(SANITIZED)GAS TURBINES FOR LOCOMOTIVES(SANITIZED)

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP83-00415R001100040006-8
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 21
• Document Creation Date: December 21, 2016
• Document Release Date: October 3, 2008
• Sequence Number: 6
• Publication Date: March 2, 1949
• Content Type: REPORT

FORM NO.
NOV 1948
Germany (Russian Zone)
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CLASSIFICATION SECRET
CENTRAL INTELLIGENCE AGENCY REPORT
INFORMATION REPORT
DATE DISTR. 2 larch 1949 25X1
SUBJECT Gas Turbines for Locomotives
PLANE
ACQUIRED
DATE OF
ACQUIRED
THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE
OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT 50
U. S. C.. 31 AND 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION
OF IT3 CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROW
NISI TI:D BY LAW. REPRODUCTION OF THIS FORM IS PROHIBITED. HOW?
EVE R. INFORMATI ON CONTAINED IN BODY OF THE FORM MAY BE UTILIZED
AS DEEMED NECESSARY BY THE RECEIVING AGENCY,
NO. OF PAGES
NO. OF ENCLS.
(LISTED BELOW)
SUPPLEMENT TO
REPORT NO.
THIS IS UNEVALUATED INFORMATION FOR THE RESEARCH
USE OF TRAINED INTELLIGENCE ANALYSTS 25X1
report on as turbines for locomotives
is sent to you for retention.F
C'7
d
CLASSIFICATION
;_~EC RET
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Performance Characteristics:
Entire Plant:
Specific fuel consumption
C
at 20o/outside temperature
at 400 C outside temperature
Compressor:
normal air throughput
max air temperature in front of compressor
normal air temp in front of compressor
min air temp in front of compressor
normal air temp behind compressor
normal end pressure
normal rpm
2 Combustion Chambers:
about 0.343 kg/HPh
: " 0.384 kg/HPh
= about 48.7 kg/sec
400 C
20?C
?
C
- 40
= about 171? C
3.59 ata
a 4500 rpm
normal fuel feed per combustion chamber
=about 0.21 kg/sec
gas temperature at the burner
" 2000 C
air for combustion per chamber ca 3.64 kg/s
" 2.82 cu; m/s
air for cooling per chamber ca 20.74 kg/sec
16.05 cu m/s
Turbine :
under full load, normal input gas temperature :
6200 C
under full load, normal input gas pressure =
3.31 ata
counter-pressure ^
1.05 ata
under full load, normal output gas temperature=
410? C
normal turbine rpm =
4500 rpm
normal generator rpm =
1500 rpm
Dimensions:
combustion chamber height = about 1800 mm
combustion chamber diameter 2 n 500 mm
combustion chamber-turbine connecting line : 2 X 480 mm
turbine exhaust hoods(2) = 2 X 800 X 750 mm
SECREt
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The controls should include:
a) Fuel regulation, i.e., regulation of the quantity of
fuel relative to the quantity of gas taken in by the
compressor.
Temperature regulation, i.e., regulation of the quantity
of fuel relative to the temperature of the gas in front
of the turbine.
c) Regulation of output, i.e., control of turbine rpm,
and the quantities of air and fuel relative to the
motor output required.
The following safety and control devices are also to be provided:
d) A device which will prevent the gas temperature in
front of the turbine from exceeding 650? C under
full load and 750? C when starting e.g., an impulse
by a thermostat in the connecting line between the
combustion chamber and the turbine.
e) A device that will ignite the air-fuel mixture again
if the burner flame goes out, i. e., an auxiliary
ignition flame.
The fuel and temperature regulation can be accomplished in
the manner originally proposed.
With regard to the rpm and output control, it has been found
that the arrangement proposed heretofore is unsatisfactory in that
an increase in output is achieved only in the roundabout way of
decreasing excitation or vice-versa. Under certain circumstances
this can be troublesome, if it is disired to regulate back from
maximum load with a compensated shunt regulating resistance.
This arrangement was probably selected, as it has the ad-
vantage that in cutting down the output and the turbine rpm,
the quantity, of fuel and, then, the quantity of air is reduced,
so that an inadmissible rise in the temperature of the gas is
positively avoided.
Output and rpm control should be so arranged that excitation
is immediately increased with an increase in output, and decreased
with a decrease in output. This can be done by exchanging the
oil line connections on the servomotor, and opposite arrangement
of the needle talve and the valve's servomotor.
With this arrangement, a change in rpm will first affect the
amount of air advanced, secondly the amount of fuel. The resulting
increase in the temperature of the gas in front of the turbine
will be regulated to the extent of response of the temperature
control. Tests at the combustion chamber should determine the
response time of this control.
Provision should be made for easy manual control in event of
failure of the automatic control.
Adjustment of the rpm control must be possible from either
control compartment. The use of through rotary selectors and
long-stroke pull wires is to be avoided.
,av
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Economic operation of a gas turbine demands that the turbine
rpm be suited to the output required for traction. Based on the
turbine shaft, rpm of between 3,000, idling, and 5,000, with
maximum load, correspond to turbine output of 0 to 4,000 hp.
These are reduced to 900 and 1,500 rpm resp. for the generator
by means of the reduction gearing situated between the turbine
and the main generator.
Turbine control consists of the following:
a) Fuel control dependent upon turbine rpm and combustion
chamber excess temperature.
b) Electrical load output control dependent upon turbine rpm.
a) The quantity of fuel delivered to the turbine is con-
troled by a two-way valve acted upon by fuel control (8).
This valve is in the return line of the burner, i.e., with the
valve all the way open only a, little fuel comes out of the burners(5)
for combustion. Most of the fuel flows back to the fuel tanks.
In this case, idling valve (10) cuts down the returning fuel to a
point where the turbine is operating at the idling speed of 3,000 rpm.
The fuel control regulating the two-way valve must operate as
follows:
1. Regulate valve to increase or decrease fuel to maintain
rpm set by engineer.
2. Since there is an optimum output for each rpm rate, each rpm
rate set by the engineer requires a certain thermal output, therefore
a definite position of the fuel Valve.
3. If the maximum permissible combustion chamber temperature is
exeeeded, the fuel control must reduce the fuel feed accordingly.
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Note on 1. : The gas turbine rpm counter is to be in the
form of an oil pressure circuit, consisting of a metering oil pump (16),
powered directly from the turbine shaft, a choke valve (17a) adjusted by
the controller, and a pipeline connecting the two parts. The oil
pressure in the pipeline depends on the pump (16) rpm and the aperture
of the running valve (17). The relation of oil pump feed to the
throttling action of the running valve is so arranged that the pressure
occurring is the same at all prescribed rpm counts; i.e., despite an
increase in pump output at higher rpm the oil pressure remains the
same since the running valve is opened in accordance with the in-
creased pump output. If the rpm count falls below or exceeds the
running valve setting the oil pressure in the pipeline falls or
rises accordingly. This oil pressure is transmitted to a jet pipe
regulator by means of a pressure difference measuring gauge. This
regulator operates the fuel valve servomotor so that fuel is reduced
with increasing rpm, increased with decreasing rpm.
Note on 2. : So that each rpm rate set by the engineer will
be associated with a definite fuel quantity, a second adjustment
valve (17b) is included on the controller. This valve so regulates
a secondary oil pressure circuit, a branch of the control oil pressure
circuit leading to the above-mentioned pressure difference gauge of the
fuel control, that with increasing rpm the U3qpdks
zz gauge receives increasing pressure. The gauge thus receives oil
pressure corresponding to actual turbine rpm, and oil pressure
corresponding to the rpm as set. The gauge's action on the jet pipe is
thus dependent upon the turbine rpm and the running valve adjustment.
A control spring on the jet pipe balances the action of the gauge.
The action of this spring depends upon the adjustment of the servomotor
operating the fuel valve. In order to coordinate the predetermined
optimum fuel quantity with each turbine rpm rate, the cam on the control
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(8), which determines the action of the control spring, is adjustable.
Note on 3. : In order to avoid exceeding the maximum permissible
temperature, a thermometrical device is used to act on the fuel control.
It consists of a measuring gauge (12) and a pneumatic measuring circuit
which operates similarly to the Wheatstone bridge electrical circuit,
measuring the air delivered through the jets into the combustion chamber.
The pressure gauge (12) acts on fuel control (8) when the maximum permissible
temperature is exceeded, cutting down fuel delivery to the combustion
chambers.
b) Electrical charge Output Control Dependent upon Turbine rpm.
Control of the electrical charge, which corresponds to tractive
power, is dependent upon turbine rpm. The turbine rpm count for this
purpose comes from the same oil pressure circuit used for fuel control.
The pressure between the pump (16) and the running valve (17a), with the
help of a measuring gauge and jet pipe control (18a), is used to adjust
the servomotor (18b) which, in turn, operates the field rheostats for the
exciters (15) of both the main generators (13) and the propulsion motors.
The field rheostat must be able to regulate through the entire control
field at all turbine rpm counts.
Regulation of the turbine and the electrical output for tractive
power is as follows:
Starting: When the running valves (17) are opened, the oil pressure
at the fuel control (8) and field rheostat (18a) measuring gauges drops,
and the counter pressure at measuring gauge (81 rises. The fuel control
jet pipe moves to the right and the fuel valve in the return line behind
the burners (5) is closed, so that the burners then receive the full-load
fuel quantity. The rising temperature in the combustion chambers results--
via the thermometrical device--in regulation of the fuel feed to the
temperature-indicated amount. The turbine rpm is increased due to the
greater quantity of fuel. Simultaneously with the fuel regulation, the
jet pipe for the field rheostat, affected by measuring gauge (18a), is
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b
moved right and the servomotor (18b) is shifted to its end position
left. With the servomotor in this position, the right field rheostat
has weakened the excitation of the main generators as much as possible,
the left field rheostat has increased the propulsion motors' excitation
to maximum through excitation of the exciters. When turbine rpm reaches
and exceeds the running valve setting, the increased output of the
pump (16) raises the pressure at the measuring gauges to a point where
the jet pipes move left, the fuel feed is reduced, and the field rheostat
so adjusted that the main generator voltage rises to 720 v, following
which the propulsion motor fields are weakened so that finally, a
running speed of 100 km per hr is attained.
Tractive power is increased by further opening the running valves,
and the process described for starting is repeated. Due to resultant
electrical discharge, with simultaneous increase of fuel feed, turbine
rpm is rapidly increased; when it has reached or exceeded the setting,
the jet pipes move left reduce fuel feed to the new setting and increase
generator excitation as long as the turbine shows a tendency to exceed
the new rpm setting.
Tractive power is reduced by partly closing the running valves (17).
For braking, the controller handle is reversed. This adjusts
running valve (17a), and a new rpm setting is affected in the turbine
oil pressure measuring circuit. Since, during electrical braking, the
turbine receives only the fuel quantity relative to the 3,000 rpm idling
speed, the control magnet (11) at the fuel control is excited, the jet
pipe is adjusted so that only the fuel quantity for idling reaches the
burners. In order to maintain the new turbine rpm setting the propulsion
motors are now operated as generators and the main generators operate
as motors, drive the turbine and run it up to over 3,000 rpm. The
power thus introduced to the turbine is taken up by the compressor and
partly exhausted into the air through brake valve (23). The compressor
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valve (23) is held shut during running operation by the spring and
the piston pressure. In braking it is held only by the spring, which
when
is so arranged thatAthe compressor speed exceeds 3,000-rpm and the
pressure rises, the valve opens and the proper amount of compressor
air is released. Main generator and propulsion motor regulation is
accomplished through the measuring gauge, and the jet pipe controls
(18a) the servomotor (18b) and the field rheostats (18). However
since initial braking control must occur from the field rheostat end
position opposite that used when running, proper adjustment of the
rheostat is brought about at start of braking through excitation of
the control magnet (20) on the jet pipe regulator. After switching
in the motor cutout relays by way of a contact in this end position
of the field rheostat, the magnet (20) is again disconnected, and the
oil pressure circuit can resume control of the field rheostat.
Idling at 4,000 rpm: For short station stops, the engineer may
set the turbine idling speed at 4,000 rpm in order to have increased
power for starting. By way of a switch in the cab the control magnets
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(9) on the field rheostat may be cut in. While the field rheostats
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thus remain in the starting position for running until actual starting
despite increased pressure in the oil circuit, the balance between
control spring and the pressure of the pressure difference measuring
gauge (8) is so altered that the turbine received the required amount of
fuel.
Motor cutout: A motor cutout adjustment valve (21) is provided in
order to prevent overloading propulsion motors remaining in operation
when one or more develop trouble and are shut off. This valve, situated
in the counter pressure oil circuit of measuring gauge (8), is closed
according to an established scale as one or more motors are shut off,
changing the relationship between fuel valve adjustment and turbine rpm.
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Then the gas turbine can still be operated, with suitable electrical
discharge, at maximum rpm; but as a result of reduced fuel feed,
the power proportionate to this rpm is no longer available.
Temperature adjustment: The efficiency of the gas turbine
depends much upon the outside temperature,, The possibility of
varying the rigid-fuel-rpm ratio is therefore desirable. The
fuel may be regulated according to the outside temperature by
means of a manually adjusted cam plate (30) which affects the
fuel control similarly to the 4,000 rpm idling adjustment.
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The basis of the arrangement is a controller, operated by the
engineer, which simultaneously adjusts the turbine rpm control
and the fuel valve. Combustion chamber temperature control is also
provided at the same time. The entire power output range is to be
covered in 15 stages, zero to full load.
Motive power is regulated by varying the rpm rate of the turbo
set. The rpm rate is regulated from the load side by varying the
load moment with the help of the shunt regulating resistance of the
generator. Increasing the rpm setting reduces a load moment and the
turbine accelerates accordirg ly. As the setting is approached, the
load is increased to a point where a state of equilibrium sets in
and the rpm rate is maintained as set. For supporting acceleration,
the combustion chamber temperature is temporarily increased through
the stage selector. If the motive power is reduced, the control
increases the load moment, the turbine is braked and the process is
reversed. Some of the accelerating force for the turbo set in case of
a power increase is thus covered by the energy of the moving train, and
it is assumed that during the control process the speed of the train
is not noticeably changed.
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From our calculations, we perceive that about 1 percent of the
train energy would be needed to accelerate the turbine from zero to
operating rpm. Since the train energy varies with the square of the
velocity, the train speed!gould reduce about 1 percent if, during
acceleration of the turbine, the tractive power were reduced to zero and
the entire effective power were used for accelerating the turbine.
This value is for the extreme case. Generally, turbine power amounts
to less than .001 of the train energy. It is thus evident that
acceleration power as compared to train energy is of little note.
For this reason an increase of motive power by raising the temperature
can be eliminated. In this case stage control is no longer necessary
and power variation can be a continuous process. It thus appears more
practical to regulate fuel and rpm relative to each other and not
parallel. Since the combustion chamber temperature depends primarily
on the oil/air ratio it is advisable to use the air quantity instead of
the rpm rate as the basic quantity.
B. Description of the Control System
The best solution is contained in the attached drawing, key to
which is as follows: 1 - Compressor
2 - Combustion chambers
3 - Turbine
4 - Heat exchanger
5 - Oil burner
6 - Oil pump
7 - Oil flow control valve
8 - Main generator
9 - Shunt regulating resistance(controlling
main generator output)
The control system consists of: 10 - Fuel control
11 - Temperature control
12 - rpm control
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Fuel control: Each quantity of air to the combustion chamber is
coordinated with a definite quantity of fuel. The air quantity
is measured at the compressor intake connections by taking the
negative pressure there. According to your information, this is
about 600 mm (water column) at full load. Filter resistance and
relative wind have no effect; only the diffierence in pressure
between the filter and the compressor inlet is measured. This
pressure is applied to control diaphragm (13) which activates an
oil-fed jet pipe (14). Adjustment of the jet pipe operates the
servomotor (15) which adjusts the fuel valve and simultaneously
moves a cam plate (16). A roller runs on the cam plate and
affects the tension of the spring (17). When the jet pipe is
diaphragm
in a state of equilibrium, the pressure of th% and spring
is balanced and the adjustment of the motor is then determined by
the shape of the cam. The cam consists mainly of a steel band
whose profile can be changed by means of a series of screws. It
any pressure
is thus possible- to coordinate a fuel valve opening with/ c
on the diaphragm, thus a definite fuel quantity with every air
quantity. The development of this control and the cam form depend
upon the burner used. A Peabody-type is assumed for the diagram.
The relation between ? diaphragm pressure and spring tension
can be adjusted through the slide Valve (18) from the lever (191.
The lever is adjusted by hand according to the outside temperature.
Temperature control: Due to the air-fuel regulation the combustion
temperature is already approximately established. It is accurately
maintained by a temperature control which responds to the critical
temperature of the gas flowing into the tn~bine. The best method
appears to be an air thermometer, operating as follows:
A small, fireproof tube stretches through the measuring chamber
(location to be decided) with a measuring choke inserted at the
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hottest point. Through this choke is forced a certAin quantity of
air taken from the compressor and kept constant through a small
pressure regulator. After slowing through, the air is released. The flow
pressure at the hot choke is proportional to the absolute temperature,
and is applied as a measure for that temperature to the control diaphragm
(20) of the temperature control. The movement of the measuring gauge
adjusts a small valve (21) which releases secondary air into the lead
to diaphragm (13). An increase in combustion temperature causes the
supplementary air intake to open, thereby lowering the value for the
air quantity, and the control adjusts to a smaller oil quantity lowering
the combustion temperature accordingly. A reduction in temperature
causes the opposite effect. Parallel to the measuring choke's air current,
a second current is produced causing a back up of pressure at an
auxiliary choke. However, this auxiliary choke is not heated and is
so adjusted that at the desired temperature the same pressure increase.
occurs as at the hot measuring choke. This pressure affects the second
side of control diaphragm (20) and keeps the measuring choke pressure
in balance when the temperature is normal. The entire system is the
pneumatic counterpart of a Wheatstone bridge and provides a sensitivity
of measurement in which, like the latter, small anticipatory variations
have no effect. The auxiliary choke throughput can be altered by means
of a moveable cone, which will adjust the temperature setting. By
operating the adjustment lever for the outside temperature, this come
is adjusted by means of a cam plate to the desired temperature decrease.
A second choke is situated parallel to the auxiliary choke; its cone is
moved relative to the position of the controller. At low rpm, this
choke is gradually closed and the temperature is lowered.
Control of rpm: In the system planned, turbine rpm rate is controlled
from the load side by varying generator excitation through shunt reg-
ulating resistance (9). It appears practical to control the generator
through a current-regulating exciter in order to induce a small time
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constant. For measuring rpm, there is a small gear pump coupled
to the generator. This pump sends a quantity of oil corresponding
to its rpm across measuring choke (24). The pressure gradient
produced at the choke acts through measuring gauge (25) of the
rpm control (12). With a given pressure adjustment on the control
the pump rpm is proportional to the opening of measuring choke (24),
and adjustment of this choke will adjust the rpm. Handwheel (26) is
used for operating the system. Oil for the pump is taken from the
tank containing the oil supply for the fuel and rpm control. The
motion of pressure gauge (25) moves a jet pipe (27) which activates
servomotor (28). This operates the generator excitation control.
The control process is stabilized by follow-up cylinder (29).
Control stability:, Basic figures for calculating stability
conditions are as follows:
Moment of inertia = 10.2
Power = 3,000 hp ^ 225,000 mkg/s
rpm a 6,000
Angular velocity = 630 Is
Turning moment = 356 mkg
Angular acceleration 2 36 /sec2
Inertia constant : 18 sec
Generator time constant 0,7 sec
Servomotor contact time = 0.05 sec
Irregularity (coupling factor) = 0.15
Damping = 0.74
Our calculations show that sufficient stability may be attained
if contact time (adjiustment period of servomotor ) and control
coupling are suitable.
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Operation: To increase rpm rate and locomotive power, the engineer
turns the handwheel to open choke (24). The pressure in gauge (25)
drops immediately, the jet pipe moves right. The servomotor (28)
then moves the shumt regulating resistance to reduce generator
excitation. The load moment is then reduced and the turbine
accelerates until, through the increased rpm and consequent increased
output of pump (23), the proper pressure is attained at the measuring
choke. As this pressure is approached, the control increases
excitation and, thus, the charge until a state of balance is reached
and the set rpm rate is attained. In reducing turbine power (rpm),
the process is reversed. If, by continuous reduction of power,
an rpm rate slightly above idling speed is reached, further
closing of choke 424) opens a valve (30), and the pressure at the
fuel control is dropped to almost zero. The fuel control, indepen-
dent of rpm and air quantity, then shuts off the fuel feed, and
idling valve (31) maintains a fuel flow in accordance with turbine
idling speed. Since the rpm rate is now less than the relative
setting of choke (24), the rpm control, attempting to reduce the
load still further, switches the shunt regulating resistance to its
switch-off position. The plant then continues to run at idling speed.
The rpm rate at which fuel feed is switched to idling rate must be so
chosen that the temperature increase during power pickup does not exceed
the permissible as a result of the sudden increase in fuel feed.
Thus, normal running requires nothing more than operation of
handwheel (26), except for braking which is accomplished independently
of running control, by opening valve (32). Fuel control adjustment
to outside temperature is necessary only seasonally, or perhaps, in
some cases, for day operation and night Operation. Safety devices
might include a fuel cut-off effective at rpm and temperature limits,
and at dangerous generator overload through an overload relay.
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The spatial arrangement of the controls depends entirely upon
the structural arrangement of the locomotive. If space is sufficient,
the fuel control with the temperature control and also the rpm control
might be built into a case to be mounted in the turbine or generator
compartment. If space is limited, the controls may be mounted directly
on the machines. Dual adjustment of rpm control is easiest and simplest
with a rotary selector or a long-stroke wire line as used for airplane
controls. Fuel adjustment (occasional, for outside temperature) from
the cab will probably be unnecessary. There should be provision
in the cab for mechanical adjustment of the fuel valve in the event
that the fuel or temperature control fails; and a similar adjustment
should've provided for the shunt regulating resistance of the
generator in event the rpm control fails. The equipment for starting
the turbine is not touched by the control system.
Instruments: Cab instruments are held to a minimum. The following
are recommended for each crab:
1 speedometer
1 ammeter, calibrated in tons tractive power
1 scale, on controller handwheel, with
calibration in turbine rpm or also in hp
It would also be advisable to have:
1 temperature gauge for combustion chambers
1 follow-up-instrument for the measuring pressure
and control pressure-of the quantity of air
for combustion, which gives a reference for the
intervention of the temperature control
If readings on the two indicators correspond, the temperature
control does not intervene. If the control pressure indicator lags
the oil quantity for the temperature control is increased. If the
indicator advances, the oil is reduced. The return cam on the fuel
control should be so adjusted that when a state of balance is attained
the temperature control intervenes but little, the two indicators re-
maining nearly in agreement. The temperature gauge-and follow-up
device could be situated in the machine compartment as are the
pressure and rpm counters for the turbine.
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Approved For Release 2008/10/03: CIA-RDP83-00415RO01100040006-8
 Approved For Release 2008/10/03: CIA-RDP83-00415RO01100040006-8
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Approved For Release 2008/10/03: CIA-RDP83-00415RO01100040006-8