg.

in. Hg.

(at) Turbine inlet pressure (au) Turbine outlet pressure in. Hg.

deg., BTC (av) Ignition timing - start deg.

(aw) Ignition duration deg., BTC (ax) Pilot injection - start (ay) Pilot injection - duration deg.

deg., BTC (az) Main injection - start (ba) Main injection - duration deg.

(bb) Fuel inlet temperature - o F pilot pump (bc) Fuel inlet temperature - o F main pump (bd) Fuel transfer pressure - pilot pump psig (be) Fuel transfer pressure - main pump psig (bf) Fuel inlet pressure - pilot pump psig (bg) Fuel inlet pressure - main pump psig psig (bh) Timing pressure - pilot pump (bi) Timing pressure - main pump psig psig (bj) Peak combustion pressure o F (bk) Rotor housing temperatures Note: Test equipment and instrumentation will be calibrated and maintained in accordance with MIL-C-45662.

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TEST RESULTS AND DISCUSSION Testing Of the 1007R rig engine No. 0701 Build No. 1 was initiated with the following configuration: 1 - F/N 210002N2, 7.5:1 compression ratio rotor 2 - P/N 210001, ATC pilot rotor housing 3 - P/N 210028N8, main injection nozzle with six 0.254-mm (0.010-in.) orifices 4 - P/N 210028N25, pilot injection nozzle with one 0.178-mm (0.007-in.) orifice 5 - P/N 210057N4, single ground electrode spark plug 6 - P/N 210082, pressure transducer (AVL) located at the BTC location in the rotor housing for monitoring peak combustion pressures 7 - P/N 210065NI, turbocharger with P/N 210064N3 turbine housing having a 1.3 A/R Prior to conducting the Test Plan run-in, the pilot injection nozzle and spark plug penetration was varied to produce consistent combustion when supplying fuel to only the pilot nozzle. Table 6.1 presents the variations evaluated together with a record of all nozzle and spark plug changes made throughout the complete test. It should be noted that spark plug changes were made only for location or configuration variation as no spark plug fouling or mishap occurred during the approximate 70 hours of testing. Early running with the main injector produced erratic combustion. As a diagnostic, two different hot long reach 12-mm spark plugs, SK-12164 and SK-12165, were tried and a major improvement was achieved. The run-in of the engine was completed with the SK-12164 plug.

At completion of the run-in a static air leak test was performed with the following results compared to the post assembly test: Total Pressure Engine Cavity Pressure (psi) Status Time-(h) (psi) Assembly 0 65 41, 42, 34 (cold eng.)

End of run-in 17:00 65 54, 52, 51 (hot eng.)

46:00 65 60, 50, 55 (hot eng.)

The beneficial effects of the run-in on sealing are noted. The leakage tester consists of a gage, a 0.075-in.-diameter orifice, and a second gage in series.

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Engine Checkout and Acceptance Testing This phase of the testing was directed at establishing the mechanical integrity of the engine and baseline performance as a vehicle for evaluating technology enablement features of a nhighly advanced" aircraft engine.

A peak combustion pressure limit of 6.5 MPa (950 psi) was imposed due to discovery of a thin wall in a portion of the combustion pocket of a rotor of the same part number. Since the rotors are precision castings, the rotor in the engine would have the same discrepant wall thickness. Post-test calibration of the pressure tranducer, amplifier, and oscilloscope indicated that pressure readings during the test were approximately 35 percent too high.

This restricted the maximum BMEP to approximately 950 kpa (138 psi).

In the interest of conservatism with a newly designed engine, it was decided to obtain all required data at 6000 rpm and below before higher speed investigations. No problems occurred at the higher speeds up to 8000 rpm.

Performance Results a. Mqtorin@ Power Figure 6.1 is a comparison of the estimated motoring power of the rig engine as compared with the motored rig engine with a reduction gearbox of 98% efficiency (per the manufacturer), the belt drive accessory box for driving the injection and oil metering pumps and shaft encoder, and a l-lb dynamometer tare load. The dynamometer tare is equivalent to 0.75 kW (i hp) at 6000 engine rpm. The major discrepancy between projected engine and Was motored" rig power is believed to be the effect of the turbocharger turbine acting as a brake and thus increasing the pumping work. Subsequent tests are planned for motoring without the belt-box and turbocharger.

Evaluations will also be conducted using the Norland Digital Analyzer with four rotor housing pressure transducers to separate pumping work and mechanical friction. _t some speeds Willans line projections have shown correlation with the projected motoring power.

b. Fuel Consumption Figure 6.2 presents fuel consumption versus power characteristics of the rig engine as tested at various speeds. Data have been adjusted for the dynamometer tare and reduction gearbox efficiency. The maximum power developed was 79 kW (106 hp) at 7500 rpm as restricted by peak combustion pressure. Minimum fuel consumption was 282 g/kWh (0.464 Ib/bhp-h) at 6000 rpm. Maximum power at 8000 rpm was restricted to 72 kW due to injection pump characteristics and test-stand linkage restrictions, which have since been removed. At 5000 rpm and particularly 4000 rpm, the fuel consumption characteristic versus power is undesirable and is a result of the turbocharger turbine matching.

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Figure 6.3 presents the mixture strengths associated with the data of Figure 6.2 and indicates richer than desired fuel air ratios at 4000 and 5000 rpm for optimum combustion efficiency. Extrapolation of mixture strengths at the higher speeds to higher powers results in richer mixture and lower efficiency, which suggests operation with a lower A/R turbine housing. All data shown were accumulated ? with the smallest total orifice area main injection nozzle. Testing i A of a larger orifice area nozzle producing shorter duration of injection and increased spray penetration indicated slightly reduced performance and combustion stability.

Figures 6.4 and 6.5 for 5000 and 6000 rpm, respectively, illustrate the characteristics of several engine performance and operating parameters plotted against BMEP. Noticeable are the effects of intercooling the combustion air for controlling peak combustion pressures on most parameters. Early testing had shown the desirability of high engine inlet temperature for its effect on combustion efficiency and stability. As a result intercooling was minimized.

Figure 6.6 is the map of the AiResearch compressor of the turbocharger installed on the engine. Figure 6.7 presents the engine operating lines on the excerpted lower half of the compressor map for engine speeds from 4000 through 8000 rpm. Inspection shows

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that an excellent match has been achieved with maximum compressor efficiency in the high engine RPM range required for the aircraft engine.

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c. Heat Re_ection to Coolant and Lubricant ] Engine heat rejection to the coolant and lubricating oil for the test conditions are shown on Figures 6.8 and 6.9, respectively. The characteristics are basically as anticipated based on fuel-air ratios obtained at the various speeds. The heat rejection to the oil is artificially high at 7500 and 8000 rpm due to decreased below normal oil inlet temperature as a precautionary measure for the main bearings' protection.

l Fuel In_ection System As described in the Task I Design Report, the fuel injection system

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Finalized configurations and the results of their computer simulation are shown in Table 6.2 and Figure 6.10 for the main system and in Table 6.3 and Figure 6.11 for the pilot system. The

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fuel pumps are driven at one-quarter engine speed by a cogged belt drive system and, therefore, all the abscissa values in Figures 6.10 and 6.11 must be multiplied by a factor of four to convert from pump

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TABLE 6.2 SIMULATION INPUT FOR THE MAIN INJECTION SYSTEM i. Pump Configurations Type DM Pump Number of Plungers 4 Diameter of Plungers 6.350-mm (0.250-in.)

Cam 18.288-mm (0.720-in.) r_dius 15 mm 3 (9.15 x 10 -4 in. e ) Delivery Valve Retraction Snubber Valve Orifice 0.457-mm (0.018-in.) dia.

75.8 mm 3 (4.63 x 10 -3 in. 3) Fuel Delivery /stroke at 2000 pump rpm 2. Line Configuration 1.397-mm (0.055-in.) I.D. x 50.8-mm (2-in.) length 3. Nozzle Configurations Pencil Nozzle Type _A" Dimension 12.7 cm (5 in.)

Length of Stud 8 cm (1.5 in.)

Opening Pressure .,442 kPa (3400 psi) Orifice 6 x 0.279-mm (0.011-in.) dia.

Maximum Needle Travel 0.457 mm (0.018 in.)

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Diameter of Plungers Cam 0.186 tad (i0 degrees 40 min) 20 mm 3 (12.2 x 10 -4 in. 3) Delivery Valve Retraction Snubber Valve Orifice 0.457-mm (0 018-in.) dia.

4.65 mm 3 (2[84 x 10 -4 in. 3) Fuel Delivery /stroke at 2000 pump rpm 2. Line Configuration 1.397-mm (0.055-in.) I.D. x 50.8-mm (2-in.) length 3. Nozzle Configurations Pencil Nozzle Type "A" Dimension 12.7 cm (5 in.)

3.8 cm (1.5 in.)

Length of Stud Opening Pressure 23,442 kPa (3400 psi) Orifice 1 x 0.178-mm (0.007-in.) dia.

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INll a. Main In_ection System The design point for the main system was a delivery of 75 cubic millimeters of fuel at 8000 injections per minute with a peak pressure of 69 mPa (10,000 psi) and an injection duration of 60 degrees. As can be seen from the simulation results Stanadyne degrees. As can be seen from the simulation results, Stanadyne predicted that they could meet these objectives but that they were pushing each component to its established limit and that they would not be able to push the pump to either raise the speed, increase the delivery, raise the pressure, or shorten the injection duration.

Based on this predicted performance two fuel pumps were built and ris-tested to verify their performance. The performance of the pumps on the test rig was documented in a test report. The re_ort shows that they were able to achieve a delivery of 73 to 74 mm _ per stroke at 2000 rpm pump speed (8000 rpm engine speed) with a duration of 15 pump degrees (60 engine degrees) at a peak line pressure of 55 mPa (8000 psi). A series of photographs were made of the injector needle lift and the injection line pressure at maximum delivery from 100 to 2000 rpm pump speed. As can be determined from examination of the photographs, the injection system dynamics were acceptable above 2000 rpm engine speed.

The fuel pump was equipped with a timing device which permitted the timing to be varied, using fuel pressure as a hydraulic power source, by 8 pump degrees (32 engine degrees). This device was also rig-tested as part of the fuel pump testing and the above-mentioned test report documents that it performs as expected.

The [_erformance of the main injection system on the engine has been satisfactory, and there have been no mechanical problems with the pump or the injector. Figure 6.12 is a plot of the engine's brake mean effective pressure versus total fuel flow per injection. This plot shows each data point taken during the test program.

Examination of these data reveals that there is a virtually a linear relationship between power output and fuel flow at each of the speeds and powers which have been run. This is a good indicator that there were no test points with different injection characteristics (such as eight stroking or multiple injections).

Observation of the needle lift traces during engine operation also did not reveal any poor behavior.

Direct comparison of the performance of the main injection system on the engine and test rig cannot be made at this time as the engine has not been run to the maximum fuel flow available from the pumps (which is where the pumps were documented on the test stand). An analysis of the engine data to determine the average injection pressure (as measured in the injection line) was made, using the main fuel flow, measured main injection duration, and a discharge coefficient for the spray holes (including sac restrictions and needle seat restrictions) of 0.5. In examining a curve of average r injection pressure versus speed, Figure 6.13, it is useful to think of system compliance. To facilitate this, a system with zero compliance is defined as an infinitely stiff system with the average injection pressure being proportional to the square of the speed.

At the other end would be the high-pressure common rail systems which are very soft and which for constant common rail pressure have no change in injection pressure with speed. Examination of Figure 6.13 reveals that the main injection system has a linear proportional relationship between average injection pressure and speed and would therefore be defined as a fifty-percent compliancy system.

b. Pilot Injection System As mentioned earlier, the pilot injection system is very similar to the main injection system and was evolved in an identically parallel manner, starting with simulation and followed by rig testing, the report of which is provided in Appendix D.

The requirements of the pilot system are quite different from the main in that the fuel quantity is much lower. Past experience with other engines has revealed that the pilot fuel flow (for optimum performance) is about five percent of the maximum total flow. Thus if the engine has a rated total flow of i00 mm _ per stroke it would be expected that the pilot flow requirement would be for 5 mm 3 per stroke. For this reason the needs for this _ig engine were bracketed to a flow range of between 2 and 8 mm _ per stroke.

Since this rig engine is turbocharged to higher power levels than the naturally aspirated engine can attain, it was predicted that the pilot fuel quantity would probably not be the same as required by _ naturally aspirated version of the engine which is in the 2 to 3 per stroke range. Figure 6.14 is a plot of pilot fuel flow versus engine speed for the last fourteen points of the engine test, which reflect as nearly as is currently known the optimum pilot fuel flows for this engine. All of the pilot fuel flows are between 2 and 4 mm 3 per stroke with a mean of about 3 mm 3 per stroke.

Figure 6.15 is a plot of average injection pressure versus speed with the same assumptions and means of calculation as used for the main; and looking at the 4000 and 8000 rpm points which are at virtually the same flow in cubic millimeters per stroke reveals that the pilot injection system has a compliancy index of virtually zero (meaning that it is very stiff). This type of performance can have adverse effects on engine operation as it leads to a wide variation in spray characteristics in the critical spark plug area, particularly in mean droplet size.

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Vibratory Characteristics a. Torsional Vibration The torsiograph system used consisted of a toothed disk attached to the accessory end of the crankshaft, a magnetic inductive transducer and an FM discriminator circuit.

Based on previous rotary engine designs, an allowable torsional vibratory limit of 6360 rad/sec 2 was established. Operating below this limit will prevent damage to the engine stationary gear. The torsional analysis of the rotating components for this installation is covered by IOM, M.R. Kulina to For The Record, November 21, 1983, 1007R - WX20-6 Driveline Vibration Anaysis, included in Appendix A.

The system prime torsional resonance consists of the engine inertia, which includes the two counterweights, rotor and flywheel, together with the inertia of the test-stand gearbox oscillating against the inertia of the dynamometer. The two inertias are connected by a Koppers 'soft' coupling. The coupling's rubber elements were selected such that this resonance would occur about 1100 rpm for the first engine order excitation.

Test data (Figure 6.16) show that first mode resonance occurs during starting at 1300 cpm with a maximum torsional amplitude of +0.166 rad (+9_5°). This amplitude corresponds to an acceleration of 3073 rad/sec z or about 50% of the allowable limit.

Nonlinearity of the rubber is noted by the shift of this resonance to 1050 rpm during engine rundown.

The actual vibratory torque on the Koppers coupling is _546.5 N-m (_4.836 in.lb). Peak torque capacit F is 1615.9 N.m (14,300 in-lb). Since the resonance occurs at 50% of the proposed idle speed, only a limited number of resonant cycles occur, less than 10 for any start.

For this mode of vibration there is no magnification of the vibratory torque through the Thomas coupling between the engine and gearbox. Only +63.7 N-m (+564 in-lb) of vibratory torque occurs.

Allowable peak torque is +2135.7 N'm (18,900 in-lb.).

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Torsional amplitudes fall below _+0.0175 rad (_i °) at about 3000 rpm and continue decreasing with speed.

During an acceleration from 6000 to 7800 rpm, the torsiograph signal suddenly became erratic. First, at 6308 rpm, a sudden increase in the torsional signal would occur 2 to 3 times a second and only for

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a short duration. At 7000 rpm, t!,_ signal was still erratic but more persistent. Torsional amplitudes of _0.070 tad (_4 °) to _0.087 rad (_5 °) were recorded.

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'I The apparent "erratic" signal was being generated by a 120-tooth disk at the accessory end of the crankshaft. At the drive end 60 teeth were cut into the flywheel to serve as an engine tach generator. Since both locations can be used to identify torsional response of the driveline, the torsiograph was transferred to the flywheel.

The torsional response as measured at the flywheel was identical to that recorded at the accessory end of the crankshaft from 0 speed up through 6300 rpm; above that speed the flywheel torsional signal showed no erratic signal. The response was first-engine order and the amplitude at 8000 rpm was _0.0035 rad (_0.2°).

The following table shows the relative torsional amplitude for the first three modes of the driveline.

Mode Component 2 3 m , +I.00 +i.00 +i .00 Torsiograph Acc. End Rotor +i.00 +0.95 +0.88 +I.00 -0.43 +0.40 Torsiograph Flywheel Dynamometer -0.04 0 The torsiograph at the flywheel can be used as a satisfactory means of measuring rotor torsional motion.

At the present time there is no explanation of the "erratic" response of the accessory end torsiograph. Although the prevailing evidence points to an instrumentation problem, further investigations will be undertaken to confirm the cause.

b. Translational Vibration Two translational pickups were mounted at the anti-drive end of the engine. C.E.C. type 4-131 transducers were used.

The translational motions were primarily first order with maximum amplitudes of +0.033 mm (+1.3 mil). The maximum horizontal occurred at 8000 rpm while the maxlmum in the vertical direction occurred at 6000 rpm. There were no indications of major engine vibration resonances throughout the speed range.

Bearings In an attempt to monitor lubricant temperature rises due to the bearings, the engine was instrumented with thermocouples to measure

lubricant outlet temperatures. These temperatures were measured at

two outlet points, corresponding to the drive and anti-drive ends of

the engine. A sketch of these locations appears in the Task I

Design Report. The flows at each location are made up of

contributions from both the inner and outer main bearing leakage, as

well as the rotor bearing leakage. A further complication in the

analysis of these temperatures is the fact that the rotor bearing

leakage fluid is also used for rotor cooling. Hence, the raw data

for lubricant outlet temperatures are of limited use in the analysis

of bearing performance. A more in-depth analysis of these data

along with other data does, however, give some insight into actual

bearing temperatures.

Figure 6.17 shows a plot of lubricant temperature rise multiplied by

the volume flow rate versus engine speed. Although not an energy

parameter, this quantity is proportional to the energy transferred by the fluid. (An even distribution of flow is assumed.) This quantity is significantly greater for the drive end than the anti-drive end, especially at the lower speeds. This is believed to be a result of poor scavenging at the anti-drive end due to the presence of the rotor geaz. Since the energy from the bearings should be the same for both ends, this difference is attributed to convective heat transfer from the rotor. As seen in the figure, this difference becomes less as speed is increased (at constant power). This can be attributed to the fact that the component, because of bearing dissipation, increases linearly with speed I, while rotor temperature (probably) decreases with speed (Figure 6.20). The lack of linearity in the bearing dominated curve (nongear end) is probably due (at least in part) to the character of the flow curve seen in Figure 6.18. Figure 6.17 implies that the bearing dissipation effects component of lubricant temperature rise will be dominant at both ends of the engine for speeds above 8000 rpm.

The above assertions are supported by Figure 6.19. Here, temperature rise in the lubricant is normalized by dividing by both total flow an___dengine power and plotted versus speed. Here the gear end temperature is seen to follow somewhat the trend in observed exhaust temperatures (and perhaps rotor temperatures), as seen in Figure 6.20. The other end displays similar trends at the low rpm's, but reverses course and begins a fairly linear rise at 5000 rpm. This is taken to be the transition point between rotor- dominated behavior and bearing-dominated behavior. It could be speculated that this transition point for the gear end occurs at approximately 8000 rpm and that for higher speeds both curves will be closely par "lel.

Figure 6.21 indicates the dependence of the flow-temperature product on power for a constant speed. As both contributing effects (rotor temperature and bearing dissipation) are roughly linear with power, the resultant temperature rise could also be expected to be somewhat linear. It would appear that this is the case, at least for those I speeds and powers plotted.

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T / Figure 6.17. Product of Lubricant Flow and Temperature as a Function of Speed !

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In summary, i= would appear from these data that the lubricant outlet temperatures as measured here can be indicative of several engine operating parameters. Which parameter depends on which of three speed ranges the engine is operating in. These ranges are approximately defined as: 0_5000 rpm - Both gear end and nongear end temperatures dominated by rotor temperature.

5000_8000 rpm - Gear end luOricant temperatures dominated _y rotor temperature. Nongear end lubricant temperature affected significantly by bearing friction.

8000 + rpm (Speculated) both temperatures mostly governed by bearing friction.

It should be noted that in all cases for both ends, rotor heat transfer does affect the temperatures to some extent. Therefore it would seem that the measured outlet temperatures probably represent some upper limit on actual bearing outlet temperatures. Also due to the mixing of several different bearing flows, it is possible that some high (or low) temperatures are being masked. Based on the presented data and conclusions, however, it would appear that the highest lubricant temperature rise attributable mainly to bearings is approximately 40-45°C, occurring at 8000 rpm and 70 kW (93 hp).

Special Instrumentation In order to assist in the operation of the rig engine, a special monitoring system was set up. It consisted of a 4-channel Philips scope with the following signals from the engine: I. Top Dead Center 2. Pilot Fuel Flow 3• Main Fuel Flow 4. Combustion Pressure • A magnetic pickup triggered by a stud projecting from the flywheel is used to generate the Top Dead Center signal.

2&3.

Proximity pickups are used to record the lift of the fuel injector needle valves. The signal identifies when each of the valves opens (and closes) with respect to the Top Dead Center position.

• The peak pressure inside the combustion chamber is measured by an AVL water-cooled pressure pickup installed in the rotor housing at the "Before Top Dead Center" location.

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In addition, two accelerometers were mounted on the accessory

gearbox. The primary reason for them was to have a continuous

recording of a dynamic signal from the engine as a means of

identifying sudden changes in response or sequencing events in the

case of an emergency. The response of the accelerometers was

monitored throughout the test program. There was no evidence of any

sudden or odd response from these pickups.

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TEST FACILITIES Engine testing was conducted at the Rotary Engine Division facility test cell number 20-6. Test cell 20-6 contains the driveline consisting of the engine mount, gearbox, and electric dynamometer; the lube oil, fuel, and coolant engine auxiliary systems; the inlet air system, exhaust system, and all the associated instrumentation.

A control room is adjacent to the cell and contains the engine and test-stand operating controls, instruments, and instrumentation.

Drive Train - Drawing LS-33611 The test engine is connected to the dynamometer through a speed- reducer gearbox so that the engine can be operated at speeds higher than the dynamometer limit of 6000 rpm. The dynamometer is a cradle-mounted 200-hp direct current electric motoring dynamometer.

Engine torque is measured via a calibrated load cell/torque arm and is read out on a digital indicator.

Fuel System - Drawing SK-12835 The test-stand fuel system supplies fuel to the pilot and main fuel injection pumps located on the engine gearbox. The fuel is pumped from an outside 500-gallon fuel carboy into the test cell to the fuel flow measuring system and then through individual lines and final filters to the two fuel injection pumps. The flow measuring system utilizes Flo-tron linear mass flow-meters to measure the total fuel flow and the pilot fuel flow. Fuel flow is read out on digital indicators located in the control room.

Auxiliary Lube Oil System - Drawing SK-12854 The auxiliary lube oil system in the test cell is designed to supply the "dry sump u test engine with properly conditioned oil. In addition to the necessary pumps, heat exchangers, filter, regulators and controls, there is a load cell mounted weighing tank so that the total oil flow and consumption can be determined. Oil is supplied through separate lines to the engine, turbocharger, and the oil metering pump. A turbine flow meter is installed in the main engine supply line for engine oil flow measurement. An oil return tank is located beneath the engine to collect the oil from all of the oil outlet ports. Each oil return line is fitted with a thermocouple and a chip detector.

Coolant System The test-stand engine coolant system supplies coolant to the engine at a controlled rate of flow and temperature. The system includes a pump, reservoir tank, cooler, pre-heater, flow and temperature

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controls, and all the necessary piping, gauges, valves, etc. The system ,_as filled wit_ a 50/50 water glycol mixture for the test.

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Inlet Air System Inlet air for the engine is drawn into a large air box through a calibrated orifice which is selected from several available sizes for the correct flow range. This air box is located in an area adjacent to the test cell. The air flows through a stainless steel pipe into the test cell to a large air bottle located just above and aft of the engine. The air then passes via hoses through a 10- micron filter to the compressor inlet. An adapter located in the line, 3ust prior to the compressor inlet, is fited with pressure and temperature instrumentation.

The air flow is read out with an inclinometer which is calibrated to match the orifice.

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The vibratory characteristics of the engine as exhibited during run-in and acceptance testing are satisfactory as anticipated.

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Data obtained indicate the potential for significant improvements in combustion characteristics.

o Effects of different turbine matches on mixture strengths and resultant effects on combustion efficiency must be evaluated.

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Power required to drive the belt-driven injection pumps and oil metering pump must be determined.

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Without the peak pressure restriction applied to the first two rotors because of thin areas in castings, the 120 kW (160 hp) at 8000 rpm goal is achievable. Tooling has been corrected so that all subsequent rotors currently on order will have no performance restrictions.

• RECOMMENDATION Continue technology enablement efforts toward the highly advanced stratified charge rotary aircraft engine technolgies as defined in NAS Contracts No. NAS3-21285 and NAS3-22140 including: • Advanced Fuel Injection System • Baseline Performance and Durability Testing • Instrumented Engine Preparation and Testing • Dynamic Pressures and Heat Release • Heat Flux Determination • Friction and Heat Rejection • Porting Modifications • Compression Ratios

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APPENDIX A November 21, 1983 Date: For the Record To: Place: Engineering RCI-40-WX20-6 Subject: Driveline Vibration Analysis Reference: INTRODUCTION The RCI-40 engine is to be tested on test stand WX20-6. The arrangement will consist of the engine driving a General Electric Dynamometer frame TCC-2464H through a Cotta gearbox, 1.70 to 1 speed reducer. This report discusses the results of the vibration analyses conducted on the driveline.

CONCLUSIONS The driveline will have no major torsional resonances within the Io operating range of the engine.

(a) Use of the Koppers flexible coupling between the gearbox and the dynamometer will result in a first-mode torsional I resonance in the I000 to 1200 rpm range. The damping of the rubber coupling will be sufficient to control the torsional

i response of the system during starting and stopping of the

i engine. Engine idle will be at 2000 rpm, far enough above the resonant rpm to eliminate any possible torsional response.

(b) The Thomas coupling used between the engine and the gearbox is stiff enough to place the second-mode torsional resonance well above (24%) the maximum engine rpm.

The critical speed (shaft lateral vibration) of the high-speed .

driveline is well above the maximum engine rpm. The special I ! radial stops incorporated in the Koppers flexible coupling will control any potential low-speed shaft motion.

DISCUSSION OF RESULTS

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TORSIONAL ANALYSIS

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The major driveline components are shown on Figure 1 along with the associated torsional stiffness values and inertias. The results of a torsional vibration analysis of this system show the following:

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V Natural Frequencies Mode Natural Freqqenc_ - cpm 1 1,108 2 24,170 3 38,548 4 71,010 5 78,222 The first mode is the inertia of the dynamometer oscillating against the inertia of the rest of the system on the torsional spring of the coupling between the gearbox and dynamometer. Since this mode, which is considered the most significant, cannot be placed above the operating range, it was placed below engine idle.

Either the Koppers No. 2 type CB Holset coupling or the Vulkan No.

i

43S coupling have a torsional stiffness in the desired range. The Koppers was selected because different torsional flexibility could be achieved by simply interchanging the rubber elements, using a different durometer hardness.

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Since the prime resonance for the second mode cannot be placed below idle, it was placed as high as possible. This was accomplished by making the coupling between the engine and gearbox as stiff as possible and reducing the inertia of the engine flywheel as much as possible. Adding a torque measuring device (LeBow) between the { engine and the gearbox reduces the torsional stiffness and places a

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critical resonance at 8200 rpm, which is considered unacceptable.

Use of a torque meter is not recommended.

The third mode is primarily influenced by the flexibility of the engine shaft between the flywheel and counterweight.

The vibratory torque excitation of the engine will be: Excitation Order Magnitude

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1.0 2.10 x mean torque 2.0 0.90 x mean torque 3.0 0.40 x mean torque 4.0 0.20 x mean torque 5.0 0.09 x mean torque

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6.0 0.04 x mean torque

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Potential resonances would be at the following rpm's: Excitation Order 3 4 5 6 1 2 Mode cpm 1108 554 1 1108 2 24170 12085 8057 6043 4834 4028 12849 9637 7710 6425 3 38548 4 71010 The engine will probably idle at 2000 rpm. The design speed is 8008 rpm and the maximum overspeed is 9600 rpm.

The following table shows the relative torsional amplitude for the first poor modes of vibrations.

Relative Torsional Amplitude Component Mode I 2 3 4 Engine Cwt +i.00 +I.00 +I.00 0.8 Rotor +i.00 +0.95 +0.88 0.0 Engine Cwt +1.00 +0.88 +0.68 0.0 Flywheel +1.00 +0.40 -0.43 0.0 Input Gear +1.00 -0.25 +0.07 0.0 Output Gear (x) +0.62 -0.17 +0.06 -0.16 Dynamometer (x) -0.04 0.0 0.0 +1.00 (X)Actual torsional amplitudes, taking into consideration the gear ratio.

The prime resonances to avoid in the operating range of the engine are those due to first and second engine order excitations. The speed ranges to avoid are from 0-1600 rpm (motor to above 1600 before firing).

The driveline is considered satisfactory since there are no prime resonances.

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The first torsional mode is low enough to have its principle resonance (first-order excitation) at 1108 rpm, well below engine idle.

o The second torsional mode is high enough to place the second- order resonance at an rpm 26% above maximum engine rpm.

Secondary Resonances Since it is impossible to place all possible resonances out of the engine operating range, several secondary resonances will occur.

Only the second and third mode will be discussed, since the first mode is low enough to have none and the fourth and higher modes are above any significant resonances: The second mode will have the following secondary resonances: Excitation Order % Maximum Engine rpm 3 84 4 63 5 50 6 42 There should be sufficient damping in the system (particularly in the Koppers coupling) to control the limited amount of third-order excitation.

The third mode of torsional vibration will have the following secondary resonances: Excitation Order % Maximum Engine rpm 4 i00 5 80 6 67 The very nature of the higher modes of vibration is to inherently have considerable system damping (although the Koppers coupling will have only a limited contribution). Because the magnitude of the

{ torsional excitation is only 20% of the mean torque, there should

not be any significant torsional response at resonance. Excitation orders above 4th order should result in little, if any, torsional i response.

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Translational Vibration The drive line was divided into two separate shafts for the translational (shaft bending) vibration. The high speed shaft consists of the engine main shaft, supported on its four bearings, the Thomas coupling and the high-speed Cotta gearbox shaftings, supported by its bearings. The low speed shaft consists o_ the General Electric Dynamometer Rotor, supported on two bearings, the Koppers flexible coupling and the low speed gearbox shaft on its bearings.

High Speed Shaft The high speed shaft was analyzed as a single shaft divided into 35 increments supported, on six bearings and two moment springs. The gearbox shaft portion was modeled as a weight (gear), supported on each side by rolling element bearings. Spring rates were estimated to be 2 x 106 pounds per inch.

The engine shafting was modeled as a distributed mass system, supported on four=journal bearings. The main bearing spring rate was set at 5 x i0" pounds per inch, while the outer bearings were given values of only 1 x 106 . The Thomas coupling, No. 64-200, connects the gearbox and engine shaft through "moment" springs.

Since the moment springs are quite soft (48 in.-Ib per degree), they were each modeled as a pair of radial springs to ground. Two radial springs of 1.6 x 104 pounds per inch, 0.83 inch apart, were used at each end of the center portion of the coupling.

The lowest critical speed for the shaft system is 29, 441 rpm, over three times the maximum engine rpm.

Low Speed Shaft The low speed shaft, gearbox to dynamometer, was first modeled as l two separate shafts. The output shaft of the gearbox was modeled as a shaft with a concentrated weight (driven gear), supported on two bearings. A portion of the Koppers coupling was attached to the end of the shaft. With the 36.9-pound gear and bearing spring rates of 2 x 106 pounds per inch, the lowest critical speed is 22,564 rpm, over 3.7 times the maximum shaft speed.

The General Electric Dynamometer shaft was modeled as a simple shaft supported on two bearings. The core weight was 475 pounds. Half the Koppers coupling (Holset type CB Number 2), 17.78 pounds, was [ pl_ced on the end of the shaft. Using a bearing spring rate of 2 X i0 ° pounds per inch, the following critical speeds were calculated: Mode Critical Speed 1 6120 2 8128 3 12186

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Since this calculation did not result in a satisfactory minimum critical speed valve, it was necessary to develop a more realistic shaft model. This was accomplished by setting up a two-shaft interconnected shaft system. In essence it took the two individual shafts described above and connected them together with a radial spring. The radial spring is the rubber elements in the Koppers coupling.

The computer runs were made, one with a spring of 7100 pounds per inch (an estimate of the rubber's flexibility) and the second with 1 x 107 pounds per inch simulating that there was metal-to-metal contact at the coupling.

K, pound per inch Mod_____e _ lrOOOrO00 1 5,974 7,682 rpm 8,043 lO,O00 The standard Koppers coupling normally carries a radial stop that

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permits a 0.l-in. motion (compression of rubber) before metal-to- metal contact is made. For our driveline, operation at 6000 rpm would cause sufficient relative shaft motion to "bottom" the rubber.

Once the two halves of the coupling touch (metal-to-metal contact), the critical speed is raised significantly and there would be no tendency for the shaft amplitudes to increase.

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Koppers does make a modified coupling in which the radial motion is limited to a much smaller value. This is done by installing a teflon-bronze bushing between the two coupling halves. The bushing clearance will be set at 0.030 in. (nominal diametrical) for our coupling. When radial contact is made, the critical speed will be significantly raised such that no further shaft motion will occur.

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REFERENCES :

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APPENDIX B TEST ENGINE ASSEMBLY Asse,_ly of the first 1007R rig engine was accomplished with no difficulty. Although a number of the basic operations and procedures developed for larger rotating combustion engines are common to this engine, its small size and low weight of components Make it much simpler to handle. The engine power section was I completely built and transferred from assembly stand to transport truck manually.

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The LS-33612 Fuel Injection Pump and Oil Metering Pump Drive System requires a small hoist to lift, but this unit is a workhorse system and not part of the basic engine.

The steps followed in assembling the first rig engine are summarized in the Assembly Instructions included in this section. The special tooling required for assembly is separately listed. It is minimal and no complez devices are involved.

1007R Engine .Assembly Instructions Reference: 617000 Engine Basic and Installation D_awing LS-33612 Fuel ;njection Pump and Oil Metering Pump Drive System Bill of Material Model 1007R

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le Read and comply with all Development Engine Instructions (DEI) issued for the current build.

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Measure parts and ensure that they comply with limits shown on measurement sheets or special fits as called for by DEI. On new parts ensure that critical dimensions have been recorded

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with serial number in accordance with drawing requirements.

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Thoroughly clean all parts before each step in final assembly sequence. Particular attention must be given to fluid passages, blind cavities, and any area where chips or other foreign material may be lodged.

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4. Assemble and balance the 617001N rotor assembly as follows: (a) Install 617002 rotor gear assembly in rotor.

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(b) Install 210029 balance plugs dry without adhesive.

(c) Rotor bearing 210008N is not to be installed at this time.

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(d) Balance the rotor assembly in accordance with instructions on drawing 617001N using an arbor sized to fit the bore of the rotor to preclude possibility of damage to finished bearing surface.

(e) Assemble pressure checking fixture ST-1072 to rotor assembly and pressure check with air to 20 psi. No leakage shall occur around the six balance plugs.

(f) Heat the rotor to 200°F and cool the 210008N bearing in dry ice and alcohol. Press bearing into rotor from anti-gear side using tool ST-I068-I and -2. Be sure that optional weld in bearing is located as required by drawing 617001N.

(g) Have bearing bore machined to finished size and thoroughly clean rotor assembly being sure it is completely free of chips, particularly the gear side cavity.

(h) Weigh rotor assembly in accordance with instructions on drawing 617001N. Determine and record axial location of rotor assembly center of gravity.

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Assemble crankshaft complete balancing assembly and have it

L balanced in accordance wlth drawing 617003. When balance is

complete, disassemble components and hold for engine build.

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Assemble the anti-drive end housing, gear and bearing assembly 617012N as follows: (a) Measure detail bearing 210009N, gear 210017 and bore of housing 210003, machined per 617013N2, and record on measurement sheets.

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(b) Press dowel pin MS9390-420 into housing.

(c) _eat gear to 200°F and cool bearing in dry ice and alcohol. Press bearing in gear from the flanged side using tool ST-1069-I and -2. Be careful to locate tapered end of bearing and optional weld as shown on stationary gear and bearing assembly drawing 617007N.

(d) Heat the anti-drive end housing to 250°F and cool the gear and bearing assembly in dry ice and alcohol. Press gear and bearing assembly 617007N into housing 210003 using tool ST-I069-2, -3 and three -4 guide pins.

(e) Install baffle ,late assembly 210022NI, bolts, plugs and helical inserts to complete the 617012N assembly• • Assemble the drive end housing, support and bearing assembly 617011N as follows: (a) Measure detail bearing 210012N, support 210021 and bore of housing 210800, machined per 617013NI, and record on measure sheets.

(b) Heat support to 250°F and cool tapered half of thrust bearing in dry ice and alcohol. Press tapered half of thrast bearing in flanged end of support using tool ST-1071-I and -2. Be careful that optional weld in bearing is located as shown on support and thrust bearing assembly drawing 617006N.

(c) Heat support with half bearing installed to 250°F, and cool remaining half bearing in dry ice and alcohol. Press half bearing in support using tool ST-I071-2, -3, and -5. Be sure that optional weld in bearing is located per drawing 617006N.

(d) Heat the drive end housing to 250°F, and cool the support and thrust bearing assembly in dry ice and alcohol. Press

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the support and thrust bearing assembly 617006N into housing 210000 using tool ST-1071-2 and -4 and three ST-I069-4 guide pins.

(e) Install baffle plate assembly 210022N2, bolts, dowel and helical inserts to complete the 617011N assembly.

8.

Assemble the drive end cover and bearing assembly 617009N as follows:

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(a) Measure detail bearing 210013N and bore of cover 210004, machined per 617013N, and record on measurements sheet.

I (b) Heat cover to 250°F and cool the bearing in dry ice and

alcohol. Press the bearing into cover using tools ST-1070-I and -2 and two S9-I069-4 guide pins. Be sure !

that bearing is oriented in cover to locate weld in shell as shown on drawing 617009N.

(c) Install bolts, dowel, helical inserts and vibration transducer support 617016 to complete the 617009N assembly.

Assemble the anti-drive end cover and bearing assembly 617010N as follows: (a) Measure detail bearing 210010N and bore of cover 210005, machined per 617013N2, and record on measurement sheets.

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(b) Heat the cover to 250°F and cool the bearing in dry ice and alcohol. Press the bearing into cover using two ST-I069-4

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guide pins only. Be sure that bearing is oriented in cover to locate weld in shell as shown in drawing 617010N.

g • (c) Install bolts, helical inserts, and vibration transducer bracket 617017 to complete the 617009N assembly.

I0.

Bolt adapter plate ST-I063 to turnover-type engine assembly stand and secure in horizontal position. Place 617012N anti-drive end housing gear and bearing assembly on adapter plate, cover side down, and position to align bolt holes.

Place the flanged half of ST-I067 crankshaft immobilizing tool against underside of adapter plate and align bolt holes. Bolt anti-drive housing and immobilizer to adapter plate.

ii.

Place "O" ring seals in grooves on anti-drive side of rotor housing assembly 6]7008 using silicone grease to retain them.

Lubricate rotor housing dowels and dowel holes in anti-drive housing with engine oil. Press rotor housing onto anti-drive housing using three clamps. Use protective material between clamp pads and engine parts. Advance all clamps in equal increments to avoid cocking rotor housing. Be certain "O" ring seals are still in grooves in rotor housing when they contact end housing. Tighten clamps until housings are in metal-to- metal contact and any excess lubricant has been expelled.

Remove clamps.

12.

Lubricate the face of the anti-drive housing, the stationary gear bearing bore, and mating crankshaft journal with engine oil. Carefully lower crankshaft into place, allowing it t_ rest on end of gear.

13.

Lubricate crankshaft eccentric and bore of rotor bearing with engine oil. Rotate eccentric to approximate TDC position.

Carefully lower rotor assembly, less all sealing components, over eccentric, rocking crankshaft back and forth as required to engage rotor and stationary gears. Carefully rotate crankshaft by hand three revolutions to be certain rotor does not contact trochoid.

14.

Check stationary gear positioning, rotor gear backlash, and rotor-to-rotor housing clearance as follows: (a) Position magnetic block on rotor and measure backlash between rotor and stationary gear as shown on housing measurement sheet #17.

(b) Lower crankshaft stabilizing tool ST-I057 over crankshaft and seat on rotor housing.

(c) Measure and r_ }rd minimum clearance between flanks of rotor and troc_.oid surface at locations shown on assembly measurement sheet #3.

T 14.

(d) Install master apex seals ST-I075 in rotor slots and measure and record clearance between apex seals and trochoid surface at locations shown on assembly measurement sheet #4. Remove master apex seals.

(e) Remove crankshaft stabilizing tool ST-I057 and rotor.

15.

Assemble all gas and oil sealing components in the anti-drive or gear side of the rotor including master apex seals. Apply silicone grease to ccmponents to hold them in place and retain apex seals with thread or an elastic. Be sure that all seals and springs are properly installed and engaged so that anti-rotation features will function.

16.

Rotate assembly stand to place crankshaft in horizontal position with top of engine up. Position crankshaft eccentric toward the floor. Lubricate contact surfaces of end housing and crankshaft journals with engine oil.

L- 17.

Slide rotor assembly over crankshaft until rotor seals contact end housing, being careful that one apex is toward the floor r" and the other two are equidistant above the housing minor axis.

J_ 18.

Rotate assembly stand to place shaft back in vertical position. Remove thread or elastic band holding master apex r_ seals.

19.

Carefully rotate crankshaft by hand several revolutions to ensure there is no interference between parts.

_L 20.

With master apex seals still in place, install all other gas seals and oil seal elements in drive side of rotor.

| 21.

Remove master apex seals one at a time, and slide standard long apex seal and spring into position. Install short, small, triangular sections of apex seals, making sure they are properly positioned with respect to springs.

22.

Position "0" ring seals in rotor housing grooves using silicone grease to hold them in place.

23.

At this point in the assembly sequence, long rotor studs 210026 must be loosely installed at locations number 7, 17 and 18 as shown on assembly measurement sheet #3 or rotor housing drawing 210001. Studs cannot be installed at these locations after both end housings are in place on rotor housing.

24.

Lubricate bearing surfaces, contact surface of drive end housing, alignment dowel holes and dowels with engine oil.

Lower drive end housing assembly over crankshaft until it "4 starts on alignment dowels. Using three clamps with protective material between clamp pads and engine parts, press drive end 9O 24.

housing assembly onto dowels until it contacts rotor housing.

Tighten clamps in equal increments to avoid cocking drive end housing. Ensure that all three housings are seated properly.

25.

With clamps still in place install remaining long studs 210026, sealing washers 210004, flat washers 210054, and nuts 210068.

Snug nuts on five studs spaced at approximately equal intervals around the engine, and ensure that crankshaft can be rotated.

Remove clamps and torque all nuts to stretch studs in the sequence and to the limits specified on assembly measurement sheet #5. Note that there are two separate but coaxial short studs at location number 22. They must be stretched independently. Measure the free length across the two short studs. Torque nut on one stud until measurement increases by amount of stretch required for one stud. Then torque nut on the opposite stud until measurement further increases by the amount of stretch required for the second short stud.

26.

Referring to drawing LS-33607 install balance weight spacer 210051, balance weight 210018, spring pin MS-16562-237, balance weight lockwasher 210048, and balance weight nut 210047.

27.

Install remaining part of crankshaft immobilizer ST-I067. Snug balance weight nut to seat spacer, weight, and lockwasher.

Torque balance weight bolt. Using spanner socket ST-I059 torque balance weight nut 210047 to required value and bend lockwasher.

i" 28.

Check and record crankshaft end float.

29.

Install transducer substituting plugs and coolant pressure fitting in rotor housing and cap pressure fitting. Install cover plate with gaskets at rotor housing inlet and exhaust ports. Temporarily install fuel injection nozzles and perform combustion chamber air leak check and coolant system water leak check.

30.

Place housing cover "0" ring seal MS-9388-168 in groove in drive end housing using silicone grease to retain it.

Lubricate bearing surfaces with engine oil and install drive end cover and bearing assembly 617009N. Torque attaching bolts q,, to required value.

31.

Install front oil seal spacer on crankshaft, and be sure it is seated against shoulder on shaft. Recheck crankshaft end float

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and fix shaft in mid-position. This can be done by wedging or clamping immobilizer at opposite end of shaft. Measure distance between oil seal spacer and shoulder in cover.

Drawing LS-33600 specifies a nominal value of 0.028 in.

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32.

Install oil seal "0" ring MS-9388-228, face-type oil seal 210055, and oil seal retaining ring MS-16631-4225 in drive end cover.

33.

Install flywheel spacer 210052, flywheel assembly 617004, flywheel centering cone 210050, flywheel attaching nut lock and flywheel attaching nut 210046. Using spanner socket ST-1058, torque flywheel attaching nut to required value and bend lock.

Install oil plug 210016 and its retaining ring MS-16625-4068 in drive end of crankshaft.

34.

Remove crankshaft immobilizer and remaining bolts holding engine to adapter plate. Remove the engine from assembly stand, and bolt drive end cover mounting flange to SK-12838 mount ring assembly _n transport truck. The engine is now in horizontal positior.

35.

Referring to drawing LS-33607, install balance weight 210013 with spring pin MS-16552-235 on anti-drive end of crankshaft.

Torque balance weight bolt to required value.

36.

Place housing cover "0" ring seal MS-9388-168 on lip of anti-drive end cover and bearing assembly 617010N, using silicone grease to retain it. Install cover assembly and torque attaching bolts to required values.

37.

Using installation mandrel ST-I073 and thimble ST-I074, press lip-type oil seal into anti-drive end cover and install oil seal retaining ring MS-16625-4162.

38.

Install pressure oil inlet fitting in anti-drive end cover.

39.

Attach to drive end cover the ignition timing indicator 210109 and ignition pickup assembly SK-12869 and TDC sensor SK-12870 with their support parts as called out on drawing LS-33619.

40.

Attach the LS-33612 fuel injection and oil metering pump drive system to the engine as follows: (a) With fuel injection pumps installed on belt drive box, hang the entire assembly from two hoists using lifting eye plate on belt box and a fabric sling (weight of drive assembly is approximately 250 ibs). Level the assembly at a height that exactly matches centerline of accessory drive shaft in belt box with centerline of crankshaft.

(b) Lubricate anti-drive end of crankshaft, spline and pilot diameter on each side of spline with engine oil. Very carefully insert crankshaft into accessory drive shaft by moving engine truck. Rock flywheel back and forth until splines engage.

40.

(c) Manually push the engine and drive assembly together as far as possible. A 5/16-24 "tooling bolt" with washers as required may be threaded into crankshaft to assist in drawing the two units together. Do not exceed 89 in-lb torque limit. Be sure flange on anti-drive cover is engaging dowels in recess on drive assembly. Install attaching bolts, washers, and nuts as called out on drawing LS-33612 and torque as required. Be certain anti-drive cover flange is seated against drive assembly before full torque is applied to attaching bolts nuts.

(d) If interference is detected when attaching drive system to engine, do not attempt to force the two units together.

Locate the problem area and correct before proceeding.

(e) Install pulley spacer, encoder drive pulley, torsional readout wheel, locking washer, and bolt -- items 58, 59, 60, 55, and 54 on drawing LS-33612. Torque bolt to 89 in-lb and bend lock.

41.

Install remaining items identified on fuel injection and oll metering pump drive system layout drawing LS-33612 as follows: (a) Oil metering pump.

(b) Fuel injection pump support brackets between engine and pumps.

(c) Encoder.

(d) Magnetic sensor for torsional readout.

(e) Vertical and horizontal accelerometers.

42.

Install an oil drain tube assembly SK-12848 and an oil vent tube assembly SK-12849 on the drive end and anti-drive end housings.

43. Install coolant inlet extension SK-12881 and coolant outlet extension SK-12880 on rotor housing.

44.

Install the following named items which are specifically identified by DEI for each engine build: (a) Fuel injection nozzles and spacer shims.

_t (b) Fuel injection lines - pumps to nozzles (fit, make up, and install).

P (c) Spark plug and spacer shims.

44. (d) Turbocharger and exhaust extension with required gaskets - remainder of turbocharger system including intercooler is installed after engine is mounted on test facility.

(e) Instrumentation to be installed during engine assembly.

Assembl[ Tooling The special tooling fabricated to build the first 1007R rig engine is listed below.

ToOI/Dwg.

Number Description ST-1057 Crankshaft Stabilizing Tool ST-I058 Wrench-Spanner Nut-Crankshaft/Flywheel Wrench-Spanner Nut-Balance Weight Attaching Nut ST-1059 Pilot Geometry Tool ST-1060 ST-1061 Ring, Side Housing Back-up Rotor Side Seal Grinding Fixture ST-I062 ST-I063 Adapter Plate for Engine Build Stand ST-I064 Spanner, Dynamometer Shaft Nut ST-I065 Master Apex Seal ST-1066 Rtor Gear Puller Leg Crankshaft Immobilizer ST-1067 ST-I068 Rotor Bearing Installing Pilot ST-I069 Stationary Gear and Bearing Assembly-Bearing Installing Pilot ST-1070 Drive-End Cover Bearing Installing Pilot ST-1071 Thrust Bearing Installing Pilot ST-I072 Pressure Checking Fixture - Rotor Assembly ADE Oil Seal Installation Mandrel ST-I073 ST-1074 Thimble-ADE Oil Seal Installation ST-I075 Master Apex Seal (undersize) ST-I078 Test Fixture - Pressure Transducer P/N 210082 (AVL P/N AVL-80P500Ca) SK-12866 "O" Ring - Rotor Pressure Check Fixture Nut SK-12867 "O" Ring - Rotor Pressure Check Fixture Diaphragm LS-33607 Counterweight Installation and Removal REFERENCES i • "An Analysis of Flow and Friction in Diesel Engine Bearings," Das, P. K., and Dancer, S. B., ASME Paper 82-DGEP-7.