DOElNASAl1040-78/5

NASA TM-79038

OF THE GPU 3

Lanny G. Thieme and Roy C. Tew, Jr.

National Aeronautics and Space Administration
Lewis Research Center,,.
",

(NASA-TH-79033) E A S E L I N E OEBPCRMABCE OF THE 179- 16356

GP!J 3 S T I R L I N G E N G I N E (NASA) 17 p BC A02/HF
A01 CSCL 10E
Unclas
G3/94 43372

Work performed for

U. S. DEPARTMENT OF ENERGY
Office of Conservation and Solar Applications
Division of Transportation Energy Conservation

TECHNICAL PAPER presented at the

Highway Vehicle Systems Contractors
Coordination Meeting sponsored by the
U.S. Department of Energy
Dearborn, Michigan, October 17-20, 1978
 DOEINASA11040-7815
NASA TM-79038

BASELINE PERFORMANCE
OF THE GPU 3
STIRLING ENGINE

Lanny G. Thieme and Roy C. Tew, Jr.

National Aeronautics and Space Admini stration
Lewis Research Center
Cleveland, Ohio 44135

Prepared for
U. S. DEPARTMENT OF ENERGY
Office of Conservation and Solar Applications
Division of Transportation Energy Conservation
Washington. D. C. 20545
Under lnteragency Agreement EC-77-A-31-1040

Highway Vehicle Systems Contractors

Coordination Meeting
sponsored by the U. 5. Department of Energy
Dearborn, Michigan, October 17-20, 1978
 BASELINE PERFORMANCE OF THE GPU 3 STIRLING ENGINE

by L. G. Thieme and R. C. Tew, Jr.

N-ASA Lewis Research Center

Clevelaad. Ohio 44135

ABSTRACT

The NASA Lewis Research Center has converted a 10 horsepower

single-cylinder rhombic-drive S t i r l i n g engine t o a research configur-
a t i o n t o o b t a i n d a t a f o r v a l i d a t i o n of S t i r l i n g computer simulations.
The engine w a s o r i g i n a l l y b u i l t by General Motors Research Laboratories
f o r t h e U.S. Army i n 1965 as p a r t of a 3 kW engine-generator s e t ,
designated t h e GPU 3 (Ground Power Unit). This r e p o r t p r e s e n t s test
r e s u l t s f o r a range of h e a t e r gas temperatures, Bean compression-space
pressures, and engine speeds with both helium and hydrogen as t h e
working f l u i d s . Also shown a r e i n i t i a l d a t a comparisons -aith t h e
NASA-Lewis computer s i a u l a t i o n p r e d i c t i o n s .

INTRODUCTION

T h i s work was done i n support of t h e U.S. Deparzment of Energy's

(DOE) S t i r l i n g Engine Highway Vehicle Systems Program. The Lewis
Research Center, through Interagency Agreement EC-77-A-31-1040 vith
DOE, is responsible f o r p r o j e c t management of t h i s e f f o r t under t h e
progranrmatic d i r e c t i o n of t h e DOE Division o f Transportation Energy
Conservation.

As p a r t of t h e NASA Lewis Research Center (LeRC) in-house

technology program, a 10 HP single-cylinder rhombic-drive S t i r l i n g
engine has been obtained and r e s t o r e d t o o p e r a t i n g condition. The
engine w a s o r i g i n a l l y b u i l t by General Xotors Research Laboratories
f o r t h e Army i n 1965 as p a r t of a 3 kwengine-generator s e t , designated
the B U 3 (Ground Power Unit).

One of t h e p r i n c i p a l o b j e c t i v e s of t h i s engine t e s t i n g is t o
o b t a i n and publish d e t a i l e d engine performance d a t a which can be used
with t h e engine dimensions necessary f o r modeling t o develop S t i r l i n g
simulation techniques. The d a t a w i l l a l s o be used f o r modification
and v a l i d a t i o n of t h e NASA LeRC S t i r l i n g computer simulation. To
obtain t h i s d a t a , the engine w a s converted t o a research configuration.
The engine-driven a c c e s s o r i e s from t h e o r i g i n a l GPY 3 package were
removed and extensive instrumentation added,

Baseline t e s t s were then run t o map t h e engine over a range of

h e a t e r gas temperatures, mean compression-space p r e s s u r e s and engine
speeds with both helium and hydrogen as the working f l u i d s . T e s t s ,
however, were limited t o t h e lower power l e v e l s d t z t o use of t h e
o r i g i n a l a l t e r n a t o r and a r e s i s t a n c e load bank which were not capable
of absorbing the f u l l engine output power.

This report presents s e l e c t e d r e s u l t s from these t e s t s t o

i d e n t i f y the experimental trends of the d a t a that; were taken. Also
shorn are i n i t i a l i a t a comparisons with t h e NASA-LeRC simulation
predict ions.

I n i t i a l results with t h e engine t e s t e d as p a r t of t h e o r i g i n a l

GPU 3 package and a d e s c r i p t i o n of t h e o r f g i n a l engine components and
systems are given i n reference 1.

A dynamometer f a c i l i t y is now being prepared which w i l l allow

engine ampping a t t h e higher p e r l e v e l s . Motoring tests v i l l a l s o
be n m t o a i d i n determining t h e mechanical l o s s e s .

CPU 3 PROJECT OBJECTIVES

Thc GPU 3 S t i r l i n g engine t e s t program a t t h e LeRC has t h e
following objectives. The f i r s t is t o o b t a i n and publish d e t a i l e d
engine performance data. This d a t a along with the engine dimensions
necessary f o r m d e l i n g should a s s i s t 5x1 t h e developatent of S t i r l i n g
simulation techniques.

The second o b j e c t i v e is t o v a l i d a t e , document, and publish t h e

NASA-LeRC computer m d e l . This model is described i n reference 2.
Testing t o provide t h e required d a t a w i l l include t h e following:
mapping t h e engine a t various speeds, pressures, and temperatures
(heater gas and cooling w a t e r i n l e t ) , t e s t s with advanced instrumentation
f o r dynamic cycle seasurements, and s p e c i f i c parametric tests such as
determining t h e e f f e c t of dead volume v a r i a t i o n .

Finally, t h e engine w i l l provide a test bed f o r evaluation of

new system and component concepts from t h e supporting S t i r l i n g engine
technology programs.

APPARATUS AND PROCEDURE

GPU 3 S t i r l i n g Engine

Figure 1 is a photograph of t h e GPU 3 (Ground Power Unit)

S t i r l i n g engine as most recently tested a t t h e NASA-LeRC. The engine
was obtained from the U.S. Army Mobility Equipment Research and
Development Center (MERDC) a t Fort Belvoir, Virginia. A second
i d e n t i c a l engine w a s also obtained through laan from the Smfthsonian
I n s t i t u t i o n . This second engine s o f a r has been used a s a source of
spare p a r t s f o r t h e Amy engine.
 Both engines were o r i g i n a l l y p a r t of i d e n t i c a l 3 kW engine-
g e n e r a t o r s e t s b u i l t by General Motors Research Laboratories i n
1965 f o r t h e U.S. Army. These u n i t s were completely self-contained
and capable o f o p e r a t i o n u s i n g a v a r i e t y o f f u e l s over a broad range
of ambient conditions. They w e r e designed f o r using hydrogen as
t h e working f l u i d .

The GPU 3 engine is a single-cylinder displacer-type engine w i t h

a rhornbic d r i v e and s l i d i n g rod s e a l s . It is capable of producing a
maximum of approximately 10 bhp with hydrogen working f l u i d at 1000 p s i
mean compression-space pressure. The p i s t o n swept volume is 7.3 i n 3 .
GPU 3 T e s t Setup

The test s e t u p f o r t h e i n i t i a l b a s e l i n e t e s t i n g of t h e B U 3 is
shown i n f i g u r e 2. For t h e s e runs, t h e following changes were made
t o convert t h e engine t o a research configuration. Where necessary,
new p a r t s (power p i s t o n , cooler-regenerator c a r t r i d g e s , d i s p l a c e r
s h a f t ) were made and o t h e r s ( f u e l nozzle) reworked t o allow
s u c c e s s f u l operation. A l l engine-driven a c c e s s o r i e s were removed
with t h e exception of t h e o i l pump. Air, water, f u e l , and working
f l u i d were provided from t h e f a c i l i t y . Dimensional measurements,
flow tests of t h e h e a t exchangers, and volume measurements o f t h e
working space w e r e completed. The c o n t r o l system of t h e o r i g i n a l GPU
3 u n i t was replaced w i t h manual c o n t r o l s . F i n a l l y , instrumentation
w a s added t o allow o b t a i n i n g an energy balance, engine temperature
p r o f i l e s , working space gas temperatures and dynamic p r e s s u r e s and an
attempt t o measure i n d i c a t e d work.

The o r i g i n a l GPU 3 a l t e r n a t o r and a s e p a r a t e r e s i s t a n c e load

bank were used t o absorb t h e engine output power. The a l t e r n a t o r was
c a l i b r a t e d t o d e f i n e its e f f i c i e n c y a t v a r i o u s speeds and output
voltages. Since t h e o r i g i n a l GPU 3 package was designed f o r a 3 kU
output, t h e a l t e r n a t o r w a s not capable of t h e maximum output of t h e
engine. Thus, t h e s e tests were l i m i t e d by t h e method of power
absorption. S p e c i f i c a l l y , t h e r e s t r i c t i o n s were maximum a l t e r n a t o r
c u r r e n t , a l t e r n a t o r c a l i b r a t i o n range, and l o a d bank capacity.

The f u e l flow measurement w a s made with two e x t e r n a l tanks. h e

tank w a s used t o supply f u e l during s t a r t u p and while e s t a b l i s h i n g a
d a t a point. The second tank w a s used while d a t a were being taken. Its
weight was recorded before and a f t e r each d a t a point t o determine t h e
amount of f u e l used. The f u e l f o r t h e s e tests was No. 1 d i e s e l f u e l .

Test Method

Each curve of t h e s e tests was run a t constant mean compression-

space p r e s s u r e , h e a t e r tube gas temperature, and cooling water flow,
A t each point t h e load was a d j u s t e d t o e s t a b l i s h t h e d e s i r e d speed.
The combustion air flow was set t o approximately maintain a c o n s t a n t
air-f u e l r a t i o .

The h e a t e r tube gas temperature was measured with themocouple

probes i n s t a l l e d i n s i d e t h r e e of t h e f o r t y h e a t e r tubes and spaced
circumferent i a l l y around t h e h e a t e r head. The maximum reading of t h e s e
t h r e e thermocouples was c o n t r o l l e d t o t h e d e s i r e d temperature by
a d j u s t i n g t h e f u e l flow w i t h a needle valve. The cooling water inlet
temperature was not c o n t r o l l e d and v a r i e d about 10" F over t h e
s e r i e s of tests.

A f t e r each engine s t a r t up, a reference point (1300 F h e a t e r gas

temperature, no load, 3000 rpm) w a s f i r s t e s t a b l i s h e d t o v e r i f y
proper engine c p e r a t i o n and t o allow t h e engine t o reach o p e r a t i n g
temperatures. Each p o i n t w a s then maintained f o r 15 minutes a f t e r
reaching d e s i r e d conditions with a l l s t e a d y - s t a t e d a t a being recorded
t h r e e times during t h i s period. The f u e l flow was determined f o r t h i s
1 5 minute i n t e r v a l .

The t e s t matrix range f o r both t h e helium and hydrogen runs was

as follows: mean compression-space pressure 200-1000 p s i , h e a t e r tube
gas temperature 1100-1300 F, and engine speed 1000 t o 3500 rpm.

RESULTS AND DISCUSSION

The curves shown i n t h i s r e p o r t were s e l e c t e d t o i d e n t i f y t h e

experimental t r e n d s of t h e d a t a t h a t were taken. A l l d a t a w i l l be
published a t a l a t e r d a t e .

Figure 3 shows engine output and brake s p e c i f i c f u e l consumption

(BSFC) vs. engine speed as a function of mean compression-space
pressure. The working f l u i d is helium a t a h e a t e r tube gas
temperature of 1200" F. The engine output w a s determined by measuring
output power of t h e a l t e r n a t o r and dividing t h i s by t h e a l t e r n a t o r
efficiency.

The incomplete curves a t t h e higher pressure l e v e l s i n d i c a t e t h e

l i m i t i n g e f f e c t of t h e a l t e r n a t o r and load bank. The a l t e r n a t o r
output c u r r e n t increased with decreasing speed and eventually reached
i t s maximum allowed value. This poict then determined t h e range of
speeds f o r a given pressure a t which the engine could be operated.

For a constant p r e s s u r e , t h e engine output and brake thermal

e f f i ~ i e n c ytend t o decrease a t t h e higher speeds. This is p r i m a r i l y
due t o the increasing flow l o s s e s through t h e heat exchangers. A t
t h e lower speeds, t h e conduction l o s s e s become a s i g n i f i c a n t
percentage of t h e heat input and cause t h e e f f i c i e n c y t o decrease.
Thus, t h e e f f i c i e n c y tends t o maximize (minimum BSFC) a t some
intermediate speed a s shown i n t h e f i g u r e .
 For a given speed t h e engine 01 -,ut and e f f i c i e n c y both i n c r e a s e
with i n c r e a s i n g pressure l e v e l . However, t h e spacing betveen t h e
curves shows t h a t a s t h e p r e s s u r e i n c r e a s e s , t h e r e l a t i v e g a i n i n
power and p a r t i c u l a r l y , t h e r e l a t i v e g a i n i n e f f i c i e n c y decrease.
This can be a t t r i b u t e d i n p a r t t o t h e e f f e c t of h e a t t r a n s f e r
l i m i t a t i o n s a t t h e c o l d end 3f t h e engine. For a f i x e d speed, t h e
compression space gas temperature i n c r e a s e s with pressure. For
example, t h e compression space gas temperature r c s e from 195" F a t
400 p s i , 3000 rpm t o 247' F a t 1000 p s i , 3000 rpm. Thus, t h e Carnot
e f f i c i e n c y based on t h e gas temperatures is l e s s f o r t h e h i g h e r
p r e s s u r e l e v e l s although t h e h e a t e r gas temperature and cooling water
i n l e t temperature remain t h e same.

A s i m i l a r s e c of curves was run a t 1300' F h e a t e r gas temperature.

However, t h e a l t e r n a t o r and l a a d bank l i m i t a t i o n would n o t allow
o p e r a t i o n a t t h i s temperature a t t5e maximum engine p r e s s u r e of
1000 p s i . The 1200' F curves were included i n t h i s r e p o r t as they
i n d i c a t e t h e h i g h e s t power of 5.25 hp obtained with helium. The
minimum BSFC measured was 0.99 lb/bhp-hr which corresponds t o 13.9
percent brake thermal e f f i c i e n c y .
Test d a t a were taken t o determine t h e e f f e c t o f varying h e a t e r
tube gas temperature. For a c o n s t a n t mean compression-space p r e s s u r e ,
curves were run a t h e a t e r gas temperatures of 1100, 1200, and 1300' F.
Figure 4 shows engine output and BSFC at t h e s e temperatures f o r helium
a t 400 p s i . S i m i l a r sets of curves were obtained f o r helium a t
800 p s i and hydrogen at 400 p s i . %'he l i m i t a t i o n on power absorption
due t o t h e a l t e r n a t o r and load bank precluded hydrogen o p e r a t i o n a t t h e
800 p s i pressure l e v e l .

Hydrogen results f o r engine output and 3SFC v s . engine speed a s

a f u n c t i o n of mean compression-space p r e s s u r e a r e shown i n f i g u r e 5.
The h e a t e r gas temperature i s 1300' F.

These d a t a were taken over less of a p r e s s u r e range t'nan were t h e

helium d a t a due t o t h e higher power output with hyclrogen a t a
given pressure. This causes t h e l i m i t i n g a l t e r n a t o r values t o be
reached a t a lower p r e s s u r e l e v e l .

The maximum engine output with hydrogen was 6.0 hp a t 600 p s i ,

3500 rpm. The minimum BSFC was 0.81 lb/bhp-hr a t 400 p s i , 2500 rpm.
This corresponds t o a brake thermal e f f i c i e n c y of 16.9 percent.

Note t h a t t h e hydrogen power curves a r e more l i n e a r with speed

and peak out a t a much higher speed than do t h e corresponding helium
curves. This i s an i n d i c a t i o n of t h e lower flow l o s s e s a s s o c i a t e d
with hydrogen compared t o helium.
 Figure 6 g i v e s two examples of an energy balance on t h e engine
operating with helium. Both p o i n t s a r e f o r a h e a t e r gas temperature of
1200' F and a n zngine speed of 3000 rpm. The f i r s t is f o r an engine
output of 1.4 hp a t 400 p s i mean compression-space p r e s s u r e w h i l e
the o t h e r is f o r an engine output of 5.2 hp a t 1000 p s i .

The bargraphs i n d i c a t e t h a t more than 97 percent of a l l h e a t

input was accounted f o r a t t h e s e two points. The range of input
energy accounted f o r i n t h e majority of t h e h e a t balances f o r a l l
p o i n t s run during these t e s t s was 93 percent o r g r e a t e r .

A s shown i n t h e f i g u r e , t h e majority of t h e energy l o s s e s a r e

contained i n t h e exhaust l o s s e s and t h e cycle h e a t r e j e c t i o n t o t h e
cooling water. The c y c l e h e a t r e j e c t i o n was found by measuring t h e
h e a t flow t o t h e water passing through t h e c o o l e r s and s u b t r a c t i n g
off t h e conduction l o s s e s . The t o t a l energy flow t o t h e water system
a l s o i n c l u d e s t h e h e a t l o s s e s t o t h e b u f f e r space cooling water and
nozzle cooling water which a r e s e p a r a t e systems from t h e water flow
through t h e coolers. The heat l o s s t o t h e exhaust was s u b s t a n t i a l
f o r these tests due t o t h e high a i r - f u e l r a t i o maintained (about 40/1
f o r t h e p o i n t s shown). This a l s o tended t o have an adverse e f f e c t on
the o v e r a l l engine e f f i c i e n c i e s measured i n t h e s e runs.

For any given h e a t e r temperature, the conduction l o s s e s through

t h e engine a r e approximately constant. Also, t h e r a d i a t i o n and
convection l o s s e s and t h e nozzle water l o s s e s tend t o i n c r e a s e much
more slowly with pressure than does t h e heat input from t h e f u e l .
Consequently, t h e s e l o s s e s account f o r a g r e a t e r percentage of t h e
heat input a t lower pressure l e v e l s where :'e engine output i s low.
The bargraphs i n d i c a t e t h i s as the percentage l o s s due t o conduction,
r a d i a t i o n and convection, and nozzle water l o s s e s at 400 p s i is
almost double t h a t a t 1000 p s i . Also, the heat t o t h e buffer water
gives some 'indication of t h e mechanical l o s s e s due t o s e a l f r i c t i o n
i n t h e engine. The graphs show t h a t f o r a constant speed t h e s e
l o s s e s , too, a r e a much l a r g e r percentage of t h e h e a t input a t t h e
lower pressure and a r e e s p e c i a l l y s i g n i f i c a n t when compared t o t h e
engine output.

Comparisons of the measured engine output with hydrogen t o t h a t

predicted by t h e NASA-LeRC computer simulation a r e shown i n f i g u r e 7.
The mean compression-space p r e s s u r e is 300 p s i and t h e h e a t e r gas
temperature is 1300' F.

The i n p u t s t o t h e computer program were t h e measured v a l u e s of

h e a t e r and c y l i n d e r metal temperatures, i n l e t water temperature and
flow r a t e , engine speed, mean compression-space p r e s s u r e , and engine
temperature p r o f i l e s f o r conductio~lc a l c u l a t i o n s . The mechanical
l o s s e s were estimated from General Motors GPU motoring and engine
performance d a t a given i n reference 3.
 The curves i n d i c a t e t h a t t h e p r e d i c t e d engine output is a t most
14 percent higher than t h e experimental v a l u e s f o r each of t h e four
p c i n t s shown. The brake e f f i c i e n c y comparison which i s not shown
does n o t a g r e e a s w e l l , being a t most 42 percent higher than t h e
experimental values. The e f f i c i e n c y used f o r t h e comparison i s
defined a s t h e brake power divided by t h e h e a t i n t o t h e engine
(excludes burner l o s s e s ) . The BSFC v a l u e s shown i n t h e previous d a t a
a r e based on t h e measured f u e l flow.

The p o i n t s given i n t h i s and t h e following f i g u r e r e p r e s e n t t h e

i n i t i a l d i r e c t comparisons between t h e p r e d i c t e d values and t h e
experimental d a t a . Comparisons t o t h e remainder of t h e d a t a a r e n o w
proceeding and w i l l be used t o help determine t h e primary reasons f o r
t h e d i f f e r e n c e s between p r e d i c t i o n and experiment.

Figure 8 shows comparisons of t h e measured engine output w i t h

helium t o t h a t p r e d i c t e d by t h e NASA-LeRC computer simulation. A
complete curve i s shown f o r a mean compression-space pressure o f 400 p s i
and a h e a t e r gas temperature of 1300" F. Also, two p o i n t s are shown
a t 600 p s i f o r t h e same h e a t e r gas temperature.

The p r e d i c t e d engine output is w i t h i n 57 percent of t h e

experimental values at 400 p s i and i s at most 22 percent higher a t
600 p s i . Predicted brake e f f i c i e n c y was a t most 25 percent h i g h e r
than t h e experimental d a t a .

SUMMARY OF RESULTS

The GPU 3 S t i r l i n g engine has been converted t o a r e s e a r c h

configuration. The engine w a s mapped over a l i m i t e d range a t h e a t e r
gas temperatures from 1100 t o 1300" F, mean compression-space
pressures from 200 t o 1000 p s i , and engine speeds from 1000 t o 3500 rpm
w i t h both hydrogen and helium a s t h e working f l u i d s . The following
l i s t is a summary of t h e major r e s u l t s from t h e s e t e s t s .

1. The maximum power obtained with hydrogen w a s 6.0 hp a t 600 p s i

mean compression-space p r e s s u r e and 1300" F h e a t e r gas temperature.
l'3e minimum BSFC was 0.81 lb/hp-hr.

2. The maximum power obtained with helium was 5.25 hp a t 1000 p s i

-man compression-space pressure and 1200" F h e a t e r gas temperature.
The minimum BSFC was 0.99 lb/hp-hr.

3. Both engine output and e f f i c i e n c y increased with i n c r e a s i n g

p r e s s u r e l e v e l . However, t h e r e l a t i v e g a i n i n power and, p a r t i c u l a r l y ,
t h e r e l a t i v e gain i n e f f i c i e n c y decreased a s pressure increased.
 4. The maximum e f f i c i e n c y (minimum BSFC) f o r a given p r e s s u r e
l e v e l w a s obtained a t intermediate speeds with flow l o s s e s causing
t h e e f f i c i e n c y t o decrease a t high speeds and conduction l o o s e s
causing a decrease a t t h e low speeds.

5 . The hydrogen power curves were more l i n e a r with speed than

were t h e corresponding helium curves giving an i n d i c a t i o n of t h e
lower flow l o s s e s a s s o c i a t e d with hydrogen.

6 . I n i t i a l comparisons between t h e NASA-LeRC simulation

p r e d i c t i o n s and t h e test d a t a showed t h a t t h e predicted engine output
was a t most 14 percent higher than experimental v a l u e s f o r hydrogen
and a t most 22 percent higher than experimental ~ a l u e sf o r helium.

CONCLUDING REMARKS

The NASA-LeRC computer model modification and v a l i d a t i o n w i t h

t h e d a t a is now underway. These comparisons w i l l b e used t o h e l p
determine t h e primary reasons f o r t h e d i f f e r e n c e s between p r e d i c t i o n
and experiment. The d e t a i l e d d a t a w i l l be published along w i t h t h e
engine dimensions necessary f o r developing s i m i l a r computer simulations.

Following completion of t h e tests described i n t h i s r e p o r t , t h e

a l t e r n a t o r t e s t s e t u p w a s removed and replaced with a dynamometer
f a c i l i t y . This w i l l allow completion of t h e mapping over t h e f u l l
engine output range and a l s o provide motoring c a p a b i l i t i e s t o v e r i f y
mechanical l o s s e s .

REFERENCES

1. C a i r e l l i , J. E.; Thieme, L, G.; and Walter, R. J,: I n i t i a l Test

Results with a Single-Cylinder Rhombic-Drive S t i r l i n g Engine.
D O ~ / ~ ~ ~ ~ / 1 0 4 0 - 7N8A/SA
1 , TM-78919, 1978.

2. Tew, Roy; J e f f r i e s , Kent; and Miao, David: A S t i r l i n g Engine

Computer Model f o r Performance Calculations. WE/NASA/~O~~-78/24,
NASA TM-78884,.1978.

3. A C o l l e c t i o n of S t i r l i n g Engine Reports from General Motors Research,

1958-1970. Vol. 6: Regenerators. GMR-2690-Pt. 6, General Motors
Research Lnbs., Apr. 1978.
 L

~3
HEATER GAS TEMP: 12000 F
WATER INLEl TEMP: 56' F ag ,
LL

ma.
2
<w
4 2
MEAN COMPRESSION-SPAn
'8 1 PRESSURE:
WATER 4110 psi56' F
INLET TEMP:

ENGINE SPEED, rpm 0 m W)o

-
Figure 3. Helium engina performance as function of engine
speed and mean compression-space pressure (PM).
ENGINE SPEED, rpm
Figure 4. - Helium engine performance as function of
engine speed and heater gas temperature nH).

L
1.4 hp 5.2 hp
400 psi lam ps[
HEATER GAS TEMP: 1 wF .-UNACCOMKD-
WATER INLET TEMP: 59' F
WORKING FLUID:
w n

-zc Z
a w
' HEUUM
HEATER GAS TEMP:
lzooa F
ENGINE SPEED:
3oal rPm

-BUFFER WATER
-ENGINE OUTPUT
ENGINE SPEED. rpm
Figure 5. -Hydrogen engine performance as function of engine
-
Figure 6. Energy balances for two mean compression-
space pressures.
sped an6 mean compression-spare pressure (PM1.
 WORKING FLUID: HYDROGEN
HEAlER GAS BMP: lw f
MEAN COMPRESSION-SPACE PRESSURE 300 Psi

Fiure 7. - Comparison of predictions to test data.

WORKING FLUID: HELIUM

HEATER GAS TEMP: l3@ F 0 PREDICTIONS
0 TEST DATA

0
600 psi
0

IL
&lo
m ZMO m
ENGINE SPEED, rpm
-
Figure 8. Comparison o! predictions to test data at huo mean compression-
space pressures.