Here is a photo of how the Solar T-62
turbine planetary is oiled. The ratio is 10:1 and it runs with a pitch
line velocity around 12000 ft/min. The sun gear is not present, but
you can see the three brass tubes that squirt oil on the gears just
before they mesh.
Aubrey
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Great picture Aubrey. Did you take it?
Good analysis. I am surprised T62 APU operates at that pitch
line velocity. I guess that is about right since it is rated at
60,000 RPM and the pinion gear is tiny. Around 3/4 inch
in diameter. Glorified turbo charger :)
In the case of the T62, the dwg of which I attached, the
shafts of the planet gears are fixed to the case so the
pitch line velocity is indeed 12,000 FPM.
The output shaft of the T62 rotates in the opposite
direction to that of the turbine/compressor shaft.
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Aubrey, your mention of the T62 gave me an idea.
All we need do is marry a T62 without the burner
cans to a suitable large rotary engine such as
a three or four rotor and we have a cheap turbo compound
engine of around 500 HP or so with a BSFC of below .40.
Basically a T62 is a large turbo charger with gear box output.
The 10:1 gear ratio is perfect for a turbo compound
engine. I wish I had this idea before I spent
$7,000 on a small turbo compound gear box.
Do you know where I can download a dwg of the T62
with dimensions? I am working on a 3D.
I have a three rotor sitting in the hanger destined
to become a turbo compound three rotor :)
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I think we lucked out. According to this picture
the T62 turbine/compressor rotates clockwise. The gear box
reverses that direction so looking at it from this
perspective the output shaft rotates counter clock
wise. Turning the T62 around 180 degrees and connecting
the T62 output directly to the nose of the three
rotor e-shaft will work perfectly. Perhaps with a
flexible rubber coupling. Looking at the Mazda rotary
from the front of the engine (car) it rotates clockwise.
Perfect!
For a tractor airplane there will be a S duct to route
the exhaust down and under the firewall.
This is a perfect low frontal area engine for a wing mounted
twin as the exhaust can go straight back. All we need do now is
fabricate the intake and exhaust plumbing to convert the T62
back to a BIG turbo charger.
-----------------------------------
It will be about the same diameter, length and not far off
the weight of a P&W PT6 with half the fuel burn. The
T62 APU weighs about 70 pounds with the burner cans and
the now unneeded starter and control box.
Retrofitted to a Beech King Air it will have about twice
the range.
--
Paul Lamar ...No rotor no motor.
Paul,
I'm sending you the basic info on the T62 and its various systems.
This thing is practically tailor-made for the rotary engine. It's
height and width dimensions are very similar to the rotary, so if
you bolt it to the back of the rotary, you have a very nice compact
package and not much extra width. The whole engine package can fit
into a very slender nacelle or cowl.
Another great thing is this has its own oiling system so you don't
have to worry about running engine oil to the turbine, etc.
It also has its own accessory drive which drives the fuel system,
oil system and electrical. You don't need the starter, or the
electrical, or the fuel system either, so you can pare the weight
down. However, you could use the accessory drive for other things,
like maybe a small alternator, a vacuum pump, or even a magneto.
The T62 fuel system delivers about 90 pounds per hour at 300 psi.
You could even yank that fuel pump and easily run a mechanical pump
off that drive that will give you 40 psi at the required flow rate.
That way you could run your injectors off this pump and have an
electric high-pressure pump for backup.
The big challenge is going to be plumbing the intake and exhaust
tracts. The cutaway gives a good look at the annular burner and
surrounding annular intake tract. You have to bring the engine
exhaust from a round pipe and somehow mate it to an annular
"manifold" that attaches to the turbine housing. And you have to
make another annular manifold for the intake that surrounds the
exhaust manifold.
They both have to be shaped and sized such that there's no loss in
pressure as the flow transitions to and from the circular tubing
that goes to the engine. That's not going to be a walk in the park.
Regards,
Gordon.
I am thinking three round pipes for the p-port
intake and three round pipes for the exhaust.
Paul Lamar
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