Automotive Stirling Engine Development Program.19800072709 - 1980072709

DOE/NASA/0032-79/5 NASA CR-159744 MTI 79ASE101QT6 (HftSA-CR-159744) AUTOMOTIVE STIRLING EHGINE DEVELOPMENT PROGRAM Quarterly Technical Progress Report,
1 Jul. - 30 Sep. 1979 (Mechanical Technology, Inc.) 165 p CSCL 10B 00/85
H80-72800 Onclas 47U95
AUTOMOTIVE STIRLING ENGINE DEVELOPMENT PROGRAM

QUARTERLY TECHNICAL PROGRESS REPORT FOR PERIOD: JULY 1 SEPTEMBER 30, 1979
Mechanical Technology Incorporated
January 1980
Prepared for
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION
Lewis Research Center Under Contract DEN 3-32
for
U.S. DEPARTMENT OF ENERGY Conservation and Solar Applications Office of Transportation Programs
RECEIVED
Tl FAGIUTY ACCESS DEPT.
NOTICE This report was prepared to document work sponsored by the United States Government. Neither the United States nor its agent, the United States Department of Energy, nor any Federal employees, nor any of their contractors, subcontractors or their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product or process disclosed, or represents that its use would not infringe privately owned rights.
DOE/NASA/0032-79/5 NASA CR-159744 MTI 79ASE101QT6
AUTOMOTIVE STIRLING ENGINE DEVELOPMENT PROGRAM TECHNICAL PROGRESS REPORT FOR PERIOD: JULY 1 SEPTEMBER 30, 1979
STIRLING ENGINE SYSTEMS DIVISION Mechanical Technology Incorporated Latham, New York 12110
January 1980
Prepared for National Aeronautics and Space Administration Lewis Research Center Cleveland, Ohio Under Contract DEN 3-32
for U.S. DEPARTMENT OF ENERGY Conservation and Solar Applications Office of Transportation Programs Washington, D.C. 20545 Under Interagency Agreement EC-77-A-31-1040
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TABLE OF CONTENTS
1.0 2.0 3.0
SUMMARY INTRODUCTION PROGRESS SUMMARIES
1 2 7
3.1 Major Task 1 - Reference Engine

3.1.1 3.1.2 3.2 Task 1.1 Initial Technology Assessment Task 1.2 Reference Engine System Design
8
8 8 13 13 48 50 51 60 63 63 70 76 76 76 78 78 78 82 82 82 84 85 85
Major Task 2 - Component & Subsystem Development 3.2.1 3.2.2 3.2.3 3.2.4 3.2.5 Combustion and Heat Transfer Technology Development... Mechanical Component and Drive System Development Auxiliaries Technology Development Controls Technology Development Materials Development
3.3
Major Task 3 - Baseline Engine System (P-40) 3.3.1 3.3.2 Baseline Engine ( - 0 P4) Facilities
3.4
Major Task 4 - ASE Mod I System 3.4.1 3.4.2 3.4.3 3.4.4 3.4.5 3.4.6 3.4.7 3.4.8 3.4.9 3.4.10 3.4.11 3.4.13 3.4.14 3.4.15 Heat Generating System Preheater Heater Head Gas Cooler Regenerators Cylinder Block Seals Cooling Systems Development Piston/Piston Rod Assembly Engine Drive System Air/Fuel System Flow Distribution Tests Joining Techniques Power Control
3.4.12 Auxiliaries
85
85 85 85
3.4.16 Air Blower 3.4.17 Atomizer Air Compressor

3.4.18 Stirling Engine System
90 90
90
TABLE OF CONTENTS (Cont'd.) Page
3.5
Major Task 5 - ASE Mod II System 3.5.1 3.5.2 3.5.3 Endurance Test on P-40 Engine (ASE40-4) Annular Regenerator Seal Development Test Rig No. 1
101 101 106 106
3.6 Major Task 6 - Prototype ASE System Study

3.7 3.8 3.9 Major Task 7 - Computer Program Development Major Task 8 - Technical Assistance Major Task 9 - Program Management
115
116 117 118 121
APPENDIX A.,
LIST OF FIGURES Figure FRONTISPIECE Stirling Powered Spirit Baseline Vehicle Under Test at Michigan International Speedway Program Milestones Program Task Schedule 4 5 Page
2.0-1 2.0-2
3.1.2-1
3.1.2-2 3.1.2-3 3.2-1 3.2-2 3.2-3 3.2-4 3.2-5
Alternative Piston Rod Seal

Current Reference Engine Design Reference Engine Incorporated Into X-Body Vehicle Preheater Housing Preheater Housing and Adjacent Components Side View of Heater Head Quadrant Top View of Combustor Regenerator
10
11 12 15 16 17 18 19
3.2-6
3. 2-7 3.2-8 3.2-9 3.2-10 3.2-11 3.2-12 3.2-13 3.2-14 3.2-15 3.2-16 3.2-17 3.2-18
Cooler
Combustion Air Blower...., Air Pump Rod Assembly Piston Seal Assembly Gas Seal Housing Cartridges Seal Assemblies Fuel Nozzle Rear View of Engine Exposing Drive Gears Crankcase/Main Shaft Underside of Engine Parallel Crankshaft and Bedplate Assembly - Top View Crankshafts Without Drive Gears
19
20 21 22 23 24 25 26 27 28 28 29 29
LIST OF FIGURES (CONT'D.) Figure 3.2.1.2-1 3.2.1.2-2 3.2.1.3-1 3.2.1.3-2 EGR Schematic.., CO Levels for EGR Fractions Up to 100% CGR Schematic Design Pressure Drop and CGR Pumping at Idle Conditions CGR Bypass Valve NOX vs. Fuel Flow Using CGR Comparison of EGR and CGR Control Valves Comparison of NOX Reduction Methods Using EGR and CGR Schematic Design of Regenerator Pressure Drop Test Rig Heat Flows for P-40 Opel Heating System Materials Screening Test Rig ASE Mod 1 Blower Development Test Rig (Side View) Cross Sections of ASE Mod I Blower Development Test Rig Dimensions of Vane Height for the Blower Design Electric Actuator Electro-Hydraulic Actuator Sliding Rod of Hydrogen Power Control Valve P-40 Stirling Engine No. 8 Installed in the AMC Spirit Engine P-40 Spirit Skid #1 - Engine Cooling Skid #2 - Dynamometer Cooling Skid #3 - Engine/Brake Assembly Skid #4 - Fuel/Air Page 31 33 34
35 37 38 39
3.2.1.3-3 3.2.1.3-4 3.2.1.4-1 3.2.1.4-2
40
3.2.1.5-1
45 47 49 52
3.2.1.6-1 3.2.2.1-1 3.2.3-1 3.2.3-2
53 54 57 57 58
3.2.3-3 3.2.4-1 3.2.4-2 3.2.4-3 3.3.1.1-1
64 65 72 72 73 73
3.3.1.1-2 3.3.2-1 3.3.2-2 3.3.2-3 3.3.2-4
LIST OF FIGURES (CONT'D.) Figure 3.3.2-5 3.4.1-1 3.4.3-1 Skid #5 - Operator Control Assembly ASE Mod I Combustion Chamber with Varying Heights ASE Mod I Regenerator House - Effective Stress in N/mm2 ASE Mod I Regenerator House - Effective Stress in N/mm2 ASE Mod I Cylinder House - Effective Stress in N/mm2.... Initial and Revised Duct Plate Air Preheater Flow Distribution Test Rig Air Preheater Flow Distribution Test Rig Fixture for Brazing the Preheater Matrix Brazing Test of Preheater Matrix Performance Map of the Flaff Blower Performance Map of the Sunflo Blower Combustion Air Blower Variator Results of Combustion Air Blower Noise Tests Atomizer Air Compressor with Servo Oil Pump Cracked Manifold Enlargement of Cracked Manifold Shown in Previous Figure P-40 Endurance Test Engine P-40 with Annular Regenerator-Type Heater, Regenerators Shown P-40 with Annular Regenerator-Type Heater, One Quadrant Removed Close-Up View of Annular Regenerator-Type Heater Mounted on the P-40 Engine Annular Regenerator-Type Heater, Underside View of Quadrant Page 75 77
79
3.4.3-2
80 81 83 86 87 88 89 91 92 93 94 95 102
3.4.3-3 3.4.6-1 3.4.13-1 3.4.13-2 3.4.14-1 3.4.14-2 3.4.16-1 3.4.16-2 3.4.16-3 3.4.16-4 3.4.17-1 3.5.1-1 3.5.1-2
103 105
3.5.1-3 3.5.2-1
107
3.5.2-2
108
3.5.2-3
109
3.5.2-4
110
LIST OF FIGURES (CONT'D.)
Figure 3.5.2-5 Annular Regenerator-Type Heater and P-40 Engine Mounted on Test Skid Cross Section of Annular Regenerator in the Endurance Engine (ASE-40-4) as Compared to Cross Section of Regenerator in a P-40 Engine Diaphragm Seal Concept Diaphragm Seal Test Rig
Page
Ill
3.5.2-6
112 113 114
3.5.3-1 3.5.3-2
LIST OF TABLES
Table
Page
3.2.1.4-1 3.2.1.4-2 3.2.1.4-3 3.2.4-1
CVS Cycle Comparison Advantages/Disadvantages of EGR and CGR Comparison of Mod I Blower Requirements Comparison of Selected Alternative Power Control Sys terns P-40 Spirit Performance Compared to P-40 Opel
41 42 44
59
3.3.1.1-1
Performance
3.4.18-1 3.4.18-2 Preliminary ASE Mod I Dimensions Preliminary Calculated Mod I Values for Power and Efficiency Calculated Net Power and Net Efficiencies of the Mod I Engine as a Function of Mean Pressure and Rotational Speed Friction and Auxiliary Power Requirements Used to
69
96
97
3.4.18-3
99
3.4.18-4
Perform Net Power Calculations
100
1.0
SUMMARY
The DOE/NASA "Automotive Stirling Engine Development Program" has been underway for approximately eighteen months. During this time, the program's first Stirling-powered vehicle was assembled, tested, delivered, and displayed. This predevelopmental, demonstration vehicle, an Opel sedan with a P-40 Stirling engine, was presented at the October, 1978 DOE Highway Vehicle Systems Contractors' Coordination Meeting. The program's baseline Stirling-powered vehicle, a 1979 AMC Spirit sedan containing a P-40 Stirling engine, was displayed for the first time with a mockup engine at the meeting in April 1979. After the April CCM, the mockup engine was removed and the "real" engine was installed. The Spirit was then tested by AMG and changes were made in the installation and the transmission in order to "optimize" the vehicle/engine system with respect to performance and emissions. The results of testing the P-40 Spirit are contained in this report. As of the end of this quarterly period, the engine in the P-40 Spirit was run for 139.5 hours and the vehicle odometer read 1868 miles. During the first 18 months of the program, baseline P-40 Stirling engines were assembled and delivered to NASA, MTI, and AM General Corporation (AMG). The P-40 engines were tested and assembled, and subsystems and components were developed and evaluated at United Stirling of Sweden (USS). Component efforts at MTI are underway and are reported in this rep9rt. A breakdown of engine and test-rig operating hours is shown: Component Test-Rig Operating Hours (as of 9/30/79) Check Valves Seals Combustion Development Seal Development Test Rig No. 1 TOTAL 2012.0 441.0 2899.5 206.0 hours hours hours hours
5558.5 hours
P-40 Engine Operating Hours (as of 9/30/79)
Opel Engine
NASA Engine MTI Engine Spirit Engine At 820C
188.0 hours
48.0 35.0 139.5 1200.0 hours hours hours hours
Other Testing
TOTAL
102.1 hours
1712.6 hours
-1-
2.0
INTRODUCTION
The Automotive Stirling Engine Development Program is directed at developing the technology relating to the automotive application of Stirling engines. Mechanical Technology Incorporated was selected as the prime contractor to carry out the program, which is funded by the U.S. Department of Energy (DOE) and administrated by the National Aeronautics and Space Administration at the Lewis Research Center (NASA-LeRC). NASA Contract No. DEN3-32 was awarded to MTI on March 23, 1978. MTI is responsible for overall program management, mechanical component and systems development, engine and vehicle testing and evaluation, computer code development, and transfer of Stirling engine technology from Sweden to the United States. The engine development program is based upon the extensive technological advancements, capabilities, and background knowledge in Stirling engines of KB United Stirling (Sweden) AB & Co. (USS), a subcontractor to MTI. AM General Corporation (AMG), a wholly owned subsidiary of American Motors Corporation, is the subcontractor responsible for automotive selection, design, integration, and evaluation of Stirling engines installed in passenger cars. The Automotive Stirling Engine Development Program consists of engine development supported by parallel component development effort. This approach was made possible by the existence of a baseline Stirling engine (P-40) at USS and many hours of successful in-vehicle experience (the V4X35 in the Ford Taunus, the P-75 Mark 1 in the Volvo light-duty truck, and the P-40 in the Opel and the Spirit sedans). The selected program logic recognizes the current development status and the ultimate program goals. To achieve the program's objectives, the following major development challenges must be met: High efficiency (performance) resulting in improved fuel economy. Acceptable initial cost and low specific weight.
The current program, as recently modified to coincide with the requirements of the "Automotive Propulsion Research and Development Act of 1978", will consist of the development of two generations of Automotive Stirling Engines (ASE). ASE Mod I will be the selected concept chosen from the reference engine concept study (Task 1) and will be improved through light-weight construction (automotive design practice) and through system (engine/vehicle) matching. ASE Mod II will be an upgraded version of ASE Mod I, adding performance improvement features to ASE Mod I. Improvements will be obtained through engine development/testing, through components and subsystems development carried out in parallel, and from the use of improved auxiliaries and accessories. Component and subsystem development, refinement of the external heat system, and high temperature operation will converge upon ASE Mod II. The final Program Objectives are to develop and demonstrate, by September 1984, an Automotive Stirling Engine System, which when installed in a 1984 vehicle, will meet the following objectives:
-2-
1.
At least a 30 percent improvement in combined cycle fuel economy (mpg), based on EPA test procedures, over that presently predicted for a comparable 1984 production vehicle. The reference 1984 production vehicle shall be powered by a conventional spark-ignition engine. Both the automotive Stirling and spark-ignition engine systems will be installed in identical model vehicles* and will give substantially the same overall vehicle driveability and performance. The improved fuel economy will be based on fuel of the same energy content (Btu/gal). The absolute fuel economy goal will not vary over the life of the contract. Gaseous emissions and particulate levels less than the following: NOX =0.4, HC = 0.41, CO = 3.4 g/mile and a total particulate level of 0.2 g/mile using the same fuel economy measurements. * It is intended that identical model vehicles be used for the comparison. However, a difference in inertia weight between the two vehicles is acceptable if the difference results from the substitution of the automotive Stirling engine system for the spark-ignition powertrain system.
2.
The following system design objectives will also be met: 1. 2. Ability to use a variety of alternate fuels. Reliability and life comparable with powertrains currently on the market. A competitive initial cost and a life-cycle cost no greater than that of a comparable conventionally-powered automotive vehicle. Acceleration suitable for safety and consumer considerations. Noise and safety characteristics that meet the currently legislated or projected Federal Standards for 1984.
3.
4. 5.
Because of program redirection and renegotiations currently underway, the milestones and schedule presented below are not approved, but are expected to be incorporated into the new contract. Until such time, they are presented for information only. Program milestones are as follows: 1. 2. (See Figure 2.0-1)
ASE Mod I design freeze and assessment prior to March 31, 1980. Complete dynamometer characterization and assessment of first build of ASE Mod I prior to September 30, 1981. Complete dynamometer characterization and assessment of ASE Mod 1 (updated) prior to September 30, 1982.
3.
-3-
4.
Deliver ASE Mod I system (in vehicle) to EPA prior to September 30, 1983. Complete dynamometer characterization and assessment of ASE Mod II prior to September 30, 1983. Deliver ASE Mod II system (in vehicle) to EPA prior to September 1984.
5.
6.
Fiscal Year
1979 1980 1981 1982 1983 1984
ASE Mod I Design Freeze l-re ASE Mod I Dyno Test Dyno Characterization T ASE Mod I Uprated
I I
ASE Mod I EPA Vehicle Test
ASE Mod II Dyno Test ASE Mod II EPA Vehicle Test
Figure 2.0-1 Program Milestones

In order to comply with the provisions of Title III of Public Law 95-238, the "Automotive Propulsion Research and Development Act of 1978", the MTI program as originally presented in previously issued quarterly reports is being redirected, rescheduled, and rebudgeted. The current, modified program consists of nine major program tasks, scheduled over six and one-half years, as shown in Figure 2.0-2. Task 6.0 of the original program, pertaining to the third engine generation, was eliminated and a task titled "Prototype ASE System Study" is being planned. Task 1; Reference Engine
This task consist of a technology assessment effort (completed) and a technology assessment report which was written and delivered to NASA. The development and updating of a Reference Engine System Design (RESD) which will reflect the latest design in order to meet the final program objectives, is a continuing effort throughout the program.
-U-
1971
1579
18 90
1981
1982
1983
1984
Components ft Subsystem Technology Development Baseline Engine System Task 4 ASE Mod I Engine System 5 ASE Mod II Engine System Taik 7 Computer Program Development Task 8 Technical Assistance Taw 9 Program Management
Figure 2.0-2 Program Task Schedule
Task 2;
Component and Subsystem Development
Work will be initiated in response to joint NASA/USS/MTI/AMG task force recommendations, covering the heating system, engine mechanical seals, systems and drives, controls, materials, accessories, and auxiliaries. Work will be directed at improvements in Stirling engine systems for ASE Mod I and ASE Mod II. Task 3: Baseline Engine System (P-40)
The existing P-40 Stirling engine system will be the Program's Baseline Engine System. Five P-40 engines will be built. The first engine is installed in the 1977 Opel. The second engine has been delivered to NASA for test and evaluation. The third engine was delivered to MTI in April for complete engine disassembly, documentation, reassembly, and testing. The fourth engine was delivered to AMG and was installed by AMG into the 1979 AMC Spirit sedan. The fifth engine will be delivered to MTI early in FY1980 as a spare.
Facilities are under construction at MTI for engine, vehicle, and component test ing.
-5-
Task 4;
ASE Mod I System
This will be the first "clean sheet of paper" automotive Stirling engine developed on the program. Design effort has started on this 4-cylinder, square "U" configuration engine. Plans call for six engines and three vehicles. Engine deliveries are scheduled to start early in 1981. Tentative specifications and parameters are as follows: Power level Fuel Economy Noise Specific Weight 58 kW 27.5 mpg (AMG Spirit) < Opel 6-7 Ib/HP
Heater Tube Temperature Emissions Fuel
720C To meet all standards Gasoline or diesel
Task 5:
ASE Mod II System an upgraded version of ASE Mod I, using new been proven prior to the ASE Mod II design planned to start in October 1981. Plans call vehicles. Engine deliveries are scheduled to
This engine system will be design concepts which have review date. Predesign is for five engines and three start in mid-1983. Task 7;
Computer Program Development
This task covers only those computer codes necessary for implementation of the program. These include an engine performance code, heater system modeling, cooling system modeling, mechanical drive system modeling, a thermodynamic cycle nodal code, an engine transient response code, and an engine optimization code. Task 8: Technical Assistance
Effort will be performed as requested by the Government. This work will relate to the scope of the total contract, and will involve demonstrations, training, displays, and other forms of assistance. Task 9: Program Management
This task consists of program administration, management and control, reports, product assurance, training, and contract administration.
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3.Q
PROGRESS SUMMARIES
The MTI Automotive Stirling Engine Development Program has completed 1-1/2 years of effort. The following quarterly reports have previously been published: Quarter 1st 2nd 3rd 4th 5th Covering Period March 23-July 1, 1978 July 2-September 30, 1978 October 1-December 31, 1978 January 1-March 31, 1979 April - June 30, 1979 MTI Report No. 78ASE16QT1 78ASE32QT2 79ASE43QT3 79ASE67QT4(DOE/NASA/0032-79/2, NASA CR 159606) 79ASE88QT5(DOE/NASA/0032-79/3, NASA CR 159610)
This report covers the sixth quarterly period of July 1, 1979 through September 30, 1979. The following is a summary of each of the program's major tasks.
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3.1
MAJOR TASK 1 - REFERENCE ENGINE
This task is intended to guide component, subsystem and engine system development. A reference engine system design will be generated and continually updated to reflect the best contemplated approaches and the latest technology to meet the final program objectives. The reference engine system will be the focal point to guide development, will be based on approved engine system concepts, and will include anticipated 1985 vehicle power level and size for equivalent spark ignition, diesel, and stratified charge engines. A comprehensive technical assessment will be made of the present status and level of technology of Stirling engines as candidates for automotive power plants. This assessment will be directed at, but not limited to, the status of United Stirling of Sweden's engine design and development technology. When completed, the Initial Technology Assessment will be used as a basis for a detail study and reevaluation of the overall technical program plan.
3.1.1
Initial Technology Assessment
The final camera-ready copy of the Initial Technology Assessment Report was delivered to NASA in mid-September. The report will be sent out for printing and will be available for distribution in mid-December. For reference purposes, the report numbers are: DOE/NASA/0032-79/4, NASA CR-159631, MTI 79ASE77RE2.
3.1.2
Reference Engine System Design
The USS modified driving cycle vehicle simulation computer program is now available for use. - The engine friction model was updated to include bearing oil-film temperature rise. - Correlations against motoring tests were performed. - Mileage calculations are currently being run for different optimized engines with alternative maximum values of speed, pressure, and temperature. The results indicate that further investigation is needed in order to present firm recommendations. - Different air preheater alternatives are also being compared. Preliminary calculations indicate that different alternatives yield a 3% difference in mileage. Mileage is better for recuperative and preheater alternatives, mainly due to the power requirement for the regenerative alternatives.
-8-
Front wheel drive feasibility studies were conducted at AMG and layout drawings of potential interferences were made. The purpose of these studies is to evaluate possible interference areas so that their impact on Mod I and II design activities can be evaluated. The transmission and drive assembly of a GM "X" body vehicle was obtained for study. An alternative piston rod seal, using a flexible membrane between the cap seal and a modified Leningrader seal, was studied. Seal housings, including connections for cycle gas (max., min., and supply), were completed. Figure 3.1.2-1 shows this new, experimental seal system. The regenerative air preheater for the RESD was studied and drawings were completed. The size of the preheater has been kept within reasonable limits by dividing the matrix into two cores placed opposite each other. By using ceramic low expansion seal supports on the hot side, the seals were simplified and the flexible membranes were eliminated. A c'esign assessment meeting was held at MTI on September 26, 1979 to firalize the RESD and ASE Mod I vehicle specifications and to review the current approach for the RESD. The meeting was attended by MTI/USS/AMC/NASA. As a direct result of this meeting, new vehicle specifications are being prepared. Fig ire 3.1.2-2 shows the current reference engine. It has four panllel cylinders in a square cluster, with separate regenerator housings placed outside the cylinders. The drive mechanism consists of two crankshafts and a main shaft connected together by a synchronizing mechanism. The cylinder block is, at least partially, made of aluminum and the crankcase is a light alloy casting. The pressure vessel formed by the cylinder heads, the cylinder barrels and the piston rod seal housings are kept together by long bolts close to the circumference; this way only the net piston forces are transmitted down to the crankcase. Figure 3.1.2-3 shows the reference engine as it would be packaged into an X-body vehicle.
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Piston Cylinder Pressure MPa 21,5 10,0 Time Kapseal

10 MPa Rod Scraper Hydrogen
seal element
Filter
Crosshead
Figure 3.1.2-1
Alternative Piston Rod Seal
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Figure 3.1.2-2
Current Reference Engine Design
mri-19621
-11-
Figure 3.1.2-3
MECHANICAL TECHNOLOGY INCORPORATED
Reference Engine Incorporated into X-Body Vehicle

-12MTI-19457
3.2
MAJOR TASK 2 - COMPONENT AND SUBSYSTEM DEVELOPMENT
This task covers component and subsystem development as guided by the knowledge already gained from the existing P-40 and P-75 Stirling engines, from the Initial Technology Assessment effort, and from the Reference Engine System Design work. Components and subsystems will be developed in support of ASE Mod I and ASE Mod II engine developments. The task will include: conceptual and detail design analyses; hardware design, fabrication and assembly; component and susbystem testing in laboratory test-rigs and in operating engines. Only those activities expected to result in improvements within the time frame of the program will be covered under Major Task 2. Advanced developments beyond the scheduled design review date for ASE Mod I and ASE Mod II will not be a part of this task, but may be part of the new Task 6. The component and subsystem development task will be directed to solving the problems associated with successful demonstration of the Stirling engine for automotive propulsion. Experts conclude that the present performance of the Stirling engine is sufficient to replace current internal combustion engines, and that the reliability and life requirements can be met. They also conclude that in order to penetrate the automotive market, engine cost and complexity must be reduced. Therefore, high engine performance must be maintained while reducing cost by reducing complexity, substituting easily available materials for superalloys, reducing weight and improving individual components by intensive and directed development. For information/orientation purposes, photographs of some of the components of the P-40 engine are shown in Figures 3.2-1 to 3.2-18. 3.2.1 Combustion and Heat Transfer Technology Development
The objective is to advance the state of technology of the heating system and heat exchanger components, in terms of durability, reliability, performance, cost, and fabrication technology, using the existing P-40 components as a baseline. Work on Stirling engine combustors has been directed at simple, fixed geometry designs, with either exhaust gas recirculation (EGR) or combustor gas recirculation (CGR) to reduce NOX levels. Work on the combustion system will be aimed at improving the overall life and reliability of the components without sacrificing performance in terms of efficiency and emissions. Fuel nozzles and fuel atomization/vaporization techniques will also be studied to reduce cost and improve performance. 3.2.1.1 Combustion Development
The inherent advantages of the Stirling engine over the internal combustion engines are:
1. High thermal efficiency and, hence, better fuel mileage.
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Page Intentionally Left Blank
Figure 32-1 Preheater Housing
-15-
MTI-19582
Exhaust Port Turbulator
Combustion Air Blower
Exhaust Port Igniter Mounting
Insulation Shield
Air Blower Inlet
Figure 3.2-2 Preheater Housing and Adjacent Components
-16MTI-19581
Heater Tubes
Upper Half of Block Assembly Regenerators Pistons
Figure 3.2-3 Side View of Heater Head Quadrant

MECHANICAL TICHNOtOCV 1NCOKPORAT60
-ITHTI-19575
Figure 3.2-4 Top View of Combustor

-18MTI-19576
Figure 3.2-5
Cooler
Figure 3.2-6
Regenerator
-19KTI-19572
Figure 3.2-7 Combustion Air Blower

-20MTI-19573
Figure 3.2-8 Air Pump
-21MTI-19577
Piston Rod .
Slipper
Connecting Rod
Figure 3.2-9
Rod Assembly
-22-
Figure 3.2-10
Piston Seal Assembly

-23MTI-19585
fill
Figure 3.2-11
Gas Seal Housing Cartridges
-2hMTI-19552
Main Seal Housing
Backers Used in Cap Seal Assembly
Figure 3.2-12
Seal Assemblies
-25MTI-19580
Figure 3.2-13
Fuel Nozzle
-26JfH-19579
Main Shaft
Drive Gears
Figure 3.2-14
Rear View of Engine Exposing Drive Gears

-27MTI-19584
Figure 3.2-15
Crankcase/Main Shaft
Figure 3.2-16
Underside of Engine
-28MTI-19583
pressor ting Point
I Pump
Figure 3.2-17
Parallel Crankshaft and Bedplate Assembly Top View
Figure 3.2-18
Crankshafts without Drive Gears

-29KTI-19574
2. 3.
Low pollution product. Ability to burn a wide variety of fuels.
Although the Stirling engine combustors do indeed produce low carbon monoxide (CO) and very low total hydrocarbons (HC), the nitrogen oxides (NOX) have been higher than that specified by the EPA 1984 objectives. The reason is simple: A high efficiency combustor operating at near stoichiometric fuel/air ratios will produce high gas temperatures; these high temperatures in the presence of ^ and 02 will produce NOX. Some of the methods of inhibiting the formation of NOX are: 1. 2. Withdraw heat from the burning gas, thus keeping it cooler. Reduce the oxygen content so that there are fewer 0-atoms to react with the N-atoms. Burn with a rich or lean mixture to keep the temperature down.
3.
All three of these methods are used in exhaust gas recirculation (EGR) and combustion gas recirculation (CGR) methods. The burning mixture, which contains about 25% excess air, is operating in the lean stoichiometric region; some heat is withdrawn from the burning gas by radiators to the heater tubes; and the recirculated exhaust gas (EGR or CGR) reduces the 0-atom concentration and flame temperature. In the "standard" engine, the exhaust gas is discharged after passing through the preheater. In the EGR system, some fraction of the exhaust gas is introduced into the combustion air just upstream of the blower. In the CGR system, the blower pressure is increased to produce a high velocity jet which is then used as a jet ejector pump to recirculate a portion of the combustion gas before it passes through the preheater. The question to be resolved is: EGR or CGR? 3.2.1.2 The EGR system Is there a clear-cut advantage to
The EGR system is shown in the block diagram of Figure 3.2.1.2-1. Note that the Burner Air Flow Control also permits recirculation of flow from the blower if there is more than is needed. Tests were made to determine the amount of NOX reduction with specified quantities of EGR. EGR levels up to 90% showed marked reductions in NOX. A preliminary objective of 50 to 55% recirculated gas was selected as a reasonable value for evaluating EGR and CGR.
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The % EGR and CGR may be defined as follows:
Mass of recirculated gas
% EGR and CGR =

Mass of inlet air
x 100
Volume of recirculated gas
% EGR and CGR =

Volume of inlet air
x 100
The volume of recirculated gas and inlet air can be determined by exhaust gas and combustor inlet (air plus gas) analysis for either CC>2 or 02 volume fraction. Tests were made with the EGR system, using a simple flow restriction device to control percent of EGR. The test results showed that this device resulted in a variation of percent EGR with power level. There was a sharp rise in EGR percent at low power, which caused combustion to become unstable. This was remedied by installing an on-off EGR valve, which was actuated from a power level control, so that EGR was turned off at low power levels. This was still not satisfactory to reach the objective of having a control which exhibits a "flat response" of EGR to power level. Finally, a proportionally operated valve was used, which produces a much better response except for the very low power end where some hysteresis was noted. The EGR percent, however, was low but an adjustment has been made, and the valve will be tested at 50-55 percent EGR. CO level is not a concern for this combustor design. Measured CO levels for EGR fractions up to 100% are shown in Figure 3.2.1.2-2. For a range of fuel flows from 1 to 3 grams/sec, the CO content did not exceed 100 ppm. Since the EPA maximum allowable level is about 1200 ppm, CO is not a problem with these engines. 3.2.1.3 The CGR System
The CGR system is shown in in the block diagram of Figure 3.2.1.3-1. The principal difference between CGR and EGR is that the hot gas is not required to pass through the preheater, ducting, or blower. This, in itself, reduces the loading on the preheater and blower in addition to reducing the size of the piping needed to carry the gas. A CGR bypass valve is shown, which reduces the pressure loss in the system at high power levels by bypassing part of the gas around the high-pressure loss ejector. The ejector action is shown for one operating condition (idle) in Figure 3.2.1.3-2. A high velocity jet is produced by reducing the air flow area from the blower, which causes increased blower-air
-32-
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Pressure Drop Required For Jet Pumping
Figure 3.2.1.3-2
Design Pressure Drop and CGR Pumping at Idle Conditions
-35-
pressure. The static pressure at the jet exit drops, creating a low pressure zone into which the exhaust gas flows. The exhaust gas is then entrained by momentum exchange in the tube, the static pressure rises, and the gas mixture is injected into the combustor. The CGR valve is shown in Figure 3.2.1.3-3. The gas bypass is controlled by rotating the upper portion of the valve, which regulates the alignment of the flow ports at the lower end. The control is set to start opening the valve at the maximum CVS cycle power. At maximum power, the valve cuts pressure drop by more than half, while the CGR quantity drops from near 50 percent down to less than 5 percent. Data showing reduced NOX, using CGR, are shown in Figure 3.2.1.3-4i The data were from combustor rig tests where three different ejector sizes were used. The general trend is for lower NOX at higher fuel flow, or higher power level. While the data is considerably scattered, all of the NOX values at fuel flows higher than 1 gram/sec lie within the EPA objectives. 3.2.1.4 Comparison of EGR and CGR Performance
Data for Stirling engine number ASE40-1 and ASE40-7 (P-40 Nos. 1 and 7) with the on-off EGR valve, provide an erratic NOX emissions trend which does not appear to be satisfactory for the EPA goal; however, data from ASE40-5 in the Opel, for two tests, show that the CVS cycle NOX was lower than the EPA goal. The new EGR valve with proportional control has the potential for better NOX performance than the on-off valve. Further development tests of this valve are being planned. A comparison of the EGR and CGR control valves is shown in Figure 3.2.1.4-1, where percent EGR or CGR is plotted versus fuel flow. The difference in purpose and effect of the EGR and CGR control valves is clearly shown. NOX production, using these same valves, is shown in Figure 3.2.1.4-2. Also shown is the anticipated NOX performance for the new proportionally-controlled EGR valve. This plot indicates that the new EGR valve may perform better in NOX reduction than either the on-off EGR valve or the newer CGR valve; however, this anticipated result must be confirmed in testing. Table 3.2.1.4-1 contains a comparison of EGR and CGR with the "standard" (no EGR or CGR) engine. The "hot end" efficiency ( nB) for the standard engine and CGR engine are about equal; however, about 2.28 percent of ^3 is lost in the EGR system, mainly in preheater losses. Heater head losses are about equal for CGR and EGR. The net effect is approximately a 3 percent loss in the EGR. compared to CGR, or about 1 mpg. Table 3.2.1.4-2 shows a comparison of the advantages and disadvantages of CGR versus EGR. CGR has already been developed to an operating stage (over 500 hours), but development is not completed. After completion, CGR is anticipated to improve gas mileage by 1 mpg. This anticipated improvement is based on engine system calculations.
-36-
Figure 3.2.1.3-3
CGR Bypass Valve
-37MTI-19559
Fuel m,. g/ser
Figure 3.2.1.3-4
NOx Versus Fuel Flow Using CGR

IHHJ
-38-
Idle Oper. Range CVS Cycle
Max Power
100
EGR (P-40 No. 5 in Opel USS 78-0068C)
80
CGR
60
CGR Bypass Opens
8 w
40
20
Fuel Flow, g/seo
Figure 3.2.1.4-1
Comparison of EGR and CGR Control Valves
MCCHAMCU TtCHNOLOGV INCOHPOHATtD
-39-
6r
EGR With On-Off Valve
CC;R w i t h
Bypass
M3
Idle CVS Cycle
Max Power
2 3
Fuel fn, g/sec
Figure 3.2.1.4-2
Comparison of NOx Reduction Methods Using EGR and CGR
MECHANIC*!. TECHNOLOGY IMCORPOflATED
NO
EGR/CGR
EGR
CGR
nB HEATER HEAD & PREHEATEP EFF.
86.17
83.77
86.05
An B
PREHEATER PE MALTY
2.28
An B
HEATER HEAD PENALTY
.12
.12
1 COMBUST OR
99.9
99.9
99.9
RELATIVE
HB
1.0
.97
1.0
MPG CHANGE
- METRO - HIGHWAY - METRO & HIGHWAY
REF REF
REF
- .8 -1.1 9
Table 3.2.1.4-1
CVS Cycle Comparison
-111-
ADVANTAGES
DISADVANTAGES
EGR
1.
2.
An existing system that reduces

NOX
1.
NOX value is marginal to meet EPA limits Reduced blower life from hot hot gases Variable EGR valve still under development
Variable EGR valve has potential for fhrther NOX reduction
2.
3.
_CGR
1.
Does not require gas cooling to protect blower Smaller air ducting to blower
1.
By-pass valve development not complete Complex combustor shape for manufacturing NOX still marginal Engine tests not yet made
2.
2.
3.
37 mpg improvement over EGR ( 1
3. 4.
Table 3.2.1.4-2
Advantages/Disadvantages of EGR and CGR
-H2-
A further comparison of EGR versus CGR and the "standard engine combustor" with respect to blower requirements, is shown in Table 3.2.1.4-3. A high efficiency (72.5%) blower was assumed to be used. For CGR, a large increase in pressure loss is shown for the combustor, mainly caused by the ejector pressure needed for jet pumping. However, the preheater A P is significantly lower for the CGR system leading to approximately the same system P as the EGR system. In addition, there is a decrease in blower air flow because with a CGR system, the blower does not have to handle the recirculated gases. The net result is a decrease in blower power requirement for CGR relative to EGR. The following conclusions may be drawn relative to EGR and CGR: 1. Present EGR reduces NO by a large amount, yet NOX emission is still borderline based on EPA requirements. The variable EGR valve may produce lower NOX, but more testing and development are required. Analysis shows 3 percent or 1 mpg improvement of CGR over EGR, mostly from preheater performance. Continued development of the CGR bypass valve is needed, although the present tested valve life is more than 500 hours. EGR and CGR can use the same preheater and the same blower could be used. NOX reduction by EGR and CGR is about the same, and both are marginal for EPA requirements. Heat Exchanger Development
2.
3.
4.
5.
6.
3.2.1.5
During July 1979, the primary emphasis of the heater head/regenerator development program was in designing a regenerator pressure drop test rig. A schematic design for this rig is shown in Figure 3.2.1.5-1. The system consists of a dry lubricated compressor, heat removal and surge tank assemblies, a heater, and a test section. The test section will have pressure taps and thermocouples to measure the gas properties at the inlet and exhaust of the regenerator. The test section will also contain a flow straightener, to establish slug flow conditions at the regenerator inlet. Using nitrogen, the rig has been sized to give pressure drop measurements for the engine operating range of Reynolds number from 10 to 200. The high volumetric flow rates associated with the higher Reynolds nunbers presents a difficult design problem because of the size of the equipment and its high cost. By using
-us-
For 1200 Plate Preheater
I D L E mf =4 g/s
NO EGR/CGR
MAX. P O W E R mf = 5.0
NO EGR/ CGR
EGR
CGR
EGR
CGR
Combustor Preheater
AP, Pa AP AP
6 134
13
200
97
135
580
1255
2870
519
3235
1680
265
1680
265
Heater Head
10 22
16 29
13 22
A/F Control & Man.
2966
3700
2966
TOTAL
172
258
267
5491
8344
8146
Blower Efficiency Blower Power, Watts
22%
317,
48
22%
72.5%
572
72.5% 1510
72 . 5%
848
25
39
Table 3.2.1.4-3 Comparison of MOD I Blower Requirements

-hh-
SUPPLY PRESSURE PRESSURE DROP RETURN PRESSURE SUPPLY TEMPERATURE INLET TEMPERATURE RETURN TEMPERATURE MASS FLOW RATE OUTLET TEMPERATURE
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nitrogen and designing a closed cycle system operating at 10 to 15 atmospheres, actual operation can be simulated with a moderately priced system. Sizing of components for the regenerator pressure drop test rig was initiated and price quotations were requested from several manufacturers. To meet requirements, the following specifications were placed on the compressor: Dry lubrication - The compressor must be dry lubricated to prevent contamination of the regenerators and possible degradation of the heat transfer surfaces. Flow specification - The compressor must continuously deliver up to 100 standard ft.3 /min. (SCFM) of helium or nitrogen across a pressure differential of 20 psi.
Formulation of a development program for the heater head has begun. The initial definition for this effort focused on development of a mathematical model for the tubular P-40 heater head. This work will be used to formulate a test program by defining critical test parameters, test hardware, and instrumentation. The mathematical model will also provide a basis for validating test results and projecting improvements for new designs. 3.2.1.6 Heat Flows for P-40 Opel Heating System (Engine ASE40-5)
The heat flows were determined at half load and heater temperatures of 720C and 820C, for the heat flow Qj through Q12, as shown in Figure 3.2.1.6-1. Fuel flow was 2 g/s, air excess factor was 1.38, and EGR was 50% of air flow. The results are as follows: Symbol Heat Flow from: to Watts at 720C 335 497 121 58 126 Watts at 820C 387 570 133 68 148
Q! Q2 Qj Q^ Q5 Qg
Preheated air: Surroundings Exhaust gas: Surroundings Inlet air: Surroundings Preheated air: Exhaust gas Preheater: Exhaust gas Combustion gas after heater: Preheater Combustion gas after heater: Inlet air Combustion gas before heater: Engine block
289
344
Qy
113
133
Qg
26
27
-46-
Figure 3.2.1.6-1
Heat Flows for P-40 Opel Heating System
-UT-
Symbol __ Qo
Heat Flow from: to _ Combustion gas between heater: Engine block Combustion gas after heater: Engine block Fuel injector: Surroundings Ignitor: Surroundings
Watts at 720C
Watts at 820"C
26
29
33 249 71
38 286 81
Q2 and Q^ do not affect the efficiency of the heating system. The sum of Q1 and Q4 - Ql2 is 1326 Watts at 720C and 1541 Watts at 820C. 3.2.2 Mechanical Technology Development
The objective is to advance the technology of mechanical drives and mechanical components using the existing P-40 engine as the baseline. The drive system presents a major development challenge in terms of establishing design simplicity. It is clear that this area must be addressed in terms of performance versus cost. It is planned to emphasize the development of combination drive/control schemes. Basic mechanical design calculations will also be performed on the existing drive system to reduce losses and improve performance. Lubrication techniques will be studied. Bearing design and losses associated with the applied loads will be critically evaluated. Thermal effects will be identified. For the improved designs resulting from the work the relation to life and reliability will be studied. 3.2.2.1 Materials Screening Test Rig
The drive unit motor for the Materials Screening Test Rig was received; the rig (shown in Figure 3.2.2.1-1) was assembled and it is ready for testing. Sample test coupons and seal test samples were prepared. After the initial checkout operation of the materials screening tester, the crosshead bearing failed. This bearing is a linear ball bushing. The shaft was reground and a bearing bronze bushing was substituted for the linear ball bushing. Initial tests appear to be satisfactory. 3.2.2.2 Workhorse Test Rig
A design review on the workhorse rig was held at MTI. The major emphasis was on cost reduction. There were three major decisions made as a result of this meeting: - Design test heads will be able to evaluate four seal elements per test head instead of two elements per test head. This concept, which will double the effectiveness of each test head, has already been incorporated into the layouts.
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- Current thinking is that three engine blocks should be fabricated into the workhorse test rig. Each block would carry three test heads and test twelve seal elements. - The three engine blocks would be used as follows: one for main seal tests, one for cap seal tests, and one for piston ring tests. Four test heads would be available for each block, so that one test head would be readily available in case another test head fails. These three decisions are expected to reduce equipment cost by a factor of more than two, and will be compatible with the available budget. The design layouts of the test heads for the Workhorse Seal Test Rig were completed for piston rings, cap seals, and main seals. - Procurement of a hydrogen leak detector was approved by NASA. - A Chevrolet 6-cylinder, 250 cubic inch engine block was selected for the drive unit and base of the workhorse test rigs. - Preliminary schematics of the hydrogen gas system and of the nitrogen leak detector gas system were prepared. - An internal design review on the workhorse rig was held on August 14; actions items recommended at the meeting were completed. 3.2.2.3 Exploratory Test Rig
Design layout activity on the exploratory tester, which is also the pumping ring test vehicle, was initiated. Orders were placed for the crankcase castings and for the crankshaft casting for the drive units. The design layout of this rig is expected to be completed in October, and an internal design review will be held. 3.2.2.4 Engine Drive System
A meeting was held at Ricardo Consulting Engineers Ltd., to discuss the noise generation in the P-40 engine. Results of the Ricardo work were reported to NASA at a meeting at MTI on Thursday September 27th, and will be reported at the DOE Contractors Coordination Meeting (CCM) on October 23, 1979. A copy of Ricardo's CCM paper is included in Appendix A of this report. 3.2.3 Auxiliaries Technology Development
The objective is to advance the existing technology on the baseline P-40 auxiliaries towards the specific goals of durability, reliability, performance, weight and cost, in order to meet the final program objectives.
-50-
Considerations of the auxiliary equipment required by this engine, and therefore the parasitic losses associated with this equipment, can provide a siginificant payback in terms of performance and cost. It will be necessary to define the engine requirements and to develop an improved combustion air blower and power control hydrogen compressor for minimum losses. The remainder of the auxiliaries are common components to internal combustion engines; however, integration with the engine must also be provided with minimum losses. A detailed study of the engine cooling system must be addressed. Improvements in this area could be derived from innovative heat transfer system design and development. The design of the Mod I Blower Development Rig was completed at MTI. Figure 3.2.3-1 is a schematic drawing of the blower rig, and Figure 3.2.3-2 shows the three cross sections labeled in Figure 3.2.3-1. A speed of 28,000 rpm was selected, based on the maximum efficiency attainable with the bearing design. The procurement of parts for the Mod I Blower Development Rig was initiated and will continue. The Mod I combustion air blower bearing and rotor dynamics analysis was completed. - The analysis indicates that USS bearing design has adequate life if the temperature of the grease is not more than 150C. Andox "C" or Multifax All Purpose grease is recommended. The blower environmental temperature must be measured and logged, in order to verify the conclusion drawn from the analysis. - A pressed ribbon-type cage, which is currently used in USS bearing design, may be adequate; however, a significant improvement in cage life margin can be acquired. MTI recommended that a Barden 201SSTX1 bearing (with phenolic and aluminum cages) be considered for this design. An assessment of the blower simple modification of vane shown in Figure 3.2.3-3. A obtained so that it will be 3.2.4 design for height can rotor with compatible EGR/CGR options indicates that a accommodate both options, as a larger vane height will be with either concept.
Controls Technology Development
The objective is to advance the technology level of the current P-40 engine control system in order to meet specific system and program objective requirements. The effort will also include a study of alternative concepts of control. The drive/power control system components present a major development challenge in terms of establishing design simplicity. Present engine technology uses a crank-type drive system with a power control system separate from the drive mechanism, and is based on reducing and increasing the pressure level within the engine by hydrogen release and addition. A hydrogen compressor is employed to pump up the engine pressure levels as required. This system has been perfected, and presently provides adequate power control and engine response; however, the complexity of the system is of major concern in both reliability and cost.
-51-
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1
-53-
177 mm. (7.0") Limit
EGR Flow CGR Flow
Figure 3.2.3-3 Dimensions of Vane Height for the Blower Design
30772
In conjunction with the drive/power control, it is critical that one considers the air/fuel control. As the engine power requirements are varied, this control must adjust to maintain constant heater wall temperature at variable heat input. Presently, the system air flow is modulated by a temperature signal to a throttle valve, while fuel flow is modulated by a fuel/air controller located in the fuel line. The amounts of both fuel and air must be regulated to maintain temperature, while the mass flow ratio of these fluids must be maintained constant to provide a proper ratio. This requires a complex electronic system and precise measurement technology in order to provide adequate control. It is planned to study these control requirements in detail, in terms of sensor design and instrumentation miniaturization. New concepts will be evaluated and, where practical, hardware experimentation will be conducted. Simplified computer analysis and modeling of certain control processes, such as timed supply, dump, and dump short-circuiting, is underway. The first-order Stirling engine code (ORDER 1) is being reviewed for possibl modifications and additions so that it may be used in the quasi-steady engine/control system simulation for the P-40. Hydrogen solenoid valve design reports have not yet been Valcor Engineering Corporation. These valve designs are low cost, modular alternatives to the present compressor valve, hydrogen bottle shut-off valve, and emergency gas presently on the P-40 engine. received from intended to be short-circuitin dump valve
The test rig mounting has been completed for preliminary static/dynamic operation of the piezoceramic actuator for the advanced hydrogen control valve. The benefits and objectives to be derived in developing an electrical actuating mechanism for the hydrogen control valve have not been fully identified. This information will form the basis for further work on this task. Figure 3.2.4-1 shows an electric actuator. Figure 3.2.4-2 shows an electro-hydraulic actuator, and Figure 3.2.4-3 shows the rod of the hydrogen power control valve. To aid in planning, a preliminary comparison of selected alternative power control systems has been prepared, and is shown in Table 3.2.4-1. It is concluded from Table 3.2.4-1 that benefits from a fixedcharge power control system warrants its development and evaluation for comparison with the current MPC system. Although three fixed-charge systems hold interest, additional analysis and evaluation will be required before a preference can be supported.
Preliminary evaluation of the constant stroke, variable displacement, power control concept continued. Limited engine performance calculations support the feasibility of specifying both positive and negative torque by changing one variable: the phase angle. Layout studies indicate that it is feasible to integrate this method of control into USS-type engines. Doing this will allow control development to proceed independently. The constant-stroke variable-displacement system is a
-55-
Figure 3.2.4-1
Electric Actuator
Figure 3.2.4-2 Electro-Hydraulic Actuator
-57-
KII-19550
Figure 3.2.4-3
Sliding Rod of Hydrogen Power Control Valve
-58MTI-19565
MPC
Variable Stroke
Diagonal Phase Shift
Bypass
Engine Hydrogen Charge Relative Vehicle Hydrogen Charge Relative Hydrogen Compression Energy Vehicle Charging Pressure Typical Engine Hydrogen Relative Pressure Separate Engine Braking Circuit Hydrogen Valves Required for Power Control Hydrogen Valves Required for Engine Braking Open-loop Power Control Possible Emergency H_ Pump to Storage Compatible with USS Engine Design Insensitive to Debris in Working Cycle Decreased Axial Conduction Loss Reduced Driveaway Time Reduced Cold Start Fuel Penalty Immediate Stoppage of Engine Without Rundown Piston Dome (& Dome Volume) Eliminated Hybrid (with MFC) Feasibility
variable
fixed
+ 0.5
fixed
fixed
1 1 1
0.25
^0.5
./0.5 ^0.25
^0.5
-0.5
* 0.25 1
-0.5
"0.25
0.8
yes yes
yes
no
no no
yes yes
yes
yes
no no
yes yes yes

no
no
no
yes?
yes
no
yes yes yes
yes
no
yes
no no no no
yes
no no no no
no no no no
yes yes yes yes
no
no
no
yes
highest
Table 3.2.4-1
Comparison of Selected Alternative Power Control Systems

-59-
fixed-charge control system, which eliminates check valves, the hydrogen compressor, and other control valves. A Controls Task Force meeting (MTI/USS/NASA) was held at MTI on August 29-30, 1979. The key role of the Task Force in recommending development strategy and evaluating progress was emphasized. The NASA and USS members will review and critique MTI's proposed controls development effort, and all members will review the control aspects of the vehicle and engine specifications and will critique it for completeness and acceptability. The estimated costs of candidate transducers from interested vendors ranges from $5 to $50. The cost of current pressure and position transducers are $1000 and $200 respectively. At the August, 1979 Control Task Force meeting, it was recommended that MTI develop environmental specifications and a testing program prior to formal quotation and procurement of alternate transducers. The relative performances of microprocessor products of Texas Instruments Inc. and Intel Corp. , which are being considered for use in the digital electronic conversion, were assessed and were found to be technically similar, and either system would do an adequate job. Dynamic and step-response testing of a piezoelectric transducer was completed at loadings of 0, 200, and 400 pounds. Results indicate that published data for piezoelectric materials may be used to predict performance. An alternate version of a combustion-driven air blower was identified at MTI. This blower concept has the potential of decreasing fuel consumption and simplifying combustion control. The combustion driven air blower conceptual idea has progressed through several cycles. The current concept appears to be feasible, but has not been sized t,o give the required flow output or checked for packaging feasibility. 3.2.5 Materials Development
The objective of this task is to advance the technology of materials in the Stirling engine in terms of durability, weight, cost and fabrication, using P-40 components as a baseline. The heater head is probably the most important component in terms of cost, mass production, and performance. It represents the greater challenge to the designer because of the inherent constraints imposed by the engine system. The heater head material must exhibit excellent oxidation resistance, have excellent creep strength at high temperature, have excellent thermal stress characteristics to preclude fatigue failure, have desired thermal conductivity properties, and be immune to hydrogen diffusion and materials embrittlement. In addition, the heater head nust be able to be mass-produced at a low cost. i The potential to reduce weight and cost throughout the engine by material substitution will also be studied.
-60-
3.2.5.1
Heater Tubes
MTI has ordered seamless tubing of Inconel 625 and Inconel X-750 from Uniform Tubes, Inc. Uniform Tubes, Inc. has expressed a willingness to produce tubing of these alloys in the required diameter, provided the drawings and schedules are supplied. Tube Methods and Handy & Harman Tube Division have also been contacted. Material can be procured from Carpenter Technology Inc. (Reading, Pennsylvania) in the desired quantities. A vendor was found for fabricating 19-9 DL tubing and Incoloy 901 tubing. Tube Methods (Bridgeport, Pa.) agreed to produce the heater tubing from 0.750" diameter tubing produced by deep drilling of rod. The deep drilling will be performed by Nassau Tool Co. (West Babylon, N.Y.) or Clark and Wheeler (Los Angeles, Calif.). A literature review on fatigue and creep failure in tubing was initiated. The objective of this review is to relate tube lifetime to uniaxial creep and fatigue strengths; this may lead to a more thorough understanding of tube failures. Work on assessing the creep and fatigue failure mechanisms in heater tubes was postponed in September in order to accomplish more pressing problems related to engine component procurement. Although stress calculations have been provided by USS for the condition of steady state temperature gradients, additional estimates will be required of stresses associated with transient conditions such as start up and shutdown. These estimates will be required for the establishment of stress levels to be used in fatigue testing of heater tube materials. In view of the promising results of hydrogen permeation experiments at NASA (which showed a significant reduction of hydrogen permeation loss rates resulting from 2.5% CO and C02 additions to the hydrogen), plans to discuss hydrogen barrier coatings for the inside of tubes with Chemetal, Inc. were postponed until NASA data are reviewed and the impact of C02 on the system is evaluated. 3.2.5.2 Cylinder Heads and Regenerator Housings
Metallographic studies of the engine-run heater quadrant continued. The heater head quadrant *as run at USS on the High Temperature P-40 Engine for 7 hours at 7 MPa, 720 C; 83 hours at 15 MPa, 820C and 752 hours at 7 MPa, 820 C (total accumulated time 842 hours). The extent of porosity in the cylinder head and regenerator castings was examined at several critical locations. Examination to determine the distribution of debris in the regenerator, and additional metallography of the heater head castings will be performed during the month of October. The microstructure of the cast CRM-6D cylinder heads was examined and was found to be qualitatively similar to that reported by Roy, et. al. (A. Roy, F.A. Hagen, and J.M. Corwin, "Iron-Base Superalloys for Turbine Engines", Journal of Metals, Vol. 17, #9, P.934, [1965]).
-61-
MTI has encountered difficulty in procuring precision castings of cylinder heads and regenerator housings. Hitchiner Inc. has refused to produce investment-cast cylinder heads and regenerator housings. Howmet has been contacted regarding MTI's casting requirements, but has not yet responded. Presently, both foundries are reluctant to devote large development resources without clear identification of a potentially large market. MTI will pursue this procurement search with additional vendors. Meetings were scheduled with Turbine Components Co. (Howmet, Mich.) to discuss the precision investment casting of cylinder heads and regenerator housings for a P-40 engine. MTI will also meet with Cannon-Muskegon Foundry (Muskegon, Mich.), to explore their processes of remelting. MTI has received one hundred and twenty pounds of an experimental iron-base casting alloy, XF-818, from Climax Molybdenum. Eighty pounds has been sent to USS for the fabrication (casting) of cylinder heads and regenerator housings. A portion was also kept at MTI for mechanical testing and metallography. Testing of alloy XF-818 revealed that its structure was similar to that described in a Climax Molybdenum Co. Research Lab Report. The alloy was characterized by an interdendritic network of a eutectic structure, and presumably consists of borides, carbides and austenite. A dispersed phase was also noted within the dendrites. The phase's composition will be determined by additional testing. A Material Task Force meeting was held on September 28th at MTI. Participants from NASA and USS were present. Among the significant items discussed were: work at NASA involving the reduction of hydrogen permeation losses by the addition of CO and COo to the hydrogen working fluid; MTI's work on heater tube requirements and analysis, metallography on the engine-tested heater quadrant received from USS, piston dome failure analysis, and plans for component fabrication and testing; USS's method for repairing heater tubes; and the possibility of having MTI's candidate heater tube materials creep tested at Sandvik. 3.2.5.3 Piston Rod Surface Replication
Carbon film replicas were made from plastic film impressions of the piston rod, which were taken during the teardown of the engine. A technique was adopted for preparing carbon film replicas for examination by electron microscopy, which will improve the consistency of the results. MTI is now prepared to complete the examination of piston rod wear patterns with the high degree of resolution provided by transmission electron microscopy. This method of piston rod surface examination will not only provide quantitative information on the depth of microscopic features, but will indicate the nature of surface topography and will improve MTI's understanding of the mechanism of piston rod seal deterioration.
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3.3
MAJOR TASK 3 - BASELINE ENGINE SYSTEM (P-40)
The existing USS P-40 Stirling engine will be used as the baseline engine for Stirling engine familiarization and as a test bed for component operating conditions, component characteristics, and to define problems associated with vehicle installation. The baseline P-40 engines will be tested in dynamometer test cells as well as in an automobile. Test facilities are being constructed at MTI to accomodate this work. 3.3.1 Baseline Engine System (P-40)
USS will manufacture four P-40 engines, including spare parts. Engine/ dynamometer testing will include full and part power operation, transient and cyclic operation, start-stop cycles, and endurance testing. Complete engine performance maps of fuel consumption, emissions, power, and torque versus engine speed over the full range of engine operating pressure levels will be obtained over the entire anticipated range of operating heater head temperatures, conibustor flows, inlet temperatures, coolant temperatures, coolant flows, and coolant inlet temperatures. Tests will be run with the complete Stirling engine system as designed (with all auxiliaries installed and operating off engine power). Where appropriate, selected auxiliaries and/or ducting may be simulated, or compensated for. Tests will also be run with all auxiliaries removed and their functions provided by test facilities, or compensated for. AMG will modify an AMC vehicle for the P-40 engine, thereby gaining experience and knowledge on the integration problems and requirements associated with the installation of a Stirling engine in a passenger car. Limited vehicle testing will be conducted by AMG to establish baseline vehicle-affected engine performance, such as: fuel consumption, emissions, and under-hood environment. The vehicle installation and test is designed to familiarize AMG and other team members with a Stirling engine-equipped vehicle and its performance and operation. It will also establish baseline performance for the total program, including durability. The P-40 is not an automotive designed engine and, consequently, will primarily be useful for providing Stirling-powered vehicle integration experience for AMG plus some limited data on vehicle performance in an AMC passenger car. 3.3.1.1 P-40 Spirit
In the previous Quarterly Technical Progress Report, a summary was presented of acceptance testing results for Stirling Engine No. ASE40-8, the P-40 engine installed in the 1979 AMC Spirit. Figure 3.3.1.1-1 shows the engine installed in the Spirit and Figure 3.3.1.1-2 shows the vehicle.
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As is to be expected in any new engine/vehicle system, numerous problems were encountered and solved during the initial shake down testing of the P-40 Spirit. The first half of July was devoted by MTI to diagnosing these problems, correcting them by rebuilding the engine, and verifying the corrections by power measurements on a chassis dynamometer. The following problems were diagnosed and corrected: The Cap Seals These seals were defective in all four cylinders. The defect allows hydrogen to leak into the seal cartridges, which in turn could cause an increase in dead volume, out-of-phase return pressure, and partial short-circuit of all four cylinders. Fuel Nozzle The core of the atomizer nozzle was loose, which severely resctricted the atomizing air flow. Combustion Air Throttle Valve The air flow control valve was working erratically. Upon disassembly it was found to be dirty. This imposed considerable resistance to its movement, and caused the maximum travel microswitch to lock in the full open position. This condition results in an engine abort. Seals In General A cracked dome-to-piston 0-ring was found in cylinder, and two cylinders had questionable rings. There was a small hydrogen leak from control valve to the atmosphere and a broken connection of the power control valve to the line. Visual Inspection . Over temperature indications were noted by rod discoloration and deformed cap seals. . One broken cap screw was found and another was locked in place. . Rust was noted on the cylinder walls. . Dirt and material was found deposited on the underside of pistons, in the piston grooves, and inside the seal housings. . A damaged/scored crank bearing was found in cylinder No. 3. at least one piston seal the power 0-ring in the engine supply
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The following major parts were replaced: The bearing bushing in the connecting rod from cylinder All four piston rods. Two pistons; cylinder No. 1 and No. 2. All piston seal rings. All eight maximum and minimum check valves. All four cap seals. All four main seals using a new design which requires no scrapers or cylinder seal oil separators, and which has the seal space connected to the minimum pressure manifold. No.3.
After the repairs at MTI, the vehicle made a round trip from Albany, N.Y. to Lake George, N.Y., a distance of about 120 miles. The vehicle was returned to AMG (in Detroit) on July 19, 1979, to resume vehicle test activities. Late in July, tests on various fans, fan shrouds, viscous clutches, and drive ratios were performed at AMG. The optmum fan system appears to be an 18.5" diameter "flex" fan, no viscous clutch, a 1.1:1 fan ratio and no fan shroud. During these tests, several problems occurred which were corrected: Combustion air blower bearing failure; Loss of throttle control (loose electrical connection); Loss of ignition (broken thermocouple-actuated guard); Fuel nozzle atomizing air holes were blocked; Variator drive pulley bushing slipped, causing belt slippage and low combustion air supply. (Caused by previous repair/modification to pulley halves.)
While making repairs, it was decided to also nake the following modifications, to see if vehicle performance could be improved: Install a loose 10.75" torque converter (1250 rpm stall speed); Reduce the combustion blower drive ratio (two diameters of pulleys were made for the blower, for trial purposes); Install a new, unmodified, varidrive pulley with the heavier spring;
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Incorporate an automatic fan electric clutch cutout, set at 18 mph; Install an 18.75" diameter flex fan with no viscous drive unit and a 1.2 drive ratio; Omit the fan shroud.
Between July 20 and August 24, 1979, AMG ran the Spirit in order to collect the following operational and performance data: The speed relationship between the engine blower drive and the vehicle crankshaft rpm was measured in order to initiate effort to obtain a blower drive with reduced power losses and to optimize the variator drive system. The engine response time-delay was measured, at wide open throttle (WOT), at frozen idle conditions, and at 50 atmospheres to 150 atmospheres of engine pressure. Cooling tests were performed with various fan types to determine fan rpm as a function of engine rpm, and fan performance as a function of vehicle speed. These tests were aimed at reducing fan power consumption. The adequacy of the cooling system was studied under idle conditions. The cooling system tests scheduled in the Ethyl Corporation Wind Tunnel will further define the adequacy of the Spirit cooling system. Data were obtained with various axle ratios and were compared to computer predictions of vehicle simulation. Transmission torque converter comparisons were made with low stall and high stall 10.75 in. units.
On August 24, 1979, piston rings were replaced because of poor starting time. Rebuild was completed on August 26, and CVS testing was started on August 27. During September, testing and optimization continued and the Spirit was readied for display at the October DOE Contractor Coordination Meeting (CCM). Engine operating time through September 30, 1979 was 139.5 hours, and the Spirit odometer read 1868 miles. The performance of the P-40 Spirit at the end of September is summarized in Table 3.3.1.1-1 along with a comparison to the P-40 Opel. These performance figures are not final figures as the Spirit will undergo additional optimization, modifications, and testing after the October CCM.
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3.3.1.2
Mil's P-40 Engine
The pre-test documentation work at MTI on Engine No. ASE40-7 was discontinued on June 29, 1979 in order to respond to the investigation of the P-40/Spirit (discussed above). Effort was resumed on July 26. 1979. In August 1979, the documentation of ASE40-7 teardown was completed and the reassembly of the engine was started. Reassembly was completed in September. After disassembly and inspection, deposits/scale/rust was noted within the engine cooling system. Surface rust and roughness were removed from the block's cylinder walls by lapping with a micro-polishing compound. Several unsuccessful attempts were made to chemically remove the metallic flaking material from the inside surface of the engine block. The flaking was finally removed by sand blasting. The original heater head was reinstalled and leak checked with helium gas at 1000 psig. The helium charge decayed 27.5% in 30 minutes, as shown below.
Charge Pressure (psig)
Time Hrs;Min
1000 920 900 ' 725
13:29 13:34 13:35 14:00
This leakage rate was unacceptable for operation. Two heater tubes, Nos. 9 and 16 in quadrant No. 1, each had a mid-span section removed and replaced with a new section prior to shipping from USS. The new tube sections were attached to the existing structure with furnace brazed sleeves. The leakage occurred at the inboard sleeve of each tube. A repair replacement heater head assembly has been shipped from USS for delivery to MTI early in October. 3.3.2 Facilities
The test facilities and equipment necessary to completely evaluate engines and components will be designed, built and procured at MTI. It is anticipated that this will include installation at MTI of two engine test cells with appropriate data acquisition equipment and component test cells to be used for component development purposes. The component test facilities will include heater system test rigs to evaluate heater heads under simulated engine conditions. A cold flow test rig will support this effort. A combustion facility will be installed to evaluate new combustion system designs, and a fuel nozzle test stand is also envisioned. A subsystem test facility will allow coupling of the heater head/combustor/preheater in order to verify and
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test the entire subsystem. The heater system facility will be supported by a high speed data acquisition system and an automotive exhaust emission sampling and analyzing system. Facilities, apparatus, and rigs will be constructed to investigate and develop piston-rod sealing, the hydrogen compressor system, the combustion blower, power control check valves, and the power control and air/fuel control systems. In order to start engine testing before completion of the primary (Phase I) facility, MTI is setting up a portable, skid-mounted "Work-Around Facility". Procurement of the Work-Around Facility is complete except for the fuel flow meter, which is due in October. The Work-Around Facility consists of portable skid-mounted equipment containing engine cooling facilities, dynamometer cooling, engine mounting and brake assemblies, fuel/air supply, and the operator control equipment. These five skids are shown in Figures 3.3.2-1 through 3.3.2-5. All five skids were placed in their final locations and interconnected. The three outside skids: No. 1 (Engine Cooling), No. 2 (Dynamometer Cooling) and No. 4 (Fuel) were covered with weather enclosures. Skid No. 5 (Operator Control) has been hooked up to the Phase 1 facility electric power supply. Skid assembly work is complete except for the fuel flow meter installation and the ASE40-7 engine mounting and hook-up. All construction is complete for the Primary (Phase 1) Facility at MTI except for the voltage regulators for clean-power, which are expected to be delivered in October. The heat pumps for the control rooms and passageways were tested, balanced, and are now operational. Preparations have begun for testing the other subcontractor installed systems. The General Electric eddy current dynamometer was installed in the engine cell. The dynamometer cooling water tank was also installed. Assembly of the 2,000 gallon water tank, with its associated pump skid, was completed in the utility house. Plumbing of the water cooling system continued as purchased hardware was received. The programmable control cabinet, to be used for routine sequencing functions, is 50% complete. Addition of the controller mainframe will complete this assembly. Planning for the software system generation has begun. This planning requires hardware configuration information (which is available) and software documentation (some of which is supplied with the computer system). Guidelines are being generated for long and short term system operation. These guidelines will be used to design useful software support modules for the system. Signal interconnection drawings were prepared to aid in identifying system signals.
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Skid #1 Engine Cooling
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3.4
MAJOR TASK 4 - ASE MOD I SYSTEM
A first generation Stirling engine system will be designed, fabricated and developed. Engine/dynamometer testing will include full and part power operation, transient and cyclic operation, start-stop cycles, and endurance testing. Complete engine performance maps of fuel consumption, emissions, power, and torque, versus engine speed over the full range of engine operating pressure levels, will be obtained over the entire anticipated range of operating heater head temperatures, combustor flow, inlet temperatures, coolant temperatures, coolant flows, and coolant inlet temperatures. Tests will be run with the complete Stirling engine system as designed (with all auxiliaries installed and operating off engine power). Where appropriate, selected auxiliaries and/or ducting may be simulated, or compensated for. Tests will also be run with all auxiliaries removed and their functions provided by test facilities, or compensated for. One or more engines will be installed in a vehicle(s). 3.4.1 Heat Generating System
The heat generating system was studied with respect to a conventional system with EGR, and a system using CGR. The system studies have resulted in the choice of the CGR system in preference to the EGR system. The combustion system was studied with respect to the by-pass valve on the top of the combustor. Sketches were made of two different combustion chambers with different heights (120 mm, 150 mm) for use in the ASE Mod 1 to be installed in the Spirit. From the design point of view, the 150 mm combustion chamber is preferred, however, some redesign of the vehicle hood will be required. The conbustor is shown in Figure 3.4.1-1. 3.4.2 Preheater
A preliminary design was made of the preheater matrix (CGR system). The number of preheater plates will be 1,200 and the plate material thickness will be 0.15 mm. Layouts were made for two different heights of the matrices after considering combustion chamber heights. The design allows the preheater matrix to be removed for cleaning without having to remove the preheater housing from the engine. Tests are being performed to braze the complete matrix. If the tests are not successful, the brazing system used in the previous P-40 preheaters will be applied. Air passages were tested in the USS Fluid Analysis Laboratory to establish the flow distribution of the preheater housing. Effort was also directed to the form of the insulation material for the by-pass function of the preheated air. Presently, two different preliminary layouts are under investigation for the total external heating system. The air passages may be manufactured from aluminum castings, and the top cover may be manufactured from pressed aluminum sheet or aluminum castings.
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Heater Head
The heater head was studied with respect to the location of the heater tubes in the manifolds and the vertical location of the tubes. The heater head will be bolted with M12 (a 12mm bolt with a metric thread) bolts. Preliminary analyses indicate the following thickness of the housings: Thickness Thickness at Top (mm) Above Flange (mm) Cylinder housing Regenerator housing 7 12 4 5.5
The bolt arrangement will be fatigue tested while connected to the water jacket and the duct plate. The dimensions, form, and appearance of the air passages in the upper part of the cylinder and regenerator housings were established. The cylinder and regenerator center lines were moved 1 mm and 2 mm, respectively, from the engine center line. Different procedures for joining the manifolds to the cylinders and regenerator housings are under investigation. The alternatives are electron beam welding and brazing. Coordinates were established which define the geometry of the heater tubes, and bending tools for the tubes were manufactured. Asymmetric finite element models were set up for heater head. Different designs will be analyzed concentrations. Different cases of loading were temperature load (T), internal pressure (P), and temperature and pressure. The results are shown 3.4.3-2 and 3.4.3-3. 3.4.4 Gas Cooler stress analysis of the for stress considered, such as combinations of in Figures 3.4.3-1,
Gas cooler tube lengths were increased by 5 mm and a preliminary design was made. The new design allows the 0-ring to be mounted radially. It will ensure that the 0-ring is retained in the groove in the block while dismantling the cooler. Two of the tested aluminum gas coolers have fatigue cracks in the dimpled section of the tubes. New thermal calculations will be performed with less dimpled tubes, which probably will result in a different number of tubes per cooler unit. A redesign of the aluminum gas coolers is underway by the manufacturer and a revised test plan is being prepared. 3.4.5 Regenerators
The regenerators' filling factor was reduced from the present 43% to 40-41%.
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Loadcase I : Temperature Load T Loadcase III : Pressure Load P mean value Loadcase V : T + P . Loadcase VI : T + P mean Loadcase VII : T + P max
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MOD I Regenerator House Effective Stress in N/mm2
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3.4.6
Cylinder Block
A duct plate prototype for strength testing was manufactured and statically pressurized for deflection measurements. Strain gauge measurements indicate a maximum stress of about 160 MPa. A redesign was started in order to diminish the displacements and a fatigue test is planned for the new design. In this test, the duct plate will be fastened to the one-fourth water jacket. The cold connecting duct for the cylinder block strength test (cold engine system) was been statically pressurized for deflection measurement. The central deflection was about 70 y m at a pressure of 20 MPA, which is acceptable from the functional point of view. However, the largest deflection at the position of the 0-ring was 34 u m. Such a deflection is considered excessive and a revised design of the cold connecting duct plate was manufactured and statically pressurized for deflection measurements. The central deflection was approximately 40 Wm at a pressure of 20 MPa. The deflection at the position of the 0-ring was 21 pm. The new duct plate is approximately 60% stiffer than the initial duct plate. After the deflection measurement was performed, the duct plate was bolted to a section of the water box and sent to the National Swedish Testing Authority for fatigue testing. Sketches of the initial and revised duct plate are shown in Figure 3.4.6-1. Due to the design, the cooling water circuit of the cylinder block is practically perfect with respect to flow distribution through the two, almost identical, parallel paths. A later flow test will quantify total flow resistance in the system in order to specify pump capacity. Two pump speed options were built into the drive transmission. 3.4.7 Seals
The duct plate in the cylinder block was modified due to initial static tests. A new sample for fatigue tests has also been cast. Further minor modifications will be made to match adjacent parts (mainly the 0-rings) and to integrate it with the cylinder liners. The main seal system design was finished. j.4.8 Cooling System Development
The Cooling System Task Force met in Sweden in September, and they visited several Swedish automobile radiator manufacturers: Granger Radiator Division of Svenska Metallverken (Finspang, Sweden) and Blackstone (Solvesborg, Sweden). Granges Metallverken is the world's largest producer of copper strip used for the fabrication of radiator fins (automotive type construction). They also design and develop automated equipment for radiator fin fabrication. Presently, Granges is competing for some Ford business and a specific Ford production radiator is targeted. This radiator has a single row of fins, which results in a lighter design and a more efficient use of the copper. It is the opinion of the Task Force that a minimum of two Granges radiators should be evaluated as possible candidates for the Mod I cooling system.
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Initial Duct Plate
Revised Duct Plate
Figure 3.4.6-1
Initial and Revised Duct Plate

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Blackstone (Sweden), a licensee of Blackstone USA, produces radiators for Volvo on a highly automated production line. On a lower production basis, truck and off-highway equipment radiators are produced. They are also engaged in a limited production activity for aluminum truck radiators. Blackstone has no product development activity and, therefore, is not a potential source for high heat transfer cores. However, they have a test facility for characterizing radiators and have agreed to perform tests for us on competitive equipment. They can accommodate two radiators per day. Radiator characterization data will also be supplied to USS for computer code refinement. AMG and MTI attended three major meetings: Task Force Meeting (Malmo, Sweden). Granges Radiator Division, Svenska Metallverken (Finspang, Sweden) to review a high heat transfer radiator core. Blackstone (Solvesborg, Sweden) for a tour of their facilities.
As the result of these meetings, it was agreed that the core offered by Granges is a viable candidate for the ASE Mod I cooling system, and that Blackstone facilities will probably be employed for characterization curves of candidate cores. The P-40 mock-up will be installed in the Concord Cooling System Test Rig Vehicle and air mass flow measurements will be recorded. These measurements will be across the radiator core at various air speeds and ambient temperatures. A redesign effort on the front of the Concord will also start. The objective of this effort is to increase the core frontal area of the radiator and also increase its unobstructed frontal area for impact air. An air scoop and dams will be considered. 3.4.9 Piston/Piston Rod Assembly
The type and dimensions of the sliding seal system were determined. Adjustments will be made after further testing. The type of crosshead, piston/piston rod attachment for the piston rod assembly, and their dimensions, were determined. More analysis is needed for the static gas seals and the piston ring function. These possible revisions might add some length to the overall engine height. In order to reduce total engine height, a relatively large cone was made in the lower end of the piston. The design of the piston is still in progress, and the design of the piston dome was finished. The piston rod design was finished and an integral crosshead was chosen. The gap between the dome and the cylinder was tested and a report is being prepared. Testing indicated that an increased gap detrimentally affected the engine power and efficiency as well as the 0-ring seal, due to high temperatures in the lower region of the cylinder wall.
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3.4.10
Engine Drive System
The design of the engine drive system was evaluated at a meeting with Ricardo. Two sets of different gears will be supplied by USS for drive system No. 1 and 2. The engine drive system was redesigned to comply with the cylinder and regenerator housing changes. The design of the bed plate will remain unchanged. Some minor modifications are still incomplete, for instance: the interface between the bed plate and the cylinder block, the placement of the oil stick, etc. The external profile of the oil sump will be defined at a later date with respect to the installation in the vehicle. A contract supplement was made with Ricardo, which includes the design and manufacture of a test rig for the flywheel, starter adapter, engine mounting brackets, and clutch arrangement. Delivery of the first drive unit is expected by June 1,1980. 3.4.11 Air/Fuel System
The burner for the air/fuel system has been modified. Mock-up parts were ordered and full scale installation drawings have begun. 3.4.12 Auxiliaries
The layout of the auxiliaries was studied in detail and are being modified according to the new design of the components, such as the preheater and the cylinder block. 3.A.13 Flow Distribution Tests
The design of the test objects was completed. Testing in the Fluid Dynamic Laboratory was begun in October. Figure 3.4.13-1 shows the air preheater flow distribution test rig and Figure 3.4.13-2 is a photograph of the rig. 3.4.14 Joining Techniques
Brazing techniques and electro beam welding techniques will be tested on regenerator housings. Manufacture of cylinder housings were delayed and parts are expected to be delivered in October. These joining techniques will form the basis for the manufacture of test pieces for endurance testing. Testing is due to start in October. Brazing tests will be performed on a complete heater matrix using 0.3 mm plates instead of the planned 0.4 inn plates. Figures 3.4.14-1 and 3.4.14-2 show the test brazing equipment. 3.4.15 Power Control
The check valve test rig has been operating for a total of 2010 hours. Tests with the Bauer KB 057909-080 check valve were terminated after
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Fixture for Brazing the Preheater Matrix

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operating for 600 hours; the valve functioned well and no valve failure occurred. A standard, "off the shelf", SKF-manufactured electrical actuator was procured. The actuator has the correct force but the response is too slow. USS is waiting for a reply from SKF on their request to develop a unit with a faster response. The actuator will be used for developing the control circuitry and for driving the test units of the spool valve. MTI and USS personnel visited Valcor, Inc. The problems involved with solenoid valve operation in the Stirling engine control system were thoroughly discussed. Valcor showed a positive interest to engage in development work on solenoid valves for the Stirling engine control system. All parts of the hydraulic test rig were delivered and the rig is now being assembled. 3.4.16 Air Blower
A complete combustion air blower was tested for noise level, capacity, and efficiency. Figure 3.4.16-1 is a performance map of the belt driven Flaff blower and Figure 3.4-16-2 is the performance map of the gear driven Sunflo blower. The differences in efficiency and capacity depend on the measuring equipment used, but it is felt that the results were satisfactory. The blower has operated for approximately 25 hours with no problems. A noise level test was made with four different flat belts. Endurance testing and cold start testing will be performed later. Figure 3.4.16-3 is a photograph of the combustion air blower variator, and Figure 3.4.16-4 shows the results of the noise test. 3.4.17 Atomizer Air Compressor
The test with a modified compressor revealed that the layer of Teflon on the end plates was not enough to avoid failure. A misalignment between the shaft and the compressor housing was discovered and corrected, but did not solve the problem. A number of possible solutions will be tested to try to solve the problem. Figure 3.4.17-1 shows the atomizer air compressor with the servo oil pump. 3.4.18 Stirling Engine System
Computer predictions were made for the preliminary version of ASE Mod I. The dimensions are shown in Table 3.4.18-1. Table 3.4.18-2 shows the preliminary, calculated ASE Mod I values for indicated power and efficiency. The preliminary computer predicted dimensions, are being continuously updated. Minor revisions are expected to take place before a final version will be established.
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Figure 3.4.16-1
Performance Map of the Flaff Blower
-91-
Figure 3.4.16-2
Performance Map of the Sunflo Blower
-92-
Figure 3.4.16-3
Combustion Air Blower Variator
-93MTI-19560
irr^^^^ar^-^
r'-''-'
''_Co_#* PH_S_JO* at/* A.
_29O5_22.
^7_
___
K " ."- -. :
=?=fF
i^-^J
^^
Figure 3.4.16-4
Results of Combustion Air Blower Noise Tests
-9k-
Figure 3.4.17-1
Atomizer Air Compressor with Servo Oil Pump
-95KTI-19564
Drive Mechanism and Cylinder! Piston diameter Piston rod dlaaeter Displacer dome height Cap dlsplacer dome-cylinder vail Crank radius Stroke Connecting rod length Swept voluae Regenerator (Cauxe type) Units per cycle Dl ameter Top cross section area Length Wire diameter Filling factor Weight per engine Cooler Units per cycle Tubes per cycle Inside tube diameter Outside tube diameter Length of one tube Effective length of one tube Heater Tubes per cycle Inside tube diameter Outside tube diameter Length of one tube Effective length of one tube Heat flux at full load, inner surface
68 15 120 0.4 17 34 95 123.5
an ma
on
ma aa ma ma ca3
1 80 50.27 SO 0.05 43 3.5
m cm3 ran mm I kg
1 451 1 2 87 75
mm
mm mm
HUB
24 ma 3 4.5 ma 270 . mm ma 243 78 W/cn.2
Connecting Duct Cylinder Cooler Volume Cross section area (narrowest passage) Regenerator Volume Length Heater Volume 24 cm3 2.5 cm3 0.5 na 40 cm3 4. 57 cm2
Cylinder - Connecting Duct Heater Volume Cylinder Clearance volume exp. space Clearance volume comp. space 3.6 3.4 cm3 cm3 11.5 cm3
Table 3.4.18-1
Preliminary ASE MOD I Dimensions
HKCHAMCAL TECHNOiOOT INCORPOHTD
Ind per
()
off ici"CT,
New rvMtr* p
IP*)
nHI MV HI IIV HI ICV

111 111
> * 1.0000*01 l.OCOC-03 1.3000*03 1.004C*0) 2.3000*03 3.001C-03 1.5000*0) 4.000C*0) 3.0000-02
411 POVII 111 POVII > 411 POVII 4)1 POVEI 4)1 P O U E I 411 P4VII 411 P9VEI " 4)1 POVEI 4)1 PBVfl 411 P
1.1074*01 6.1431*0) ..0*44*03 7.72*1>0> . 1147*01 1.0224*04 1.1025*04 1.1411*04 4.37*1*03 1.4711*01
452 (Tt
452 IT!
2. ' 0 0 4 - 0 1
217 117
Pin
* >
1.5000*0* I.500O*0* t.5MO*0* 1.5000*0* 2.5000-06 1.5000*04 1.5000*0* 1.5040*0* 5.0C00.04 5.0000*0* 1.0000*0* 3.0000*0* 3.0040*0* 3.0040*0* 5.0000*0* 3.0000*0* 7.5000*0* 7.5000*0*
.
.
3). 71 37-01
4.0)74-01 4.15*1-01 4.1441-01 4.0*11-01 l.4?*-01 1.7775-01 1.1115-01 *.441*-01 4.4414-01 4.*04*-01 4.4512-01 4.5411-01 4.4212-01 4.2542-01 4.2420-01 4.7251-01 4.1174-01 4. 1473-01 4.7IM-01 4.1701-01 4.5)41-01 4.13*2-01 1.4077-01 4.*.454-ni 4.*35-01 4. '060-01 4.1224-01 4.7013-01 4.55)4-01 4. )7)-01 4.04)1-01 4.441*-0! 4,73)-01 4.*2)*-01
152 ETI 452 (1*
117 Pin 117 PI*
451 Ell
451 (Tl 451 ETI
117 pin
117 PIP 117 POP
111 ICV 211 OEV

HI IEV
HI IEV
111 IEV 211 I(V 211 ICV III IIV 211 IEV
452 CTI
452 (Tl
117 Pin 117 Pin 117 PIP 217 PI 217 PIP 217 217 pin Pin
452 CTt 432 ETI 432 lit
>
1.0000*0)
1.1000*0)
4)2 P O K E ) 432 POVEI
1.22*7*0* 1.5717*04 1.1*11*04 2.1417*04 2.1*33*04 2.3245*04 *. 4713*03 1.2315*04 1.1217*04 2.3474*04 2.3713*04 ).2)41*04 3.5754*04 1.1347*04 1.3141*0) 1.4414*04 2.4010*04 ).100**04 ). 7)25*04 4.2140*04 4.74)7*04 5.0*50*04 1.0301*04 2.0)31*04 7. .34.04 3.1151*04
' >
z.ceoo-03
1.300C*03 3.0040*0) 3. 5000*0) 4.0COC-01 3.0000*02
432 POVEI 1)1 POVEI * 4)1 POVCI 4)1 POVII 1)2 P9VEI 412 POVEI
432 ETI 152 CTt 452 451 ITI (Tl
211 IEV 211 IEV

211 MY 211 ICV 211 IEV
217 PIK 117 217 PI" pin
452 C T I 452 IT!
217 PIP. 217 Pin
1.0000*01
1.3000*0) 1.0040*0)
437 Povra
4)2 POVII 412 POVEI 1)2 POi/'l 4)2 POVEI 4)2 POVEI
452 CTI 452 452 452 452 ITI (Tl (Tl CTI
7.5000*0* 7.3000*0* 7.5000*0* 7.5000*0* 7. 5000*04 7.3000*04 1.0000*07 1.0000*07 1.0000*07 1.0000*07 1.0000*07 1,0000*07 1.0000*07 1.0000*07 1.25CO*07 1.2500*07 1.1300*07 1.1300*07
211 ICV
217 Pin
217 PIP.
HI IEY
211 IEV
> '
i.3eoe*o)
3.0000-03 ). 3000*03 4.0000*0) 5.0000*01 l.OCOC-03 1.5000*0) 2.0000*0) 2.5000*03 ). 0000*03 3.5000-03 4.BOOO-03 3.0COO*07 1.0000-0! 1. 3000-01 2.COOO-01
217 pn 717 pin 217 pin 117 pin 217 pin

217 217 Pin Pin
HI IEV
111 If* 111 IEV
452
452 452
(Tl
(Tl ETI
132 POUEI 432 POVEI " 412 POVEI 412 POVEI -
HI MY HI IEV
452 ETI 452 ETI 432 ETI
211 IEV 211 IEV

211 KV
412 POVEI 1)2 POVII 4)2 POVfl . 412 POVEI 411 POVCI 4)1 POVEI 412 POVEI 431 POVEI -
217 Fin' 117 pin
132 ETI 437 ETI 452 E T I 432 432 (Tl (Tl
HI ICV
III KV 111 ICV 211 IEV
217 Pin
117 FIR
117 pin 117 PI* 117 pin

217 Pin
HI KV
111 KV
451 (Tl 451 (Tl
HI KV
4)2 POVEI 432 POVEI
4..13>04 5 1013*04 5.54*3.04 t. 1047*04 1.7444*04
451 (Tl 451 CTI 451 CTI 451 CTI 451 CTI
4.I27*-01 4.4*73-01 4.5407-01 4.3541-01 4.7477-01
117 PIR
> *
1.2500*07 1.7500*07 1.13CO*07 1.J5CO-0? 1.3000*07 1.3000*07 1.5000*07 1.5000*07
HI KV
111 1C*
1.1000*01 3.0100-0! 1.3000*0)
217
PI*
432 POVEI 432 POVil 1)2 P O W E I
217 Fin 117 Pin 117 pn
HI 1C*
HI 1C*
111 KV
*.onc*oi
3.0000*02 1.0000-0] 1.3000*0) 1.0000*0) 1.5COO*03 I.OCOO-OI 3.3000*0) 4.0001*03
HI ICV HI KV HI KV HI 1C* HI KV
431 POVII 412 POVII 4)2 POVCI
1.3212*04 4.5517*04 5.4*40*04 .2450*04 4.*511*0< 7.4424*04
151 CTI 151 CTI 431 (Tl 451 CTI 431 CTI 451 CTI
4.03-01 4.V17I-01 4.1157-01 4.47*1-01 4.31)1-01 1. 1141-01
117 PIP
>
117 Fn 117 Pin 117 Fin 117 Fin 117 Fin
. ). 5000*07 1.5000*07 1. 5000*07 1.3000*07
411 PIVEI 411 POVEI
HI 1C* HI KV
4)1 POVII
Table 3.4.18-2 Preliminary Calculated MOD I Values for Power and Efficiency
-97-
Table 3.4.18-3 contains the calculated net power (in Watts) and the net efficiencies as a function of mean pressure and rotational speed. The calculations used hydrogen as the working gas, a heater tube temperature of 720C, and cooling water temperature of 50C. The friction and auxiliary power requirement used to perform the net power calculations are shown in Table 3.4.18-4 at two operating points: full load, P = 15 MPa, and 4000 rpm; and part load, P = 5 MPa, and 2000 rpm. The radiator fan power was not included in this calculation.
-98-
*L
po.r
(V)
Ill 111
(4.0
rtrr
?.*:|3t*0< 3.?20*D(
44> f . f f
Table 3.4.18-3
Calculated Net Power and Net Efficiencies of the MOD I Engine as a Function of Mean Pressure and Rotational Speed
-99-
FULL LOAD
INDICATED POWER FRICTION AUXILIARIES NET POWER EXT, HEATING EFFICIENCY NET EFFICIENCY 29.1 I
PART LOAD
INDICATED POWER FRICTION AUXILIARIES NET P01VER EXT. HEATING EFFICIENCY NET EFFICIENCY 29.1 \
Table 3.4.18-4
Friction and Auxiliary Power Requirements Used to Perform Net Power Calculation;
-100-
3.5
MAJOR TASK 5 - ASE MOD II SYSTEM
The second generation engine will be designed, fabricated and tested as an "experimental" engine system. It will be power rated according to the reference engine system studies, using the first generation engine system as the basis for improvement. The prime objective will be to upgrade the first generation engine system to improve efficiency, and to improve durability and reliability. Only high confidence level component and subsystem developments will be used. The design will reflect the use of automotive engineering design and fabrication techniques to the maximum extent possible. Emphasis will be on performance and durability/reliability. Engine/dynamometer testing will include full and part power operation, transient and cyclic operation, start-stop cycles, and endurance testing. Complete engine performance maps of fuel consumption, emissions, power, and torque, versus engine speed over the full range of engine operating pressure levels, will be obtained over the entire anticipated range of operation, heater head temperatures, combustor flows, inlet temperatures, coolant temperatures, coolant flows, and coolant inlet. Tests will be run with the complete Stirling engine system as designed, with all auxiliaries installed and operating off engine power. Where appropriate, selected auxiliaries and/or ducting may be simulated, or compensated for. Tests will also be run with all auxiliaries removed and their functions provided by test facilities, or compensated for. Automobile/engine testing will be performed in order to establish engine/vehicle interaction and engine-related driveability, fuel economy, noise, emissions, and durability/driveability. 3.5.1 Endurance Test on P-40 Engine (ASE40-4)
At the end of the last quarter (as stated in the previous Quarterly Technical Progress Report), after 1093 hours of testing at 820C, the engine experienced a heater tube failure in the third quadrant. The failed tube was replaced and engine testing was resumed in early August. After nine hours of operation, the engine was stopped due to hydrogen leakage in the heater. The leak was located at the manifold on cylinder No. 3 and at the brazed joint between the tubes and the manifolds. Figures 3.5.1-1 and 3.5.1-2 show the failure (crack). After the engine was again repaired, testing resumed. An hour and a half later, a new leak developed at the same location, and testing was again stopped. The P-40 endurance engine is shown in Figure 3.5.1-3. A new Multimet N-155 heater, which contains a metallic flame shield made of Kanthal (a special high temperature material), and a new preheater, were fitted to the endurance test engine. After running the engine for approximately 33 hours, a cyclic high temperature test was initiated on the Multimet N-155 heater head. After approximately 63 hours of operation, two bolts in the regenerator housing failed. The bolt failure is under investigation.
-101-
ro
-D OJ _*
u re i_
tn ro
S! D 00
-102-
QJ
DO
Cu
E
c c o
LO
"o M "E
-o v u
>-(
u o
4->
c cu E
OJ
00
JS
c
I iri
<U 00
-103-
Figure 3.5.1-3
P-40 Endurance Test Engine
-105-
[-19563
The total operating time of the endurance engine reached 1200 hours. 3.5.2 Annular Regenerator
Design work for the annual regenerator for the endurance engine (ASE40-4) is completed and manufacturing of parts has begun. The assembly of the engine is in progress. Figure 3.5.2-1 shows the annular regenerators which surround each cylinder. The heater for the annular regenerator concept is shown in Figure 3.5.2-2 and Figure 3.5.2-3. The bottom of a heater quadrant is shown in Figure 3.5.2-4. Figure 3.5.2-5 shows the engine mounted on the test rig. The regenerators and coolers are not yet available. The annular regenerator concept provides identifiable benefits relative to the external regenerator design currently utilized in the existing engines. This design, as its name implies, wraps the regenerator, in annular fashion, around the cylinder head instead of placing this component in a separate chamber outside the block outline of the cylinders. Figure 3.5.2-6 illustrates this concept and compares it to regenerators in the P-49 engine. This provides the potential for both a decrease in engine size and weight due to reduction of the engine envelope. The envelope reduction allows the heater head to decrease in size, since the discharge side into the regenerator can be reduced in diameter. This in turn provides the potential for reducing the diameter of the combustion chamber/preheater components. 3.5.3 Seal Development Test Rig No. 1
After the Seal Development Test Rig No. 1 ran for 226 hours, the gas compressor wrist pin bearings wore out and were replaced. Oil was found on the top side of the diaphragms which are shown in the diaphragm seal drawing, Figure 3.5.3-1. An excess amount of oil was also found in the Deltech 115E filter, which indicated that the oil-drain capacity of the seal system was too small. The drainage capacity was improved by drilling bigger drain holes and by minor plumbing changes. The whole test rig was then cleaned and the filter was replaced. In spite of the problems with the test rig itself, no diaphragms have ruptured due to fatigue. Figures 3.5.3-2 shows two views of the test rig. The compressor check valve spring had to be replaced twice, and the Vespel back-up ring in the compressor piston ring set was also replaced. The compressor piston ring failure was probably due to foreign particles emanating from pieces of a broken check valve spring. Excessive gas leakage was noted for a period of time. The sliding rod seal was replaced, but the leakage rate continued to be excessively high. Further investigation showed a leak in the plumbing, which was then repaired. Total test rig accumulated running time reached 441 hours on September 30th.
-106-
Figure 3.5.2-1
P-40 with Annular Regenerator-Type Heater Regenerators Shown
-107MTI-19561
Figure 3.5.2-2
P-40 with Annular Regenerator-Type Heater, One Quadrant Removed
-108MTI-19562
Figure 3.5.2-3 Close-up View of Annular Regenerator-Type Heater Mounted on the P-40 Engine
-109KTI-19387
Figure 3.5.2-4 Annular Regenerator-Type Heater, Underside View of Quadrant
-110MTI-19557
Figure 3.5.2-5
Annular Regenerator-Type Heater and P-40 Engine Mounted on Test Skid
-111MTI-19388
Endurance Engine
Figure 3.5.2-6
Cross Section of Annular Regenerator in the Endurance Engine (ASE-40-4) as Compared to Cross Section of Regenerator in a P-40 Engine
-112-
Piston
Kapseal
Rod
Rubber Diaphragm
Oil Scraper Hydrogen Seal
792757
Figure 3.5.3-1 Diaphragm Seal Concept
-113-
Figure 3.5.3-2
Diaphragm Seal Test Rig
-llUMII-199
3.6
MAJOR TASK 6 - PROTOTYPE ASE SYSTEM STUDY
This task will commence in the 1982-83 time period, and will consist of studies concerned with bringing the ASE from its expected state of development in September, 1984, to the start of production engineering.
-115-
3.7
MAJOR TASK 7 - COMPUTER PROGRAM DEVELOPMENT
Analytical tools will be developed to simulate and predict engine performance and vehicle performance as well as to aid in the development and evaluation of engine hardware. The programs will be structured to be user-oriented and to have high portability. All programs will be delivered in an interim form, followed by continuous updating and verification to ultimately provide final verified programs. A computer library will be maintained with complete documentation describing the logic structure, detailed theory, operating procedures, demonstrated validity, range of applicability, sample problems etc., for each program. It is anticipated that several engine/drive systems will be investigated over the course of the program. The engine performance prediction programs will allow for either separate or simultaneous engine/drive system analysis. MTI continued to evaluate and resolve the problems associated with the thermodynamic cycle analysis which were discussed in the previous Quarterly Technical Progress Report. Several solutions were proposed, but reformulation of the cycle analysis code is necessary to evaluate the proposed solutions. The thermodynamic cycle analysis was modified to incorporate the Urieli/Berchowitz cycle analysis model, which assumes that cycle analysis variables are constant within each control volume. This modified code is currently being debugged. The cooling system analysis was formulated and implemented on the computer. Integration of the cooling system code with the thermodynamic cycle analysis remains to be done. Formulation of the Jacobian matrix for the Ureili/Berchowitz model is approximately 50% complete. Its completion and implementation in the engine performance code will permit a more complete evaluation of the EPISODE integration package. A first order model of the heater systems currently used on the contract engines was formulated and initially coded. The model includes the effects of EGR and CGR. Formulation of the global thermal network, which will form the interface between the heater/coolf-r/engine structure and the cycle analysis, has resumed.
-116-
3.8 MAJOR TASK 8 - TECHNICAL ASSISTANCE Technical assistance to the Government, as requested, will be provided pursuant to the Technical Direction Clause of the contract. This effort will include: Stirling engine and/or vehicle systems for DOE/NASA demonstration purposes; models and displays for use at Government and professional society technical meetings; computer program assistance to evaluate various NASA specified engine modifications, parametric engine variations and engine operating modes; training of personnel in the operation, assembly and maintenance of Stirling engine systems and vehicles delivered to NASA; appropriate communication media including brochures, audio-visual materials, other literature, etc. MTI has ordered and received a permanent display unit for use at technical meetings and expositions. Plans are currently underway to use this display for the October CCM in Dearborn, Michigan. The theme of this meeting will be "Component Development". The P-40 Spirit and P-40 Opel will be on display and available for demonstration rides. Technical papers will be presented by MTI, USS, AMG and Ricardo. Other effort under this task included: Photography, display materials and brochures for handout at the October CCM. Repair of minor electronic damage to the P-40 Opel caused by a wiring short circuit which occurred on September 18th. Renting a booth for the SAE mppfing in February 1980 in Detroit. Providing DOE with a versatile and portable display for use in the Washington, D.C. area. Design of an interlock system for the hood of the P-40 Opel and P-40 Spirit, and order of all hardware. Technical support to NASA for the disassembly and reassembly of the NASA P-40 engine (ASE40-1).
-117-
3.9
MAJOR TASK 9 - PROGRAM MANAGEMENT
This task defines the total program control, administration and management, including reports, schedules, financial activities, test plans, meetings, reviews, seminars, training, and technology transfer. Task elements include: Program management. Technical direction. Monitoring of technical and financial progress. Report preparation, publication and distribution. Preparation of test plans, work plans, design reviews, etc. Coordination of monthly meetings, review meetings, etc. Transfer of technology to the United States. Training of personnel. Seminars and technical society presentations. Government meeting coordinations and presentations. Engineering drawings and installation, operation and maintenance manuals. Product assurance. Other items related to overall program management and control.
Effort continued at MTI on the cost proposal and work plan for the modified program. Several meetings were held with NASA to further define the program against projected funding guidelines. A new Statement of Work (SOW) was received from NASA and will go into effect through a unilateral change order. MTI is preparing the cost proposal to correspond to this SOW. Agreement was reached with NASA regarding the rapid reporting of discrepancies ,-jnd failures of components, parts, assemblies, subassemblies, and engines. A Discrepancy Notice will be completed and submitted to the Manager of Product Assurance (at MTI) whenever an integral part of the system does not comply with the intended configuration, fit, or function. A Failure Notice and Analysis Report will be completed and submitted to the llanager of Product Assurance (MTI) whenever a system, subsystem, component, or part fails to perform its intended function during testing, operations, or end use.
-118-
A program quarterly review,which was held at USS (Malrao, Sweden) on August 21-23, was attended by MTI/AMG/USS/NASA. On September 12 and 13, an in-depth review of USS Product Assurance status was conducted by MTI. Final preparation of the program Product Assurance Plan will resume after the October CCM. The ASE Product Assurance Manager is now committed to devote more time to complete the required product assurance plans, direct their implementation by the subcontractors, and to perform subsequent audits.
-119-
RKMD
APPENDIX A
STIRLING
ENGINE
DRIVE SYSTEMS TEST RIG PROGRESS REPORT
HIGHWAY VEHICLE CONTRACTORS
SYSTEMS
CO-ORDINATION MEETING
23 - 25 OCTOBER 1979 HYATT REGENCY DEARBORN HOTEL, DEARBORN, MICHIGAN
AUTHORS A.R.CROUCH/V.C.H.POPE RICARDO CONSULTING ENGINEERS LTD. BRIDGE WORKS SHOREHAM-BY-SEA SUSSEX
This presentation is sponsored by the U.S. Department of Energy
-121-
A C K N O W L E D G E M E N T
The work reported in this presentation was performed by Ricardo Consulting Engineers Ltd., as sub-contractor to KB United Stirling (Sweden) & Co., who themselves are sub-contractors to Mechanical Technology Incorporated, 368 Albany-Shaker Road, Latham, New York 12110. Mechanical Technology Incorporated is the Automotive Stirling Engine Development Program prime contractor to the National Aeronautics and Space Administration's Lewis Research Center, Cleveland, Ohio M135. under prime contract No. DEN3-32. The program is part of the U.S. Department of Energy, Division of Transportation Energy Conservation, Heat Engine Highway Vehicle Systems Program.
past \
-123 --
CONS.II HN(. t N..INI I
raoiu
A B S T R A C T
This is a review of'the work in progress to achieve a quieter coupling arrangement between the two crankshafts and the main drive shaft in the 'U' form S t i r l i n g powered engine. Knowledge gained from this investigation w i l l be incorporated into the design of MOD 1 and MOD 2 engines which are part of the overall program. An existing P40 United S t i r l i n g engine has been adapted as a test u n i t to accept alternative gear forms, with p l a i n and r o l l i n g contact bearings, a twin link drive, a delta plate drive and a chain drive. The engine conversion, the test rig installation and noise measuring equipment are described. The test program started in July 1979, is progressing as planned and w i l l be completed by March 1980. To date the noise levels of ^ different gear forms have been measured, mounted in both p l a i n and r o l l i n g contact bearings. Gears w i t h very small teeth (0.8 module) give the lowest noise level at speeds below 30 rev/sec, and there is l i t t l e - noise level difference between the p l a i n and b a l l bearings for these gears. to vehicle drive-by levels. The results obtained are for comparative purposes only and cannot be related
-125-
REASONS FOR TEST RIG Technical Support for MOD 1 Design MOO 1 is the first S t i r l i n g engine to be designed w i t h i n the Automotive S t i r l i n g engine program. It is specifically designed for automotive use and the first engine is scheduled to be ready for test in early 1981. The short timescale allowed for the design of MOD 1 necessitates the use largely of existing technology. Hence the design of MOD 1 was based in concept on the successful PbQ engine produced by United S t i r l i n g , Sweden. The P^tO engine has four pistons in a square configuration which actuate two p a r a l l e l crankshafts. Each crankshaft is fitted with a gear which drives a central common output shaft. The twin crankshaft system is sometimes referred to as a 'U' configuration. The P^O engine however was designed for use mainly as a research and stationary engine. When this design concept is used for automotive application, the rotational speed is increased which tends to increase the drive train noise. Although the engine when installed in a car can be completely satisfactory from the passengers' point of view, the gear noise may be apparent outside the vehicle. Drive System Noise Reduction The geared system which couples the twin crankshafts to the output cr driven shaft tends to be (subjectively) the predominant noise, as the continuous combustion system and S t i r l i n g cycle gives a smoother rate of change of pressure than the internal combustion engine and therefore the S t i r l i n g engine generally is comparatively quiet. The gear noise may be largely caused by the cyclic nature of the input load. Each crankshaft has two crankpins at 90 to each other, and the crankshafts are phased to give equal overall f i r i n g intervals. Therefore each crankshaft and gear has a driving and driven period during one revolution. When fitted with helical gears the crankshafts and drive shaft tend to move a x i a l l y with respect to each other during a cycle. There is also a separating force between mating gears. The drive system is then a unique combination of the geometrical relationship of the gears and peculiar cyclic torque input. Drive Systems Test Rig Proposal A test rig was therefore proposed to be representative of the MOD 1 engine and on which alternative crankshaft coupling systems could be fitted and their noise levels measured. A P*0 engine was used, to which alternative gear forms, links, a plate and a chain drive could be fitted. For cyclic speed regularity and expediency for testing, the engine was motored and was fitted with dummy haads pressurised with helium to simulate the cyclic torque from an actual engine,
-126-
NSlll M
Nl.lh. I H-.
BENEFITS
AND LIMITATIONS
BENEFITS FRCM TEST RIG
Subjectively lower noise levels w i l l be obtained for the drive system in the already quiet S t i r l i n g engine. Measured noise levels w i l l be obtained for alternative gear tooth forms. Measured noise levels w i l l be obtained for alternative plain and rolling contact bearings. Measured nc se levels w i l l be obtained for alternative link, chain or plate drives.
LIMITATIONS OF TEST RlG It must be noted however that all the noise level are for comparison with each other only - they are not absolute - they are not measured on a powered engine - they are not measured in a vehicle and cannot be compared with current vehicle drive-by noise levels in any way.
-127-
RI^RDC
COMSUI UNO > NGIN' I 1
ADVANTAGES OF THE U CONFIGURATION
The Stirling cycle, as developed by United Stirling, requires each of the four pistons to be phased at 90 with reference to the adjacent piston. By having the cylinders parallel to each other with a twin crankshaft system, the heater head design is significantly simplified compared with a Vee configuration, and becomes more amenable to mass production techniques.
-128-
U FORM ENGINE
Courtesy KB United Stirling (Sweden) AB Co
-129-
RK3RDO
CONSULTING CNOWUM
TEST U N I T
The test unit is based on a PkQ crankcase, modified to accept new crankshafts, main drive shafts, front and rear spacer plates and a sump adaptor plate. Alternative gears and a chain drive may be fitted at the drive end. A twin link drive and delta plate drive may be fitted at the free
end.
The drive end space plate allows ball bearings or angular contact bearings (to control end float) to be tested with the minimum of rebuild as alternatives to the original plainbearings. Oil jets spaced at strategic positions allow oil to be directed into the gear mesh or the exit face, by externally mounted control taps. The crankcase assembly is fitted with 'dummy1 heads pressurised with helium, to simulate the cyclic pressures in the powered S t i r l i n g cycle. The engine was not used as a powered S t i r l i n g cycle unit in order to minimise cycle to cycle pressure variations, and in order to avoid the large heat rejection in the test cell.
-130-
DRIVE SYSTEMS TEST UNIT MODIFIED P40
-131-
RI0PDQ
CONSULTING tNGUftCftf
TORQUE CURVE COMPARISON
The two curves show the torque variation between a complete driving engine using its own heating source, and a motorised engine(using helium as a working medium)driven by an electric dynamometer. The curves show that on a motorised engine there is more negative work, therefore more torque reversals, hence crankshaft reversals and gear tooth clash. However this test unit is only a means of providing a constant load and torque cycle, to allow various drive arrangements to be fitted and compared.
-132-
CYCLIC TORQUE AGAINST CRANK ANGLE Torque Curve Variation
Stirling Powered Engine
,0utput shaft
ro
One crankshaft
Meany torque
o us CO
-a
0) to
0)
ai
c
0
X) (U
c r>
Motored Test Rig
CD
in
0) 4->
One crankshaft
3 O
'\
Output " shaft
-133-
RlflRDO
COMMUTING CHOHiEEMS
TEST
C E L L
The test cell contains the test unit, with an acoustic hood which can be lowered over the unit during noise measurements. The test unit is motored by a swinging arm electric dynamometer The heat generated during testing is largely dissipated through heat exchangers in the coolant and lubrication system. The helium required to pressurise the 'dummy' heads is stored outside the test cell in gas bottles. The test cell also contains sound recording equipment and a control console. Microphones are located at the free end of the test unit, the drive end and the right side (looking on the drive end). As a further check, accelerometers are mounted on the front and rear covers.
-134-
TEST CELL - SCHEMATIC
Microphone 1
Microphone 2
Microphone 3
Plan view
.Acoustic hood Speed and syncronising pulse
Accelerometer positions
Side view
-135-
CONSUL!INC I N M N I I R S
EFFECT OF MEAN CYCLE GAS PRESSURE ON NOISE .
A test was made at AO rev/s to investigate noise variation at mean cycle pressures from 30 to 100 bar. As the graph shows there is no apparent fluctuation fn noise levels, only a gradual increase in noise. It vas therefore decided to l i m i t the cycle pressure to 60 bar to allow greater use of helium content in the pressure bottles, and to minimise the loading on the pistons and piston rod seals, in the absence of direct cooling in this area.
-136-
EFFECT OF MEAN CYCLE GAS PRESSURE ON NOISE
Speed at 40 rev/s.
o>
CO 00
Microphone 2
CD i
Microphone 1
60 80 Mean Cycle Pressure - bar
100
-137-
RMkL <L
COMSUIIlNf. t NI, t H 1
EFFECT OF MEAN CYCLE GAS PRESSURE ON NOISE.
.2
As a further verification of being able to run at lower mean cycle gas pressures, a frequency analysis was taken at b load Conditions. Each spectrum indicated peaks at s i m i l a r frequencies. Therefore in conjunction with the previous measurements, it was accepted that it would be satis*actory to run at a mean cycle pressure of 60 bar.
-138-
EFFECT OF MEAN CYCLE GAS PRESSURE ON NOISE
Microphone Position 2 Speed - 40 rev/s 2 Module - 15Helix Gears
100 bar 80 bar
60 bar AO bar
CD
"D
70 60 50
100
1
1k
10k
/3 Octave Band Frequency
- Hz
-139-
CONSULTING ENGtMFERS
TESTING PROCEDURE
The engine is started and run at 20 rev/sec until an oil temperature of 50C and water temperature of 2*0C are reached. automatic water and oil control systems are then operative. A quasi steady state recording is made of the engine noise by gradually increasing the engine speed from 5 to 50 rev/sec over a 2 minute time duration. Tests are continued with the engine running at 5 rev/sec for approximately 5 minutes allowing noise and vibration recordings to be taken. Tests are repeated at increments of 5 rev/sec, up to a speed of (i.e. 10 tests are recorded). 50 rev/sec The
At each of these test positions, the mechanical losses are checked and logged. The acoustic hood is lowered over the unit for the duration of the test.
-140-
TEST CELL
W 0 999999
Acoustic Hood in Position During Tests.
9 9 999QQ
Acoustic Hood Removed

MTI-19338
-141-
RfcWTO
. OMSUIllNl. I Nl.lNI I MS
SEQUENCE OF ENGINE TEST BUILDS
The sequence of test builds is shown opposite. Currently the program is on schedule. Following the baseline tests, noise levels have been measured on 4 different gear forms, and with alternative plain bearings and ball bearings on each gear tooth form. report. The results are under constant review and the schedule may be adjusted slightly within the contractual limitations. One additional test introduced w i l l be to fit inductance proximity gauges mounted on the front cover at the end of each shaft. These gauges sense relative movement, and tests w i l l be made on the shafts with helical and straight spur gears to measure and compare axial shaft movements. The results are shown later in this
-142- .
CONSUMING E N G I N E E R S
SEQUENCE OF ENGINE TEST BUILDS
JULY 1979
BASELINE TESTS 2 MODULE - 15 HELIX
| 2 MOP STRAIGHT SPUR - 0.8 MOD 15 HELIX - 2 MOD 25 HELIX j
FIT BALL BEARING 2 MODULE - 15 HELIX
[ 2 MOD STRAIGHT SPUR - 0.8 MOD 15 HELIX - 2 MOD 25 H E L I X |
OCTOBER 1979
[LINK DRIVE |
2 MOD 25 HELIX - 2 MOD STRAIGHT SPUR^
| REMOVE LINKS |
2 MOD 15
HELIX SHAVED, DIN 6, CAST IRON
1 MOD 15 HELIX AX I CON (ROLLING CONTACT)
I
| FIT TAPER BEAR INGS | [ 2 MOD 15 HELIX - BEST HELICAL - 2 MOD STRAIGHT SPUR |
FIT PLAIN BEARINGS
[DRIVE PLATE |
MARCH 1980 j CHAIN DRIVE |
[WRITE REPORT)
-143-
M'U )
A L L G E A R D R I V E
To couple together the three shafts of a square four u n i t , and to accommodate the cylinder f i r i n g sequence, a gear drive arrangement offers the simplest solution. The main advantage is that it allows the main drive shaft to act as a contra-rotating balancer shaft, by counteracting the inherent pitching couple caused by the disposition of the crankshaft balance weights, and thus giving 100$ dynamic engine balance. Together w i t h the smooth cyclic torque output from the drive shaft, this gives a power plant almost free from vibration.
-144-
ALL GEAR DRIVE
Gear Train Viewed from Drive End of Engine
-145- MII-19336
G E A R
F O R M S
Gears tested to date were chosen to give a wide band of numbers of teeth and helix angles. The gears are:46 115 48 43 teeth teeth teeth teeth 2 module (12.7 DP)
-O 15 helix. Reference Gear. _o 15" helix. Straight spur.
- 0.8 module(32 DP) - 2 module (12.7 DP) 2 module (12.7 DP)
25 helix.
-146-
GEAR
FORMS
08 Module - 15 Helix
2 Module - 25 Helix
2 Module - 15 Helix Reference Gears
2 Module - Straight Spur
-147-
WTI-19339
CONSULTING CNGiNCCHS
NOISE AND VIBRATION TESTING - RECORDING
MICROPHONES The microphones were all positioned approx. 0.75m above floor height, with microphone 1 approximately 1m to the side, microphone 2 approximately O.^m away from the drive-end and microphone 3 approximately 0.5m away from the opposite end of the engine (all dimensions are taken from the vertical centre l i n e of the engine). Signals from the microphones were monitored during the tests using a sound level meter (giving overall A-weighted levels). After suitable amplication, the signals were recorded on 3 channels of a 7 channel FM machine. ACCELEROHETERS The accelerometers were mounted on the drive-end gear housing, and on the front cover. Signals from these accelerometers were amplified and integrated to give vibration velocity information, which was recorded on a further 2 channels of the tape recorder. The remaining 2 channels were used for speed and synchronisation si gnals.
-148-
NOISE AND VIBRATION TESTING 1 Recording
Dynamometer
n
Sound level meter.
Speed & sync, signals Vibration signal amplifier integrator. Noise signal amplifier
-149-
CONSUITIHI. CMC Ni t "
NOISE AND VIBRATION TESTING - ANALYSIS
Analysis of the recorded data was performed in one of 3 different ways, dependent on the type of test performed. Noise and vibration results from the steady-state tests (recordings made at constant engine speed and mean gas pressure) were used to obtain 1/3 octave frequency spectra and to investigate the relationship between the noise or vibration signals and the crankshaft angular position and rotational speed. analysis was carried out on a B 6 K 2131 d i g i t a l analyser. Frequency Investigation
of the relationships between the noise and vibration signals and the cranks' speed and position was made by d i s p l a y i n g the noise (or vibration) signal, which may have been previously passed through a 1/3rd octave f i l t e r set, on an oscilloscope, together with a trace showing the cranks' angular position (using the synchonisation pulse). In this manner it was possible to identify relationships between crank speed and forcing function frequencies, and (to a l i m i t e d extent) to identify the phasing of the low-frequency forcing functions compared with the crank position. The recordings made during quasi-steady state tests (in which the engine was gradually accelerated over the speed range) were used to produce plots of the overall A-weighted levels against the engine speed. These plots may be used to obtain comparisons between noise and vibration levels for different builds over the whole speed range.
-150-
NOISE AND VIBRATION TESTING
2, Analysis
Speed
Svnc
Quasi-steady state plots of Overall level v Speed.
Digital frequency analysis arid subsequent data storage on computer file.
Oscilloscope display of filtered signal and crank position (From sync, pulse.)
-151-
RI0RLG
PRELIMINARY RESULTS - GEAR TESTS LEVELS Result* of th* quasi steady-state tests for the b u i l d s with different gear drive arrangements are shown. The plots are shown for the noise as measured at microphone position 2, this being the position closest to the gear housing. Results from the other microphone positions showed the same trends as those presented, but to a lesser degree. B u i l d No 1, using the 2 module, 15 helix 'reference' gears, showed a steady increase in noise level with speed, the slope of the curve when plotted on log scales being approximately 50 dBA/decade. This steady increase was maintained up to a speed of 40 rev/s, above which speed there was a significant (- 2dBA) decrease in level to a minimum at 45 rev/s. W i t h further speed increase, the noise level increased with speed at approximately 60 dBA/decade. The fine-toothed gears of 0.8 and 15 h e l i x angle resulted in a decrease in the noise level compared with b u i l d 1 of approximately 2 dBA over the whole of the measured speed range. The same trend of noise level decrease and rise was demonstrated as for the reference gear b u i l d at high speeds (40 to 50 rev/s). Use of the 2 module straight-cut spur gears (build k) gave noise levels very s i m i l a r to those of the reference gear b u i l d at speeds of up to 25 rev/s. Above this speed however, there was a d i s t i n c t 'flattening 1 of the noise as speed plot, with further increase in speed causing l i t t l e increase in noise level. The increase in level from 25 to 45 rev/s was a 1.5 dBA, whereas for the reference gear b u i l d the corresponding increase was 4 dBA. Over most of the speed range (20 to *5 rev/s) , use of the 2 module, 25 h e l i x angle gears resulted in noise levels approximately lj dBA higher than levels measured for the reference gear b u i l d .
-152-
GEAR NOISE LEVELS Quasi- Steady State
Mean Pressure Build Build Build Build
- 60 bar
2 module -15 o Helix 1 : Reference gears 0-8module-15 Helix 2 : Fleron gears 4 Straight-cut spur gears 2 module 5 25 Helical gears. 2 module Microphone Position 2
CD
TD
U 100
a;
in in a*
c D o
80 20 30 Engine Speed - rev/s.

-153-
40
50
RI0RDO
CONSULTING I N . . I N F CHS
PRELIMINARY
RESULTS - BALL VERSUS PLAIN BEARINGS
In an attempt to reduce possible noise sources caused by crankshaft and drive shaft movement, the original plain bearings on the rear crankshaft journals and drive shaft were replaced by ball bearings mounted in the rear spacer plate. When the engine is running, the mating gears have a separating force and the two shafts tend to move through their radial bearing clearance. Each crankshaft is also subjected to a driven and driving period during one revolution. When fitted with helical gears, the crankshafts and driveshaft therefore also tend to move axially. Ball bearings w i l l l i m i t the radial movement and tend to damp the axial shaft movement. All four gear sets were tested with ball bearings over a quasi-steady state test. Comparable noise levels with the 0.8 module 15 helix gears at all microphone positions and accelerometer position 1 are shown with plain and ball bearings. It can be seen that although noise level variations were achieved, no significant advantage with the ball bearing arrangement was apparent.
-154.
GEAR NOISE LEVELS Quasi - Steady State
Gears Tested - 08 Module - 15 Helix Build 2 : Plain bearing Build 8= Ball bearing
CD -D
<
'Mic. position 1
<U o>
o>
l/> 0>
^ in
D c
'Accel, position 1
20
30 Engine Speed - rev/s

-155-
40
F U T U R E
TESTS
LINKS AND GEAR DRIVE
The crankpin layout throughout the engine is such that there is a 90 crankpin displacement on each crankshaft and a 90 displacement between each crankshaft, making four power strokes (every 90) for each engine revolution. Due to the firing order sequence required by this system, a crankshaft is powered twice in succession (90 apart), and then dwells for 180 which gives an uneven cyclic torque in each crankshaft. This irregular torque is transmitted by the gears (on an all gear drive arrangement), through the teeth, to the main drive shaft. With the Jink drive the two crankshafts are coupled together with twin links, spaced at 90. Theoretically this w i l l allow the torque fluctuations largely to be cancelled, giving a smoother torque drive from the geared crankshaft to the main drive shaft.
- -156-
LINK AND GEAR DRIVE
Link and Gear Drive Viewed from Front of Engine
-157-
MT-19337
Jl
F U T U R E T E S T S 2
DELTA PLATE
The delta plate drive, although l i t t l e known and used, could offer a smooth and assumed quiet drive solution. The plate can accommodate other auxiliary drive positions, such as oil pump, hydraulic pump, and water pump, providing that engine speed is acceptable. The main disadvantage is that all shafts w i l l rotate in the same direction, leaving the engine with an unbalanced pitching moment. To regain full overall balance the fitment of a contra-rotating shaft w i l l be necessary.
-158-
DELTA
PLATE DRIVE
Delta Plate Drive Viewed from Front of Enaine
-159-
MTI-19321
ONMII I IN.. I Mt.lNI I
F U T U R E
T E S T S
CHAIN DRIVE
3/8"
The chain drive w i l l be fitted to the rear of the unit, and is a triple chain fitted with a double acting adjuster. The three chain sprockets are machined to give a staggered tooth
profile, and this is achieved by spacing each chain sprocket 1/3 of a tooth behind the adjoining sprocket. Again the main disadvantage is as the delta plate drive, for all three shafts rotate in the same direction and a contra-rotating balance shaft w i l l be necessary.
-160-
CHAIN DRIVE
Chain Drive Viewed from Front of Engine
-161-
RIORDQ
COMM.TIBO fMMMEIIIS
-162-
COHMILTHia CNQMEEKS
RKaRDO
C O N C L U S I O N S
Conclusions to be drawn from the results so far obtained may be summarised as:1. The operating condition of 60 bar mean gas pressure is representative of all operating conditions. Operation at higher gas pressures affects the overall level of noise and vibration measured, but does not significantly alter the 1/3 octave frequency spectrum shape. At engine speeds up to approx. 30 rev/s, the use of fine-toothed helical gears results in radiated noise levels typically 2i dBA lower than those produced by any other tested gear system. For speeds between 30 and ^5 rev/s, the use of straight cut spur gears gives noise levels approximately 1i dBA lower than those of the fine-toothed gears which were in turn approx. 2i dBA lower than the reference build levels. Inspection of the 1/3 octave noise frequency spectra shows a peak, most likely due to a structural resonance of some form, at a frequency of 630 to 800 Hz. This peak is the controlling factor in the subjective assessment (and the A-weighted overall level) of the radiated noise. Inspection of the noise and vibration signals from the accelerometers have not yet been completely analysed. Use of ball bearings at the drive end of the 'shafts gave no significant overall reduction of either the noise or the vibration levels, although there were local variations of up to 3 dBA depending on engine speed and measuring positions.
2.
3.
k.
5.
6.
-163-
1. Report No. NASA CR-159744 4. Title and Subtitle
2. Government Accession No.
3. Recipient's Catalog No.
AUTOMOTIVE STIRLING ENGINE DEVELOPMENT PROGRAM - QUARTERLY TECHNICAL REPORT FOR PERIOD: 7. Author(s) Therese A. Derikart Merton Allen JULY 1 - SEPTEMBER 30, 1979
5. Report Date March 1980 6. Performing Organization Code
8. Performing Organization Report No. MTI 79ASE101QT6 10. Work Unit No.
9. Performing Organization Name and Address Stirling Engine Systems Division

Mechanical Technology Inc. 968 Albany-Shaker Road Latham, New York 12110 11. Contract or Grant No.
DEN 3-32
12. Sponsoring Agency Name and Address U.S. Department of Energy Office of Transportation Programs Washington D.C.
15. Supplementary Notes
13. Type of Report and Period Covered Quarterly Contractor Report July 1 - September 30, 1979 14. Sponsoring Agency Code DOE/NASA/0032-79/5
Quarterly Report. Prepared under Interagency Agreement EC-77-A-31-10040. Project Manager, William K. Tabata, Transportation Propulsion Division. NASA Lewis Research Center, Cleveland, Ohio 44135 16. Abstract This Quarterly Technical Progress Report covers the sixth quarter of activity after award of contract. The report summarizes the activities performed on: the Stirling Reference Engine System Design; components and subsystems; P-40 baseline Stirling engine manufacture and test; tentative specifications for the first automotive engine to be built on the program; computer development activities; technical assistance to the Government. The overall program philosophy is outlined, and data and results are given. The report highlights:
The extensive effort in the area of combustion and heat exchanger development. A discussion of exhaust gas recycle (EGR) and combustion gas recycle (CGR). The progress of the Engine Testing Facility at MTI. The design work of the ASE MOD I engine at United Stirling (Sweden). The effort performed on the Annular Regenerator at United Stirling (Sweden).
17. Key Words (Suggested by Author(s) ) Stirling engine, automotive Stirling engine, fuel economy, emissions, annular regenerator, EGR, CGR
18. Distribution Statement Unclassified - unlimited Star Category 85 DOE Category UC - 96
19. Security Classif. (of this report) Unclassified
20. Security Classif. (of this pagel Unclassified
21. No. of Pages 164
22. Price'
* For sale by the National Technical Information Service, Springfield, Virginia 22161

Automotive Stirling Engine Development Program.19800072709 - 1980072709

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Automotive Stirling Engine Development Program.19800072709 - 1980072709

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DOE/NASA/0032-79/5 NASA CR-159744 MTI 79ASE101QT6 (HftSA-CR-159744) AUTOMOTIVE STIRLING EHGINE DEVELOPMENT PROGRAM Quarterly Technical Progress Report,

H80-72800 Onclas 47U95

AUTOMOTIVE STIRLING ENGINE DEVELOPMENT PROGRAM

Mechanical Technology Incorporated

Lewis Research Center Under Contract DEN 3-32

DOE/NASA/0032-79/5 NASA CR-159744 MTI 79ASE101QT6

1.0 2.0 3.0

SUMMARY INTRODUCTION PROGRESS SUMMARIES

3.1 Major Task 1 - Reference Engine

3.4.16 Air Blower 3.4.17 Atomizer Air Compressor

TABLE OF CONTENTS (Cont'd.) Page

101 101 106 106

3.6 Major Task 6 - Prototype ASE System Study

Alternative Piston Rod Seal

3.2.1.3-3 3.2.1.3-4 3.2.1.4-1 3.2.1.4-2

3.2.1.6-1 3.2.2.1-1 3.2.3-1 3.2.3-2

3.2.3-3 3.2.4-1 3.2.4-2 3.2.4-3 3.3.1.1-1

3.3.1.1-2 3.3.2-1 3.3.2-2 3.3.2-3 3.3.2-4

LIST OF FIGURES (CONT'D.)

112 113 114

3.2.1.4-1 3.2.1.4-2 3.2.1.4-3 3.2.4-1

Perform Net Power Calculations

P-40 Engine Operating Hours (as of 9/30/79)

ASE Mod I EPA Vehicle Test

ASE Mod II Dyno Test ASE Mod II EPA Vehicle Test

Figure 2.0-1 Program Milestones

Figure 2.0-2 Program Task Schedule

Component and Subsystem Development

ASE Mod I System

Heater Tube Temperature Emissions Fuel

720C To meet all standards Gasoline or diesel

Computer Program Development

MAJOR TASK 1 - REFERENCE ENGINE

Initial Technology Assessment

Reference Engine System Design

Piston Cylinder Pressure MPa 21,5 10,0 Time Kapseal

Alternative Piston Rod Seal

Current Reference Engine Design

Reference Engine Incorporated into X-Body Vehicle

MAJOR TASK 2 - COMPONENT AND SUBSYSTEM DEVELOPMENT

1. High thermal efficiency and, hence, better fuel mileage.

Page Intentionally Left Blank

Figure 32-1 Preheater Housing

MECHANICAL TECHNOLOGY INCORPORATED

Exhaust Port Turbulator

Combustion Air Blower

Exhaust Port Igniter Mounting

Air Blower Inlet

Figure 3.2-2 Preheater Housing and Adjacent Components

MECHANICAL TECHNOLOGY INCORPORATED

Upper Half of Block Assembly Regenerators Pistons

Figure 3.2-3 Side View of Heater Head Quadrant

Figure 3.2-4 Top View of Combustor

Figure 3.2-7 Combustion Air Blower

Figure 3.2-8 Air Pump

MECHANICAL TECHNOLOGY INCORPORATED

MECHANICAL TECHNOLOGY INCORPORATED

Piston Seal Assembly

MECHANICAL TECHNOLOGY INCORPORATED

Gas Seal Housing Cartridges

Main Seal Housing

Backers Used in Cap Seal Assembly