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Cartridge Pneumatic Starter
Cartridge Pneumatic Starter
Cartridge Pneumatic Starter
C. R. GALASINSKI
Project Engineer,
Cartridge-Pneumatic Starters,
Sundstrand Aviation, A Division
of Sundstrand Corporation,
Rockford, Ill.
Contributed by the Gas Turbine Division for presentation at the Gas Turbine Conference
and Products Show, Houston, Tex., March 5-9, 1967, of The American Society of Mechanical
Engineers. Manuscript received at ASME Headquarters, January 27, 1967.
Copies will be available until January 1, 1968.
THE AMERICAN SOCIETY OF MECHANICAL ENGINEERS, UNITED ENGINEERING CENTER, 345 EAST 47th STREET, NEW YORK, N.Y. 10017
3 ESTABLISHMENT AND DISCUSSION OF SIGNIFICANT drag-torque loading, and the desired aircraft per-
DESIGN PARAMETERS formance. The starter output requirements may be
presented in specific terms, or in terms of en-
The sequence of this section presents first gine or aircraft operational requirements.
a discussion of the parameters which determine In specific terms, the requirements are
the starter output requirements; then in the sub- generally presented as an actual "starter torque
sequent sections the energy conversion is followed versus speed envelope," as shown in Fig.5. To
through the starter from the cartridge to the noz- present the requirements in this form, the air-
zle, to the turbine rotor, and to the output frame manufacturer must perform the necessary cal-
shaft. In the last section, special items are culations to assure that the minimum torque curve
covered which are unique to cartridge starters, will result in satisfactory engine starts.
such as hot-gas handling, speed control, and In many cases, however, the starter output
safety devices. is presented in terms of the engine starting re-
quirements and aircraft operational requirements.
A Establishment of Starter Output Requirements In this form the airframe manufacturer takes the
The starter output requirements are normally engine drag-torque curve from the engine manufac-
established by the airframe manufacturer and are turer and adds the drag-torque loading for the
based upon the engine requirements, the accessory specific hydraulic and electrical accessories.
The resultant curve may look like Fig.6. The air- tion is given to the rate of acceleration to
craft operational requirements may also dictate a light-off because of the viscous drag loading of
maximum time-to-idle curve such as Fig.7. the engine and accessories. The minimum assist or
The significance of the curves and limits of cutout speed for the starter is determined by the
Fig.6 is as follows. The maximum torque limit is minimum positive torque above which the engine can
determined by the load-carrying strength of the accelerate itself uniformly to idle.
accessory gearbox and engine accessory power Given the information in Figs.6 and 7, the
train. The -65, +59, and +130 F drag curves are starter designer can begin to approximate the
representative of the typical engine plus acces- shape of the starter output curve which will best
sory drag torque at that specific ambient tempera- satisfy all the requirements of minimum engine
ture. At the -65 F condition, special considera- assist and time to idle. The resultant time to
I +59
LI)
z
ka.i -65
6-5
30 40
STARTER OUTPUT SPEED IN) TIME TO IDLE (SEC .1
Fig. 5 Starter torque versus speed envelope Fig. 7 Engine starting requirements (time to idle)
-65F
4000
+60F
MAX ALLOWABLE STARTER TORQUE +160F 3000
2000
-65F
+59F
0.15 1500
+130F
010 1000
009
STARTER SPEED
0.08
2 0.07
MIN ASSIST 0 06
100 LB.-FT 0 05
004
0.03
ENGINE LITE- OFF = 200 RPM + 8 TO 10 SEC 200 300 500 1000 2000 3000 500
INERTIA ID OF ENGINE
PLUS ACCESSORIES AT
2 EFFECTIVE GRAIN BURNING THICKNESS = 119 IN. 2
STARTER PAD =IXISLUG-FT.
EFFECTIVE GRAIN BURNING SURFACE IA, I= 129 8 IN.
Lailemarmos 1500
II 111 \
1000
500
0
I t
a_
1500
V)
Er)
100 0
k eililiMMEMIN Fig. 10 Cartridge burn characteristics (fixed-nozzle system)
rlillii iirillirili -
cc
a_
re
-N
50 tures of -65 and +160 F while using a valve to
produce a variable orifice. Fig.11 also shows
IW= -- 1ENE1MIN \\ that, with the variable orifice design, the re-
duced cartridge pressure results in a slower burn
rate and correspondingly longer cartridge burn
16 21
TIME - SECONDS
P
E
0
1/2 1/2
C o = ( 2g H ad ) or (2g k RT p Y)
k-1 01
(ft/sec)(11)
005
r, from Fig.9
W = rb As (12)
f
A s = 129.8 in 2 (typical)
jOl p = .053 #/in 3
0001
4
0
w H
GHP - 5f50ad (HP) (13)
Fig. 12 Pressure ratio versus Y
Approximate values of the above properties for a
typical MXU-4A cartridge at nominal operating con- diverging nozzles requires that the Mach number
ditions of +60 F, 865 psia, and exhaust pressure (M) at the nozzle throat must be unity, and that
of 18 psia are the pressure ratios P e /P o must be less than the
H
critical pressure ratio P*/P o required for M = 1
ad :Z.- 506 x 10 3 FT at the throat, where P* is the pressure at the
C 3
o C:= 5.7 x 10 FT/sec throat, and the critical pressure ratio P*/P o is
defined by
f .52 1,13 m /sec
481 HP k
GHP *
P ( 2 ) K -1 (14)
Po k+1
Max. 3.78
where p is the gas density.
As noted in section B, the maximum theoreti-
Therefore
cal exit velocity of the gas at the nozzle exit
may be determined from
W f = A* P o max (lbm/sec) (22)
(RT 0 )
12 (ft/sec) (17)
Co = ( 248- 6 ) /
W =v - U
I 1
U
VZ
W 2 =-W I =U - V 1
W2 =--. --a
"' W
1 The analysis of a real impulse turbine is
(24)
U --0. V1 facilitated by a velocity diagram such as the one
shown in Fig.14, where, in addition to the nomen-
Then, since W2 is opposite in direction to Wi and clature previously defined:
V 1 , it can be seen that the absolute velocity of a = angle of absolute fluid velocity V 1
the fluid leaving the blade (V2) must be leaving nozzle
0 = angle of relative fluid velocity W1
V2 = W 2 U ===-1.W1.4-11. U entering blades
(25)
= 2U V1 y = angle of relative fluid velocity W 2
leaving blades
This brief analysis of the ideal impulse 8 = angle of absolute fluid velocity V2
blade clearly shows that the effective tangential leaving blades
velocity of the fluid entering the blade (V 1U ) is V ia and V 2a = resultant axial components of abso-
decreased, resulting in an impulse force. The lute fluid velocities V 1 and V 2 .
force produced by the gas is derived from Newton's Using equation (28) and the relationships
laws of motion, which state that momentum is the
product of the mass of a body and its velocity and V 1U = V1 Cos oCand V2u = V 2 CoSS
that the rate of change of momentum is equal to
the sum of the external forces acting on the body. derived from the velocity diagram of Fig.14, the
Therefore value of T for a real impulse turbine may be bx-
pressed as
F = d (M) = d ( E (1bf) (26)
dt dt g
= W f r (V 1 Cos0C- V2 Cos ) (lb/ft) (29)
g
The impulse force produced by the tangential ve-
locities of a gas entering and leaving a turbine Since the relationships derived from the analysis
blade passage may therefore be defined as of the ideal impulse blade assume steady flow and
no blade passage losses, it is only necessary to
apply suitable design coefficients for utilization
F
i = )( V
1U V2U) (lb f ) (27)
dt W of those relationships for practical turbine
analysis and design.
Now by noting that the mass rate of fluid flow These design coefficients, which account for
(W f ) is equal to dW/dt, and that torque about a the difference between the relative fluid entrance
fixed axis is equal to the product of the force velocity W i and the relative fluid exit velocity
and the distance from the axis to the point at W cannot be calculated because of the numerous
2'
which the fluid enters the blade (r), the turbine indeterminable factors which effect the blade
torque produced by the fluid may be defined as passage losses. However, from the interpretation
Ts
= w f rv, (Cos + k b k d Sin Cos r
2 4 6 8 L0 Sin/
U/v i
(lb/ft) (33)
Fig. 15 Typical torque coefficient versus 11/V 1
(cartridge mode of operation) For practical analysis of starter turbine
systems, it is a common practice to account for
all the losses which occur in the nozzle-turbine
and evaluation of extensive testing, a satisfac-
system and the fixed geometric parameters by means
tory correlation between predicted and actual re-
of a stall torque coefficient, designated as
sults has been obtained by assuming that the sig-
tau (
nificant losses occurring in single-stage impulse
From equation (33) let
turbines are represented by a profile-loss coeffi-
cient (k p ), and an incidence-loss coefficient
(ki). The coefficient k p accounts for the losses kb k d Sin of Cosr (34)
T max = Cos a
'
Sinif
due to fluid turbulence, friction, deflection of
the fluid within the passage, curvature of the
The equation for turbine stall torque may then be
blade profile, and the deviation of the actual
expressed as
fluid exit angle y from the geometric blade exit
angle y'. The coefficient k i accounts for the
losses due to turbulence caused by the difference Ts = '
rmax W
fV1 r (lb/ft) (35)
between the entrance angle 13 of the relative fluid
velocity W i and the geometric blade entrance angle
Also, since the turbine torque will be equal
to zero when the tangential blade velocity is
Another coefficient, which is required for
equal to tangential velocity of the gas entering
partial-admission systems only, is the partial-
the blade, V 1 Cos a, the value of T at the corre-
admission factor kd. The value of this coeffi-
sponding rotor velocity must equal zero. However,
cient is a function of the blade profile width
in the actual turbine system, the maximum tangen-
(c), the geometric blade exit angle (y 1 ), the
tial velocity of the gas will never equal V 1 Cosa,
thickness of the blade trailing edge (t e ), and the
but will incur some losses due to the deviation of
arc length of admission (e), and may be calculated
the angle of the gas from the geometric angle of
from
the nozzle.
Therefore
kd = 1 -
E yo.
2 e
-0-t e (30)
U = KV Cos c<.. or ( U = K Cosc.C.
max 1
1 ) max (36)
Therefore, recalling that the effect of the blade
losses is to decrease the magnitude of W2, the
Empirically it has been found that for the starter
actual value of W 2 is defined by
turbine systems, which have a nozzle angle (a) in
the range of 17 to 20 deg, the maximum value of
W2 = k p k i kd (ft/sec) (31)
(U/V 1 ) max is approximately equal to 0.90, which
is also the speed ratio at which 'C equals zero.
Using the relationship of equation (31) and the
Therefore, since turbine torque versus speed
identities
is very nearly a linear function, a curve of T
V 2 Cos S = U - W2 Cos r and W 1 = V1 Sin- versus U/V for a typical starter turbine system
1
Sin/g may be derived as shown in Fig.15.
from Fig.15, equation (29) may be expressed as The simple expression of torque in equation
(35) is very useful in the evaluation of modifica-
T. = WfrV ( Cos kp k i k d Sin 64. Cos - u tions to an existing unit configuration and for
Sin /9 predicting unit performance with intermediate or
new cartridge pressure levels. With a known
(lb/ft) (32)
fixed-nozzle diameter, the value of W f and V 1 can
A simplified equation for the turbine stall be determined from the measured breech pressure.
torque T s , or the maximum obtainable turbine The 'C factor can then be determined from the
10
%EMMEN=
500 100
11
SWITCH
INSULATION
INSULATION 8 RADIATION Fig. 18 Overspeed protection which diverts gas before nozzle
GAS FLOW
ws mmvi sm s
. IN S U L A T I 0 N
ex
r x x
PRESSURE VESSEL
GAS FLOW IN RADIATION SHIELD
AND INSULATION
FLOW LINER
SENSING ARRANGEMENT
AND GEARBOX
APPROACH 2
Fig. 17 Schematics of hot-gas transfer components Fig. 19 Overspeed protection which diverts gas after nozzle
sion, and in some areas of the starter where cor- diameter required for sufficient output torque, it
rosion was particularly bad, a chromized diffusion is not practical to design a turbine rotor which
coating has been used with success. can structurally withstand a free-running condi-
The basic design approach used for the tion at tip speeds corresponding to rotor speeds
starter described in section 2 was to use a mate- near 160,000 rpm. It is therefore necessary to
rial which exhibited high corrosion resistance and provide a reliable means of limiting the maximum
good high-temperature strength, as an internal gas rotor speed.
shield and/or gas-transfer member, wherever possi- There are several methods of providing tur-
ble. These internal shield and/or transfer mem- bine overspeed protection in a cartridge starter.
bers are only required to direct the main flow of A few of the devices which have been utilized are:
cartridge gases, and are not required to withstand 1 Diversion of the hot-gas flow so that it
the stresses produced by the gas pressure. There- does not pass through the nozzle when cutout speed
fore, these members are designed to be free-float- is attained.
ing wherever possible, thus minimizing the 2 Diversion of the hot gas between the noz-
stresses due to thermal expansion and internal zle exit and the turbine inlet, either partially
pressure. or completely, when cutout speed is attained.
The structural members, which must actually 3 Modification of the single-stage turbine
withstand the gas pressures, are protected from output torque so that the turbine is aerodynami-
the high-temperature cycling by the use of insula- cally or inherently speed limited within a safe
tion materials, air gaps, and/or shielding between design speed.
it and the gas-carrying member. From Fig.17 it Each of these methods of speed limiting has
can be seen how this design approach is applied to been used with varying degrees of success, and
each area of the starter which transfers the hot there are advantages and disadvantages to each.
gases. Method 1. Fig.18 shows an arrangement
whereby the gas is diverted before reaching the
F Speed Control and Safety Devices nozzle. In this case, it is necessary to have
Because of the high spouting velocity (C o ) some type of speed or acceleration sensing device
of the cartridge gas (5700 fps) and the rotor with a cutout or bypass arrangement in the cir-
12
0
0
CARTRIDGE RUBBER SEAL
REQUIRED LEAKAGE GAP
13
14