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C-
April 1980
AIWAL-TR-SO -202.
TMIXCAL WrJK
71.81 Arsport for Porlod '.cast. 1977-S.ptmber 10S79
4(i).2
j
-~APOUULSIO5
Reproduced From
MAR,
=10 4608
so 12 0807
purpose
when ,overnment drawingrs, spec fj cations, or other data are used far any
operation,
procuremmnt
Government
othez than in connection with a definitely related
te Unrted States Governmet thereby Incurs no responsibility nor any obligation
or in
vWatsoever; and the face that the government my have fozrlated, furnished,
be-reto
not
is
data,
other
or
specifications,
any w; supplied the said drawitgs,
any
or
holder
the
lcenaing
manner
any
in
as
otherWise
gaxded by Implication or
to manpfacturie
other person or corporation, or conveyimn any rights or permission
thereto.
relsaed
be
y
wa
use, or sell any patented invention that M IA any
is
This report hs been reviewed by the Office of Public Affairs (ASD/PA), and
At NTIS, It
will
This technical report has beeI reviewed and Is approved for publication.
R. suTnuWD
LT, SAFPAOL
PRUJf G.GABUIEL
Project aiXWnee
Powve System Branch
D. UAW
Power Diviaons
Chief, Aerospae
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Aircraft
Turbine Engine,
Secondary Power
Electric
L*S,_4P$RACY (CdoIm
J11
tuo.in
Wfiwee
-004"ni
Samarium Cobalt
Generator/starter
Feasibility
Integrated
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03
PREFACE
The work described herein was performed by the General Electric Company.
Advanced Engineering and Technology Programs Department, Aircraft Engine
Group,
Evendale,
Ohio,
starting.
a future all-electric
aircraft configuration.
Philip G.
Gaberdiel
and contributions
Dr.
Both 1st
Development Laboratories and Mr. Charles T7tbel &nd Mr. PAobert Webb fros'
OG's Aircraft Xquipment Division fi-nvid.d
Aircraft
at CE-Evendaleas
These were
Mr.
l1x.
TAB
Unlmunced
DiStributler/
Avail aud/or
ii
I.
speej a-
TABLE OF CONTENTS
Section
INTRODUCTION
II
TECHNOLOGY BASE
A.
B.
C.
III
PROGRAM OBJECTIVES
IV
A.
Engine Classes
1.
2.
B.
9
9
9
12
12
25
4. 'Power
25
a.
b.
V
Level III
Determination of Generator/Starter Rating
Power Level IIIA'
27
29
33
A.
33.
VI
5
6
33
35
3,7
B.
38
C.
Disk-Type Machines
58
D.
Application Recomendations
78
83
A.
85
1., Introduction
2.
Sumary of Interface and Power
Level Considerations
3. Machine 'Design Tradeoffs
85
85
88
Page
Section
VI
B.
103
C.
Disconnect Design
103
D.
1.
2.
3.
4.
Electramagnetic Disconnect
In-line Resettab)
Hydraulic-Actuatei Resettable'Disconnect Clutch
Tapered Rotor/Stator Configuration
Split Stator Approach
105
105
107
109
5.
109
6.
Selected Disconnect'Ap-?roach
114
114
114
a.
b.
114
115
115
Design-to-Cost Considerations
116
2.
E.
Converter
Permanent Magnet Gr,-.rator/Starter
1.
2.
General
System IEG/S Configuration Compared to IDG
116
116
F.
Air'Restart Conxideratiois
117
G.
120
H.
J.
122
122
122
122
122
124
124
124
125
3.
125
4.
5.
Maintemmce/Overhaul Accessibility
Environmental Conditvea at lEG/S Loe,%tion
127
127
127
L.
F404 Engine
K.
Engine
Comparl.son/Analysai
of rIesign Concepts
1,
V13
128
128
128
128
128
130
TABLE OF CONTENTS
(Continued)
Page
Section
1.
2.
VII
130
a.
b.
c.
130
130
132
151.
151
152
1.
2.
3.
4.
5.
6.
7.
8.
9.
152
152
154
156
157
157
!157
Results,
Conclusions
Recommendations
162
162
162
162
Results
Conclusions
Recommendations
162
Generator and.Engine
165
a.
Starter/Generator Description
165
b.
Starter/Generator Overview
165
174
a.
174
b.
c.
Power Connections
Performance Monitors
176
17.6
177
IEG/S Losses
a.
b.
C.
147'
177
177
Generator Lossa.e
System Losses
177
180
180
182
vii
'I
TABR
OF CONrT.S (Concluded)
Section
Poge
1.
2.
3.
4.
5.
VIII
Weight
Reliability
Efficiency
Initial Cost
Comparison Summary
APPENDIX:
DRAWINGS
191
193
195
197
viii
185
185
185
185
185
LIST OF ILLUSTRATIONS
Page
Figure
1.
F404 Engine.
2.
F103 Engine.
3.
TF34 Engine.
10
4.
5.
6.
F404 Engine.
Speed Requirements (Sea Level
F103 (CF6-50) Engine.
Speed Requirements (Sea Level
14
15
TF34 Engine.
16
7.
20
8.
21
9.
22
10.
Electrical
24
40
41
42
14.
15.
44
11.
12.
13.
17.
18.
45
46
48
for an
51
52
ix.x
'
.;..
Figure
20.
Page
Machine Characteristics vrsus Rotor Radius for
PM Machine for TF34, 60 KVA System, 8 Pole Pairs.
53
54
22.
59
23.
61
24.
62
25.
64
26.
65
27.
69
28.
75
29.
80
30.
81
31.
82
32.
84
33.
21.
for a Level
93.
34.
106
35.
Tapered Rotor/Stator.
108
36.
110
37.
tuse-Neutral-Lead Disconnect.
111
38.
113
39.
1i8
40.
119
41.
133
42.
134
43.
lix-Pole,
141
LIST OF ILLUSTRATIONS
(Concluded)
Figure
page
44.
1B
45.
135
46.
TF34 No.
3 Bearing Load,
Compressor/Starter Unbalance.
160
47.
TF34 No.
3 Bearing Load,
HPT Unbalance.
161
48.
163
49.
50.
High-Pressure-Shaft-Mounted
Machine for TF34.
Rotor Cross-Sectional View.
167
170
51.
173
.52.
175
53.
184
54.
188
xl!
LIST OF TABLES
Page
Table
1.
11
2.
11
3.
13
4.
13
5.
19
6.
23
7.
26
8.
28
9.
30
10.
31
32
11.
12.
13.
14.
15.
16.
57
17.
57
18.
67
72
73
19.
20.
21(a)
.21(b)
22.
S23.
SThree-Disk
24.
25.
26.
32
F103
Application.
34
36
50
70
73
76
77
77
86
87
Table
27.
89,
28.
90
90
29.
30.
31.
32.
33.
34.
35.
36.
92
94
96
98
99
99
100
37.
38.
102
102
40.
Cycl
!onverter Characteristics.
104
41.
121
42.
123
43.
126
for T734.
129
39.
'
.44.
IEG/S Engine*Xodifications
101
45.
131
46.
135
47.
.48.
137
49.
138
WILL
136
Page
Table
50.
51.
-Unscheduled
140
-
142
52.
144
53.
146
54.
146
55.
Tradeoff Matrix
Power Level 1.
148
56.
Tradeoff Matrix
149
57.
Tradeoff Matrix
150
58.
158
159
60.
168
61.
169
62.
178
63.
System Losses.
179
64.
181
65.
183
66.
186
67.
186
68.
187
69.
Cost Comparison
189
70.
190
59.
xzv
Saturation.
A/C
Aircraft
AGB
Auxiliary Gearbox
APU
"AR
Armature
Flux Density
Br
Cylindrical
C/CcG
Casing/Gas Generator
Disk
DS
Shaft Diameter
DT
EJ
GCU
Energy Density
Generator Control Unit
B,
Bg
Gas Generator
Demagnetizing Field
HI
Stack Length
HPT
IEG/S
JAN-TX
KG
Kilogauss
IL
Kiloline
KVA
Kilovolt-Ampert
LCC
LPT
s
Reactance
LXU
R
. G~e
Kegagauae-Oers ted
'-
lT3
r
py
ecoil Permeability
Powr htctor
IM
"
Fsruaftt
lPsno
Pro
PoWer, Takeoff
P...
it.
For vote
MY
S.L.
Sea Level
SmCo
Samarium Cobalt
SPS
TGB
Transfer Gearbox
UER
V.R.
Voltage Regulator
VSCF
Watt
WT
Weight
Xd
Comutating Reactance
J9
SIII
Concluded
SLMRRY
aircraft engine rotor. The ;.EG/S concept extracts electric power from the prime
propulsion engine and also provides starting (motoring) of the engine.
The objective of this study included the evaluation of the IEG/S system in
terms of payoff potential for the engine system.
This
and
technically
feasible and offers potential advantages over today's typical secondary power
systems (SPS).
The primary potential advantages of the IEG/S compared to conventional SPS configurations are:
*
higher reliability
*
*
less maintenance
lower llfe'cycle cost
The overall payoff of the IEG/S system is influenced by many factors outs~ide
the control of the engine and TEG/S system design. Therefore, a study program
is recommended that would evaluate the IEG/S benefits and detriments to the tot 1
The goal of, the Study would be to establish the overall payof
aircraft system.
and the effects on the performance of advanced military aircrait with respect
to mission requirements and economical considerations,, with the IEG/S utilizing
a maximum of electrical power supply for functions such as pe.wer actuation and
Onvironmental control.
The advantages -of, the IW/S are moat significant at Power Levels III and
ILIA, because these levels allow the entire mechanical accessory drive system t
be eliminated., (Yor Power Level III - the mst' powerful level - the ZIG/S is
to supply all secondary aircraft mad engine power, Including power normally u
for hydraulic pumps and power supplied by bleed air. For Power Level IIIA the
IWG/S is to supply all secondary power except that normaly supplied in the fo
of bleed air.)
"
Svtii
to
ducts,
and pipings.
The variable-speed-
temperature rise low and improves the heat removal capacity of the fuel from the
engine lube system.
The reliability of the IEG/S inside the engine is most important for the
successful implementation of this design and must be considerably better than
present state-of-the-art aircraft generators.
shaft in
combination with a pure electric safety disconnect device (no moving parts),
making it
of 50,000 hours.
This IEG/S system represents a potential viable candidate for future engine
integration.
have no wearing parts, the chosen IEG/S design requires no periodic maintenance
actions as opposed to conventional secondary power systems.
The need for IEG/S accessibility is not a major consideration due to the
high system reliability and the absence of periodic maintenance requirements.
Replacement of lEG/S components,
therefore,
engine maintenance.
Although a life cycle cost (LCC), assessment was beyond the scope of this
study,
maintenance and replacement expenses that would follow from the superior
reliability of the IEG/S compared to conventional SPS power generating equipment.
The weight of the IEG/S system compared to conventional secondary rower
systems does not provide weight'advantages for the engine system.
However,
only
the overall SPS aircraft system weight with associated distribution systems
(hydraulic, pneumatic, and electric versus an all-electric power distribution),
Stogether with end-user equipment, will determine the system weight payoff or
penalty compared to, conventional aircraft systess.,
xv~ii
heat dissipation, which Influences the selection of available cooling media and
cooling equipment weight.
The elimination of the AGB from this type of engine usually results
for high bypass turbojets, however, can also be achieved by taking advantage
of alternate AGB locations aft of the fan frame between fan bypass flowpath and
compressor case,
This study demonstrates the IE/S's technical feasibility and good potential
for hlgh performance aircraft where the frontal area of the engine installation
(nacelle or fuselage) is influenced by the AGB package, as is
bypass or pure-jet engines.
for maximum benefits must !e large enough to eliminate the mechanical accessory
drive system for aircraft and engine accessories and provide starting of the
engine.
The application of the 1EG/S concept in dual-spool high bypass turbofans,
however, does not show a payoff if
reduced by other means.
PH generator/starter.)
xiS
SECTION
INTRODUCTION
Air Force and Industry have recognized the potential value of integrating
secondary-power-generation devices and engine accessory components into the
basic engi,.e structure. The purpose of this design approach uvuld be to
minimize the propulsion system envelope.
could be rzfined, the propulsion system should then provide improved installed
performance,
in two respects:
funded by the Aerospace Power Division of the Air Force Aero Propulsion
24
>1
SECTION It
TECHNOLOGY BASE
is quite
became technically feasible in the late 1950's andearly 1960's with the inception
of high-power semiconductor devices.
until 1972, when VSCF-type equipment was called upon to solve an A-4 electrical
system problem.
The
VSCF
period.
the Air Force Materials Laboratory played a major role in the development of
high-energy rare earth magnets.
that rotating machinery using rare earth .transition metal magnets could yield
exelting payoffs in weight, volume,
electrical power area.
'V2
150 KVA,
The success
of the 150 IVA PH effort resulted in' a major follow-on program with 60 KVA starter/
generator units which are to be flight-tested on the A-10 aircraft.
was initiated via contract award (F33615-78-C-2200)
This program
Company in August 1978 and will culminate in an extensive one-year service test
beginning in 1982.
C.
recognized the need for alternate secondary-poWer systems for advanced transport
aircrsft.
A contract (NASI-10893)
Accessory System.
in an Advanced
was also made by 7ract & Whitney via a subcontract to the Bendix Corporation.
This effort was done for the Naval Air Propulsion Test Center under contract
N00140-73-C-0126.
A brushless 30 KVA,
was successfully designed, built, and tested in a Pratt & Whitney 352 engine
envir'"uent.
33
SECTION
III
PROGRAM OBJECTIVES
analyze,
and
generator/starters
A major objective
matrix of three engine classes and three or more power levels as defined in
Section IV.
bility
In
reliability,
consideration shall be
'Specific
(IEG/S)
reduction in weight,
system.
4-
SECTION IV
ENGINE CLASSES AND GENERATOR POWER LEVELS STUDIED
The study considered three engine classes and assessed three levels of
electrical power requirements for each engine class.
The three specified engine classes are categorized as follows:
*
The initial
II
III
IIIA
A.
defined as:
provided by
he'engine compressor.
ENGINE CLASSES
The following General Electric prod
7404
7103 (CF6-50)
Tf34
"Pertinent performance
are discussed below,
characteristi
..
"'
1.
The F404 is
a low bypass,
most from the advantages of a minimum frontal engine area and associated drag
reduction
an engine
Although the IEG/S payoff potential of a low bypass turbofan or jet engine
1i high,
Drawings,
of
this report.
2.
The F103 is
turbofan.
and
a wing-pod-mounted installa-
possible for an
Drawings.
The TY34 is
Vehicle operation.
a core-mmuated accessory gearbox located between core and fan flowpath, where it
,
does
spECIFICATIoNs
Weight:, lb
Length, in
Maximum Diameter, in.
Fan/Compressor Stage's
RPT/LPT Stages
.Bypass Ratio
Pressure Ratio
Airflow, lb/sec
Maximum Thrust SLS, lb
SFC
Thrust/Weight
22
21S0
35
3/7
1/1
03
2.3
144
10,600 (16,000 Augmented)
.0.80 (1.86)
&5(7.5)
Figure 1.
F404 Engine.
SPECUF.CATIONS
Weight, lb
Length, In.
Maximum Diameter, in.
Fan-(Booster)/Compresisor Stages
NPT/LPT Stages
Bypass-Ratio
Pressu're Ratio
Airflow, lb/sec
maximums Thrust SLS, lb
SFC
Thrust/Weight
Figure 2.
7103 Engine.
8375
190
86.4 (ran)
1-(3)/14
2/4
4.4
30.3
1484
52,500
0-.493
6.3
Introduction
generator/
MI
engine integration became impractical'for the F404 and F103 because the generator
would require more room than was available In the engine envelope.
To provide a more comprehensive study, General ilectric decided to add a
fourth power level which was termed Level
lilA.
in Table 1, fills the significant gap between Level ir and Level III.
System KVA ratings for each power level and each'engine classification
were established for consideration in the parametric design studies.
ratings were arrived ac from (1)
and (2)
These
of the application.
The range of KVA ratings for each power level and each
engine classification was then narrowed to a single rating for each combination
for use in the engine alternator layouts and ultimately for use in the selection
of an IEG/S concept for further study.
Table. 2 shovs.the selected KVA ratings for each power level and each engine
classification.
"were established.
2.
Generally,
the
range overlapped with the KVA rating requirements that were calculated for Level
II
power.
It was necessary to select a single rating for each power level and
each engine in order to limit the magnitude of enSine design layout work being
undertdken.
applications for each of the selected engine* and knowledge of the KVA rating
SI
SPECIFICATIONfS
Weight, lb
Length, In.
Maximum Diameter, In.
?an-(Booster)/Compressor Stages
1460
100
52
1/14
KPT/LPr Stages
2/4
Pressure Ratio
Airflow, lb/soc
Maximum. Thrust SLS, lb
3IC
Thrust/Weight,
22
3.33
9273
0.363
6.4-
bypase Ratio.
Ylg-ure 3.
TF34 Engine.
10
i.
TABLE I
PROPULSION
LEVEL I
Mehanically
driven
accessories
Same as Level Z.
Provide all
secondary
power to airframe and
propulaion in the ,form
of electrical power.
(Customer air
bleod
replaced by oqu"va
t
electric, powtr.c)
LEVEL rlIA
Eliminate mechanical
engine accessory drive
system. All engine
secondary power
systems driven
elctrically
Elimiaate mechanical
engie
accessory drive
System.
All engine
Secondary Power systems
driven electrically.
TABLZ 2
SU
Eagine
T734
.
XE
30/40
rI404
SLow
IIl
6o0/7
120
'
bypeas
P103
9igh Sypsa1
60/75
73/90
to
200
O0
120
300
1200
1'11
requirements.
a slash
1.5 times the nominal rating for 5 minutes and 2 times the
following ratings:
Continuous
40 [VA
5 Minutes
45 [VA
(1.5 x 30)
5 Seconds
60 [VA
(2.0 x 30)
Table 4 shows the [VA rating selected for each engine in the Level I
application.
The 30/40 [VA selection for the T734 Is in the middle of the ratings
rating of
The rating selected for the F404 is higher than the application shown,
60 [VA.
90 [VA.
Level II
rating
[VA Ratine
the system rating that would be required for starting the engine.'
The starter
torque and power, requirements are typically greater than Power Level I electrical
power generation requirements.
a.
SDuring
firing speed to self-sustaining speed and then assists the engine to accel erate
until starter cutoff occurs.
Figures 4 through 6 show the engine d'ag torque curve vs.
start for different temperature conditions.
rotor
wsas (inertia) is
starter.
(The excess is
speed during
torque.)
12
,'I
TABLE
TF34
(RPV)
F404
(Low
Bypass)'
F103
Bypass)
Alrca~eser~ce~nuacr
Rating
Airraf/Spule/MnufctuerPer En
Ine
A-lO/USAP/Fairchild
30/40
S-3 A/USN/LockJheed6072
RPV from Specification
507
FlB8/VSN/McDonnell..Douglas
74 lfCormsercial/Boeing
DCl-OfCo~ercial/McDonue11..Duglas
ATCA (Tanker, DC-10)/USApI
M~cDonnell-.Douglas
E-4A/3 (Coinand Post 747)/
USA?fMcDonnel 1-Douglas
A-3008fCoimerctli/Airbtaa
Industrie
TANLI
LCMR
W34.
(Irv)
P404
(Low Bypass)
T103
(High 9""aS)
30/40
60175
75/90
Is3
Nmbe r o f
R.ngines per
Aircraft
2
yial
2o1
V0/4o'
60
90
90
3
3"
2 x 150
90
300
200
e100
3
-100
-200
0
2000
4000
6000
8000
10,000
12,000
MW Rotor, rpm
gotes:
(a)
(b)
(c)
r 404 Zmoe.'
Wen(Son Lintl
Temperature is T2
Starter Drive to NP Rotor Gear Ratio Is 0.956
DMOTV1 (Type 11) oil
Sea Level Static
No Aircraft Accessory Loads or Bleed Extraction
Soo
'-
400
00
S-200
CS Oil Viscosity Limit
S13,000
CS Fuelg -00 F
~-400
Idle Speed
-600
-800
, ~~ 5750 rpm
Oil Limit
125" IP ,
Oil Limit
W0
-10000
51 F
...
6379 rpm
S~7
e
702 rpm
IM6 rpw + 10 sae
03rm
Filure 5.
II
(Sea Level
Note:
160
on Customer Pads
Firing 3190 rpm
3750 rpm (9405
4250 rpm(10,O60
120
-04
o"
..
0
-.
~n
130
59
'
ittion Termination
Starter Cutout
and -4
40
130"
,9
0
-4
2 50 0
"
"
Startin
6.
ire
0.
'
'I,__
and Speed
gr
Torque
_
Vequ xiremeints
_
EnSine. 7....00
800
- TF34
Static Condition)
2500
UPRoorSee,
0'
12,
.0
00
300
rpm
L-40
10
750 0
3 0 00
i(Sea Level
_
10 000...
12,500
The resultant time to reach engine idle is derived from the following
basic equation:
TM - IT a [lb-ft]
(1)
with a -
(2)
dt
(3)
IT
(4)
TN
- Ts + (TE+ TA)
fwIdle
dw
[see]
(5)
is performed by
,taking Aw (Arps) increments, using the average torque for each increment and
deter'mining At for each increment.
A '-
IT x T2w/60
x (Arpm)
N
and t N-
(6)
.At [see]
(7)
TETA
I-
]'
W
t
rotor
Time (see)
General Electric uses a computer program which calculates the engirne speed
versus time for a given VSCF starter system rating and a given engine.
torque data, minimum idle speed,
The drag
A function generator
representing the starter system and another one representing the engine are set
up in the computer.
IEG/S systems of various KVA ratings were made for each engine.
data are given in Figures 7,
Plots of these,
respectively.
For the TF34, a six-phase machine in a 50 KVA irated system would get the
engine to idle speed in the 30-second maximum start time.
recomnended,
however,
since it
A 60 KVA system is
A nine-phase machine
in an 80 KVA system would drive the F404 engine to idle speed in about 37 seconds,
but a 90 KVA system is recommended as a more standard rating.
a nine-phase machine in a 120 kVA system is
recommended.
Table 6 shows the result of the analysis for the required starter/
generator kVA ratings and predicted start times.
Figure 10 shows the expected speed/torque curve for a 60 kVA, permanent
magnet, IEG/S system.
The system is used at its 1.5 p.u. (per unit) rating for
start, so these data actually reflect a system operating with 90 KVA of input.
As stated above, the curves of Figure 10 are for 90 [VA of input or a 60
KVA system operating at 1.5 p.u.
for the TF34 engine.
engine, the same curves apply but the ordinate-axis power values are multiplied
by 1.5.
The 85 ft-lb. low frequency sturting torque, for instance, would become
127.5 ft-lb.
The 120 KVA system recommended for the F103 would also utilize
the same curves but with the ordinate axis values iriltiplied by 2.
For Power Levels IUiA and III, the input volt-amgps to the starting machine
would be limited to 90 KVA,
F404, and F103 engines, since this input level is Sufficient. to accomplish engine
starting.
:
is*.
'i
TABLE 5
ENGINE GIfhf)D
START DATA
F404
T.erminaton
7560
6340
10,000
10,500
6340
11,300
8715
5262
9380
16,810
9827
10088
17,600
Generator
(122% core overspeed
speed) rpm'
start time to idle (air
start)
TF34
1680
61
Max
F103
Start
ar
'
20,508
11,990
21,472
35-40
TYpicall
30
3535Tyicll83
.35-38
Hass moment
of Inerti6
RP-rotor, lb-ft-
Direction of rotation
of
HP-rotor looking forva-d
Clockise
Clockwis
Clockwise
70__
.60
50590?F
40
I.._
30
,_
20
30
.selct..
6-Phaq Machine
23 :7 cndfs to
Idle/
0o
20
'40500
14
2W,,
70
___
-60
60
__.....___,,_
35 to 40 Seconds Range
S40
___
"30
9-Phase Machine
32 Seconds to Idle-
20
10
60
70
System
Fiure S.
90
80
IVA
21
100
110
70
. .. .
~_
. 40
35 to 38 Sconds Rance,
a;
"0.
Time to
Idle
S*Conds to Idle
,--33
. a
I~yo~
Matingm,
lri ru ro 9.
lIVA
!F103Start Time.'
22
TABLE 0
POWr
LEMV
I! [YA RATIM
Electrical System
KVA Rating
Machine
Phases
TF34
60
23
F103
120
33
F404
90
32
Engine
*Based on 1.! x electric system KVA rating for starting and cross-starting without
customer accessory load extraction.
X3
060
to
0.0
4h
41
00C
d~
-jO
nJeo
-"1
ot
4-3
0o
b.
The electrical power supplied is normally limited by the start rating for each
system.
The power quality from any but the stiffest power source is
degraded by
the start system load during the first 10 to 15 seconds of the start period.
The degradation occurs because the power factor of the load is very low until the
starting machine gains a few hundred rpm.
For cross-start,
system selected for each of the three engines can supply an additional electrical
load of up to 20 percent of its continuous duty rating.
extraction during the cross-start for each engine is
shown in Table 7.
The power will have a 10 to 12 percent harmonic distortior, and low line-toneutral voltages (108 V10MS) during the' first 10 to 15 seconds of the start period.
As the engine being started comes up to idle speed the power quality will return
to normal.
The above circumstances apply whether on the ground or in flight, though
the in-flight starting interval is
low power-factor load during the first half of the start mode may also cause
distortion df the power from a ground power source when starting the first engine.
It will be necessary to include this loading consideration when selecting Or
-specifying an external power source that will be used to supply engine start
electrical power.
For Levels IliA and III, there is excess capacity it the VSCF generator/
starter beyond what is
The excess
Sthe
significantly.
4.
4Z
.25
TAUXE 7
Enine
ia
Level II
System Racinl (l a)
Additional (Accessory)
Power- Extraction (IVA)
Tf34
60
12
F404
90
18
120
24
7103.
I20
power (mechanical)
electric generators,
pATC-
(8)
0.707
(9)
BTU
1F* specific heat for air
( TBleedc
Tc~leed' Tc inlet
Inlet C
(10)
[('R)]
Cabin pressurization
2)
3)
4)
5)
l)
7)
internal windheldo
31
defog
WIT
ME
*=J
4O-
31
P.
OUt
.4Uc-
0~
~r
(.4~~
C4"Ut
.0
,4~Ut
00
*C.
^t
Wra.MM
ft
.00
Ut*
.4O
31 Ist
"s
U
C;s
40
Ut
-S
:t
ft0
C4t
0404
.0W
Ut
Pi
UtisB
0
(.4~~
Ph
4
0
T!Pe%3~
(.
f
-
$401
1.p.
Iwo
The data show the secondary, power per engine and the bottom line is
the
power in kilowatts per engine for all secondary power less the electrical
system and less bleed air.
Although
only a fraction of the engine bleed limit was used to establish equivalent
electric power demands,
However,
Table 10 summarizes the total power requirements for Level III for
Peak power
are
Power Level
IliA
the same as Power Level III except that customer bleed
I',
froe
Tab't
b2
Table 10.
12.
a
&
@M.
0
Sa"0
an
log
ft
CK
0
fto
wTP
Ag
**
A41
C
~
P2
*vs4
E-4,
.4
00
06('
#4
04
flS~C
O-4
.4
('4
01C4-
#4
P4(
C4
OF
#N0
U6VYO '3;1~
XZC
#4
94
IITPI
40
AS
.;
0;
#4
14
~1
---
.30
VAA
.42i
A.
U1
as
0EN
4
W, t
04
.
do
a,
.4N
r4
a4
C4
.44
OpO
.41-44
N
91
a~J
~~1
.4
0 -Z
Nid
N0
j.
j . -
swoo
. j
IA
44
IA
mg
too
Ns
-1
i m0+
-31--
-4
I'nN
.
N
TABLE 11
LEVEL III KVA 'RATING SELECTION
Engine
KVA
TF34
120
F103
1200
F404
800
TABLE IZ
LEVEL lIlA KVA RATING SELECTION
Envine
KVA
TF34
60/75
F103
300
F404
200
SECTION V
Tradeoff
design studies ftr the electrical machines have been performed to establish the
optimum machine geometries and dimensions for these applications.
Section A w.ll
Finally, Section D
2.
3.
the engine is
has a higher base speed and a smaller speed range than the fan shaft, the coupling
of the electrical machine to it
of view.
Table 13 provides engine interface data on the compressor shaft for each
power level, and a smaller speed range reduces the mechanical design problems.
all generators/starters are mounted on the high-speed-compressor shaft.
generally chosen.
.1
..
33
'''
'3
TABLE 13
DESIGN REQUIREMENTS ENGINE INTERFACE DATA
.(Engine Ground Start Data)
4
Engine
F103 (CF6)
TF34
Ignition Speed
Core - rpm
(St'd Day S.L.)
Start
1680
1000
3188
Termination
7560
6340
10,000
10,500
8715
6340
5262
11,300
9380
16,810
9827
17,600
Generator Overspeed
(122% Core Speed), rpm
20,508
11,990
21,472
(-)
650F S.L.
35-40
Typical
35-38
30
80.5
660
40.3
Direction of Rotation
of HP - Rotor Looking Fwd.
CW
CW
CW
3432
(122% = 41871
Z650?
800
700
..L.
2.95
34
9.50
4.20
7.50
6.80
8.20
3.70
3.10
in connection
stresses.
speed machines (122 percent versus 110 to 115 percent of the maximum operating
speed),
The generator location at the front end of the higa pressure shaft of the
engine provides a moderate temperature environment.
However,
the most'
Relative axial movement between engine shaft and frame due to thermal
expansion has to be considered, along with shaft runout, when determining
electrical machine air-gap length, clearances,
The effects, of this movement are more significant for the disk-type PM machine
than for the cylindrical machine.'
The safety. and maintenance requirements for the engine influence the machine
design significantly.
reduces the current densities for the machine windings and demands a heavier
insulation system.
electrical fuses are mandatory in this application to limit fault current effects
in the PM machine.
(1)
it
it
regulates the voltage to match the unregulated. generator voltage to' the constant
system voltage,
converter which is
a cycloconverter.
Table 14 lists
of the generator has to meet the voltage, current, and power factor conditions
as listed for the fundamental,
3,...
TABLE 14
ELECTRICAL REQUIREMENTS AT ITERFACE
9 PHASES
SYSTE4
Ps
inUA)
Pr
-
Umin
V)
(AIKVA)
if
155
".31
it,'
(
DF
Pxf
-
Duty
03
0.47
Cont.
0.75
155
0.79
0.86
1.10
0.71
Cont.
0.95'
155
0.92
0.99
1.28
0.77
Cont.
1.5
0.75
155
1.26
1.36
1.75
0.68
5 Min.
1.5
0.95
155
1.38
1.49
1.92
0.77
5 Min.
2.0
0.75
145
1.74
1.88
2.27
0.69
5 Sec.
2.0
0.95
145
1.86
2.01
2.43
0.80
5 Sec.
1.0
S1.0
PF
"
System Rating
Usin -
-Ih
Ih "P*
Puf
Fumdmental Power
DY
If
Pe
" Ih'
Puf -. Paf"
90
?a
electromagnetic design point for the cylindrical air-gap PM machine should be the
2 per unit overload point with the lover machine displacement factor.
The electro-
magnetic design point for the disk-type PM machine was found to be the 1.5 per
unit overload point with the larger current value.
In addition,
since the machine has to provide the commutation power for the
windings, the basic machine design must have a low synchronous reactance level.
The radial gap (cylindrical) PM machine could be equipped with a special damper
winding, but this consideration has been discarded because of its degrading effect
on rotor reliability.
However,
to be kept low in
order to stay within the peak voltage limits of the SCR's in the cycloconverter.
Any cycloconverter operation requires certain relationships between input and.
output frequency, depending upon the flow of the commutating power.
In order to
A general low frequency limit for the generators has been set at
more desirable.
together with the minimum high-pressure shaft idle speed of the engines
considered,
machines.
3.
*
Permanent magnet
nent magnets.
requires that the machine designer predict the load operating conditions more
accurately than would be necessary for convencionalamchines.
A PM machine rotor also requires that only nonmagnetic materials be used
outside the magnetic flux path in the rotor.
The low-speed
fan shaft rotating inside the high pressure shaft does not need to be nonmagnetic,
provided that the distance between fan shaft sad magnet is
centerline distance between the magnets.
31
The magnetic stator laminations are made from 6 ail Permendur sheets.
Permendur features a saturation flux density of' 140 fl/in. 2 and allows stator
tooth and stator yoke flux densities of 130 KL/in.2 at the design point.
All
radial gap machines designed for this study use the same maximum flux density
levels.
The permanent magnets selected (rare earth magnets) are of the SmCoe5
type.
considered the influence of the magnet energy, and appropriate results will be
shown.
defined as:
B
r
Ur
55.1 KL/in.
1.03,
for both machine concepts relies on retaining rings which are shrunk onto the
magnet structure to keep it
The materials selected for these retaining rings are to provide a stress
capability of 155,000 psi.
in the trAdeoff studies is based upon the thin cylinder theory and the results
are not very promising.
Experience with both methods on a previous high-speed rotor design has shown good
correlation
*
with the simplified analysis predicting between seven and ten per-
B.
in principle similar
to the 150 KVA FHG-VSCF system develope4 under U.'S. Air Force Contract No.
F33615-74-C-2037.
the bimetallic shrink ring, which keeps the magnet and pole
This
construction requires high interference fits and high stresses at zero speed
and only slightly higher stress levels at the overspeed condition.
stress variation reduces the cyclic fatigue effects dramatically.
This small
Originally
machine diameter
machine speed
frequency/poles
The results of the initial sensitivity studies are described and discussed
below.
The speed range is
To illustrate
the mechanical design limitations, the Influence of maximam machine rpm on the
maximum magnet height (radial direction) and on the minimum allowable thickness
of the containment ring has been established for a given maxismm rotor radius
of 4-1/2 inches, a maximum containment ring stress of 150;000 psi, and an overspeed
ratio of 1.22.
maximum operating speeds the containment ring thickness increases very rapidly.
The maximum magnet height in radial direction, which is proportional to the
magnet volume, becomes less as more space is needed for. the containment structure.
In other words, a nine-inch-diameter rotor becomes impractical at maximum
operating speeds above 17,000 rpm.
The above curves are the basis for the curves presented in 'Figure 13.
figure shows the total machine weight,
This
"magnet energy basically reduces magnet weight and volume necessary for a given
power and speed point.
for example,
In other words, an increase in magnet energy :ae two effects on the machine design:
heI
magnet
1IIg
11.
.40
1.0
4.0
Rotor Radius
Number of Pole Pairs
Overspeed
Max. Shrink-Ring Stress
Pole Arc
4.5 inch
a
1.22
150 ksI
0.52
3.0
0.75
0.5
t-
2.0
00
0.25
1.0
-41
I I
I.
I I
100000
IexJmm Operstla
r*Figure 12.
20,000
Speed. y
Right
versus.
PMd Rotor.
100
-'
_,
.
._ -.-
N-Total
Machine Weight
60
.... mane
gh
40
Electromagnetic Weight
(Includes Stator Core and
Windings, Rotor, Magnets,
Pole Pieces, and Shrink Ring)
20
......
10
Figure 13.
20
30
40
Negagause-Oorsted
50
60
70
,is
i42
the rotor.
1.
2.
Figure 14 shows similar curves for a particular machine design (60 KVA
system for TF34 application).
inductance,
of magnet energy.
Again,
The figure
illustrates how much more energy density can be achieved in the machine by
magnets with improved energy level.
losses accurately since the air-gap flux density is dependent upon pole face
losses, which have been considered constant.
It
electromagnetic losses would not change significantly within the range considered,
even with the pole face losses represented more accurately.
Generally, high-speed aircraft-type generators are designed for extremely
high current -density levels.
This is
In this application,
therefore,
current density reduction for increased insulation life and MTBF should not
represent a significant penaity in machine size.
It is well knows that the current loading of an electrical machine
significantly influences the size and weight of this mehiae.
.1
43
2
Flux Density., KL/in.
60.1
253.8
-65.8
E&1W (ibs)
30
(in
-m
0,
CAnstant Parameters
52_______
'Gap length
.05 in., 2
Gap Flux Density 52 KL/in.
20
Pole Arc
-.
Magnet Oversize
Turnis/Phase
.25
it'
25
____1
30
2
Flux Density in KL/in.
2.005386.
40
____
1.75
35
N.50
DW (Ibs)
30
04
e50
0 .255
20.0
22
7.
4.'uy
Fiur
2..,Mahn
@0y
00p
VessMge
and
aaor
Magne
fa0srto
ee
FlxDniya
o
o
oul
003.
(NOW
0KAV
osatMantHihLs"
odPit
430
,Sse
50
...
10
Outside Diameter
.5v
X
40
_____
______
J7
-4
..
eCC
30 f)
I
I-
in
44
I.
NJ
. .
..
...-
SGapDns52
]I
LKd,
atoDoble
Density
hritritcsVrssCurrent
A/n.
.445
Fiue 6
Garltr
,System.
46
Vhn.,
is
expressed as the total number of ampere turns divided by the bore circumference.
Thus,
the change in turns per phase will directly influence the commutating reactance,
as shown.
significant effect on the air-gap flux density because the magnet volume is
limited.
reactance (AR).
for'the demagnetizing effect of the AR arnu provide magnetization for the magnetic
If
the AR is
power of the magnets is required to compensate for the AR and less is available
to generate the magnetic flux.
density in the air gap.
relatively small;
Therefore it
is
further increase in turns (and current loading) in order to reduce size and
weight is
not practical..
is not worth the-reduction in.machine weight since the power losses also increase
with the increase in turns per phase.
would be decreased.
Tradeoff-studies of the influence of the number of poles (- frequency) are
limited by two boundary conditions:
(1)
the converter operation, and (2) the iron losses at high frequencies.
The first
condition requires a minimum frequency of 1100 Hz and the second condition limits
the maximum frequency to approximately 3000 Hz.
the minimum idle speed of 8715 rpm will require a minimum of eight pole pairs
for 1168 Hz; seven pole pairs is
barely acceptable.
47
These tradeoff
Thus
0
DC4
O.0
4-N
.4.04
a4
4& 0
4&4.
CO)ell06
qw
1*X
2ulu.ua
*1s~o
__ARM
(MM)
xnlj
&.
0
_____A
31O28441
dwjT0
31sua
V4
not practical
3.
restricted and smaller machines could be obtained by increasing the rotor inside
diameter.
Consequantly,
vary,
the additional space being taken up by a larger magnet and shrink ring.,
Thus,
Figure '18
outside diameter was studied for the three suggested numbers of pole pairs for a
60 KVA generator for the TF34 application.
This also
This
realistic
allowed a change in
seven-pole-pair
machine.
Figures 19,
20, and 21 show the results for the seven-, eight-, and
nine-pole-pair machines.
the machine length comes down while the magnet height# outer machine diameter,
and weighz increase.
4.
generator
TABLE 15
RESULTS FOR SELECTED MACHINES FOR THE TF34 APPLICATION
Rating
60 KVA
Base Speed
11,400 rpm
Shaft Material
Magnetic
Yes
Yes
No
No
No
Base Frequency
(Hz)
1520
1710
1330
1520
1710
Number of Phases
6.
Magnet Height
Ha
(in.)
0.803
0.800
1.22
1.170
1.190
THr (in.)
0.331
0.245
0.445
0.450
0.450
Comutating Reactance
Xc
(a)
0.183
0.287
0.188
0.180
0.281
Stack Length
Hi
(in.)
3.58
2.95
2.60
2.590
2.02
OL
(in.)
4.77
3.89
3.97
4.20
3.50
Maximum Diameter
OD
(in.)
8.72
7.92
9.00
8.94
8.97
Rotor Diameter
OR
(in.)
7.428
6.690
7.620
7.620
7.620
IR
(in.)
3.125
3.125
3.125
3.125
3.125
Rotor Weight
WR
(lb)
27
18
25
25
20
Total Weight
WT
(lb)
42
11
40
33
27
Electrical Losses
(at Overload)
PT
(kW)
7.9
8.2
6.9
6.9
7.6
Bag (KL/in. 2 ) 43
44
52
52
52
-..
I,
'
., ,.ii a:
'
'
'
"
" ' -
Raius, is.
3.1uu5a.
te
9.
Ml
I,0
040
.1
IF!!
q4
1o
40)
2.0
30
Sot1.5
A
201.0
120jO
10
0-
2.5
3.0
3.5
0
4.0
Viguro 19. Machine Cbaracterist ics Y~rsus Rotor Radius for PS Mackine for
T?24, 00 KYA Syst.., 7 Polo Pairs.
2.
40_
2.0
Limi t
-Xc
Commwtsting Reactance,
CI-n
got
1.0
S20
4,,
OI /10
liguu.
abn
~ ~~
,ift
r Ra eis sR
~~~~hrceitc
~ ~ ~ 20St
tor
Rai'p orW
.in
aci
CommutatinW~ ReactancXiO~
1.5
301
.2
20
'0800
0..4.
3.0
RotorRadius, In.
Flguiw 21. Machine Characte ri*ties Versus Rotor Radius for PM blachise. for
60 IVA, 0 Polo Pairs, 9 Phase*, Nonmagnetic
2734 Appl-Ication
shaft.
Electrical losses in
in
the
connected.
the stator
two,
presence of slots in
to learn more
or all
That means
winding distribution,
very small (<100 gauss,) and thus 'cause relatively low losses.
be expected for machines with low armature reaction, which is identical to low
synchronous reactance. Since these machines have been designed for a small
comutating reactance without the benefit of amortlaseur windings,
synchronous reactance had .to be made small.-
I
.
.,
the
,,
.5
Table 17
shows the losses in the rotor surface for the first pair of slot harmonics.
These losses were calculated for a uniform rotor material using the theory
for solid-rotor induction motors with magnetic rotor material.
In the actual
In the
in the actual
The basic conclusion that can be drawn from these loss calculations is
slotting harmonics are the main cause of the losses in the rotor surface.
that
High
in'increased losses.
manufacturing.considerations.
One can briefly sumasrize the results of this part of the studies as
follows.
This is
expressed in magnet energy level, magnet volume, and shrink ring (retaining ring)
tLickness.
However, it
in the air 'gp has reached the limit estiblished by the stator materials and
j~.
TABLE 16
AMPLITUDES OF SLOT HARMONICS
Flux
Density
B11
B 3
3.083
2.467
0.221
0.221
0o.315
0.221
0.315
0.221
0.169
0.338
0.169
0.169
0.338
0.169
1322
B23
B25
B35
"B37
TABLE 17
CALCULATED LOSSES DUE
TO THE FIRST PAIR OF SLOT
HARMONICS
Seven
Eight
Nine
Pole Pairs
Pole Pairs
Pole Pairs
Slot Harmonic v
1
13
*8
10
II
13,
Losses at 11,400 rpm
per cm' length, w/jcm,
Loss
ity at 2 2
11,400Dens
rpm,
w/in.
Total Losses at
11.:00 rpm, w
Total Losses at
17,600 rpm, w
ii
18.3
25.8
29.5
46.7
16.2
22.9
4.68
8.09
4.15
292
500
200
556
925
382
thermal characteristics a further increase will simplify the rotor design but
not influence the total machine size,
reduce the machine size.
to
the
and the
Any size
Special attention
DISK-TYPE MACHINES
This concept,
structure; it
is
which is
the
if
magnet disks.
of Figure 22.
can be made relatively thin because Of the lower operating flux density levels
in the magnets and the high flux density capabilities of the magnetic steel.
If
it
is
machines can be stacked one behind the other; the number of disks that can be
stacked depends upon the engine configuration and the associated payoff.
The disk machine concept,
other electrical machine concepts because the ratio of active volume to passive
machine volume has been significantly imroved.
This concept also has the
potential for very low losses,
Back Irom
Figs"
lt
22.
Dlzk-T'yp
PM Alterbator (Crc..
59
SeOUlo).
close tolerances,
disk-type machine.
The
are similar in both cases but the retaining ring for the disk PM is made from a
single nonmagnetic material rather than fabricated from two dissimilar metals as
required for the radial-gap (conventional) machine.
Also,
Since
there is no iron in the stator of the disk, any misalignment or eccentricity will
not cause unwanted magnetic forces or additional losses.
Radial clearances in
the range of 0.10 to 0.20 inch and eccentricities up to 0.050 inch can be
tolerated.
insignificant.
Thus,
it
is
But
A cross
"
ring holds the magnet assembly (magnets and nonmagnetic spacers) under compression
up to the maximum overspeed condition.
however, is
material.
simplified since' it
nonmagnetic
and shrink ring thickness (radial) are similar to those established for the
cylindrical machine.
shown the'
dependence of the shrink ring radial 'thickness on the outer magnet radius and on
Sthe
fixed, these curves also show the dependence of the ring thickness versus radial
magnet height.
Sratio
Geometrically,
04
~
9
-t
q4
0.8
.1
0.6
~(Hales)I
@1
0.4
_ _
_-_
0.4
ba
21470
:50"000"
.000000R~i
2.75
3.0
rpm Overspeed
3.5
Magnet Rotor Radflus (Rm).- Inches
4.,0.
S2,
SFigure
L
24.
V7.
The results of current loading tradeoff studies are shown in Figures 25 and
26.
close to the minimum volume, since the magnet length is a direct input to the
total volume equation.
However,
0.85 Wb/EqJ.M
60 Electrical Degrees
0.1 inch
15,000 amp/in2
0.5
9.05 inches
3.25 inches
Operating Speed
11,400 rpm
.100 [VA
Generator Output
0.75 Leading
Power Factor
constant.
considered
63
2J Axial N'igiiet1J
abcnss'
0.8 InchckneReactance
Thl
16 Poles
12Poles
15
Nube
lb
__
12
sa
10
.3
3000
l~diagWIN.
Curret
urn
emtrefrmaAmtr
fiue2.@s-yeMV0iw
-o-Dik
2w__
100
ut.1
edn
00
220
4.2
S4.00.2
3.2
0.1
*Aeu~ttave
* laain~a:
*AaI&Ial
if-Tblckseess of Magets,
R7,300 samp/I0.
0.25
a.n
65
is
In
such a winding
synchronous reactance.
desirable and would imply an upper limit of about 0.3 per unit on the synchronous
react
!e.
jortisseur disks would introduce a complication into the design, and
is
design.
The armature losses over the range of parameters explored amount to
approximately five percent.
machine will not be limiting.
It
in this configuration,
extraction of the
This
This will be
discussed shortly.
Similar results are obtained for a smaller machine rating as applicable
to the TF34 application.
in Table 18.
magnet half-thickness.
The lowest set of curves in Figure 26 shows the number of disks required
(twice the'number of half-disks).
it
is
indicated).
The
In
this type
of machine,
and a permissible *'nchronous reactance on the 90 KVA base is 0.45 per unit for
a nine-phase sye/em.
Therefore,
The basic calculations were made for an armature copper current density of,
~2
* 17,500 'amp/in.
*
66>
TABLE 18
MACHINE DIMENSIw:, ASSUMPTIONS
FOR 40 KVA MACHINE
OPERATING ANJ. THE 1.5 P.U. OVERLOAD
POINT
Limiting radius, outside
Magnet outside radius
Magnet inside radius
TF34 shaft rddius
Clearance for cooling
pipes
Rotor clearance
Trapezoidal shrink ring radial
height
Space for inner turns
Clearance, end turns
Rotor support cylinder
4'
f*
rotor
4.550 In.
3.620
2.150
1.562
0.25
0.10
0.58
0.238
0.25
0.10
(Disk multiples of
active length is
current density,
three-disk machine,
too high.
assumptions therein,
The machine
the data in
In
important,
addition, however,
and a high-conductivity-filled
and in
at a
it
where it
is
from which
given by
AT -J
The
as an example.
the end
where I is
'(11)
68
Copper Fins
Shrink Ring
Engine Shaft
ulDa.
asscinYU29&*
TABLE 19
iNTERNAL TEPERAT1RISES
KVA/THREE-DISK MACHINE
Armature radial conduction
(current density 17,500 amp/in. 2
)
'End
90
860 C
22
30
14
107
r.
259'
L
% ,-
,1
10
p is
k is
z is
it
is obvious
machine (operating at the 1.5 p.u. overload point) were shown earlier in Table 18.
The results for this machine application,
for a maximum hot-spot temperature at 250* C and are presented for the machine
with minimum active length.
The conclusion drawn from Table 20 is that changing the number of poles
over a wide range dces not significantly affect machine size, although the
minimum size occurs at slightly different number of poles, the exact number
depending upon the number of disks chosen. Since the winding disk thickness
decreases for increasing number of disks, a four-disk machine appears
impractical for manufacturing reasons.
The commutating reactance fell below the desired value,(0.283 ohm). The
value of the commutating reactance depends on the machine connection in the
two-disk case. For the present calculation, the machine was assumed to be
connected so that each disk contains all six phases. This is the only practical
method of connection for three-disk, six-phase machines. Similar tradeoff
studies have been performed for machines of highee ratings and lover base speeds,
such as those found in the F103 application.
Svariables
Sdensity
length machines.
machines.
conduction along the windings to the outer periphery, where the heat is
I
A||
'.
||l
72
l
transferred
TABLE 20
CHARACTERISTICS OF 40 KVA MACHINES
WITH DIFFERENT NUMBERS OF POLES
Nwo-Disk Machines
Number of Poles
14
18
22
24
1.86
1.84
1.87
2.00
0.55
0.55
0.55
0.60
0.0275
0.282
0.277
0.311
16
17
18
18
0.21
0.21
0.21
0.22
14
18
24
28
1.90
1.80
1.75
1.78
0.35
O. 30
0.30
0.30
0.18
0.20
0.18
0.19
17
19
19
021
0.17
0.17
Active Length,
inches
Magnet Thickness,
inches
Three-DiskMachines
Number of Poles
Active Length, Inches
Magnet Thickness,
inches
16.5
K-amp/in 2
Commutating Reactance, ohms
0.19
72
TABLE 21(a)
3.000 in.
0.125
0.150
3.275
7.000
0.100
0.25
6.65
TABLE 21(b)
Magnetization
0.84 wb/r2
60 Elect. Deg.
0.5
Rotor speed
6340 rpm
0.050 inch
1070 C
Z.9 gpm
?I.
The internal
and is
the
increasing the inner radius will decrease this internal temperature rise and
allow operation at higher current densities.
length is
There is a slightly
A similar but
decreasing the outside radius; but this includes a penalty for the decreasing
average radius.
rating of the F103 application called for rather large ratings, nine-phase
machines were designed.
of disks is a multiple of 3.
The results for the 120 KVA generators are shown in Tables 23 and 24.
A definite advantage is shown for six-disk machines in Table 24.
The six-disk
machines are approximately one inch shorter than the three-disk machines.
as in the 90 KVA generators,
Again,
relatively constant.
Tradeoffs regarding the magnet energy have not been made in detail since
the magnet flux density influence can be assessed rather straightforwardly.
A magnetic energy increase of 10 percent allows a 5 percent increase in flux
density in the coils.
space.
inverse
74
Winding Retainer
Cooling Pipe
Connection
Cooling Pipe in
Ind-Turn Space
Winding Disk
Fins (Brush-Like)
Interleaves with
Windings
Rotor
Retaining Ring
Magnet Ring
*Figure
28.
NQ
co
e4
004
Wi0
o0
'.4!
A44
04C
-nC4C
C4
(4
04c
gn.
C4.
C144
0%
V~
4:*.
CA 6
10
41
:.4
0nm
10
(4
'
('4
%d
3o
0-4
5-4
GoIn
0
or
C',4
04
-u-
0t
10
0:
N
10*,
be
C0
0
*
eq0
'F
cc
'0 '-
i3
0
U
0)
V
.0
414
U3
O
0
439
H.
0C4
43
w
.
0
0
"
,4
41
0
-P4
ai
'
l0
.0
'
9:
.0
03.
10
AC
-4
&'7C6
TABLE 23.
3.6
2.3
Number of Poles
Active Length, in.
Magnet Thickness, in.
Armature Thickness, in.
Armature Current Density,
kA/ln.2
TABLE 24.
3,9
4.2
2.0
1.7
20.0
24.0
20.0
20.0
5.18
6.38
5.26
6.06
1.12
1.48
1.20
1.50
0,51
0.55
0.45
0.42
9.8
10.0
10.5
0.137
0.141
11.2
0.138
0.141
DISK MACHINES
5 Minutes Overload 232
KVA, 0.77 PF, Disk Outside
Radius - 5.9 Inches.
Disk Inside Radius, in.
Radial Pole Span, in.
3.6
2.3
Number of Poles
Active Length,' in.
Magnet Thickness,
-
_____7.7
in.
3.9
4.2
2.0
1.7
20.0
24.0
28.0
20.0
20.0
.4.10
0.36
4.03
3.95
4.06
4.16
0.32
0.34
0.36
0.40
0.22
ii.4
0.23
11.5
0.22
12.2
0.21
12.1
0.19
13.2
0.142
0.138'
0.104
0.142
0.140
design,
in
however,
the winding.
In
the commutating
fa,:tor.
APPLICATIGN RECOtM!ENDATIONS
The previously discussed tradeoff studies have shown a few zlear trends
However.
electrf!cl,
ana !!,rufacturing
reliability,
variable
rthere do not
%meters.
sufficient latitude for selecting the othor ;:
temperature,
however,
has a rather si
4as used in
the calcularinns.
result,'a
As a
reasonable
ITBP.
Thus,
the disk machine needs more development work be.,Vrr i- Lecomes practicable.
When electric power loqs 'a exjmiir
losses)
;-:*
&::,
and rk.'a
-,tor ,Jdy
l.ests
current losses.
Both
in
machine.
The disk machine has the added attraction of a rotor made entirely
of low-conductivity material, which virtually eliminates eddy current losses In
the rotor.
The main eddy current losses in the cylindrical machine originate from
the rotor mloiting.
level
acceptable levels.
7S
Figure 29 shows
the operating ranges and points for the magnets for a typical, disk machine and
a typical rAdial-gap machine.
important when thermal magnetization loss is considered because the lower the,
operation point lies on the demagnetization curve the more severely do rare earth
cobalt magnets suffer irreversible and, tc some extent, reversible temperatureinduced magnetization losses.
Thus, a radial-
gap PM machine would tend to be somewhat less sensitive to high rotor temperatures
than a disk machine, and should therefore be able to withstand somewhat higher
rotor losses.
The sensitivity to thermal demagnetization becomes significant when the
higher soakback temperature applicability of the concepts Is considered, since
there is thermal soakback after engine shutdown.
the more promising design', because Its rotor and 9 ator can be separately mounted
and disaseseoled. However, excessive radial shaft movement (>'25 mll) could be
a problem because of the machine air gap, which Is on the order of 0.05 to 0.10
Inch.
-The disk machine'. rotor and stator mswt be asemblod together Into the
engine, but it is much lesm sensitive to radial sh ft movement.
ed for selecttng the optimum
The considerations discussed above will be
machines for selected engine applications.
7.
3, KG
10
Typical Radial
Gap Machine
operating Range
-8,
No Load
Double Load
6.9
6.2
---
6'
Typical Disk Machine
Operating Point
at 1.5 p.u. Load
-6
-B
Figure
-m1
to
IX)-
-B/H. C/Ge
C +0
*4
C6
"4
a4
~0
be10
so-
so
inz
ok
do
-0jo
g*
r*
0q
-B/H,
G/Oe
9
1a
C4J
ci
NO0000
.s
CL
A.
we
:1 1
II
10
4104
*
0.
*
Ci
S.
*41be
00
002
S..
SECTION VI
INTEGRATION STUDY RESULTS
GENERATMR/ENGINE
This feasibility is
gvn,-rator/starters
investigated fit
Drawings.
define its
interfaces,
safety,
integration
and cost.
and
starting),
the environmental
relatively large
adequate accessibility,
good
a capabi'lity which is
the space
Also a split
in large, heavy
generator only.
The above arrangement was found unattractive in
mechanical complexity and was deleted from the study.
43.
shaft,
C Ai
464
Go
es
4.as.
dc
Im
A.
Introduction
These categories
detailed discussion and presentation of the data used to establish the selection
of KVA ratings are found in Section IV-B of this report.
2.
These layout
on engine modification.
The greatest potential
and
provided.
f-r Power Level I does not offer any advantage since no other part of the system
is
simplified or eliminated,
Power Level II
"*
aircraft.
The full
reliability Improvement,
and life
Weight
-concept.
TABLE 25
SELECTED KVA RATINGS
Engine
TF34
II
IIIA
III
30/40
60
60/75
120
60/75
90
200
800
75/90
120
300
1200
(RPV)
F404
Low Bypass
P103
High Bypass
,.
....
.4
TABLE 26
POWER LEVEL/ENuINE/GENERATOR
Level
__
KVA
T134
60/75
75/90
30/40
X*
Disk
X*
120
60
Cyl.
X*
Disk
X**
IlIA
75
8oo
1200
120
Cyl.
No-Go
Na-Go
Disk
No-Go
No-GI
Cyl.
X**
Disk
X**
KVA
XXX
300
200
KVA
*r*
F103
90
404
Cyl.
XVA
S-
MATRIX
i0A Ratings
Power
3.
Table 27 lists
I and II
were selected from computer-aided designs for Location I &f the TF34
engine.
It
was found that the total radial space of 1.2 inches for the electrical
machines to be mounted within this location prevents tae application of a diskwhich needs more space radially than the cylindrical machine.
type machine,
Table 28 lists
Location I.*
electrr-magnetics package are the Punching Diameter and the Maximum Length (CL),
The problem of
this location is
it
results in
inches respectively).
Table 29 compares the'basic characteristics
generators,.
As expected,
for TF34,
Location II*
In
weigh about the same and need similar vc!umes but they assume d1fferent shapes.
The benefit of the disk machines is
If
a disk machine is
selected,
the electrical
however,
As
*Location I is
forward sump.
SB
.;
is
in
the
TABLE 27.
Engine
TF34
Preliminary Envelope
Drawing No. (Ref.)
4013186-733
Dimens ions
Max
Maax
DT,
HI,
in.
in.
3.7t1
9.10
2.60
System
Power
Level/KVA
Min
De,
in.
1040
DT co'z],1 be increasd
11/60
3.70
9.10
2.60
to 10,.30 iiches
ff40
4.20
6.60
Open
'fT pr
4.20
6.60
3.10
9.7
2.6
-:013186-779
11/60
4013186-855
Il1
1- 4 inches
pen
HT could be increased
to 3.6 inchos
F103
40131P6-752
4013186-785
4013186-847
4013186-875
Split Power Sysrem
F404
4013186-836
4013186-848
1/90
9.50
17.8
3.8
U/120 9.50
17.8
3.8
7.50
17.8
3.8
11/120 7.50
III
6.8
17.8
3.8
16.1
5.0
..
15.,
.5
HPT
8.2
17.8
4.0
LPT generator
1/75
2.95
12.5
2.6
11/90
2.95
12.5
2.6
111
to 14.0 inches
2.95
12.5
.3.6
1/90
IIl
r-3rter/g.n
DT could be increasel
to 14.0 inches
"
DS - Shaft diameter
89
TARLF 23
CYLINDRICAL PERMANENT MAt&NFT ".ArCIITNES
N T
FCR 7c'34 APPLICATION -L(CATIO
Ratiog,
~CWA
30/40
ICVA
60
9380)
9380
lase Frequency. Hz
1257
1407
Poles
-16
Number of Phases
-69
atr
6.01
8.456
OBS
6.600
6.600
IBR
6.40
4.400
OL
'6.90
9.222
CL
7.30
9.65
ORR
5.640
5.486
ho
0.465
0.452
PT
4.5
Electrical Losses.
kW
SWg
Commutating Reactance, R
,c
Volume, in)
TABIL
.8.6
36
32
0.253
0.223
236
316
29.
30/40
30/40
60
60
Polo$
Disk
22
Cylinder
16
Disk
18
Cylinder
I8
Frequency, Us
1720
1251
.6
Rating, KVA
Type
1407
69
1-407
Comutating Reactance, 0
Overall Ltn'gth. In.
Kaxlme Cloorance, In.
.0.106
0.25C
0..083
1.77
1.7
3.50
3.90
2.75
2.5
0,.271
3.6'.
40
.
i
Shaft DtaterI.
maximam Diameter, In.
Current Density, WAia.2
* 1 P.u. Load 0.9 PIP
Volte, 18.3
3.70
10.5
3.70
8.65
3.70
10.5
3.70
.9
11.8
8.5
11.1
.7.9
153
205
238
228
disk machine
diameter.
also beco-es
The same
machine of the
same rating.
That is
is
less restrictive,
However,
based upon observations made for both F103 and TF34 applications,
the windings
This underscores
influence disk machine size, a fact which becomes clear when one realizes that
a higher temperature and better cooling allow for thinner windirg disks and thus
less magnet strength.
Therefore,
a direct proportionality is
expected between
significantly more
Even varying
demonstrated in
The 90
Table 31.
and cylindrical machines for the 7103 application also apply when comparing how
the two types of machines are suited for Installation in the P404 engine.
Considering shape and losses,
machine,
however,
The cylindrical
Again,
the actual selection depends to a large degree upon the secondAry benefits and
the goometry limitation.
Furthermore,
it
is
*l
changed is
o0
fj
CS
%
%
D
co
7(4 t
1:4
CK
04
O
C4
'4
C
o% 00OD
O
%0
LA~'
Sn
P.%
-4
z'
C'-)0
cl
0%
N.
kn4
.4
r-N%
-C4
C4
p4
'4
al0
Z -q
<-sJ
12
V%
0%0
<~
04
-
0o
'00%
0 co
S
W.4~
-t 4
P
cc
W40
r0.4
ll4
Sn
V41 41
00
~;a4
'.
8 Poles
-
9 PrIle,4
12 Poles
--
-.
..
3.5
~3.0
3.0'
... ,
......
.-4
..
o"M
Geerto
..
,.",t4
. .
fo-oeF'4
4.0,
SR)oto
plct
4 $..----- ------
4.Q
RAdius
1.
(RN),
In,
04
m4*
.4 C4
.0
V0
O.k
0%
k4% Im.
"
CA
w%
--
-4D~
-42 4
p-4
kA4
C"
m4
a *K
0%
;
4
U
,o0
-4
"
04
00
4%
CA
_4
.0-4
C4
U 1
C>
*0% C;
Ts
0
en
o!
W%
70%
t^
00
0%'
&
'
r-
CID
-
00-
~~~I-4~~v
P.N
0-4*mA
IS
1-4*
0
N
M.
-0.
*4
0,
'
'A
43
00
density stay mostly unaffected (for all those where Bg 50 KL/in. 2),
the chan ae
in magnet energy will affect only rotor stresses and rotor weight.
For the disk machine, however,
be expected to result.
As has been seen in Table 26,
become very large, especially for the F404 and the Fl13.
power law (Equation 12) a quick projection has been made of the approximate
machine sizes for the 800 KVA system configured for the F404 and the 1200 KVA
system configured for the F103.
0.75
D2L
)(12)
rpm
Rotor Speed
Diameter
Length
PS
Rating (KVA)
Table 32 shows the estimated maximum dimensions of the 800 KVA machine for
the F404 engine and of the 1200 KVA machine for the F103 engine.
The estimates show that the 800 KVA for the F404 would result in generators
too large for this engine, especially when one considers that the Level II
generators for this engine were already marginal. The 7103 generators may just
be practical depending upon the details.
In revieving the Level- 11 generator sizes in more detail by engine type,
the following observations can be made.
is
concerned,
*
*
necessary.
Thus, no new
since this
ments for the 7103 Senerstor chn also be met in a split generator arrangement;
i.e.,
nse generstor souited on the HP shaft, and one generator on the LP shaft.
Since the LP shaft has 700 rpm as a minimum rated speed, any generator 'will
0.
TABLE 32
ESTIMATED GENERATOR DIENMSIONS
FOR ALL ELECTRIC POWER EXTRACTION APPLICATIONS
-Application
P404
F404
P103
F103
Rating, KVA
800
800
1200
1200
Machine Type
12.5
14.0
14.0
16.1
Max Length,
28.5
27.5
18.0
20.5
in.
*6a
Therefore,
low-speed machine.
Geometry
and low speed do not allow the low speed generator to operate into a 400 Hz
system.,
Since the additional load is basically of the electric motor type, which
can operate at wild frequency and constant V/F, a wild frequency generator is
assumed for the low speed machine, which has a possible frequency range at base
speed cf 280 to 385 Hz maximum.
The 120 KVA machine for the split generator arrangement of the
F103 as well as the 60/75 KVA cylindrical machine for the TF'4 are not included.
Selection of the machines from the design matrix was generally done with
respect to an optimum combination of minimum stack length or overall length and
-.achine volume.
However,
this often can be accommodated at the expense of the volume and weight of the
machine. The Level ITT generators, more so than Level I and I1 machines, are
open to more optimization because of their sire.
The
characterizing
length requirements.
only the 150 KVA and 300 KVA machines meet- the stack
The results for the disk machines are listed in Table 37.
In this case none of the machines listed meet the desired axial length (stack
length) requirements of Table 34.
However,
One of the reasons for the larger volume and length of the disk machines is
the naturally lower power density in the air gap because of the larger
magnetic air gap and the resultant lower flux denatty (about one-half of that
found in cylindrical machines).
*
disk machines gain from superior volume utilization disappears for the large
ratings.
The characterizing data for ,the wild frequency generators for the
split generator appllcation' are listed in Tables 38 sad 39.
meet the stack length requirements, a fact which is expected for full power at 700 rpm
(lover than most 60 Hs machines).
that the maximm possible number of poles does not yield the smallest volue
97
TABLE 33
SPECIFICATIONS POR LEVEL III HIGH SPEED
(VSCF) CYLINDRICAL-TYPE GENERATORS
F103
P103
F103
200
150
300
1200
9380
8715
5262
5262
5262
21,472
20,508
11,990
11,990
11,990
3 $ Load Current
at 2p.u., amps
626
1072
804
1608
6432
Voltage, V
145
145
145
145
145
0.69
0.68
0.68
0.68
0.68
Comm, Reactance, n
0.141
0.113
0.151
0.0734
0.0119
in.
3M1
2.95
6.8
6.8
6 8
In.
9.7
12.5
15.8
16.1
16
16
24
24
12
12
12
12
3.6
3.5
5.0
5 0
Engine
Rating, KVA
Base Speed,
Overspeed,
rpm
rpm
Power Factor
Shaft Diameter,
Max Diameter,
Poles (min)
TF34
P404
120
No. of Phases
Desired Stock Length,
in.
"
2.6
tO
161
ir
34
SPECIFICATIONS FOR TABLE
LEVEL III HIGH SPEED (VSCF)
DISK-TYPE GENERATORS
Engine
Rating, RVA
Base Speed, rpm
Overspeed, rpm
3 0 Load Current
TF34
60/75
9380
21,472
248
TF34
120
9380
21,472
497
F404
200
8715
20,508
840
F103
150
5262
11,990
630
F103
.300
5262
11,990
1260
P103
1200
5262
11,990
5040
155
0.77
0.226
3.1
9.7
16
9
155
0.77
0.141
3.1
9.7
16
9
155
0.76
0.113
Z.95
14.0
16
12
155
0.76
0.151
6.8
15.8
24
12
155
0.76
0.0734
6.8
16.8
24
12
155
0.76
0.0189
6.8
16.1
24
12
Rating, KVA
Type
Paced Speed, rpm
Max Speed, rpm
Ove rspeed, rpm
3 * Load Current
at Load, A
Voltage, V
Power Factor
Comm. Reactance, 1"
Shaft Diameter, in.
Max Diameter, in.
Stack Length
(Described), in.
Poles (max)
Min Frequency, Hz
Max Frequency, Hz
Phases
TABLE 35
SPECIFICATIONS FOR LEVEL ,II WILD
FREQUENCY GENERATORS, BOTH TYPES
150
C
700
3432
4187
804
2.0
145
0.68
0.151
8.2
17.8
4.0
150
D
700
3432
4187
630
1.5
155
0.76
0.151
8.2
17.8
.4.0
I80
C
700
3432
4187
965
2.0
145
0.68
0.126
8.2
17.8
4.0
180
D
700
3432
4187
756
1.5
155
0.76
0.126
8.2
1'7.8
4.0
66
385
1888
12
56
327
1602
12
66
385
1888
12
56
327
1602
12
t
9!
99
SComm.
Note,
too,
which obviously goes along with a similar voltage range; this needs to be kept
in mind for the system separ'ation.
TABLE Xi
RESULTS OF THE TRADEOFF STUDY
FOR HIGH SPEED CYLINDRICAL GENERATORS
FOR LEVEL III POWER REQUIRREM ENTS
Application
Rating, KVA
Poles
Frequency, Hz
Phases
Commutating Reactance,
TF34
120
18
F103
150
.32
1403
12
0.127
F103
300
32
1403
12
0.069
5.86
6.64
9.28
7.04
3.78
8.3
2.59
3.64
15.54
4.09
6.87
8.3
4.34
5.44
15.99
5.84
6.82
8.3
16.7
17.8
16.0
18.2
6.95
8.3
402
449
609
1092
3577
F103
1200
32
1403
12
0.016
kA/in.
Volume,
4.91
6.03
9.21
6.43
4.54
8.5
1407
9
0.124
F404
200
24
1743
12
0.076
in.
Again, the disk machines require much more space than the cylindrical
machines,
machines as pointed out before, but also because of the disk machine's inherently
lower current density level.
large machine ratings turned out to be not quite as bad as were originally
forecasted.
Summarizing this part of the study, it
concerns about the influence of the restricted geometry and speed range have been
verified; that is,
machines resulted which look very reasonable and practical, including their
promise for meeting the requirement for high MTBF,
The study has covered preliminary design projections for three different
rating classes for three engine applications and two generator types.
Because
The
cylindrical machines have been found to be more compact in most cases because
of their higher air-gap power density and superior stator cooling system.
100
Since
o%
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31
TABLE 38
RESULTS OF A TRADEOFF STUDY
FOR WILD FREQUENCY CYLINDRICAL GENERATORS
FOR THE P103 APPLICATION
Rating, KVA
Poles
150
54
180
48
Hz
1544
1373
- Min, Hz
315
3
0.146
9.45
10.41
10.81
17.8
10.54
8.3
280
.3
0.125
11.49
12.30
12.70
17.72
11.49
8.3
2531
3037
Frequency - Max,
Phases
Comm. Reactance, a
Stack Length, in.
Overall Length, in.
Max Clearance, in.
Max Diameter, in,
Shaft Diameter, in.
Current Density
at 1 p.u.2 Load, 0.95
- kAin.
Volume, in. 3
TABLE 39
RESULTS OF TRADEOFF STUDY FOR WILD FREQUENCY
DISK GENERATORS FOR THE F103 APPLICATION
Nominal Rating, KVA
5-Minute Rating, KVA
Phases, Disks
Poles
Base Speed, rpm
Base'Frequency, Hz
Magnet Inner Radius, in.
Magnet Outer Radius, 'in.
Machine Outer Radius, in.
Magnet Axial Thickness, in.
Armature Axial Thickness, in.
Total Magnetic Length, in.
Armature Current Density
@'1.5 p.u. Load, kA/in. 2
Commucating Reactance, ohms
Volume, in. 3
Power Density, kVA/in. 3
Oil Flow, gpm
Armature Current Density
2
@1 p.u. Load, kA/in.
150
292
12,28
36
700
268
5.7
7.8
8.9
0.40
0.23
20.6
13.4
180
352
12,36
36
700
268
5.7
7.8
8.9
0.36
0.20
24.1
14.0
0.121
5126
0.057
36.4
8.9
0.092
5997
0.059
54.6
9.3
210z
the magnets in
they ire
The rotor
for by the capability of withstanding high soakback temperatures (up to 250' C).
Furthermore, the loss analysia has shown that by ptoperly designing the slot
opening and air gap,
disk
machines having an inside-to-outslde rotor radius ratio of less than L.6 would be
larger than the comparable cylindrical machines.
Also,
in
with power protection circuits that would be appropriate for each of the systems
listed in Table 25.
In
C.
available.
Table 40.
DISCONNECT DESIGN
Because a permanent-magnet
no way
4nd
at the output terminals of the converter can be disconnected within the converter.
Faults -in the high frequency cables between the input terminals of the c.c]oconverter and the generator,
Sdeenergized
cannot be
the electrical power output must be interrupted without affecting normal engine
operation.
terminals can reach five p.u. for a symmetrical three-phase effort and up to
a line-to-neutral short),
creating
I
me
mlN -
.4
Xa
It
* o
.4
. 4l
0a
af
. o
a..
o ,
of
6
Ib
iid
04
: !
:::
460
so
104
tremendous heating.
currents,
a means to interrupt,
Interrupt (open)
circuit
Initial work toward the safety disconnect was based on the understanding
that a mechanical, resettable disconnect device is required.
The mechanical complexity of resettable disconnect devices and separate
generator rotor support systems makes these devices unacceptable for engine
integration from the standpoint of reliability.
on a circuit-interrupt
Therefore,
an approach based
move. Or-ce the sear moves' the clut h plates are alleo-ed ".o separate in the
axias direct/>n and the rotor is dioaonnected from the dr'ive. The mechanical
which requires separate generator bearings
coiplexity of the disconnect devIce
and nuerous mechanical parts
make
Disconnect Clutch
gemmt of the hydraulie-Actuated resettable
Pressurized oil tr
St0
-4
b/i
r)
Dr
-4-4
I
U
4-
4,
0
C
0
'p
S
4,
4.
4,
5.
4h
4-
__________
0
4,
-4
0
5.
a'
0
-4
Eu.
ii
mr
1W
the actuator,
actuator,
moving it
which is
The piston
position, blocking inlet and outlet ports of the actuator cavity to prevent a
coupling reengagement even after a lose of system lube pressure.
Reengagement (resetting) of the coupling occurs oniy at rest after the
The spring
load then returns the piston to the right and reengages the tooth coupling.
The disadvantage of this device lies in its mechanical complexity, with
its additional set of generator bearings.
3.
An axial shift
of the rotor or stator reduces the voltage generated through the increase in air
and a stack length of 4.66 inches, the 3-phase short-circuit current would be
reduced to 1.73 p.u. for a taper angle of 10 degrees' More axial shift, however,
is required to reduce the short-circuit current level to thermally acceptable
levels for continuous operation.
~10'
Ill
II
I i
iIl
IM
"
MO
,/Stator
Rotor
irI
Irior*TapredRoto/SttoI
4.
sections which are hinged at one side and allowed to separate at the other (clam
shell).
The end- ,rns are arranged such that no end-turns cross the gap at
ore is
to open.*
cooling connectlovs are required at the hinged side to allow movement of the
stator core sectIcns.
Calculations have shown that for a machine with an outside diameter of
7.8 inches,
an
the machine
stator
The basic machine Aize does not increase since the electro-
required.
is
cooling lines which cro0. the hinged core gap have to be arranged
such that they can deform in
opened by the
actuator.
The actuator mechanism which would open the stator requires more
the stator.
5.
SShovw
in Figure 36 is
fuses' located in
the undamaged
be present.
Generator
L*aJs
Widigs
Phase A
Phase 9
F,:uses
Phase C
Neutral
___
Vigure 36.
RI0
U
S
C
0
LI
U
4'
14
Lp
4,
4)
z
C
U
z4
**
C
a,
w
p
.4
*1Uj
4
111
a device which is
The -55*
-55*
C to 120* C,
within the
creates a
running,
soon be above 0* C,
temperature of 0* C to 120* C.
Two modes of operation could be affected with this concept..
would be by normal fuse operation.
The first
requirements would be experienced and after time exposure the fusable link would
The second mode of operation could be affected by detection tf an undesirable
open.
operating condition,
'
The above condition can be minimized by adding stator end laminations which
serves as a cushion to the 6nd-turn wires.
same phase by
within
the 38).
winding
provided
forthe
be fuse
Protection
winding
(Figure
This
within
phase faults
the placement
of could
another
concept is
feasible but is
In
a nine-phase generator,
be required.
I 12
requires
18 fuses would
Generator
Phase A
________________________________Phase"C
6.
The fusing of the generator neutral leads provides the necessary fault
protection without compromising the reliability of the engine operation for engine
integration of a starter/generator.
being
This
is the optimum electrical system from the standpoint of reliability and maintainability.
The
alternate electrical system in common use today uses a Constant Speed Drive (CSD)
to obtain the constant-frequency 400 Hz power from the variable engine speed.
The alternate to the permanent magnet generator is a brushless wound-rotor
machine.
a.
Converter
is also higher than the alternate CSD so there are fewer unscheduled maintenance
actions required.
No.
I'
on the VSCF converter are also minor compared to those required on a CSD.
If
the
built-in test circuits in the VSCF indicate a failure in the converter, the unit
can be removed and replaced at the flight line in twenty minutes.
VSCF converter is
Repair of the
level using BIT circuits and a test connector to identify the failed module or
assembly.
assemblies.
devices and microprocessors for logic and control circuits offers continued
The permanent magnet machine uses a solid rotor without copper wires to
loosen or insulation to deteriorate.
In the
IEG/S application the PM machine will not add any wearing parts to the engine.
The rotor mounts onto an existing bearing-supported engine shaft.
The use-of
low current density, and end-turn supports are provided to minimize the
potential for breakdown at this critical area.
to minimize the possibility of stator faults.
Heavy insulation is
also employed
measures is a machine which has an MTBF of over 50,000 hours, including the
fused disconnect, as substantiated by analysis in SectionVII-B.
2.
Failure of the IEG/S does necessitate removal of the engine.' This appears
to be 'too high a price to pay for the Power Level I IEG. If the generator has a
fifty- to sixty-thousand-hours MTBF, ,removal of the engine to replace a generator
would be infrequent enough,
IEG.
For Level II
system and starting system could very well overshadow the maintenance cost of
servicing an IEG'/S including engine removals.
For Level IIIA and Level 111, the cost of maintenance is definitely lowered
with 'an IEG/S.
135
is
The aircraft-to-engine
therefore,
are:
(1)
fuel lines,
(2)
(3)
mounting hardware.
This reduces the engine change time on the aircraft by an estimated one-half hour
The electric-motor-driven' fuel and lube pump can be located
The elimination of
the accessory gearbox, hydraulic lines, ard air ducts improves engine maintenance
through better accessibility of a "clean" engine.
of the aircraft level'is necessary in order to get a true picture of the impac:
of an TEG/S system.
E.-
DESIGN-TO-COST CONSIDERATIONS
1. Ceneral
The system configuration and design features emphasize high reliability
The emphasis on
but this
is more than compensated for by decreased maintenance and repair costs over the
life o.- the equipment.
The material used in the machine is
initial cost.
the rare earth cobalt magnets in the rotor have both suffered severe cost
increases because cobalt has been in short supply.
the'semiconducto-' -unction,
System .EG/S
I1
".
,,
.e
,
.U.-
has significantly lower life-cycle costs th.'n an IDX system, which uses a CSD
hydromechanical converter to obtain a constant frequency.
(2)
No wear parts.
Life is
(3)
the solid-state converter are much lower than they are for the
constant-speed drive.
Figure 39 shows relative cost of ownership for a VSCF-type system and an existing
CSD-type system.
The major
difference in the two curves is due to the much lower maintenance costs of the
VSCF system.
the CSD system, which compares with $293 for the VSCF system.
person-hours per maintenance action is
with 4.6 for the VSCF system.
The average
projected at
$1740 for
This is
the result
that the reliability of an IDG system would have to be ten times higher than a
VSCF system to achieve the same low maintenance cost.
Specific cost comparisons for the sslected IEG/S system and the systems
it
F.
(Level I is
111
12
30 Tri-Zngia* (St retced DC-10 Aircraft)
3 Channels Per Aircraft
leflatiom Rat*
S
'11
10
6S
17
S59
10 11 1213.14
15
-116
4.00
13.
0
S3.oo-
I.0
ISII
S.00
:Z
'
324
0
'
*Mechanical
""'l
"I
Figrure 40.
sit.00
Drives
it
emergency power extraction and are not of sufficient capacity to provide the
necessary power for starting.
the engine
could not be started without being within the windmill-to-start engine envelope.
In the event of applying an IEG/S Level II,
craft, attention must be given to the APU requirpments for on-board energy storage
equipment.
In multiengine aircraft applications,, the IEG/S was sized in this study
for 100 percent margin for twin-engine aircraft and 50 percent margin for aircraft
with sore than two engines.
In general,
C.
The hazards,
MIL-STD-882A.
The principal hazards are those dug to the 340V s.c. provided by the
generator.
personnel
is
warnings.
is@
Powever,
Table 41.
latormelly ohettod of
bmgeaIP
aweideetAl ameoa.)s
m~rtlogg
of
*I
e~s
Copoent~s #4
ctsMtOgi
to
A.
epya
Awagt Poe
Effasion of toxic
tie
d1arg shortt*
Tolur, to Psuael
AWWto iIN&WIMS0
taluvp
Pielim
paemjS
tesuuelebanttlere.
ts~wrocgf
Cood.
.0e C during ad
Immedlatay
as
Rimer Saire
poaagemal
.lIUMp
rts
emal
reiS
eSiaemet aelad I, Sags
mr
to
MK
A.
lawm
e
go"la
Aftera
roep erag i
va
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?se
tei
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p t e*
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Injury
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3.
sefth to
at
IaeeitiftMo
utomticll rwuv
Oveland
eign-
I
longer be present,
and the system would not shut down for critical failures.
F404 ENGINE
showing the relative location of the IEG/S within the F404 engine.
1.
the F404 would not qualify for IEG/S integration due to space limitations as
discussed in Section IV.
2.
No containment analysis was performed for this design due to the same
reason given In the preceding paragraph.
3.
The changes required in order to incorporate the IEG/S sy.ntem into the
F404 engine are tabulated in Table 42.
4.
Maintenance/Overhaul Accessibility
In the 1-18).
a
removal/replAcoment is 21 minutes."
Removal of the 12G/S from the e ne oan the shop level.
This requires qualified people, tools,
equIpment for engine front-emn
and inspection
disasoibly/reassembly.
meusue of labor.
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5.
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Table 42.
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military specification.
Typical engine lube oil supply (inlet) temperatures run from 200" F to
300* F.
J.
9.5 gpm.
erfaces and
showing the relative location of the I'EG/S within the F103 engine
1.
Effect Upon Enzine Rotor Dynamics
The first
is
2 bearin
th
12
mid-shaft
for the
forward
ring this
"
mode is
This is
necessary.
This mode is
favorable direction.
mode on the' F103 is
power setting,
in
that this
at the takeoff
bending mode or
engine necessary.
*
This would be a.
Adverse
the LP shaft.
application
due to the multitude of conceptual IZG/S designs that would have to be covered.
A general discussion on contal-ment is
3.
found in
Section VII-B.
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4.
Maintenance/Overhaul Accessibility"
The accessibility of the IEG/S for maintenance and overhaul requires mort,
time:
a
tail-mounted.)
the aircraft is
This work
listed in
The forward sump area of the F103 provides a large space for the PM
generator integration.
The environmental conditions in this cavity are acceptable for PMmachine operation.
The
specified at -65'
F. Typical engine
lube oil supply temperatures during engine operation are 165" F to 210* F.
total engine oil flow is
K.
The
16.5 gpm,
overall engine cross-sectional drawings defining the 1KG/S interfaces and showing
the relative location of the IEG/S within the T734 engines.
127
"1. Effect
No vibration analysis was performed on the preliminary design of the straddlemounted self-supporting generator/starter concept.
However,
Section VII-B.
The changes that would be necessary to incorporate the IEG/S system into
the TF34 engine are tabulated in Table 44.
4.
The accessibility of the IEG/S for maintenance and overhaul requires more
time:
*
(The TF34 is
fuselage-pod-
the estimated
two hours.
listed in
the
Fan module
completed in
the reverse
order.
5.
It
I,.
allow
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operation.
specifications.
between 200'
L.
mixture
(MIL-17808 or MIL-23699)
F and 250* F.
8.5 gpm.
application.
Tradeoff Study-Approach
established
up results in
defined as
The secondary power system merit factors are listed in Table 45.
ranking for the established trade characteristics is
Judgement and design philosophy.
The
based on engineering
120
TABLE 45
SECONDARY POWER SYSTEM MERIT FACTORS
F404
Weight
Reliability
Maintainability
System Efficiency
Frontal area
IEG/S Integra ioSeverity
132
F103
.
TF34
99
10
10
66
10
6.
10
7'
c.
The tradeoff is
Weight
Weights'were derived from preliminary design layout drawings,
components,
Figure 41 shows.
existing
Figurp 42 shows
the relationship
between oil-cooled induction motor weights and continuous motcr power rating.
For determining motor weight,
High frequency feeder cables ate used between the generator and the
conv-rter.
A weight
Table 47
presents the weight summary comparison between the baseline configu.ratrion and
the IEG/S ccnfiguration.
The weight value factor has the following definition:
4W?
KVA
-0.50 or less
-0.20 to -0.50
-0.20 to +0.20
3 (Base,
+0.20 to +0.50
+0.50 or greater
WT
DG System
Reliability
Reliability data for' this tradeoff analysis were taken from three sources:
a)
Sb)
Comercial,
Military,
c)
Analytical,
132
engines.
reported in
Table 44 provides
the military 66-1
field
300
)
280
240
-''
VSCwP
220
unit
Cycloconverter
(Starting + GenoratIon)
.4o
20
:160
:e
140-l-15
10---12I5,
--
.'/
247?On~
~y
.-io
Cycloconvortern
100
n40- -7 - sIDO-
and Generator
60
40
40606
(Integrated)
,.
It I I
20
(GoraGOnrltor
Cota
%ent-1ed Drive
Unit
100
20
I
120
140
160
2o0
200o220
2442
2AOZ 300
3.20
EVA
Figure 41.
133
!_____
____,________n___
n________
I_
1000
6-.-
--
.-
*
*
*
Altitude up to 75,000 ft
Ambient Air up to 1770 C
Ambient Oil in up to 1300 C
30
C
,
100
='6 pole
(7,500 rpm)
a=
_3. '.
Elcti
'
to
Inuto
S134
Moto
r.
10
TABLE 46
HIGII MRQUNCy POWR CABLE wEiG.HTS
em
Ot?
75
4#10.
90
120
200
300
p.3
Individual
Viwe Si1 ze
#10
0.9
#io
1.2
8#10
12
iL/fut
2.4
#03.6
0
4.
4F
.4
-4
.4
.4
....
E...
...
,0
f4
.f4
,.0
o~~~~~ff
o%*
'
0W
boe
,'f .'+
=;
ftj+
C4
-,
060
~4O4F.136
.0
4e
ii
TABLE 48
RELIABILITIES Of ACFCS0?lES
AND RELATED CY,,,ON0NETS
Line Ren1acableUnir,
VPer
De lays (Cance t
.10
Hous
Hydraulic Pump
Starter
Fuel Control
890
41
179
37
117
14,
12
8
Fuel Pump
80
Replacements
171
4,
137
0%~U"
ON
040
0%V
b%
1 cc
0%
z'
-4
0%
oo
co4
In
NO
-
-t
S
-c
u4
n
00
n 0
I.n
04I
(
''0
0%.
4
0w
o-4
P"
-3-4
40
C44
-44
ta
'.o
I*
to
C4
r
0%0
lu
kG
'.0
0.
-P
0% 93
V4
S40%
13S-
report.
Through elimination of the highest and lowest value of the above data,
an average MTBF of 1742 hours results for the CSD and 2903 hours NTBF for the
generator.
This is
equivalent to 574 failures per 106 hours for the CSD and 344
Data from the TF34 engine are used for tradeoff study
purposes.
The goal of IEG/S reliability was set by GE at 50,000 hours MTBF including
the safety disconnect.
resettable disconnect,
However, higher
hours.
Table 51 compares the reliabilities of conventional secondary power
extraction systems to the IEG/S concept.
The reliability value factor has the following definitlon:
UER x 10 -6 Hours
Individual Reliability
Value Factor
Hours
<200
30,
201
400
31 - 40
401
600
41 - 50
601 -800
>50
>80
'20
21-
The st
LRU x 10 -
of individual UUR rating plus LRU rating Is used in the final tradeoff
TABLE 50
ENGINE DRIVE SYSTEM RELIABILITIES
HOURS
UER
TF34/S3A
UER
F103 (CF6-501
UER
CF6-6
134,802
1,851,113
1,616,389
7/77 to 7/78
3/78 to 2/79
3/78 to 2/79
7.42
7.56
3.71
TRANSFER GEARBOX
"
1.62
4.33
ACCESSORY GEARBOX
22.25
1.08
1.85
TOTAL, 106
-UERhours
29.7
10.26
9.89
34,000
97,000
100,000
140
I
I'
'4
'4
k-C\\
i>A
S
1
'U
U
U
U
5*
ft
*i*
a'r-
*4'/
1'T#
h
'5
J..
/L&I.'
'5-
"K /
-<
,---
1..
bi
1<
vs.
ii V
-.4
"a
r.)
'4
Ik'KV7t;
13'
141
TABLE 51
COMPARISON OF SECONUMRY POWER SYSTEM
RELIABILITIES - FAILURES PER 106 HOURS
SYS~M
CASDLSNI
CSD SVS17
COMPNENT
POtA LEVL
URN
TG&
LRUN
30
URn
I=3
II
LEOU
URn
30
30
F103
_________
U01
III
lirA
LRU
1113
Liu
LAD
111
23
AGB
CsI
Generator
Cyclocoev-rter
Generation
514
574
344
34
s0
s0
Cyclocomverter
.Starter/
Genera tor0
Air Starter
lfl
l.
17279
Air Starter
Valve
172
171
171
Value Factor
E
100
100
100
20
20
20
20
20
100
100
100
100
30
1260
10
.430
BaseS
Umt - Usechl1ed
g RUSIN*
A
wal
LIM '- Lime Replaccemt Wait
142'
100
45
200
20
200
S.
J5
7
20
10
10
are
by a factor of 6.3 for the IEG/S Power Levels IIIA and III.
?1aintainability/Accessibility
The maintainability/accessibility value factors are defined as follows:
Maintainability
Value Factor
Item
Internal engine-mounted
components
Core location (high bypass)
External frame
3 to 5
System Efficiency
The following typical average component efficiencies were used:
Mechanical drive system:
gearbox mounted:
0.97
IEG - 0.93
icyc =
W 0 851)
TG
ncsD
0.88
M-
0.88
..
78
nIDG
0.75
Based on the above efficiency data and a PF of one, the overall system
efficiency is derived as shown ij Table 52. The fuel (and lube) pumps are not
included in the efficiency tradeoff.
Fixed-displacement
fuel pumps driven off the accessory drive-train, for, example, require flow bypass
control, which results in undesirable fuel temperature rise and less engine oil
cooling capability.
Gear pump efficiencies of 80 to 85 percent could be realized withour bypass
requirements. This compares with 70 to 75 percent pumping efficiency for a 10
percent bypass ratio.
efficiency is not analyzed and the generation level is equal to Pwer Level I.
It was not within the scope of this study to utilize the excess power generation
capacity of the starter. Optimization of Power Level 11 has a higher potential
143
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0 "-ow
0:
40.d
F- I
4
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34
11C4
0-
ot
CA:
is
lz
144
Difference With
Efficiency
Baseline
Value Factor
Degradation
Base,
1 - 2
Improvement
4 - 5
Frontal Area
The frontal area variation of an engine due to accesso-y drive components
*and accessory installation depends on the particular engine configuration.
the case of wing- or fuselage-pod-mounted engines,
is directly affected by the engine frontal area.
engine performance
speeds,
(drag reduction) is
In
or pure jets.
circumference of zhe fan case (FI03) or on the circumference of the core (TF34).
Locating the gearbox on the fan case contributes directly to engine frontal area.
With the gearbox on the engine core,
hidden in
is
Frontal area value rating for the base engine ;,a based on a percentage of engine
frontal' area.
The definition of the frontal area value rating for the base engine follows:
flrive System
Frontal
Area Value
% of Engine Area
Rating
<2
'
2-5
5-8
8-12
> 12
143
TABLE 53
COMPARISON OF DRIVE SYSTEM FRONTAL AREAS
F103
Engine
TF34
F404
AGR location
Core
Mid Frame
49.0
34.8
92.0
1885
951
6648
within
engine
envelope
20.0
10.5
in.
in.
Fan Frame
51
TANIP- 54
GUIDELINES FOR IEG/S SEVERITY RATING
Integratton Severity Rating
Changes Required
*
MaJor
no-go
no-po
Hoderate
Generator stator support (fan'case)
Shaft msI"fication (stub-,
2-)
Ls-, "P-shaft)
Minor
4
1.4
,,4J|I
liminary layouts.
and VI-K.
Comparisons are shown between the tradeoff values of the IEG/S system
the TF34 is
between the three tables indicates that the IEG/S system for Power Levels III and
lilA offers the highest payoff relative to the baseline' configuration.
147
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ca
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-
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44
I Mi
-
SECTION VII
DETAILED DESIGN DEFINITION OF SELECTED IEG/S AND ENGINE
Furthermore,
Inter-
faces between the engine and the starter/generator are defined by' design layouts.
The advantages and disadva'ntages of the IEC/S design are compared to those of the
baseline engine.
A.
BASIS FOR SELECTION OF TF34 ENGINE AT LEVEL III ELECTRICAL POWER EXTRACTION
A multitude of electric-only and hybrid secondary power extraction systems
based on the IEG/S concept were studied and numerically ranked for three engine
categories.
The results of this tradeoff evaluation performed in Section VI-L
assisted the selection of the TF34 Power Level III combination.
It
This study
provides ample information to apply the guidelinesused in this report for other
candidate IEG/S applications which might be considered.
Major considerations which led to the selection of the TF34 with Power
Level III and a cylindrical PM machine are summarized below:
TY34
The TF34 engine Is a widely used engine in the U"AF, and is therefore
readily available from AF inventory for IEG/S integration.
smell,
"starter/generator are less costly and easier to build than. all other
candidate configurations investigated.
*
1l1
an advan-
Cylindrical PM Machine
The selection of the cylindrical PM machine over the disk-type machine
has the following rationale:
e
simple design
higher reliability
easier assembly
&
fewer parts
lower cost
B.
system power over the speed range of 9380 rpm (min idle at -65* F, S.L. static)
to 17,600 rpm (takeoff condition).. The IEG/S is located in the forward sump
(A-su-p) area with the IEG/S rotor mounted directly to the HP shaft.
protection is provided in
Engine
in Section VI-C.
2.
Engine/Generator Interfaces
modification requirements.
The forward frame '(fan frame) provides the structural support for the IEG/S.,
Four hollow fan frame struts are used to pass cooling oil lines and electric
Y
cable*,
as wvll as engine service lines such as lube oil, seal pressurizing air,.
152
410
rq
1331
passes through the top strut aiid is sealed as shown in Figure 45.
Nine power leads, connected to the power terminals on the f,
ring, combine into six cables of approximately 0.50 inch diamp:'.
lead to the engine exterior.
support
each, which
generator/starter installation.
The structural
integrated into the fan frame-which provides the radial and axial support as well
as providing for torque reactions.
mounted rigidly
onto the HP-shaft. e-tension supported by the main shaft engine bearings.
For
Torque is
transferred through
a fixed spline connection (which does not have to accommodate for any misalignment)
on the HP shaft and a key on the disk side,
sleeve.
mixture of the
Oil slingers on either end of the rotor deflect the oil away from the
end turnsto prevent erosion caused by the impact of high velocity.oil dropleL3.
Engine oil has an inlet temperature ranging from 200 to 250* F and is supplied
by the engine lube oil pump.
The required cooling oil flow (Q
(q
-gpm)
15/.
The heat
es
00
c_
a.0
-~
ha
a,-.'
Is
100
04
zC
~~fn
LA
fBTU/min.
AT
Cp
m x
kWL
57
kWL
Power loss
(kW)
Mass flow
flb/min.
S=
fBTU/min. '
Cp
Specific heat
AT
(BTU/lb.F}
- T
OF!
of coolant
defined by the following relationship:
where P
x kW
xATxp
b-
gal
continues to the engine lube points for engine component lubrication and cooling.
The oil-temperature rise in
kept low both to provide sufficient lubricating film for moving parts and to
prevent premature oil degradation.
For the maximum determined IEG/S generator loss of 8.6 kW at max power
and speed and an assumed oil temperature rise of AT
57'x 8.6
oil flow Q
30! F,
4.5 gpm.
0.5 x 30 x 7. 3 4
TY34
T*34-100 engine.
156
St.
a.
Results
Conclusions
In addition, Figure
transformed in character to a
1EG/S configuration.
-
However,
unaffected by
The TF34-1I /S
Recomme dations
The following r commendations are suggested to lower the No. 3 bearing loads:
The IEG/S r tor must be well balanced,
since it
157
will produce
TABLE 58
RESONANCE COMPARISON BETWEEN
TF34 BASE AND IEG/S DESIGN
I/REV HIGH PRESSURE EXCITATION
MODE CHARACTER
T[F34 BA4SE
TF34 IEG/S
1201
1253
1902
1897
2470
25.13
2924
2997
3485
3841
4140
5360
4712
4353
7130
7212
8363
74'75
8531
8476
9370
9965
13362
14365
14565
16872
15575
15449
18121
18140
18893
17346
Front Frame
Engine Pitching, Rear Mount
Engine Transmission
Fan Case/Fan
Front Frame/A Sum.,
HPT/Casings/Front Frame
Casings/LP Shaft
Fuel Control
Fan/LP Shaft
LP Shaft/LPT/Fan
Casings/GG Bending
Fan Case/Front Frame
Front Frame/A Sump
LPT Bending/C Sump
Compressor/B Sump Transmission
LPT Shaft Bending
. iJ
ii.
S...
*1
.
..
1 5.
.. '8
..
..
..
TABLE 59
RESONANJCE COMPARISON BENrEEN
TF34 BASE AND IEG/S DESIGiN
I/REV LOW PRESSURE EXCITATION
MLODE CkiARACTER
Engine Pitching, Rear Mount
Engine Transmiss ion
Fan Case1 'Fan Transmission
TF34BASE
2008
2653
2005
2594
3932
3945
4697
4661
5456
5401
PT/HPT Transmission
HPT/Casings Transmission
Compressor Case Bending/
HIPT/Fan Case Transmission
Fan/Compressor Case Transmission
Stators/(Int. Starter)
LPT
Shaft Bending
6560
6538
8837
8784
11876
10169
12264
11631
_..
....
.......
.I
,,,.-
S[I
I "
-4"
--
l tI.
.,
---
- I-
I!I______
S.
'
.,,J.
_T_",,,
. ..
....
...
S-'
I.
Sill
i-S,i
_
i,.
,"!- - '
, .
,,. e_").
qi ' pl~ll
i
I
Oi
',I~u
i....
i i~-
,,,
Ii
L,.
-- t,,
.. .. !
.. .I
'
-4
.. 14
.. . .I
i ..
_
.,
..
.
-I-I-I-
-II
..
e-
-,
E--"D"
II
--
........
...
'I
,4
S..
..
..
I.0
6'
4,4E
ii
Li.
2 and No.
5 bearing
Results
Figure 48 is
Conclusions
The IEG/S radial air gap change is most significantly affected-by HPT
unbalance and to a lesser 'extent by unbalance at the IEG/S rotor.
c.
Recommendations
The HPT and IEG/S-rotor will need to be well balanced to maintain acceptable
clearance changes for the IEG/S.
6.
In the event of a rotor shrink ring failure, the rotor parts - shrink ring,
magnets, and pole pieces - are to'be retained within the forward sump area.
principal ways of establ~shing the necessary requirements can be considered:
1.
maximm overspeed.
Two
II
1-4
----------------------
!d
,,t
'Y
I.
.0.
I
I -- !
--
-....
Oft3
I.---I4
I.
I.
--
II.....1.
4
s0
fa
U,.l
I II i Ii Ii
ii
o~'
I1.
'hI.
tI ...
."
ring is
thickness would have to have 300,000 psi stress capability or else a stationary
retaining ring of the nominal stress capability would have to be twice as
thick.
Taking the rotor dimensions and maximum overspeed for the 120 KVA PM generator
for the TF34 application in
4.67-inch axial length,
its
(Ri)
total energy of
E
If
228,600 ft-lb
one considers the magnetic steel In the stator plus the cooling shroud
the energy
levels necessary to plastically deform these parts (up to tensile strength) are
found to be as follows:
Permendur Stator Core
Ed
28,340 ft-lb
Ed
15,660 ft-lb
Ed
14,030 ft-lb
would be needed,
It
Stime.
it
Thu3 if
all
(The F103 uses a Xevlar wrapper for the fan blade section.)
is
extremely unlikely,
58,030 ft-lb
were to fall
blades.'
In
however,
disks
one at
extremely difficult to
It
is
not
sufficiently understood how much energy absorption capability the stator materials
have if- they are exposed to a dynamic deformation process over an extremely short
tine span.
Af
\1
failure.
Presently,
(The centainment
wrapping of the four stages for the F103 engine has been de-,eloped that way.)
General Electric Company Corporate Research and Development is presently developing containment structures for multidisk flywheels utilized for flywheel
energy storage applications.
Based
upon present experience and understanding of this rotor failure mode, it is not
expected that the containment scheme necessary for pi:otection will add weight
and require more space to a degree that would significantly change the conclusions of this study.
7.
Starter/Generator Description
Thus,
have been established from test and/or operational experience with rare earth/
cobalt permanent magnet Variable Speed Constant Frequency (VSCF) starter-generators.
In
starter/generator are 'described, along with the general configuration and function
of its
major components,
stood.
b.
Starter/Generator Overview
a peraanent-magnet
radial
air-gap machine with nine-phase output winding and a permanent field provided by
*
an all-ietallic
rotor.
between the rotor poles and phase windings, functioning as the commutator, such
that power csn be applied to the proper phase to achlete the required engine
starting torque..
165
The generated voltage and power output to the converter are functions of
Therefore,
speed.
At higher speeds
Table
60 contains a comparison between the tradeoff design and the detail design made
for the selected Level III system.
length.
Rotor
The rotor is
Each segment is
constructed to contain
the permanent magnets and the metallic members and to provide the required
magnetic path and mechanical strength.
assembled onto a shaft sleeve and held in place with a shrink collar.
The
parts of. the rotor (Figure 50) are further described as follows:
Shaft Sleeve - The shaft sleeve would be made from a nonmagnetic,
strength material such as Inconel 750,
flux path.
high
This part would form the interface to the engine shaft and allow the
four rotor disks to be assembled prior to their assembly into the engine.
Slingers - Located on both ends of the shaft sleeves are slingers which
serve to minimize the amount of oil that contacts the rotor.
be made of a high strength nonmagnetic material.
One slinger is
a separate part
and would also serve as a shrink collar to hold the rotor disk onto the shaft
sleeve.
.1
*6
r.
1 4 0s
a
03
-4 m c
co
-.
P4
S.
cn.
AO
cu I
030
LEU
P4)
I-
43
267-
TABLE 60
FINE TUNING OF 120 KVA MACHINE DESIGN
DI:4ENSION
TRADEOFF
DETAIL DESIGN
Rotor Diameter
8.0
7.800 in.
8.112
7.934 in.
Punching Diameter
9.214
9.142 in.
Magnet Height
1.210
1.373 in.
Magnet Length
0.607
0.591 In.
0.520
0.510 in.
Stack Length
4.91
4.633 in.
6.03
5.722 in.
Maximum Length
6.50
6.20 in.
Volume (electromagnetic)
473
407
Weight (electromagnetic)
75
75 lb
Losses
9.32
9.1 W
(2 p.u. load)
S1lea
in.
TABLE 61
FINAL MACHINE DATA FOR 120 KVA
GENERATOR FOR TF34 POWER LEVEL
III APPLICATION
Pole Pairs
Base Frequency
1407
Phases
Turns/Phase
12
0.5
52 jKL/in. 2
Number of Slots
108
7.934 in.
Slot Width
0.135 in.
Slot Depth
0.426 in.
Slot Opening
0.070 in.
Stack Length
4.633 in.
5.722 in.
Yoke Thickness
0.179 in.
Punching Diameter
9.142 in.
Rotor Diamater
7.800 in.
0.510 in.
Magnet Height
1.373 in.
Magnet Length
SI2
Losses at 2 p,u
0.591 in.
Load
Load
4.7 kW
4.5 ki
75 lb
50 lb
so.6;
p,
.,. -
Flowpath
Mant
cRing
Shrink -
Nonmagnet ic
Member
Member
aPermanent
Rub
'.
Magnetic
S~Member
Shaft Sleeve
Figure 50,
*1
170
feature.
Torque,
Hub - The hub would also be made trom a nonmagnetic high strength material,
such as Inconel 750, to prevent shorting the magnets out at the inside diameter.
The hub provides the base or support for attachment of the spoke-configured magneti
members and the permanent magnets.
Magnet - The design is based on using a rare earth/cobalt permanent magnet
with an energy product of not less than 21 x'106 (B
the
fabricated from low carbon steel such as 1010 steel and attached to the hub
by electron-beam weldments.
The original study was done with open slots, an approach which
Finite element analysis methods were used to determine slot lea age.
and slot harmonics iffects, and working from these findings the ratio of ai
gap length to slot cpening was balanced in order to minimize rotor surface "osses
while keeping the overall'commutating reactance constant.
It
is
fabricated from
171
to
It
is
in outside diameter and 4.633 inches in length, has 108 slots, and contains a
nine-phase, multiple-strand,
generator schematic.)
Stator Core - The stator core material selected was 0.006-inch-thick vanadiumcobalt-iron,
This alloy,
The
phase windings would be insulated from the laminated core slots with a doubleliner polyimide film.
Different phase
windings occupying the same slots are insulated from each other with a polyimide
172
II' .I I
P4
04
06
4.
as
14
A.~
ot
IDI
00
-7-
~0*4444
4*rtrScea
Figur
51
Diagram
173
Laminated-End
used on each end of the stack to protect the phase winding e.,try and exit of the
slot area against cut-through on the steel lamination corners.
This protcction
The phase winding end turns are formed back from the bore
important cooling of the phase windings and supplements the transfer of heat
from the slots.: The phases are additionally insulated from eith other in the
end turns using 0.003-inch polyimide film insulators.
Connections and Leads - The terminations of phas,, windingfs are brazed with
connections of each phase made to a multiple-wrap-polyliide-film-insulated
stranded copper cable consisting of four AWG No.
and coil bond to effect best trai".-er of heat from the slot and end
fuses.
1-7/32 inches
Fuse Lenth
2-1/8 inches
Ilade Lenth
3-5/8 inches
174
The fuse.
SStator
por
Cooling Shroud
Winding Support
Connection,
Support
Tr
Airgap
Rotor Support
Structure
Press
Plate
Rotor
175
Rating:
1 p.u.
Continuous
1.5 p.u.
S minutes
2.0 p.u.
60 seconds
3.0 p.u.
5 seconds
See generator schematic (Figure 51) for wiring and location details.
b.
Power Connections
There
10
Each power
stud is inserted into the terminal/fuse board located on the forward section of
the generator/engine interface to form the power connection interface.
c.
Performance Monitors
The generator would be equipped with current unbalance and speed sensor
performance monitors.
device are covered by a shield to eliminate noire signals that might be generated
in this signal device.
"connector, and the Hall generator leads are. trminsted in the control connector.
176
Terminal/Fuse Board
large,
nonmetallic,
is a
leads and high frequency cables as well as the mounting area for the nine cUrr.nr
transformers and nine fuses.
strength,
a high-
to be removed
Thig arrangemen:
-.
;.'
These cables would be spliced into a harness assembly and sealed by a removable
plug on the outside of the engine.
cable within the engine and outside the engine has the following characteristics:
Number of cables
Wire size
10 AWG
29.5 amps
Cable cover
Jacket
Teflon
Diameter
Weight
0.277 lb/ft
Bend radius
9.
IEG/S Lossi!s
a.
Generetor Losses
Syste.
Losses
The system losses consist of the generator losses plus converter losses.
They are shown in
Table 63.
177
The winding8
C oil
TABLE 62
CALCULATED GENERATOR LOSSES
Generator Losses
(kW)
at Base Speed
System Load
1 p.u.
3/4 p.u.
1/2 p.u.
1/4 p.u.
Windage
1.5
1.5
1.5
1.5
Pole Face
0.2
0.2
0.2
0.2
Core
1.8
1.8
1.8
1.8
12 R
1.5
0.8
0.4
0.3
5.0
4.3
3.9
3.8
at Top Speed
System Load,
1 p.u.
3/4 p.u.
1/2 p.u.
1/4 p.u.
Windage
2.3
2.3
2.3
2.3
Pole Face
0.6
0.6
0.6
0.6
Core
4.2
4.2
4.2
4.2
12 R
1.5
0.8
0.4
0.3
8.6
7.9
7.5
7.4
,ITS
17
TABLE 63
SYSTEM LOSSES
I per unit (p.u.) system load
120 KVA
3/
Converter
Generator
Total Losses
pu.
nz
kW
ri%
1/2 p.u.
kW
r
5.9
95
4.8
95
3.7
95
2.6
94
5.0
96
4.3
95
3.9
94
3.8
88
kW
1/4 p-u.
- kW
2
10.9
9.1
7.6
6.4
Output at 0.95
PF
114.0
85.5
57.'0
28.5
Power input
124.9
94.6
64.6
34.9
91.3
90.4
88.2
81.7
System Efficiency,
Percent
1. p.u.
kW
3/4 p.u.
nz
1/2 p u.
%kW kW
Converter
8.6
93
7.5
93
6.S
90
5.5
85
Generator
8.6
93
7.9
92
7.5
88
7.4
79
Total Losses
17.2
15.4
14.0
Output at 0.95 PF
114.0
85.5
.57.0
28.5"
Power Input
131.2
100.9
71.0
41.4,
86.9
84.7
80.3
68.9
System Efficiency,
Percent
12.9
inlet temperature.
17,600
A2(13)
ISO
TABLE 64
RELIABILITY ASSESSMENT
FOR
INTEGRATED TF34 ENGINE
STARTER/GENERATOR
POWER LEVEL III (120 KVA SYSTEM)
CYLIn,)RICAL PER
ENxFT' MACNET MACHINE
ROTOR6
ROTORPART
Magnets
FAILURES/lO HOU.RS
4.49896
W,.-d Joints *
6.74844
1.20188
Keyway
0.15360
Key
0.35260
Wavy Washer
0.2000
13.15548
13. 15548
STATOR
Stator Coil
0.47709
Elec. Conn..
0.16737
"Interference Pit
0.30047
O-Rings
1.59400
Attachment Holes
,3.02204
5.56097
5.56097
18.71645
TOtal mm
Hours:
53,428.94
or:
DR 0 HI
Br
21r oFso
KF
ha
PLE
T +2
-P2- +
4
K
With DR
6OE
OE
rotor diameter
HI
stack length
Br
"JLE-
*PLt
(14)
SOE
KFI
KM
pole pitch
A'gap/effective design gap
eB
g
For
Table 65 illustrates the effect of saturition for no load and full load.
Tae full load point also cakes into account the effect of armiture reaction,
indicated.
C.
In total,
as
actuators with the larger-sized electrical cablos and the electric motors is not
included.
electric aircraft.
impact on the total aircraft and would require the participation of an airframer in
the study.
gearbox-mounted accessories.
"into the
1734 engine.
h&aracteristics pertaining
isa
TABLE 65
ECCEFTRICITY- INDUCED FORCE VS.
Geometrical
air
Eccentricity
gap
0.067 inch
0.022 inch
Load
SATh'RATION
(33 percent)
apA.LI
n .
No Load unsaturated
0.071
J.27
No load saturated'
0.180
0.111
0.085
0.235
reaction.
103
lb
C,
39.2
3.0
13.6 *
nY
iiM
L.7
A-I i
'!
0
'.r
-.
"
'
'
..
'
discussed below.
1. Weight
Weights are either actual TF34 component weights nr calculated from
preliminary design layout drawings.
Reliability
given iV
Table 67.
3.
Efficiency
Figure 54 shows
Initial
Cost
Initial costs of major components are listd in Table 69 for the baseline
anM
dollars.
5.
Comparison Sumary
l8l
TABLE 66
WREIGT SUMMARY
Baseline
T4..
134.0
Drive System
Weight (Ib)
Item
b),
Weight
Item
Mech.
-lG/S
TKS4
108.0
78.0
96.0
22.0
10.0
7.0
5.0
4.0
3.5
5.0
10.0
8.0
34.0
267.0 lb
258.0 lb
Total
TABLE b7.
3aseline
RELIABILITY SV9UARY
E,/S
TF34
TF34
'TBF
Item
Me-ch.
Drive Syatem
/tours)
Item
34,000
979
471
315
Cycloconverte.*
Electric PM Motor for Puel/Lube
Pump Electronics(S)
System KrTS
(Hours)
(3)
(4)
(5)
Estimated
(1)
(2)
.186
MFT
(Horrs)
5),000
10,000
10,000
4545,
TABLE 68
EFFICIENCY COXPARISON BETIWEEL
BASELINE TF34 A'AM IEG/S TF34
Loss,
2.3
16.6
120 KV4A
EG/I'
Idle
T/O
10.9 **
17.2
2.3
19.8 *
**
kw
1.1
1.7
Electronics Loss, kW
14 kW;
vOA - 0.88
TOTAL
System Efficiency
-
.18.9
0.80
.22.1
0.77
12.0)
0.90
18.9
6.86
Power-Out
Power-In
Based on ac-tual IDG ,ystem datp, on 40 KVA 0.9 PF per Figure 54.
(Reference: manufacturer's test report' ATR-1186 Figure 5. Appendix 1.)
3ased
U
on 120 KVA, 0.90 PP and a system efficiency of 89.3 percent. at
idle speed and 83.7 percent at takeoff speed,.
(Reference: calculated
data from Table 63.
187
1400
1300
---
1200
.4
1000
a'
800
600
500
40 0
"
10,000
12,000
14,000
16,000
1e;ooo
FIgure
54.
e
188*)
TABLE 69
COST COMPARISON
Baseline
30/40 KVA System Generator
120 I(VA
$4723
GCU
1410
CSD
22250
1550
1000
Control/Alternator
1000
Air Starter
4600
1300
PTO Gearbox
6300
AdB Gearbox
21000
.Total*
$65133
109W
EC/S
Cycloconvert~er
IEG/1)
El. Motor arnd Controls
$31000
22000
5500
$58500
TABLE 70
SYSTEM PAYOFF COMPARISON BETWEEN
BASELINE T73.4 AND SELECMtz lEGIS TF34
BASEL1I E T734
SEL7CTEY)
lEG/S TF34
base
+ 9.0
315
4545
SPS Efficiency
80 to 75%
83 to 82%
35 min./U
replacement time
6 hours replacement
time for IEG/S
base
9Z Improvement
Frontal Area
base
same as base
buec
base
1/2 base
Weight,
lb
Maintainability/
Accesslbll'.1y
Fleet,
bs
"/
if
lob
SECTION VIIT
CONCLUSIONS AND RECODENDATTOIS
The results of this study conclude that the SmCo, IEC/S concept is
technically feasible and offers potential advantages over present secondary
power generation systems in specific applicaiions,
engines.
The primary potential advantages of the IEG/S concept compared to convenLional
aircraft systems are:
*
higher reliability
less maintenance
The overall effect and payoff of the IEG/S system versus a conventional
system, however,
system designer.
.'nd disadvantages of. the IEG/S systems be accomplished at the. :a;rcraft, sysrem
level.
The proposed study program should establish the overall payoff and effect
of the !EG/S system for advanced military aircraft with respect to mission
requirements and economic considerations.
etc.)
Environmental control
Communication/navigation
Anti-Icing/de-Ieing
applicable).
gear,
191
especially
results consequently in
aircraft performance.
the AGB mounted in
a reduction in
frontal
a reduction of aerodynamic
Irag,
thereby
improving
however,
can have
This
The
accessories are that they can be freely located for ease of maintainability
and they provide variable-speed operation capability.
independent of eng.ne
the fuel temperature rise lower and increases the cooling capacity of the fuel
for engine oil cooling.
The reliability
inside the engine - presents a major consideration when assessing the feasibility
of this concept.
machine rotor directly onto the HP rotir shaft and using an electric
(fused)
because of:
less important
Therefore,
The
replacement of she
192
since there is
thezefore,
must be
ment for the IEG/S (to coincide with engine maintenance), maintenance costs are
reduced-because of a dramatic ceduction in the number of composne.xcs.
'The entire
mechanical accessory drive system (with all its bearings, seals, and gears)
would be eliminated together with the pneumatic starter, starter valve,
ducring,
IDG,
aircrafr),
air
PM machine/safety disconnect
cyeloconverter
operation of the engine fuel and lube pump provides more efficient
related accessories,
(Generator bearings,
easier to maintain.
Weight
The wei
IEG/S system
The
The
Power Level II
at the aircraf
lines,
hydraulic
bypass engines
accessories.
is
igh bypave engines have mitiple choices for their AGB location.
The two most c mmon mounting locations are the fan case and the core.
194
The engine
to an extent
determined by engine size, bypass ratio, and the relative size of accessories.
Engine performance not evaluated in this study effort, however, might be
influenced by the fan flow area asynmetryand
which would have the same advantages as the rEG/S and also
but a
configurations).
Further studies are recommended that would examine the payuof and
195
of the
APPENDIX
196
DRAWINGS
TABLE OF CONTENTS
S."TION 1.0
IEC/(,S) CONCEPrs
LOW BYPASS TUMABOXAN (F404)
POWER
LEVEL
DPAWING
NUIMER
TITLE
IAYOrfS -
1KG/(S)
INTERFACES
4013188-981
4013186-978
XX
4013188-980
90 KVA Cylindrical
Xl
4013182-979
90 KVA 6 Disk
IliA
4013271-032
IIIA
4013271-033
4013271-204
4013271-205
IlIA
4013271-206
200
lI1A
4013271-207
1
It
VIA Cylindrical
197
SECTION 2.0
IEG/(S*, CONCEPTS
HIGH BYPASS TURBOFAN (F103/CF6)
POWER
LEVEL
DRAWING NLUIER
TITLE
,AYOUI1S
I/(S)
INTERFACES
4013186-987
4013186-989
II
401316-988
1I
4013186-990
IliA
4013271-030
IliA
4013271-031
4013271-208
II
4013271-209
IIIA
4013271-210'
IIIA
4013271-211
SECTION 3.0
POWER'
LEVEL
DRAWING NUMBER
TITIX
LAYOUTS
IEG/(S) INTERFACES
4013186-977
4013186-976
II
4013186-972
60 XVA Cylindrical
II
4013186-973
60 EVA 4 Disk
lIIA
4013271-026
lIlA
4013271-027
II
4013271-028
III
4013271-02(q
4013271-200
II
4013271-201
60 EVA Cyllndrical
I1I
4013271-202
II1
4013271-203.
201
-im.mqE~iJ
SECTION 4.0
POWER
LEVEL
TITLE'
DRAWING NUMIBER
LAYOUT
III
IEG/(S)
IxTERFACES
4013271-257
III
4013271-199
SECTION 5.0
IEG/S MIOCKUP
S:.MALL TURDOFA.
(TF34)
TITLE
DRAWlING NUMBER
4013271-109
4013271-129
MOCKUP SUPPORT
203
OtJ~~g@~A.emW
"~g
fs.I-g.eI4
PA1
b
C
U
S
S
S
Bj-NOt 1U6D
ot
o~ot
Pla
A*
40
-ot..O
"a
*1
SS "
-0 N
an
plo-Of
Me$
a
205
RI..j
I*
r4
*I
ow"
It
opw
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