To provide engine braking, the hydraulic actuator receives a pressure signal from the transmission governor, which affects the angle of the nozzle vanes when the accelerator pedal is released. With the vehicle moving faster than 15 mph, releasing the pedal turns the nozzle vanes to a reverse angle, directing gas flow against the rotation of the power turbine wheel to slow up the car. If the vehicle is standing still or moving at less than 15 mph when the accelerator pedal is released, the actuator merely turns the vanes to their wide-open idling position.
Engine power is varied by controlling rate of fuel flow to the burner. The fuel control contains a fuel pump, governor, pressure regulator and metering orifice. During constant-speed operation, the governor regulates fuel flow to the burner spray nozzle in response to accelerator pedal position. During gas generator acceleration, fuel flow is controlled by the pressure regulator and metering orifice.
When the pedal is released, the control shuts off fuel until the gas generator rotor slows to idling speed; then the control permits fuel to flow at the idling rate. Fuel flow is automatically controlled during engine starting and is unaffected by accelerator pedal position until the engine reaches idling speed.
The compressor idles at 18, OOO rpm when the transmission control is in "Idle" or "Park. In Drive, Low, or Reverse, a solenoid-operated fast-idle stop maintains the idle speed at 22, 000 rpm to afford quick response in normal driving or maneuvering.
The engine housing is cast iron, made in two pieces which are bolted together. The housing is ined with insulating material held n place by a high-temperature low-alloy sheet liner which directs gas flow with a minimum of turbulence.
T'he two turbine wheels are similar in construction, each being cast of high-temperature alloy with a ring of over 50 airfoil-shaped blades surrounding the hub. The gas generator rotor assembly, installed in the front of the engine housing, includes the first-stage turbine wheel on the rear of a steel shaft, and a cast aluminum compressor impeller and cast steel compressor inducer on the front of the shaft.
The accessory drive, geared to the compressor shaft, is located in an accessory case at the front of the engine. Located aft of the first-stage turbine, the power turbine wheel is mounted on a steel rotor shaft which turns the pinion of a 9.76:1 helical reduction gear. An exhaust diffuser of high-temperature alloy is at the rear of the power turbine wheel.
The burner is at the bottom of the engine. Fuel is sprayed into the burner through a nozzle extending through the burner cover, and air supplied by a cam-driven air pump is used to atomize the fuel. An igniter also extends through the burner cover, and a swirl plate imparts a swirling motion to the fuel-air mixture and to the burning gases.
The two regenerator rotors, each 15 inches in diameter, rotate about a horizontal axis. Ring gears on the outside of the rotors are driven from a cross-shaft geared to the accessory drive, so that the regenerators rotate at a speed proportional to the compressor speed. Rotational speed of the regenerators thus varies from about 9 rpm at idle to 22 rpm maximum. The regenerator rotors are constructed of brazed stainless steel honeycomb, and face-type seals separate the high pressure and low pressure sides of each regenerator.
The gas turbine engine can operate in all kinds of climates and geographic locations, and it can run on almost any liquid that flows through a pipe and burns with air. However, for optimum service, specific fuels recommended for the Chrysler engine include only diesel fuels, unleaded gasolines, kerosene, and JP4 aircraft turbine engine fuel. Leaded gasolines should not be used, except as an extreme emergency measure.
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