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US
Patent # 6,000,214
Detonation cycle gas turbine engine system having
intermittent fuel and air delivery
A detonation cycle gas turbine engine includes a turbine rotor
contained within a housing. Exhaust ports of respective valveless
combustion chambers on opposite sides of the rotor direct combustion
gases toward the turbine. The chambers are connected by a valveless
manifold fed with fuel and oxidizer. When combustible gases are
detonated by an igniter in one of the combustion chambers, the back
pressure from the detonation shuts off the fuel and oxidizer flow to
that chamber and redirects the fuel and oxidizer to the opposite
chamber, where detonation occurs, the process repeats cyclically. Power
is taken off the rotor shaft mechanically or electrically.
BACKGROUND OF THE INVENTION
The invention described hereinafter is directed to the field of
detonation cycle gas turbines and to the methods and apparatus
constituting said turbine system.
In the field of gas turbines and piston engines, there are
different methods and apparatus which are utilized to convert the
kinetic and thermal energy of gas reactions in combustion chambers to
extract useful work. The design of the combustion
chambers, the expanders, the type of fuel, the fuel-air ratio, the
pressure of the fuel-air mixture prior to ignition, and the type of
ignition, all determine the rate of oxidation. The rate of oxidation
determines and defines whether the fuel and the
oxidizer produce a constant propagating flame, a deflagrating explosion
and accelerated flame front, or a detonation and high velocity shock
waves. In either case, the oxidizer must be activated or raised to a
higher energy level by some means to
initiate the oxidation reaction. The manner of the activation will vary
the rate of the reaction and produce the variation in result from a
flame, to a deflagrating explosion, to a detonation.
The methods and apparatus utilized in an Otto cycle spark
ignition gasoline piston engines are variable volume--constant
pressure--combustion chambers, that induce and compress air and fuel
mixtures to 6 or more atmospheres reducing the
atmospheric ignition temperature from 1,000 degree F to 500 degree F,
then ignite the mixture with an electric spark producing low power
photolytic and radiolytic radiation, typically 80 millijoules, that
activates and disassociates oxygen and
hydrocarbon molecules in the immediate proximity of the electric spark,
resulting in a deflagrating explosion with an accelerated flame front.
The thermal energy of the flame front propagates throughout the
mixture, thermally activating and chemically
combining remaining reactants in a "chain burn" with typical mean
pressures of 90 pounds per square inch gauge over a time period of 8 to
16 milliseconds while expanding the pistons down the chambers. The
methods and apparatus utilized in Otto cycle
engines are not useable with Diesel cycle engines, Brayton cycle or
Detonation cycle turbines. Otto cycle engines in the 200 horsepower
range typically utilize 9 pounds of air and 0.6 pounds of fuel per
horsepower hour while producing 9.6 pounds of
exhaust gas per horsepower hour.
The methods and apparatus utilized in Diesel cycle compression
ignition diesel fuel piston engines are variable volume -- constant
pressure -- combustion chambers, that induce and compress air to 15 or
more atmospheres, and injects compressed fuel in
the top of the chamber at the top of the compression stroke. Molecules
of oxygen and hydrocarbons disassociate when compressed against the hot
head of the combustion chambers resulting in free radicals that
chemically combine exothermally in a
deflagrating explosion with an accelerated flame front. The thermal
energy of the flame front probagates throughout the mixture, thermally
activating and chemically combining remaining reactants in a "chain
burn" with mean pressures typically in excess
of 90 pounds per square inch gauge over a time period of 12 to 24
milliseconds while expanding the pistons down the chambers. The methods
and apparatus utilized in in Diesel cycle engines, are not useable with
Otto cycle engines, Brayton cycle or
Detonation cycle turbines. Diesel cycle piston engines in the 200
horsepower range typically utilize 11 pounds of air and 0.55 pounds of
fuel per horsepower hour while producing 11.55 pounds of exhaust gas
per horsepower hour.
The methods and apparatus utilized in Brayton cycle
compression ignition turbine fuel gas turbines are constant
volume -- constant flow -- constant pressure combustion chambers; a
compressor that compresses air from 3 to 6 atmospheres; a pump that
compresses fuel up to 40 atmospheres; and an axial flow or radial
inflow turbine expander. Compressed air is fed into the combustion
chamber and combined with the hot compressed fuel. An Infrared glow
plug is often utilized to increase the thermal
activation of the oxygen and hydrocarbon molecules, at the surface of
the plug, to bring the mixture to the ignition temperature. Ignition
occurs as a very low pressure deflagrating explosion with a constant
pressure flame front. The thermal energy
produced by the flame front radiates thermal waves with sufficient
energy to continuously ignite the constant flowing high pressure
fuel-air mixture and expand the surplus air in the burn plennum to
drive the turbine while maintaining a constant
pressure. Maintaining constant pressure is critical. Variation of
pressures in the combustion chambers will cause flame out. Over
pressure in the plennum will stall the compressor. The methods and
apparatus utilized in a Brayton cycle turbine are not
useable with Otto cycle or Diesel cycle engines, nor Detonation cycle
turbines. Brayton cycle gas turbines In the 200 horsepower range,
operated in an open cycle configuration at sea level, typically utilize
40 pounds of air and 1.2 pounds of fuel per
horsepower hour, while producing 41.2 pounds of exhaust gas per
horsepower hour.
SUMMARY OF THE INVENTION
The methods and apparatus utilized in this invention, a
Detonation Cycle Gas Turbine, are two constant volume--cyclic
flow--combustion chambers connected by a common manifold; a blower that
produces and supplies low pressure air to the manifold;
a fuel pump that supplies low pressure gaseous fuel to the combustion
chambers; and a constant visible arc ignition; and a positive
displacement turbine. The blower supplies air to the combustion
chambers via the manifold. Fuel is Injected into
venturis in the manifold next to the combustion chambers. The high
power, 300 joule, arc ignitions, producing photolytic and radiolytic
particles and waves disassociates oxygen and hydrocarbon molecules
throughout the combustion chambers, producing
complete detonation and high velocity shock waves that kinetically
compress the remaining inert gases in the combustion chambers.
Detonation pressures exceed 80 atmospheres and produce mean chamber
pressures of 20 atmospheres to drive the turbine. The
methods and apparatus utilized in Detonation cycle gas turbine are not
useable with Brayton cycle gas turbines, nor Otto cycle and Diesel
cycle engines. The Detonation cycle gas turbine, operated in an open
cycle configuration at sea level in the 200
horsepower range, typically utilizes 5.2 pounds of air and 0.3 pounds
of fuel per horsepower hour while producing 5.5 pounds of exhaust gas
per horsepower hour.
This invention utilizes a modified Pelton Water Wheel, as the
turbine wheel, with blades that are positively displaced through a
blade race by kinetic impact and expansion of gases exiting from
combustion chambers via nozzles, rather than
pistons, axial flow, or radial inflow expanders.
This invention utilizes a turbine housing with a turbine wheel
chamber that directs expanding gases through a positive displacement
blade race tangentially followed by an expanded blade race to an
exhaust port.
This invention utilizes a blower, rather than a compressor, to
supply less air per horsepower hour than required by existing gas
turbines or piston engines, thereby producing less exhaust gas per
horsepower hour.
This invention utilizes a blower, rather than a compressor, to
supply low pressure air, less than 2 atmospheres, via a single manifold
to two combustion chambers simultaneously.
This invention utilizes a blower, rather than a compressor, to
supply less air at lower pressure; thereby consuming less work to
complete a detonation cycle, resulting in higher thermomechanical
efficiencies than gas turbines or piston engines.
This invention utilizes manifolds, combustion chambers and
ignition systems that have the capability of cyclically detonating
fuel-air mixtures without utilizing valves.
This invention utilizes fuel pumps and vaporizers to gasify
wet fuels prior to mixing with combustion air to produce more complete
combustion of fuel-air mixtures in the detonation process.
This invention utilizes venturis in the manifolds to uniformly
mix gaseous fuels with combustion air prior to injection in the
combustion chambers to produce complete combustion of fuel-air mixtures
in the detonation process.
This invention utilizes a plasma arc ignition, a visibly
constant illuminating plasma flame between two electrodes, to detonate
fuel air mixtures and does not require critical Ignition timing.
This invention utilizes low pressure air and fuel mixtures
that are detonated instanteously, in less than one millisecond,
producing high velocity shock waves that kinetically compress inert
gases resulting in higher working pressures than the
pressures produced in constant pressure heating utilized in Brayton
cycle turbines, Otto and Diesel cycle piston engines.
This invention utilizes a detonation cycle that utilizes less
working fluid and produces significantly less exhaust gas per
horsepower hour than Brayton cycle turbines, Otto or Diesel cycle
piston engines.
At least one turbine is provided in driving relation to a
shaft supported in bearings mounted in opposite end walls of a housing
for the turbine. The side walls of the housing are ported to
accommodate combustion chambers, expansion chambers and
exhaust ports. The combustion chambers are secured to the housing over
each respective port, with the firewall end of the chamber facing the
periphery of the turbine. Expansion chambers and exhaust ports are
positioned downstream from the combustion
chambers. Nozzles are ported in the firewalls of the combustion
chambers, extend and are directed to the periphery of the turbine.
High-voltage electrodes are positioned in the wall of each combustion
chamber and are continuously fired by high
frequency high-voltage transformer and capacitor networks. A low static
pressure rotary blower is driven by the turbine shaft to supply air as
an oxidizer via a common manifold feeding two combustion chambers. Fuel
gas, injected into venturi turbes on
the downstream end of the manifold, mixes with the oxidizer and is fed
into the combustion chambers at low static pressure. Both radiolytic
and photolytic radiation produced by the high voltage-high frequency
plasma arcs in the combustion chambers
atomizes and ionizes oxygen molecules initiating instantaneous
oxidization and detonation producing high-pressure shock waves that
kinetically compress Inert gas molecules in the chambers. The resulting
high-pressure compressed gases are directed from
the combustion chambers to the periphery of the turbine via nozzles.
The high pressure compressed gases, when exhausted from the nozzles,
kinetically impact positive displacement blades on the periphery of the
turbine, imparting momentum to the turbine. As the turbine rotates, the
compressed gases expand across the periphery of the turbine blades into
an expansion chamber further accelerating the turbine. The compressed
gases continue to expand via the respective exhaust ports. The torque
produced by
the acceleration of the turbine and shaft is converted to work or power
by conventional mechanical or electrical means. Acceleration, torque,
and resulting power output can be increased or decreased by the volumes
of combustion chambers, the number of
combustion chambers and turbines, the radius of the turbines, and the
amount of air and fuel utilized.
The principles of the invention will be further discussed with
reference to the drawings wherein preferred embodiments are shown. The
specifics illustrated in the drawings are intended to exemplify, rather
than limit, aspects of the Invention.
BRIEF DESCRIPTION OF THE DRAWINGS
In the Drawings:
FIG. 1 is a block diagram of
the turbine engine system;
FIG. 2 is a cross-sectional
view of the turbine engine, rotary
blower, manifolds and combustion chambers of the system shown in FIG.
1;
FIG. 3 is a block diagram of an
acceleration testing system
for a high inertia turbine engine system of the present invention
utilized as a fluidic dynamometer;
FIG. 4 is a graph of total
temperature drop across turbines
versus working fluid horsepower for the turbine engine system of FIG.
3;
FIG. 5 is a graph of
acceleration and torque versus RPM and shaft horsepower for the turbine
engine system of FIG. 3;
FIG. 6 is a graph of nozzle
inlet and exhaust outlet
acceleration gas temperatures versus RPM and shaft horsepower for the
turbine engine system of FIG. 3;
FIG. 7 is a graph of working
fluid horsepower versus shaft
horsepower and the resulting heat loss in horsepower across
high-inertia turbines.
DETAILED DESCRIPTION OF THE PREFERRED
EMBODIMENTS
In the illustrated preferred embodiment, the Detonation Cycle
Gas Turbine is illustrated in FIGS. 1 and 2. Referring to FIGS. 1 and
2, the turbine system includes a straight drive shaft 12 on which are
mounted for rotation with the drive shaft,
a positive displacement turbine wheel 11, a conventional rotary blower
48, a conventional flywheel 49 and a conventional power take-off unit
35 operatively connected to a conventional alternator 37.
The turbine engine further includes a block 30 (FIG. 1) having
end walls in which the drive shaft 12 is journalled for rotation. The
block 30 has an internal cavity in which the turbine 11 is housed, this
cavity includes two axially opposite end
walls and an outer peripheral wall. The block 30 is suitably air, water
or chemical cooled.
The turbine wheel 11 (FIG. 2) has a plurality of blades
mounted on the radially outer periphery thereof at a plurality of
equiangularly spaced sites. The individual blades extend axially from
end wall to end wall of the internal cavity, and from
the outer peripheral wall of the turbine wheel to the outer peripheral
wall of the internal cavity. Suitable slide bearing surface are
provided between the turbine blades and cavity walls. Accordingly, a
succession of chambers is defined in a series
about the turbine wheel 11 between angularly successive turbine blades.
The turbine engine has two combustion chambers, chambers 14
and 15 having respective firewalls 24, 25, provided at the inner end
walls thereof. Fuel-oxidizer manifold ports are provided through the
outer end walls thereof. A common inlet
manifold 47 for low-pressure oxidizer gas, is intersected at inlet
venturi throats 20, 21 by fuel inlet orifices 18, 19.
In accordance with principles of the invention, the combustion
chambers are intersected between the inlet and firewall thereof by
electrodes 22, 23, the inner ends of which are disposed within the
combustion chambers, for providing a visible
plasma arc therein during operation of the turbine engine. Through each
firewall, directional nozzles 16, 17 communicate through the radially
outer peripheral wall of the internal cavity of the block 30.
Generally, one-eighth of the way around the internal cavity of
the block 30 from where nozzles 16, 17 intersects the outer peripheral
wall of the internal cavity, the internal cavity is provided with
expansion chambers 26, 27 leading outward to
exhaust ports 32, 33.
The turbine, block, combustion chambers, inlets and outlets
may be made of materials and using constructional techniques that are
utterly conventional in the manufacture of piston and turbine engines.
The fuel supply (FIG. 1) for the turbine engine includes two
fuel tanks. Fuel tank 42 is for gaseous fuels and fuel tank 43 for wet
fuels. Both are connected by a fuel line to both orifices 18,19, via a
throttle regulator valve 44. Fuel tank
43 has a motor 54 that drives a wet fuel pump 52 and sprays fuel into a
fuel vaporizer 53 that converts the wet fuel to gas which is fed to
throttle regulator valve 44.
The oxidizer supply for the turbine engine includes a manifold
47 connecting both venturi inlets 20, 21 with the output side of the
rotary blower 48. At an upstream end of the manifold 47, a check valve
45 is provided for preventing compressed
oxidizer backflow towards the blower.
The electrical system for the turbine engine system includes a
battery 36, a starter motor 34, a voltage rectifer 31, a voltage
regulator 28, an alternator 37, a power switch 46, and two high voltage
ignition transformers 40,41. In operation,
the power switch 46 is turned on to actuate the system, and engages the
starter motor 34 with the battery 36. The starter motor 34 engages the
flywheel 49 thus turning the drive shaft 12, power take off 35,
alternator 37, and the air blower 48. The air
blower 48, driven by the drive shaft 12, produces low pressure air that
is fed via the check valve 45 and manifold 47 to the inlet venturis
20,21. Fuel gas from fuel tank 42 or 43 is throttled via regulator
valve 44 into the low pressure air stream via
orifices 18,19 and into the chambers 14,15, via the venturis 20,21. The
alternator 37 provides electrical power to high voltage transformers
40,41, that supply high voltage to arc electrodes 22,23.
According to the preferred design, the low pressure air
manifold piping to the combustion chamber 14 is shorter in length than
that to the combustion chamber 15. Accordingly, the fuel-air detonation
occurs in combustion chamber 14, closely
followed by one in combustion chamber 15 and so, in alternation. The
cyclic detonations in combustion chambers 14 and 15 produce high
pressure gases that expand, and via the respective nozzles 16, 17,
kinetically impact and expand across respective ones
of the blades of the turbine wheel 11, thereby turning the drive shaft
12 to provide rotary output to the power take-off unit 35. The power
take-off unit 35 turns the alternator 37 that generates DC power via
the voltage rectifier 31 and voltage
regulator 28 to maintain a full charge on the battery 36, and provides
continuous AC power to the high voltage transformers 44,41. The air
blower 48 rotation is sustained by the drive shaft 12.
By preference, the rotary blower 48, produces static air
pressure in the range of 3.5 to 15 pounds per square inch gauge, at the
output side of the blower.
The gaseous fuel contained in the fuel tank 42 preferably
comprises propane. However, other gaseous fuels such as hydrogen,
acetylene, butane, compressed natural gas can be utilized. The liquid
(wet) fuels contained in fuel tank 43 preferably
comprises gasoline, however, other wet fuels such as diesel fuel,
methanol, ethanol, or liquid natural gas can be utilized. The fuel
delivery pressure (obtained by pressurizing the fuel tank and/or by
using a wet fuel pump 52 and fuel vaporizer 53 for
boosting fuel pressure in the fuel delivery line to the orifices 18,19)
is preferably in the range of 7.5 to 20 pounds per square inch gauge,
and at least slightly higher than the aforementioned air oxidizer
pressure.
The high voltage transformers 40,41 preferably includes a 60
to 400 cycle, 120 volts AC, primary winding with a 15,000 volt AC
center-tapped secondary winding with capacitors in parallel across each
winding, creating an electrical tank circuit
that oscillates at high frequency and supplies electrical power to the
arc electrodes 22 and 23. Each 7,500 volt secondary transformer winding
and capacitor network oscillates at 100,000 cycles per second at 40
milliamperes, delivering 300 joule to each
of the arc electrodes 22,23.
Each arc electrode 22,23 produces electromagnetic radiation,
both photolytic and radiolytic, from the high frequency plasma arc
gaps. The density and power of the radiated photons and charged
radiolytic particles produced by the arcs at
electrodes 22 and 23 scatter throughout the chamber and the low
pressure air fuel mixture, kinetically impact and split oxygen
molecules. The oxygen atoms, oxidize the fuel molecules instantaneously
throughout the chamber producing a detonation and high
velocity shock waves through the chamber.
The pressure of the shock waves resulting from the detonations
compress remaining inert gases in the chambers into high pressure
masses. At the time of each detonation, the overpressure momentarily
shuts off the air and fuel flow at respective
orifice 18, 19 and venturi turbe 21,22. The compressed gases that
exhaust via the respective directional nozzle 16,17 disposed in the
firewall section 24,25 of respective combustion chamber 14,15
kinetically impact the elliptical blades in the
peripheral cavities 13 on the outer radial surface of the turbine wheel
11. The turbine wheel 11 rotates on and turns the drive shaft 12 in the
direction of the impact of the pressurized gas masses. The expanding
gases expand over the tops of the
turbine blades which are positioned on the radial surface of the
turbine at intervals that permit impulse and expansion of the
compressed gases into the expansion chamber 27, further accelerating
the turbine. During the cut off period of orifice 18 and
venturi 21, the blower air or other oxidizer is redirected via the
manifold 47 to combustion chamber 15 via venturi 20 and fuel orifice 19
where the detonation process is repeated.
The blower 48 volume, manifold 47 volume, combustion chambers
14, 15 volumes and nozzles 16, 17 volumes are preferably balanced to
produce an average displacement that results in fifteen detonations per
second per chamber.
The mean inlet temperature at the outlets of nozzles 16 and 17
are the average temperatures of the compressed gases impacting the
turbine 11 and elliptical bladed cavities 13 and are controlled by the
number of detonations per second per chamber. The temperature drop
across the turbine 11 is equal to the inlet temperature at the outlet
of nozzle 16 less the outlet temperature at exhaust port 32, plus the
inlet temperature at the outlet of nozzle 17, less the outlet
temperature at exhaust port 33.
The speed of rotation of the turbine 11 during operation can
be regulated by changing the fuel flow input into the combustion
chamber 14 and 15 via orifices 18 and 19 with fuel valve 44. As the
fuel is leaned, the detonations become less
powerful, therefore slowing the turbine 11 and blower 48. As the fuel
is enriched, the detonations become more powerful and the turbine 11
and blower 48 increases speed. The greater the range of the
flammability of the fuel, the greater the range of
control over the speed of the turbine 11 rotation.
Typical input requirements, at mean operating power, for the preferred
embodiment of the system are as follows:
Fuel 0.3 pound propane per horsepower hour.
Air 5.3 pounds per horsepower hour.
This is about one-half the air and fuel needed per horsepower
of output for Otto cycle and Diesel cycle piston engines, and about
one-eighth that required for the same output by Brayton cycle turbine
engines.
Operation of the Detonation cycle turbine is terminated by closing fuel
regulator valve 44 and disengaging switch 46.
It is within the contemplation of the invention that a
plurality of the turbines, all in the same block, or in a succession of
blocks be constructed and jointly operated in the same manner to drive
the same drive shaft 12.
Reiterating the cyclic operation, and the methods and
apparatus utilized in the invention; the switch is engaged connecting
the starter to the battery; the starter engages the flywheel and
rotates the shaft, the power take-off, the air blower,
and the alternator. Air is fed into the common manifold connecting the
two combustion chambers. Gaseous fuel is injected into the venturis and
mixed with air. The fuel-air mixture is injected into both chambers.
Photolytic and radiolytic radiation
produced by the plasma arcs across the high voltage electrodes in the
chambers atomizes the oxidizer and produces a detonation in one of the
combustion chambers. The overpressure of the first detonation, in the
respective combustion chamber, momentarily
shuts off the fuel and oxidizer flow at the combustion chamber input
orifice and venturi tube and the fluid flow reverts to the opposing
combustion chamber, via the manifold, where the second detonation
occurs. The overpressure mass, compressed gases,
products of the cyclic deonations, are cyclically exhausted via nozzles
into elliptical bladed cavities on the peripheral surface of the
turbine. After each detonation, the pressure in the respective
combustion chamber and manifold drops below the air
and fuel injection pressure on completion of exhausting the combusted
gases via the nozzle, and a new charge of air and fuel is injected by
the manifold and respective venturi tube, into the respective
combustion chamber, and the detonation repeats. The
impulse of the high-pressure high-velocity mass kinetically impacts the
elliptical blades of the turbine forcing it to rotate. As the turbine
rotates the compressed gases expand out of the cavity and across the
periphery of the elliptical blades into
the expansion chamber and out the exhaust pushing the turbine into
faster rotation. The torque produced by the acceleration of the turbine
and shaft is converted mechanically and/or electrically. Acceleration
and torque are determined by various
volumes of fuel-oxidizer mixes, volumes of combustion chambers and
nozzles, number of combustion chambers and number and radius of
turbines.
The invention may be further understood with reference to the
concrete example, a prototype engine test, that is illustrated and
graphically presented in FIGS. 3-7.
In FIG. 3, there is shown a turbine engine system of FIGS. 1
and 2, incorporated in an acceleration testing system, results of the
operation of which are described below in relation to the charts shown
in FIGS. 4-7.
The engine and test system used in the system of FIG. 3 had the
following configuration:
BLOCK: Made of machined aircraft aluminum. Measured
14".times.14".times.14".
TURBINE ASSEMBLY: Two 6.7" diameter turbines, 3" wide, weight
19.35 lbs., each mounted on 2".times.26"- 10-lb. shaft supported by
ball bearings. Total weight of turbines 38.7 lbs. Total weight of
turbine assembly--48.7 lbs.
COMBUSTOR ASSEMBLY: Four 140 ci combustors connected by two
crossover manifolds. Each combustor was fired by a single electrode
powered by the electrical device described herein. Each had an exhaust
nozzle orifice measuring 563/1000", with a
cross-sectional area of 0.248378 square inches, a total of 0.9935
square inches for four nozzle orifices.
ENGINE ASSEMBLY TOTAL WEIGHT: Total weight: 262 lbs.
AIR SUPPLY ASSEMBLY: A Roots blower, driven by a 10 HP electric
motor turning 1760 RPM, produces 17.5 lbs. of air/min., 231 SCFM.
FUEL SUPPLY ASSEMBLY: Two 30-lb. propane tanks with pressure
regulators and control valves supply fuel to each combustor via an
intake port on each manifold. For safety, only two combustors were fuel
by each tank by separate fuel lines. Mean
combustion heat of the propane was 20,500 BTU/lb.
TEST EQUIPMENT: A standard pounds scale was used for weighing
propane tanks. A Photo-Tachometer was used to measure motor and Roots
blower RPM and shaft RPM of the engine. A stop watch was used for
timing acceleration run time. A pyrometer was
used for measuring inlet gas temperatures at nozzles and outlet
temperatures at exhaust.
COMBUSTION OVERPRESSURE ACCELERATION OF TURBINE ASSEMBLY FROM 0 RPM
Atm Temperature: 88.degree. F. Aim Pressure: 14.7 psia
Fuel tanks were weighed.
Fuel tank #1 weight: 51 lbs., 2 oz.
Fuel tank #2 weight: 51 lbs., 4 oz.
Both fuel tanks were then connected to their respective fuel lines.
The power switch was engaged, activating the air supply
assembly, producing 17.5 lbs. of air/min., 231 SCFM, at a velocity of
558 fps at 1.2 Atms.
Simultaneously, the ignition switch was engaged; the fuel
valves on both tanks were opened; and the stop watch was started. The
engine shaft acceleration was measured by the photo-tachometer at 30,
60 and 90 second intervals. At an elapsed time
of 90 seconds, the shaft RPM was recorded at 12,587 RPM. The fuel
valves were closed. The ignition switch was turned off. The air supply
assembly continued to operate for 3 minutes, cooling the engine. The
air supply assembly was switched-off and the
turbines wound down to stop.
Engine Shaft 0-8,270 RPM 0-11,237 RPM 0-12,587 RPM Acceleration
Acceleration Time 30 sec. 60 sec. 90 sec.
The fuel lines were disconnected and the fuel tanks weighed.
Fuel tank #1 weight: 50 lbs., 6 oz.
Fuel tank #2 weight: 50 lbs., 12 oz.
Total Fuel Consumed in 30 Seconds: 0.50 lbs.=0.01666 lb./sec.
Total Fuel Consumed in 103 Seconds: 1 lb., 4 oz.
Nozzle Inlet Temperatures initial 1792.degree. F. Final 1544.degree. F.
Exhaust Outlet Temperatures initial 360.degree. F. Final 842.degree. F.
MEASURED ACCELERATION TEMPERATURE DROP IN WORKING FLUID ACROSS TURBINES
Nozzle inlet Temperatures
Initial Temperature=1792.degree. F.
Final Temperature=1544.degree. F.
Exhaust Outlet Temperatures
Initial Temperature=360.degree. F.
Final Temperature=842.degree. F.
Total Temp. Drop Across Turbines--4 Nozzles to 4 Exhaust
Initial Drop=5728.degree. F. Final Drop=2808.degree. F.
Average Total Temp. Drop Across Turbines--4 Nozzles to 4 Exhaust
Average Drop=4268.degree. F.
THERMAL--THERMOKINETIC--HORSEPOWER EQUIVALENTS TO TOTAL TEMPERATURE
DROP IN WORKING FLUID ACROSS TURBINES
Thermal Equivalent (TE)
Temp. .degree.F..times.Working Fluid lbs./sec..times.Working Fluid Sp.
Heat in BTU/lb/.degree.F.
TE=4268.degree. F..times.0.30832 lbs./sec..times.0.2095
BTU/pound/.degree.F.=275.68 BTU/sec.
Thermokinetic Equivalent (TKE)
BTU/sec..times.lbft/BTU
TKE=275.68 BTU/sec..times.778 lbft/BTU=214,479 lbft/sec.
Horsepower Equivalent (HP)
Thermokinetic lbft/sec..div.lbft/sec./Horsepower ##EQU1## See FIG. 4.
MEASURED ENGINE SHAFT ACCELERATION PRODUCED BY WORKING FLUID
OVERPRESSURE DRIVING TURBINES
Angular Acceleration (a)
a=Angular Speed w.div.Acceleration Time t
1) w=8,270 RPM.times.6.283 Radians/Rev=51,960 Radians/min.
a=w/t = ##EQU2## =1732 Radians/sec/sec
2) w=11,237 RPM.times.6.283 Radians/Rev=70,602 Radians/min.
a=w/t= ##EQU3## =1177 Radians/sec/sec
3) w=12,587 RPM.times.6.283 Radians/Rev=79,084 Radians/min.
a=w/t ##EQU4## =879 Radians/sec/sec See FIG. 5.
ACCELERATION TORQUE AND SHAFT HORSEPOWER PRODUCED BY WORKING FLUID
OVERPRESSURE DRIVING TURBINES:
TORQUE (T)
T=Turbine mass (m).times.Turbine Radius Squared (r.sup.2).times.Shaft
Accel (a)
1) T=mr.sup.2 a=1.209 lbsec.sup.2 /ft.times.0.279 ft.sup.2
/Rad.times.1732 Rads/sec/sec
T=163 lbft
2) T=mr.sup.2 a=1.209 lbsec.sup.2 /ft.times.0.279 ft.sup.2 /Rad'1177
Rads/sec/sec
T=111 lbft
3) T=mr.sup.2 a=1.209 lbsec.sup.2/ft.times. 0.279 ft.sup.2
/Rad.times.879 Rads/sec /sec
T=83 lbft ##EQU5##
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