Micro Turbine III PDR

Microturbine III Senior Design
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Micro Turbine III

Senior Design Project 05002
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Preliminary Design Report
Design Team:
Lincoln Cummings
Joseph Calkins
Mark Fazzio
Allison Studley
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Executive Summary:
This report discusses in detail the work done by the Micro Turbine III design team
throughout the design process thus far.
The objective of the design project is to scale
down the size of the system for implementation onto a Micro Air Vehicle (MAV). The
parameters are that the micro turbine generator is to produce 5 watts of continuous power,
have a system weight under 45 grams, and sized to fit within a MAV. The goals,
procedures, analysis and other aspects of the design process are discussed throughout this
technical paper. Much of the research and development of a feasible Micro Turbine
design has been previously completed by the 04013 senior design team from last year. A
Miniature Turbine is a feasible replacement for the current battery power on the RIT
-MAV. Although last years design proved to provide enough power for all of the
electronics on the MAV, the overall design was much too large to be implemented into the
MAV airframe. By creating a Micro Turbine system which has advantages over the
current battery power supply such as higher power to weight density, and decreased costs,
the capabilities of the MAV can substantially increase.
In order to provide as many possible improvements upon the previous design,
new concepts were brainstormed, developed, and investigated further. Comparisons
between the previous research and these concepts were made in several dimensions.
Aspects such as weight, size, cost, availability, and ease of production were used to
compare the different concepts and determine their feasibility. As a result of these
comparisons, it was determined that the previous turbine design was most feasible due to
time constraints, limited man power and a fixed budget. Other aspects of the design such
as the fuel canisters, housing, fuel supply system, and also use of exhaust gases for
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reducing the drag on the plane were either newly designed or modified from last years
design.
The design of the Micro Turbine III was done through the use of the Engineering
Design Process which consists of twelve different facets. Only six of the facets were
used in the development of the preliminary design and are discussed throughout this
document. Each of these facets is contained in its own chapter, which discusses the facet
in detail.
Through the use of the Engineering Design Process, a new Micro Turbine design
was developed that allows the system to be implemented into the MAV airframe. By
using aspects of the previous designs along with some newly developed concepts, the
system was not only made more compact, but may also possibly decrease the drag on the
MAV. These designs and concepts must now be validated through the development of
prototype systems which can be tested and analytically compared to the theory.
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Table of Contents
Executive Summary:........................................................................................................................3
1.0 Recognize and Quantify the Needs............................................................................................7
1.1 Mission Statement............................................................................................................
1.2 Project Description...........................................................................................................
1.3 Scope Limitations............................................................................................................
1.4 Stakeholders.....................................................................................................................
1.5 Key Business Goals.........................................................................................................
1.6 Top Level Critical Financial Parameters..........................................................................
1.7 Financial Analysis..........................................................................................................
1.8 Preliminary Market........................................................................................................
1.9 Secondary Market..........................................................................................................
1.10 Order Qualifiers...........................................................................................................
1.11 Order Winners..............................................................................................................
1.12 Innovation Opportunities.............................................................................................
1.13 Background Research..................................................................................................
1.14 Formal Statement of Work...........................................................................................
1.15 Organizational Chart....................................................................................................
2.0 Concept Development..............................................................................................................
2.1 Subgroups......................................................................................................................
2.1.1 Housing Team...................................................................................................
2.1.2 Turbine Team....................................................................................................
2.1.3 Fuel System Team.............................................................................................
2.2 Housing Concepts..........................................................................................................
2.2.1 Bearings............................................................................................................
2.3 Turbine Concepts...........................................................................................................
2.4 Fuel System Concepts....................................................................................................
2.4.1 Fuel...................................................................................................................
2.4.2 Tubing & Connectors........................................................................................
2.4.3 Flow Regulation................................................................................................
2.5 Generator .......................................................................................................................
3.0 Feasibility
.......................................................................................................................
3.1 Turbine Feasibility.........................................................................................................
3.2 Housing Feasibility........................................................................................................
3.3 Bearing Feasibility.........................................................................................................
3.4 Fuel System Feasibility..................................................................................................
3.4.1 Fuel Feasibility..................................................................................................
3.4.2 Tubing Feasibility.............................................................................................
3.4.3 Flow Regulation Feasibility..............................................................................
4.0 Objectives and Specifications..................................................................................................
4.1 Objectives......................................................................................................................
4.2 Performance Specifications...........................................................................................
4.3 Design Practices.............................................................................................................
4.4 Safety Issues...................................................................................................................
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5.0 Design Analysis & Synthesis...................................................................................................

5.1 Turbine Analysis & Synthesis........................................................................................
5.2 Housing Analysis & Synthesis.......................................................................................
5.2.1 Housing FEA Analysis......................................................................................
5.2.2 Shaft Selection & Analysis...............................................................................
5.2.3 Bearing Selection..............................................................................................
5.2.4 Coupling Selection............................................................................................
5.3 Fuel System Selection & Analysis.................................................................................
5.3.1 Fuel Selection....................................................................................................
5.3.2 Tubing & Connectors Selection........................................................................
5.3.3 Flow Regulation................................................................................................
5.3.4 Fuel System Analysis........................................................................................
6.0 Future Plans
.......................................................................................................................
6.1 Test Setup.......................................................................................................................
6.2 Schedule .......................................................................................................................
6.3 Budget .......................................................................................................................
7.0 Conclusion
.....................................................................................................................
A.
Appendix A Turbine Performance Graphs........................................................................
B.
Appendix B Turbine Performance Data............................................................................
C.
Appendix C Mass Flow Calculation D. Appendix D Finite Element
Analysis On Housing / Cap..................................................................................................
D.
Appendix D Finite Element Analysis On Housing / Cap.................................................
E.
Appendix E Turbine Performance Data............................................................................
Figures, Tables, and Equations

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Title
Fig 1-1: Capstone Micro Turbine
Fig 1-2: MIT's Micro Turbine & Test Stand
Fig 1-3: Organizational Chart
Fig 2-1: Housing Concept
Fig 2-2: 3-D Pelton Wheel Turbine
Fig 5-1: Blade
Fig 5-2: Turbine Design
Fig 5-3: Cap FEA
Fig 5-4: Housing FEA
Fig 6-1: Schedule
Fig 6-2: Budget
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Table 3-1: Housing Feasibility

Table 3-2: Bearing Feasibility
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Eqn 5-1: Blade Calculation

Eqn 5-2: Torque
Eqn 5-3: Efficiency
Eqn 5-4: Density
Eqn 5-5: Velocity
Eqn 5-6: Mass Flow
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1.0 Recognize and Quantify the Needs

1.1 Mission Statement
The purpose of the 05002 Senior Design team is to design and build a working
prototype of a micro-turbine generator that can be integrated into a MAV airframe and
power the vehicles electrical accessories.
The micro-turbine design is to be a
continuation and improvement upon the previous design teams project through the use of
much of the previous research and design along with new research and design to create a
baseline for integration into the MAV airframe.
1.2 Project Description

The current RIT MAV vehicles motor and electronics are powered by a heavy
and expensive Lithium Ion battery. Although these batteries supply the proper electrical
capabilities, it has been proven through previous research and senior design teams that a
more lightweight and compact power supply is feasible. The scope of the current project
is to improve upon the previous years designs and to implement the design into the MAV
airframe, which has not been done by previous teams.
As a result of last years senior design team, there is an existing Pelton wheel
turbine design which can be used in this years design. Other turbine designs, as well as
other Pelton wheel designs will be investigated and their feasibility will be determined
compared to the current design.
Last years design produced the necessary power
requirements, however was much too large to be implemented into the MAV airframe.
This years team will research different turbine designs, propellants, and other
components and evaluate their feasibility and advantages/disadvantages over the current
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design. One of the major goals is to make a smaller housing which will be able to fit into
the MAV airframe as well as be lightweight, robust, and fulfill the required power and
flight requirements. The MAV requires a minimum of 5 watts of power for use by the
onboard electronics. In order to achieve these power requirements, the turbine must
rotate at high speeds, which last years team determined to be around 100,000 rpm.
While designing the new system, the overall weight goal of 45 grams must be considered.
1.3 Scope Limitations

Through previous senior design research, it has been determined that a minimum
of 5 watts of power is needed in the flight of the RIT MAV. This requirement sets a
limitation on the micro turbine to produce a minimum of 5 watts of power for sustainable
flight. As mentioned previously, the weight of the system is also an issue to improve
upon the current battery power. A goal of an overall weight including propellant tanks is
a reasonable 45 grams.
Many of the limitations to research and design parameters are due to the limited
amount of time as well as a project budget of $1000 - $1500. The budget is to be
supplied by the Kate Gleason College of Engineering.
1.4 Stakeholders
The primary stakeholders in this design project are the members of the design
team. In addition to these persons is the faculty of RITs Mechanical Engineering
Department. Dr. Jeff Kozak, the teams advisor and contact, is the dominate member of
the faculty who will benefit from this years project in advancing the design onto future
micro turbine design teams along with MAV teams.
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Secondary stakeholders include the outside venders sought for the manufacture of
intricate parts. Also on this list are faculty and staff of other RIT departments including
the Microelectronics Department and those in the Brinkman Laboratory. Stakeholders
extend onto member of other current and future MAV design teams at RIT and other
schools involved in micro turbine research.
1.5 Key Business Goals

A successful project will be defined by the evidence of a working micro turbine
prototype producing five watts of power, weighing less than 45 grams, and sized to be
implemented onto a MAV. If the design team is capable of completing the task, then
much will have been accomplished. Not only will the core objective of the project be
achieved, the students on the team will have also gained a valuable experience in working
with a multidisciplinary team. The results of this project will serve as a stepping stone
for further development in this field. Success of this project will bring future research a
step closer to replacing the power source on MAVs, which is the ultimate goal.
1.6 Top Level Critical Financial Parameters

Almost all of the budget will be used for purchasing of raw materials or subassemblies. The goal is to have the micro-turbine design be within a reasonable amount
of a battery powered system. The prototype will use nitrogen gas in large canisters, the
goal for future micro-turbine teams is to shrink the weight and size of the nitrogen
canisters and piercing components so that they can be incorporated onto an MAV
airframe.
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1.7 Financial Analysis

The project has a tentative budget of $1000 from the Mechanical Engineering
department at RIT. This will be used to fund purchases of all the components listed in the
Bill of Materials (see appendix XXX). The major components that will be ordered are
the following:
Housing material
Fuel canisters
Puncture system for the fuel canisters
Turbine
Internal components: shaft, bearings, couplings
Machining costs: housing
1.8 Preliminary Market

The project team two years ago conducted a proof of concept project, while last
years team designed a functioning prototype. That project initiated a host of long-term
research projects. Therefore, the work being done is still set in the research realm while
concern for actual implementation onto an MAV is under heavy scrutiny. The primary
customer for this years project remains academia. Eventually these efforts and research
will develop into a feasible energy source that the RIT MAV team can utilize for efficient
flight.
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1.9 Secondary Market

Through added time and research, this design could be developed into a reliable
source of lightweight energy production. There are numerous applications for such
products.
The Department of Defense (DoD) and the Forest Service are currently
interested in utilizing MAVs for their particular needs. The DoD is interested in using
MAVs in military conflicts for ground personnel to utilize as scouts or forward observers.
The Forest Service would like MAVs to fly into and around forest fires and monitor their
status to help better direct fire fighting efforts. However, the product is not limited to
MAVs. This lightweight energy production is open to a host of other applications. Micro
robots that could be made lighter and smaller using micro turbines are a good example of
this. The micro turbine is open to numerous applications in the future.
1.10 Order Qualifiers

The purpose of this research design is to improve upon the technology that has
already been produced at RIT.
Therefore, the senior design team must produce a
prototype micro turbine/generator system that is sized to be more suitable for MAV
application than last years design in addition to including the fuel system into the design.
To be more useful, the power produced shall be reduced from 18 W to 5 W. This is the
power required by a MAV flight production. The weight must also be held to less than 45
grams. This will make the product more feasible for MAV application.
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1.11 Order Winners

If time and money permit the team will work to complete the following goals:
Implement the fuel system into the design.
Optimize turbine efficiency.
Maintain the ease of assembly and disassembly of the turbine/generator system.
Improve bearing setup and design.
Improve the housing design to better fit an MAV.
Be safe to users and environment.
Validate data using Computational Fluid Dynamics modeling.
Design and test all components for form and function.
1.12 Innovation Opportunities

In this day and age, persons in all industries are looking to maximize efficiency
while minimizing the materials required. Micro turbines strive to achieve the same goal
in providing an alternate power source. Since everything is on the micro scale, the
complete package will be light in weight and compact in sized. Research in these
turbines will aid any electrical required applications limited by space and weight.
1.13 Background Research

The term micro turbine has become undefined as its definition changes from field
to field. It can be used to describe a stand-alone unit producing hundreds of kilowatts in
industry to a Micro Electrical Mechanical System (MEMS) producing milliwatts of
power in academic institutions. A wide range of applications in industry see the potential
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for micro turbine generators for electricity. The primary use for micro turbines is in the
growing Unmanned Aerial Vehicle (UAV) and model airplane markets. Institutions
throughout the country are currently designing micro turbines on the micrometer scale.
The high efficiency of micro turbines has led
industry to scale down power producing turbines from
thousands of megawatts to tens of kilowatts. Capstone
Turbine Corporation remains the world leader in the
micro turbine market since introducing their products in
1998. These highly efficient turbines are used for
everything from hybrid electric vehicles (HEVs) to
providing power to hotels and office buildings.
By
Fig 1-1: Capstone Micro Turbine
utilizing a wide variety of fuels, these generators are able to be used in remote locations.
In the commercial market, micro turbines are generally aircraft turbines scaled
down to be sized appropriately. These turbines produce just a few pounds of thrust
sufficient for UAVs, Missiles, and remote controlled aircraft. The continuous growth in
the autonomous missile and UAV markets is being pushed by the military. NASA and the
defense department hold numerous contracts for research and production of micro
turbines. Unfortunately, these micro turbines are too large for MAV applications.
Research is being conducted at universities throughout the nation and around the
world. This research is on the scale in which RIT has been performing its work on the
topic. A number of institutions are furthering research in the realm of power production
on the milliwatt scale to a few watts. MIT is the currently leader in this field. Other
work is being done at Stanford and Simon Fraser University. The work being done at
each of these institutions is of a different nature.
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MIT is leading the micro turbine research market due to their heavy funding
provided by the Defense Advanced Research Projects (DARPA) along with other defense
agencies. Due to this fact, much of their work remains unpublished while it is in the
development stages.
Figure 1-3 represents the radial flow reactive compressor,
combustor and turbine system being developed by MIT. The greatest difficulty with this
design is in the bearings, which are unable to withstand the high rotations per minute.
The goal of this project is to produce approximately ten to twenty watts of power based
on liquid hydrogen fuel. Alternative fuels such as hydrocarbons could produce up to a
hundred watts of power.
Fig 1-2: MITs Micro Turbine & Test Stand
Stanford and Simon Fraser University are focusing their work on new
manufacturing techniques to be used to produce highly specialized turbines. Stanford is
developing a Mold Shape Deposition Manufacturing (Mold SDM) process to produce
complex silicon nitride parts. While they have not testing a compressor and turbine
system, compressed gas testing has proven the turbine to be successful up to 456,000
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rpm. Figure 1-4 shows an example of some of the Stanfords designs. Simon Fraser
University is using a design already tested in nuclear magnetic resonance (NMR)
spectroscopy of solid samples. Using this technology, impulse radial inflow turbines
were produced in sizes ranging from 10-2.2 millimeters in diameter. Samples of these
spun by compressed nitrogen have shown to function up to 1,000,000 rpm.
The research and development at RIT began just three years ago with a proof of
concept senior design project. During this project, headed by Dan Holt, a dentist drill
was used to spin a generator. Holt continued the project on with his masters thesis, in
which he expanded into the realm of using a compressed gas to drive a turbine which in
turn spins the generator. Last years design team continued the efforts of Holt by
designing and producing a functioning micro turbine generator. This design was a great
achievement for RIT in developing a usable design for Micro Air Vehicle (MAV)
applications. However, the prototype from last year remained too large and heavy for use
on a MAV. In addition, the fuel system was not included in the design. The current
project described within this report aims to reduce the size and weight of the system, as
well as implementing the fuel storage and delivery system into the overall design.
1.14 Formal Statement of Work

The Micro Turbine III Design Team shall produce a micro turbine/generator
system fitted for implementation onto a MAV. This system will be centered on a micro
turbine and self contained fuel source. The micro turbine will be attached to a rotor that is
coupled to a generator. The design must also be contained in a housing that supports the
turbine and necessary flow paths.
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The generator of this system shall output a minimum of 5 Watts of power. To be

useful in the application of MAV power production, the system must output at least 5
Watts of power for onboard electrical equipment. In addition, if necessary, addition
power produced could be used for propulsion.
The micro turbine system shall weigh less than 45 grams. The prototype designed
and built by the previous senior design team was within this weight limit, however did
not include the fuel system and remained relatively large in size for MAV uses. To get
closer to the goal of MAV application, the system must undergo weight and size
reductions, along with design of the fuel system. This is why the design must undergo a
drastic redesign of many components, time permitting.
The micro turbine system
includes the turbine, shaft, bearings, housing, seals, couple, fuel canisters, fuel delivery,
choked flow nozzle and all hardware required for the housing to remain closed. It does
not include the controls sensors, power converters, signal modifiers, and the generator.
Currently the sizes of the components not included are due to the test set-up, our limited
budget, and available resources within the team. For a practical application on MAVs,
the generator must be incorporated as part of the turbine/housing. This would require
tremendous research and is outside the scope of this project.
The design should maintain ease of assembly and disassembly of the
fuel/turbine/generator system. In thinking of eventual application, the system must be
versatile and simple. Assembly and alignment should be quick and sure. Parts should
also be easily replaceable in case of part malfunction.
The Design Team should design the onboard fuel system. Last years design used
an unlimited source of fuel for the turbine power. This years team shall design and
produce a fuel system suited to fit our needs.
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The generator selection should be optimized for our application.
Previous
generators were selected primarily because of size. This created a loss of efficiencies at
certain power levels and operating speeds. The generator should be chosen to best fit all
of our design parameters.
1.15 Organizational Chart

05002 Micro-Turbine Project
Leader Cliff Cummings
Mentor Prof. Jeff Kozak
Turbine and Housing

Lead Joe
Allison
Fuel Systems
Lead Mark
Cliff
PDR/CDR
Paper
Lead Mark
Presentation
Lead - Joe
Fig 1-3: Organizational Chart
2.0 Concept Development

This chapter will cover the different concepts the team investigated and redsigned.
The first few sections discuss the break down of the team. Since there are several
different aspects to the project, the team of four engineers broke up into subgroups.
From the subgroups, ideas were generated and brought together to aid in concept
development on housing, turbine, and fuel system designs.
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2.1 Subgroups
We found it necessary to split the design project into smaller subgroups headed up
by individual members of the design team. The small group of four team members led to
overlapping of members involved in each subgroup. The purpose of the subgroups is to
investigate, research, and design concepts to be brought forth and implemented into the
overall design. The subgroups created are Housing, Turbine, and Fuel System.
2.1.1 Housing Team

The housing subgroups main task was to reduce the size and weight of the
turbine and flow housing. This subgroup was headed by Joe Calkins, with the assistance
of Allison Studley. The main focus of their research was on scaling down the outer
dimensions of the housing to be more appropriate for MAV applications. Further thought
was placed on the bearing and seals to be used within the design and the flow path at both
the inlet and outlet.
2.1.2 Turbine Team

Allison Studley led the research into alternative turbine designs. With the support
of Joe Calkins, the subgroup investigated numerous proven high efficiency turbine
designs and their possible inclusion into our concept. The limited source of persons
available prevented a full redesign of the turbine.
2.1.3 Fuel System Team

The fuel system required the primary initial attention as it had to be completely
designed with no current benchmark. Heading up this subgroup was Mark Fazzio with
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the assistance of Lincoln Cummings. The main focus of research and design was placed
on the fuel canisters to be used. Additional attention was spent on the fuel delivery to the
turbine including tubing, connectors, and nozzles.
2.2 Housing Concepts

A major requirement of this years housing design is the implementation of the
housing into the current MAV airframe. In order to meet this requirement, the new
housing must be more compact than the previous design. After a session of housing
concept brainstorming, it was determined
that the circular design was the most
compact, durable, and easily manufactured
design.
One improvement made upon last
years design was the implementation of two
separate inlet ports, which was able to
eliminate the large inlet channel.
The
Fig 2-1: Housing Concept
removal of this inlet channel allowed the diameter of the housing to be shrunk from
1.875 to 1.25. This allows for a much lighter, smaller housing design which is still
capable of withstanding the high pressures of the system.
2.2.1 Bearings
There are a few major design concerns when it comes to bearing selection in a
design such as this. The high nominal rotational speed of 100,000 RPM requires a
bearing which is rated for such high speeds. One design concern, which was experienced
by previous teams, is the high pressures in the system. Previous teams had trouble with
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the high pressure blowing the grease out of the shielded bearings. From this, it was
determined that sealed bearings were necessary.
Other bearings were investigated,
including air and magnetic bearings, but no bearings of a small enough size were found.
2.3 Turbine Concepts

The axial impulse and Francis turbines are impulse turbines that provide high
efficiency. They are 3 dimensional designs and are very costly to produce. The axial
impulse uses axial flow and the Francis uses a combination of radial and axial flow.
The Pelton wheel is a design that developed in the 1870s by Lester Pelton. It
uses cups that are pushed by the moving fluid. It will hit the turbine in the center of two
adjacent cups and the fluid will flow around the sides. The impulse causes the wheel to
move.
A 3-D Pelton wheel is
highly efficient.
A 2-D Pelton
wheel uses a similar concept,

however does not have the cup
shape. They are concave blades that will
turn the wheel around its axis.
Fig 2-2: 3-D Pelton Wheel Turbine
Its
efficiency is nowhere near that of the 3-D but is much easier to produce.
2.4 Fuel System Concepts

The fuel system is the truly new component to the microturbine design. The task
at hand is to move from the general source of fuel provided by external tanks to a fully
integrated system. This system is to include the fuel itself, a canister, tubing, and flow
regulation. These components are to be made a part of the overall system and be
included into the airframe of the MAV.
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Methods in which this could be done were contrived as a group. Stemming from
the single inlet housing of the previous design would lead to the use of a single canister to
hold the compressed gas. This method became obsolete as a single canister would not fit
along the center of the MAV, and placing the canister to one side would cause severe
imbalance of the MAV.
The design would thus incorporate two canisters of fuel to be placed equally on
either side of the fuselage and be ducted into a duel inlet housing design. Placement of
the canisters then had two options. The first was to place the canisters along side the
fuselage, while the second was to incorporate them along the leading edges of wings of
the MAV.
2.4.1 Fuel
The options for the fuel to be used were kept to those which are most easily
available. Brainstorming let to a choice between compressed air, Nitrogen, and Carbon
Dioxide. Due to weight being a key issue in the design parameters, Nitrogen was chosen
as the optimal gas to be used to propelling the turbine. A second advantage for the use of
Nitrogen is that it acts as an ideal gas under our conditions.
The required amount of fuel needed to operate the generator for a time of three
minutes would be determined in order to find the necessary quantity of Nitrogen to be
stored. This calculation would be performed based on the properties of the Nitrogen, and
characteristics of the flow. Once this quantity is known, a supplier of customized
compressed gas canisters will be used for purchasing the fuel.
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2.4.2 Tubing & Connectors

Transporting the fuel from the canisters to the housing was the next step in the
fuel system design. Tubing to duct the fuel would be used, and two options presented
themselves. Tubing to be used could be made of plastic, such as surgical tubing, or
metal, either aluminum or copper. The positive aspects of surgical tubing being lightweight and flexible led to this as the optimal choice. However, once the gas pressure to
be used within the tubing was determined, it was concluded that metal tubing would have
to be used to withstand the pressures.
Once this choice had been made, thoughts turned to the connections at the
canisters as well as at the housing. Several options were brainstormed including threaded
fittings, epoxy, and compression fittings. As each of these were researched and analyzed,
an alternative to the tubing/connector component presented itself.
The eventual supplier of the compressed gas also provides puncturing devices to
be used to pierce the canister and duct the gas out through a threaded hole. A male-tomale brass coupler could then be threaded into the puncture device and the housing.
Thus no additional tubing or connectors are needed.
2.4.3 Flow Regulation

Due to the concept of a high pressure gas canister to be used for storage of the
fuel onboard the MAV, the flow out of the regulator and into the housing must be
regulated to an efficient and effective pressure. Since a redesign of the turbine would not
be performed, the pressure values from last years data would be used to determine an
inlet pressure to the turbine.
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Based on this information, several concepts of regulation were brainstormed. The

use of a spring regulator is commonplace for such flow regulation. The size and weight
of this, however, would be too large for our needs. A bellows spring had potential as it is
generally lighter and smaller than a standard spring regulator. While this appeared to be a
feasible option, it was still larger than we would prefer.
The final concept would be the simplest of the three. By choking the flow of the
gas and thus achieving a flow speed of Mach 1, by fluid dynamics this would provide a
constant mass flow. Once this method was determined, options presented themselves on
how this could be done. An inline small diameter throat could be placed in the tubing
between the canister and housing. This option would merely add components to the
system as well as additional connections which serve as a greater number of leakage
points.
The other concept for choking the flow is to incorporate the narrow diameter
throat with the nozzle within the housing. To achieve the required mass flow, a simple
standard nozzle would be insufficient. The use of a micro-nozzle available from the RIT
Microelectonic Engineering department would be optimal for the requirements.
2.5 Generator
Without any previous electrical engineering background, Dr. Kozak suggested to
us to speak with Dr. Lyshevski of the electrical engineering department. We know we
need a 3-phase motor that will generate a target speed of 100,000 RPM and 5W of power.
The size needs to be a 1.5mm diameter shaft, about 1 total diameter, and obviously as
light as possible.
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In speaking with Dr. Lyshevski, he informed us that it needs to be a brushless dc

motor and pointed us to two companies online that we may be able to find what we need.
In researching these companies, it was found that the highest speed for this size motor is
about 65,000 RPM. This may be able to be used, however we would like something
faster. Last years electrical engineer, Ream Kidane, will try to be contacted in order to
see where their motor was from.
3.0 Feasibility
Two different assessment methods were used to decide on the actual designs for
fabrication. The feasibility of all concepts centered on the overall objectives and goals of
the project. The key aspects which were considered in the assessments were weight, size,
cost, availability, and manufacturability. For concepts which involved only two options,
a direct comparison was used, while a weighted Pughs comparison was used on
components with more than two concepts. Feasibility assessments were performed on
the housing, turbine, bearings, fuel system, tubing, and flow regulation.
A brief
discussion and procedure of the assessment are found in the following sections. Final
decisions and selections will be discussed in the conclusion segment of this chapter.
3.1 Turbine Feasibility

The feasibility attributes considered in the turbine selection are cost and
availability, cost being the more weighted of the two. Francis and axial impulse are very
difficult to manufacture. To do this would cost a lot and take a long time. These designs
are not practical for our application.
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Of the Pelton wheel designs, the 3-dimensional is more costly due to the added
machining, however may not be out of possibility. For time and cost considerations, the
2-dimensional design was chosen. We will be using the same design from last year. This
will obviously not add to efficiency but this was chosen as the best option so we could
focus on other aspects. If there is time, we may have a 3-dimensional design option
available for quoting.
3.2 Housing Feasibility

Through our process of housing concept development, we determined that
the most appropriate concept was similar to last years design. The new design would
have 2 inlets and 2 outlets, as opposed to last years 1 inlet 2 outlet design. The
feasibility of this concept is shown below as compared to last years design. Through this
feasibility test, it was determined that the new concept is more feasible than last years
design and will be used as the baseline for further design.
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0.5
1.5
0.5
0.1
0.25
0.3
0.05
0.3
3
3
3
3
3
2
2
3
3
2
3.00
1.00
2.35
0.78
Weighted Average
Normalized Average
Weighting
Totals
|
\
\
|
Row Total
Manufacturability
Availability
\
-
2 Inlet 2 Outlet Concept
Cost
Size
Weight
Availability
Manufacturability
|
\
Last Year's Design
Column Total
Weighting
Cost
Size
Weight
Availability
Manufacturability
Weight
Size
Cost
Housing Feasibility
1
2
1.5
0
0
1
2.5
3
0.5
3
0.1
0.25
0.3
0.05
0.3
Table 3.1: Housing Feasibility
3.3 Bearing Feasibility

Through our research of available bearings, our findings were very similar to last
years bearings. There are no air or magnetic bearings small enough for our application.
This causes them to be unfeasible. This leaves the axial and radial bearings. Due to the
low loads and thrust on the bearings, the radial bearings are the most feasible bearings for
our application. They are of lower cost, similar RPM rating and availability to the axial
thrust bearings.
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Cost
Size
Weight
Availability
RPM Rating
0.2
0.1
0
0.35
0.35
Weighted Average
Normalized Average
3.5
Radial Bearings
Table 3.2: Bearing Feasibility

4
4
3
5
5
2
3
3
3
5
5
2
2
2
3
3.40
1.13
3.40
1.13
2.70
0.90
Weighting
Totals
RPM Rating
Row Total
Availability
|
|
|
\
Weight
|
|
|
Size
Axial Bearings
Weighting
Column Total
Magnetic Bearings
Cost
Size
Weight
Availability
RPM Rating
Air Bearings
Cost
Bearing Feasibility
2
1
0
0.5
0
2
1
0
3.5
3.5
0.2
0.1
0
0.35
0.35
2
2
3
2
3
2.60
0.87
3.4 Fuel System Feasibility

The fuel system is composed to three components, the fuel canister, tubing, and
flow regulator. Each of these were assessed from a feasibility standpoint separately, as
outlined below. Since each is a direct comparison, a Pughs comparison was not needed.
The critical features of each were the weight, size, and availability of the components.
As a collective group, determining the layout of the fuel system itself provided
several concepts. The three main concepts were:
Single fuel tank with a split flow duct
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Duel fuel tanks positioned within the leading edge of the MAV
Duel fuel tanks positioned along the fuselage of the MAV
It was quickly decided that a single fuel tank would be a poor option as it could
not be centered properly on the MAV, thus disrupting the stability and control of the
aircraft. The positioning of the duel fuel tanks was not of real concern until the size of
the tanks was known. Once we calculated the amount of nitrogen required and pressure
in which it must be stored, it became infeasible to place the canisters within the leading
edge. This decision was supported by the design of the MAV in which the leading edge is
not straight off of the fuselage. The final decision was made to align the fuel canisters
along side of the turbine and generator within the fuselage.
3.4.1 Fuel Feasibility

The nature of the project kept the fuel options to a minimum. The use of a
compressed gas to be used to drive a turbine was already known; therefore the selection
of gases to be used was left. Due to availability, cost, and environmental issues, the list
was quickly condensed down to compressed air, nitrogen, and carbon dioxide. The
weight became the separating characteristic of the choices. Nitrogen was chosen due to
its very low density, and high compressibility. In addition to these properties, the flow
characteristics proved to be favorable as nitrogen would act as an ideal gas within our
system.
3.4.2 Tubing Feasibility

The next step in the fuel system is the delivery from the fuel canisters to the
housing. To do this, two choices presented themselves, plastic or metal tubing. The
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plastic tubing would likely be surgical tubing which is easily available. Aluminum or
copper would be used in the instances of metal tubing.
Due to the high pressures the tubing would be experiencing, surgical tubing was
determined to be infeasible as a result of connection issues. The choice was made for use
of metal tubing and connectors. However, as the design began to come together it was
realized that a male-to-male threaded elbow coupler would reduce the number of
connections and act as the tubing directly from the puncture device to the housing.
3.4.3 Flow Regulation Feasibility

Since the fuel will be stored at a high pressure, the mass flow must be regulated.
In order to do this, and maintain a light weight compact design, two concepts were made.
The first was the use of a spring operated regulator, likely using a bellows spring. The
bellows regulator would require additional connections to tubing as well as using more
space in the fuselage. The second is to choke the flow using a mirco-nozzle, thus
providing a constant mass flow. The micro-nozzle was chosen on the basis that it is
lighter in weight, smaller, and can be an added piece to the housing.
4.0 Objectives and Specifications

4.1 Objectives
The objectives of the Microturbine Generator Senior Design project were
presented prior to work being performed. The objectives were laid out by the RIT
Mechanical Engineering department in collaboration with MAV project teams and goals.
The key objectives are listed as follows.
Design a micro-turbine system

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Build the micro-turbine system
Produce 5 watts of power
Overall system weight less than 45 grams
Integrate into a MAV airframe
Complete project by May 2005
Drive the propeller
4.2 Performance Specifications

The objectives we are set out to achieve are established based on previous work
performed, and the goal of producing a lighter and battery power alternative. During this
design process, we are likely to encounter a number of issues which may not have been
foreseen. While every attempt to work through these obstacles will be made, limiting
factors due to time and budget will inhibit us to do so. By understanding the performance
specifications, the team will be guided toward the appropriate tasks intended to be
achieved by the conclusion of the project. With this thorough understanding of the
performance specifications, the team will be able to justify those issues that must be dealt
with and those which can be left for future design teams.
The key objective of the project is to scale down the current micro turbine
generator design as well as include the fuel system into the design. The specifications
established were to produce 5 watts of continuous power, size the system to fit within the
MAV, and keep the weight of the system less than 45 grams. Since the turbine has been
proven to produce sufficient power, heavy consideration this year was on the size and
weight of the overall system.
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4.3 Design Practices

To help the team achieve the objectives and specifications that was established, a
list of design practices were kept in mind when team members were developing designs.
A list of these practices is as follows:
1) Design for Manufacturability One achievement in the new design of the housing is
a more simplified flow path. This design has basic geometric shapes which can be
easily manufactured at RIT. This improvement will save both money and time in
manufacturing as opposed to seeking an outside vendor.
2) Design for Assembly The initial design is intended to be assembled and
disassembled with ease. This allows for streamlined testing as little time will be
required between tests for maintenance. In addition, should certain aspects of the
design require modification; any piece can be removed and interchanged with
simplicity.
4.4 Safety Issues

To ensure the safety of all members on the team, a set of safety precautions were
established. Since the testing of the design will undergo high pressures and components
will be spinning at high speeds, it is imperative that the members of the team follow these
guidelines.
1)
To avoid any flying objects from hurting the engineers and whoever may come in
contact with it, all testing will be conducted in a contained area. The container will
be made out of plexiglass. The plexiglass is transparent so the engineers can see the
process, and it is strong enough to compensate for any accidents involving the design.
31

2)
05002
Engineers must wear goggles while testing. Despite the fact that there is a layer of
plexiglass between the engineer and the micro turbine, there is always room for the
unexpected. By wearing goggles, this will preserve the well being of the engineer.
3)
If team members are to machine any parts in the machine shop, the machine shop
safety guidelines must be followed strictly.
4)
The team ought to be careful when working with the electronics. There is a chance of
minor electrical shocks caused by the generation of electrical power by the turbine.
5)
Due to the high speed the components of the turbine will be spinning at, there may be
a slight raise in temperature. When handling the turbine after testing, team members
must be careful and make sure all parts are at handling temperature.
5.0 Design Analysis & Synthesis

5.1 Turbine Analysis & Synthesis
Initial research into turbine designs led the team to use last years turbine design.
This was done because of two major factors, first the amount of resources and time that
would be required to design a new turbine, as well as the lack of technological
advancements in the last year.
The 5/16 in turbine design was chosen because of the previous RIT micro-turbine
teams. The first design was 1/2 an inch and produced 18 W, the second design was a 1/4
of an inch and produced 0.6 W. Much of the power loss was attributed to housing design
problems, which lead last years team to develop a turbine within that size range. Last
years turbine produced 19 W.
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The tip speed of the turbine blades was calculated to be optimal at approximately
400,000 rpm, this is much larger than the generator and more importantly the bearing can
handle. The maximum practical velocity for the turbine is about 100,000 rpm. Research
into the blade size, based on Flockharts paper Experimental and Simulation Analysis of
Microturbines states that the smaller the blade thickness the greater the torque
performance.
The length and number of blades also follow Flockharts logic.
The pitch
diameter of the blade should be as large as possible so that the pitch diameter is in the
middle of the blade. The number of blades should be maximized to the point that the jet
is not being impinging by the next blade. If the next blade impinges the current blade
then it would greatly decrease the turbine efficiency.
The major limiting factors on turbine design are the machining cost and lead time.
Three dimensional turbine designs are more efficient but cost much more. The pelton
type turbine is one of these three dimensional turbine designs; it has a ridge that follows
the edge of the blade radially. The pelton type turbine would cost well over our entire
budget. Our budget and practicality of having an easily machined and replaceable turbine
greatly limits the turbine designs that can be considered.
Last years team designed their own turbine using two set parameters, 100,000 rpm and
5/16 in outer diameter. These parameters lead the team to design 0.052 in high blades
with a pitch diameter of 0.27 in. Using equation 5-1 they calculated that there should be
8 blades:
n
1
( r d / 2) 2
R2
(Equation 5-1)
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n is the number of blades; r is the pitch radius; d is the jet diameter; and R is the overall
turbine radius. A range of 0.01 and 0.03 inches was used for the jet diameter. The blade
thickness was set at 5 degrees and the tip angle was determined to be 39 degrees. To
decrease the chance of the back of the blade hitting the jet flow a low profile design was
used. The final turbine design is shown below in figure XXXX.
Fig 5-1: Blade
Fig 5-2: Turbine Design
The previous team used Engineering Fluid Mechanics to validate the design. The
mass flow rates were calculated using the following equation:
T rQ (1 cos( ))(v jet r)
(Equation 5-2)
Where T is torque; r is pitch diameter; is working fluid density a correction factor; Q

is volumetric flow rate; vjet is the velocity of the jet; and is the turbines rotational
velocity. The efficiency of the turbine was also calculated using another equation:
P
r
r
2
(1
)(1 cos( ))
2
v jet
v jet
0.5 Qv jet
(Equation 5-3)
Where the efficiency is equal to the power output divided by the incoming kinetic energy.
This equation, however, is limited as the efficiency is also dependant on the other
components of the micro-turbine system.
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5.2 Housing Analysis & Synthesis

Through the feasibility assessment, a similar design to last years microturbine
housing was developed. The major difference in this years design is the implementation
of two individual inlets to the turbine passage. This allows the previously designed flow
channel to be eliminated from the design. The elimination of this flow channel allows for
less complex geometry for ease of machining, as well as smaller diameter housing for a
more compact and lighter weight design.
Very similar to last years design, this years housing is focused around the
turbine passage. The bearings in the housing, as well as the housing cap, will help to
align the turbine concentrically in the housing. Since last years turbine design is being
implemented into this years design, the turbine passage will be the same dimensions as
last year with a diameter of 0.333 and a depth of 0.115.
In order to cut down on the head losses in the housing, the inlet and outlet ducts
are straight through. This will eliminate the losses which occurred in last years design
with the 90 degree outlet channel. Pressure losses from the cap will be contained by an
o-ring that is fitted into the housing cap. The cap will be held into place with two bolts,
which will also align the generator and its bracket on the opposite side of the housing.
Since the housing cap concentric with the housing, it is self aligning and will provide for
a more precise alignment of the turbine and its shaft.
5.2.1
Housing
FEA
Analysis
Through the use of
Finite Element Analysis of
35
Fig 5-3: Cap FEA
05002
the housing, it was determined that the 30% fiberglass reinforced Nylon 6/6 would
withstand the high pressures under our current design. The Nylon 6/6 30% Fiberglass
Reinforced has a tensile strength of 23,206 psi, along with a density of 1.38 g/cm^3. The
target pressure inside of the housing for our design is 100psi, however a safety factor of
3.0 was added for this case since there are such high pressures as well as human
interaction during testing. With this in mind, the housing was tested at 300psi, assuming
that there is not leakage past the o-ring seal. The above analysis showed the maximum
stress in the housing under a 300psi load to be 780psi.
Fig 5-4: Housing FEA
After completion of this analysis it was determined that the smaller design would
withstand the high pressures with the use of lightweight Nylon 6/6. Due to its light
weight and ease of machining, and inexpensive price, Nylon 6/6 was determined to be the
best choice of material for the housing. Alternative materials were then researched for
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the housing. A lighter weight alternative is Nylon 6/6 with 10% Carbon Fiber Reinforced
providing 18,855 psi of tensile strength and a density of 1.18 g/cm^3.
5.2.2 Shaft Selection & Analysis

At the current time, we are in the process of locating a generator to integrate into
our design. Since a generator has not yet been found, our shaft selection cannot be
determined at this time. The current design is based around the 1.5 mm shaft that was
used on the previous design. Minor changes to the design may be made for a different
size shaft, since the shaft size will be determined by the generator shaft size. The shaft
will be of the same diameter as that of the generator, for ease of coupling the two shafts
together.
5.2.3 Bearing Selection

After researching all of the different options for bearings, it was determined that
radial sealed bearings were the best fit for this application. The seals are necessary due to
the high pressures, as previous teams had problems with shielded bearings losing their
lubrication. The final bearing selection will be determined by the shaft size once a
generator is found. At the current time, the bearing selection has been based upon the
previous shaft size of 1.5 mm.
The other major issue for bearing selection was the high rotational speeds
of the system. The bearings for this system must be rated for a minimum of 100,000
RPM. It was found that sealed bearings of 1.5 mm ID were attainable at a relatively
inexpensive price. The final bearing selection will be determined upon the selection of a
generator and shaft size.
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5.2.4 Coupling Selection

One of the major issues experienced by the previous microturbine design was the
selection of a coupling to connect the turbine shaft to the generator shaft. Through much
research, it was determined that their best selection for a coupling was a small piece of
shrink tubing. The main reason for this was the fact that all of the micro couplings
researched were not rated for the high rotational speeds or did not have the necessary
rigidity.
A bit of research was done this year to search for any new technologies which
may allow for a more rigid and high speed coupling, however no couplings were found.
This leads us back to the previous teams use of the shrink tubing as a coupling between
the two shafts. It was estimated previously that there is approximately 1% loss in the
shrink tubing coupling.
5.3 Fuel System Selection & Analysis

The fuel system became the critical aspect of this years Microturbine Senior
Design project. The fuel system in the past used laboratory gas cylinders in conjunction
with flow regulation equipment. This laboratory setup was used to as a result of the
previous generations goals: design a turbine and housing to be placed on a MAV, without
consideration of the fuel system. The goal this year is to include the fuel system into the
MAV, thus requiring it to be lightweight and miniature.
5.3.1 Fuel Selection

The fuel to be used for the microturbine had to meet three main criteria to be
selected. Those criteria were its weight, its flow properties, and the availability of the
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gas. As a result of these conditions, and based on the feasibility assessment of the gases,
Nitrogen was chosen as the optimal gas to be used. Nitrogen has a lower molecular
weight than either compressed air or carbon dioxide.
Under our storage and flow
conditions, the nitrogen acts as an ideal gas, thus simplifying the flow regulation. Finally,
nitrogen is a widely used and easily available gas.
5.3.2 Tubing & Connectors Selection

As the housing and fuel canisters were designed and selected, the tubing and
connections remained a secondary thought to be determined once other aspects of the
design were known. Throughout the process, the general concept to be used was a
connection at the fuel canister, tubing, and another connection at the housing.
Consideration into the puncture of the fuel canister presented additional connections that
would be required.
As the method of puncture was determined, which would be a supplied puncture
device available from the fuel supplier, the tubing and connection issue took a turn. It
was decided that the number of connections and size of the system could be reduced by
use of a straight male-to-male threaded coupler connecting the puncture device directly to
the housing.
5.3.3 Flow Regulation

Flow regulation was a fairly simple component of the system to select. Due to the
primary requirements of light weight and small size, a simple choked flow would be
optimal for our design. A micro-nozzle fabricated in the RIT Microelectronics laboratory
is the desired method for regulating the mass flow of the nitrogen. The micro-nozzles are
fabricated out of a silicone wafer through simple means and require minimal
39
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manufacturing time. Due to the molecular structures of the silicone, a tapered jet nozzle
is formed. This is a desired feature as it increases the efficiency of the nozzle.
5.3.4 Fuel System Analysis

The most critical piece to the fuel system to be determined was the quantity of gas
required. The first step in analyzing this is to determine the type of flow which the
system will be experiencing. Based on criteria from thermodynamics, an ideal gas is
assumed when operating temperature is greater than twice the critical temperature, and
operating pressure is less than five times the critical pressure of the gas. Based on
thermodynamic properties of nitrogen, our system is within this criterion, therefore
allowing for ideal gas flow calculations.
The quantity of fuel required is dependent on the desired runtime of the system.
The goal of the design is for a runtime of three minutes. The use of the choked flow
nozzle results in a constant exit velocity of Mach 1 of the fuel along with a constant exit
area. Determination of the density of fuel within the canister is derived by
o
M
V
(Equation 5-4)
where o is the density, M is mass, and V is volume.

Based on the chemical characteristics of the chosen gas, nitrogen, and the
assumption of constant room temperature exit flow, the exit velocity is calculated by
Vexit M
where
Vexit
RT
(Equation 5-5)
is the exit velocity, M is the mach number, is the specific gas ratio, R is
the ideal gas constant, and T is the temperature.

Based on the equation of mass flow,
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m * Aexit * exit
(Equation 5-6)
the variable we are left with is the density of the nitrogen in the flow. Determination of
the exit area of the nozzle to be 100 micrometers resulted in a mass flow rate of 1.53x10 -4
lbs/sec. In a choked flow system, this mass flow will remain constant, thus through
simple calculation an initial required mass for the three minute runtime is determined.
Based on this information, an initial mass of 13.6 grams of nitrogen in each of the two
fuel canisters is required.
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6.0 Future Plans

6.1 Test Setup
To save the nitrogen in the fuel canisters, the turbine and housing will be tested
first with large tanks of laboratory nitrogen. After the design concept is proven, we will
test our fuel canister system.
In order to test the system to find the desired outputs, the previously designed test
setup will be used. This system uses pressure sensors, a flow meter, and thermocouples,
as well as current and voltage sensors to aquire the data through LabView. The open loop
control system reads the incoming pressure then is regulated by a servo valve located on
the inlet air pipe to the stagnation plenum.
The system is able to read the inlet
temperature T, pressure P, and volumetric flow rate V to calculate mass flow rate, as well
as current and voltage to find power and efficiency.
The pressure sensor is rated to 200 psi and the turbine should operate at 100 psi.
The flow meter has a range of 10 L/min 120 L/min, and the airflow is expected to be
between 40 L/min 90 L/min. The analog data of the sensors will be converted to digital
for Labview to be able to compute everything. The Labview setup allows us to see the
power output graphically as it runs and see the best conditions for the micro turbine to
run.
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6.2 Schedule
The attached Gantt chart displays the proposed schedule for the design
development of our project. Key events are shown to give the team goals for timely
completion of project components as well as the overall project.
The start and
completion dates are listed by each component; the vertical arrows indicate task
dependencies.
Fig 6-1: Schedule
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6.3 Budget
The micro-turbine project team has a $1000 budget via a RIT grant that is
intended to cover all expenditures associated with the project.
The team plans on
spending $676.83 of that budget for parts and machining.
05002 Micro-Turbine III Project

Component
Housing
Description
Turbine
Nylon rod
machining
fittings
bearings
coupling
Mini Stainless Steel Shaft
O-Ring
Nylon cheese head screw
black nylon 6/6 nut
Fuel Systems Ni Canisters
Connector
O-Ring
Puncture components
Jets
Electrical
Generator
Price
per
$96.00
1
$5.97
foot
$10.00
1
$1.00
1
$40.00
10
$14.09
10
$3.93
1
$4.00
100
$5.60
100
$10.00
100
$20.00
1
$0.62
1
$7.50
1
$20.00
1
$100.00
50
$200.00
1
Qty
Overall Cost
Fig 6-2: Budget
44
2
1
1
4
10
10
1
100
100
10
2
2
2
2
50
1
Line Price
$192.00
$5.97
$10.00
$4.00
$40.00
$14.09
$3.93
$4.00
$5.60
$1.00
$40.00
$1.24
$15.00
$40.00
$100.00
$200.00
$676.83
05002
7.0 Conclusions
The Micro Turbine Generator III team has successfully completed the first six
aspect of the design process. These six facets includes: Recognize and Quantify Needs,
Concept Development, Feasibility Assessment, Design Objectives and Performance
Specifications, Synthesis and Analysis, and finally Preliminary Design Documents.
The eventual goal of the micro turbine is to provide Micro Air Vehicles with a
dependable and reliable power source that is also light in weight.
By utilizing
compressed gases, the micro turbine will drive a generator, thus providing the electrical
power to onboard equipment. The micro turbine must withstand 100,000 rpm and be
capable of remaining intact and functioning at a pressure of 100 psi. The design must
maintain the integrity of all the components especially the generator. The generator shall
be reusable.
The main task of this project has been achieved. That task was to design a fuel
system to be incorporated with the turbine system, as well as scale the overall concept
down to be implemented onto an MAV. The design includes a duel high pressure
nitrogen fuel canister system ducted directly into the housing and regulated by a micro
nozzle prior to turbine impulse. The housing was fully redesigned to be smaller and have
a lighter weight than the previous design. Ease of manufacture has been considered in
the overall design as well as use of easily acquired components. A finite element analysis
performed on the housing and cap proved the design is sufficient to withstand the high
pressure it will experience.
At this point, the design is ready to move onto the parts acquisition,
manufacturing, and testing stages. These aspects of the development will occur in the
following quarter.
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References
Anderson, John D., Jr. Fundamentals of Aerodynamics. 3rd ed. New York: McGraw-Hill
Companies, Inc. 2001
Callister, William D. Jr. Introduction to Materials Science and Engineering, 4th Edition. New
York: John Wiley & Sons, 2000
Desai, V. R. and N. M. Aziz. Parametric Evaluation of Cross-Flow Turbine Performance.
Journal of Energy Engineering, Vol. 120, No. 1, April 1994. 17 34.
Doty, F.D., B.L. Miller, and G.S. Hosford. High Efficiency Microturbine Technology. 26 th
Intersociety Energy Conversion Engineering Conference. Boston. August 1991.
Fox, Robert W. and Alan T. McDonald. Introduction to Fluid Mechanics. 5th ed. New York: John
Wiley & Sons, Inc., 1998.
Hibbeler, R.C. Mechanics of Materials, 4th Edition. New Jersey: Prentice Hall, 2000
Holt, Dan. et. al. Design of a Miniature Turbine for Power Generation on Micro Air Vehicles.
Kate Gleason College of Engineering Multi-Disciplinary Engineering Design Conference.
Rochester, New York, May 2003
Kang, Sangkyun, Jurgen Stampfl, Alexander G. Cooper, Fritz B. Prinz. Application of the Mold
SDM Process to the Fabrication of Ceramic Parts for a Micro Gas Turbine Engine.
Ceramic Materials and Components for Engineers. Germany. June 2000.
Lin, Simien. Et.al. Micro Turbine Senior Design Team: Preliminary Design Report. RIT, 2004.
Mehra, A., S. A. Jacobson, and C.S. Tan. Aerodynamic Design Considerations for the
Turbomachinery of a Micro Gas Turbine Engine. 25 th National and 1st International
Conferency on Fluid Mechanics and Power, ASME. New Dehli. June 2003.
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Appendix
A. Appendix A Turbine Performance Graphs
(Based on 04013 Design)
47
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48
05002
49
05002
B. Appendix B Turbine Performance Data

(Based on 04013 Design)
Max Power Output (nozzle .115 X .02)
Power Pjet 2 2 m rpitch u jet rpitch 1 cos( )

.
Pitch Radius
Turbine Vel.
rpitch =
Omega =
Beta =
Temperature
C
10
15
20
25
M=1
u (m/s)
337
340
343
346
R=
A=
287
.115*.02*2
0.13
100000
84.5
0.0046
3.01E-06
in
rpm
deg
0.0033
10472
1.475
m
rad/s
rad
Stagnation
Pressure
kPa
psig
(abs)
20
239
25
274
30
308
35
343
40
377
45
412
50
446
55
481
60
515
65
550
70
584
75
618
80
653
85
687
90
722
95
756
100
791
105
825
110
860
115
894
120
929
in2
m2
T= 10C
P
kPa (abs)
126
145
163
181
199
217
236
254
272
290
308
327
345
363
381
400
418
436
454
472
491
T= 15C
50
P (psig)
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
105
110
115
120
(kg/m3)
1.56
1.78
2.00
2.23
2.45
2.68
2.90
3.13
3.35
3.57
3.80
4.02
4.25
4.47
4.70
4.92
5.14
5.37
5.59
5.82
6.04
mdot
(kg/s)
1.58E-03
1.81E-03
2.03E-03
2.26E-03
2.49E-03
2.72E-03
2.94E-03
3.17E-03
3.40E-03
3.63E-03
3.85E-03
4.08E-03
4.31E-03
4.54E-03
4.76E-03
4.99E-03
5.22E-03
5.45E-03
5.67E-03
5.90E-03
6.13E-03
05002
Power
(W)
15
17
19
21
24
26
28
30
32
34
36
39
41
43
45
47
49
52
54
56
58
P
(psig)
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
105
110
115
120
(kg/m3)
1.53
1.75
1.97
2.19
2.41
2.63
2.85
3.07
3.29
3.51
3.73
3.95
4.17
4.39
4.61
4.83
5.05
5.27
5.49
5.72
5.94
mdot
(kg/s)
1.56E-03
1.79E-03
2.02E-03
2.24E-03
2.47E-03
2.69E-03
2.92E-03
3.14E-03
3.37E-03
3.59E-03
3.82E-03
4.05E-03
4.27E-03
4.50E-03
4.72E-03
4.95E-03
5.17E-03
5.40E-03
5.62E-03
5.85E-03
6.07E-03
Power
(W)
15
17
19
21
24
26
28
30
32
34
36
39
41
43
45
47
49
52
54
56
58
Power
(W)
15
17
19
21
24
26
28
30
32
34
37
39
41
43
45
47
49
52
54
56
58
P
(psig)
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
105
110
115
120
T= 25C
mdot
(kg/m3)
(kg/s)
1.48
1.54E-03
1.69
1.76E-03
1.90
1.98E-03
2.12
2.20E-03
2.33
2.42E-03
2.54
2.65E-03
2.76
2.87E-03
2.97
3.09E-03
3.18
3.31E-03
3.39
3.53E-03
3.61
3.75E-03
3.82
3.98E-03
4.03
4.20E-03
4.25
4.42E-03
4.46
4.64E-03
4.67
4.86E-03
4.88
5.08E-03
5.10
5.31E-03
5.31
5.53E-03
5.52
5.75E-03
5.74
5.97E-03
Power
(W)
15
17
19
21
24
26
28
30
32
34
37
39
41
43
45
47
50
52
54
56
58
T= 20C
P (psig)
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
105
110
115
120
(kg/m3)
1.50
1.72
1.94
2.15
2.37
2.59
2.80
3.02
3.24
3.45
3.67
3.89
4.10
4.32
4.53
4.75
4.97
5.18
5.40
5.62
5.83
mdot
(kg/s)
1.55E-03
1.77E-03
2.00E-03
2.22E-03
2.45E-03
2.67E-03
2.89E-03
3.12E-03
3.34E-03
3.56E-03
3.79E-03
4.01E-03
4.23E-03
4.46E-03
4.68E-03
4.90E-03
5.13E-03
5.35E-03
5.58E-03
5.80E-03
6.02E-03
51
05002
Max Power Output (nozzle .115 X .02) v. Omega

T=20 deg
C
P (psig)
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
105
110
115
120
=20,000 rpm
mdot
(kg/m3)
(kg/s)
1.50
1.55E-03
1.72
1.77E-03
1.94
2.00E-03
2.15
2.22E-03
2.37
2.45E-03
2.59
2.67E-03
2.80
2.89E-03
3.02
3.12E-03
3.24
3.34E-03
3.45
3.56E-03
3.67
3.79E-03
3.89
4.01E-03
4.10
4.23E-03
4.32
4.46E-03
4.53
4.68E-03
4.75
4.90E-03
4.97
5.13E-03
5.18
5.35E-03
5.40
5.58E-03
5.62
5.80E-03
5.83
6.02E-03
Power
(W)
3
4
4
5
5
6
6
7
7
7
8
8
9
9
10
10
11
11
12
12
13
=60,000 rpm
P
(psig)
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
105
110
115
120
=40,000 rpm
mdot
(kg/m3)
(kg/s)
1.50
1.55E-03
1.72
1.77E-03
1.94
2.00E-03
2.15
2.22E-03
2.37
2.45E-03
2.59
2.67E-03
2.80
2.89E-03
3.02
3.12E-03
3.24
3.34E-03
3.45
3.56E-03
3.67
3.79E-03
3.89
4.01E-03
4.10
4.23E-03
4.32
4.46E-03
4.53
4.68E-03
4.75
4.90E-03
4.97
5.13E-03
5.18
5.35E-03
5.40
5.58E-03
5.62
5.80E-03
5.83
6.02E-03
=80,000 rpm
52
Power
(W)
6
7
8
9
10
11
12
13
14
15
16
17
17
18
19
20
21
22
23
24
25
05002
P (psig)
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
105
110
115
120
(kg/m3)
1.50
1.72
1.94
2.15
2.37
2.59
2.80
3.02
3.24
3.45
3.67
3.89
4.10
4.32
4.53
4.75
4.97
5.18
5.40
5.62
5.83
mdot
(kg/s)
1.55E-03
1.77E-03
2.00E-03
2.22E-03
2.45E-03
2.67E-03
2.89E-03
3.12E-03
3.34E-03
3.56E-03
3.79E-03
4.01E-03
4.23E-03
4.46E-03
4.68E-03
4.90E-03
5.13E-03
5.35E-03
5.58E-03
5.80E-03
6.02E-03
Power
(W)
9
11
12
13
15
16
17
19
20
22
23
24
26
27
28
30
31
32
34
35
36
P
(psig)
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
105
110
115
120
(kg/m3)
1.50
1.72
1.94
2.15
2.37
2.59
2.80
3.02
3.24
3.45
3.67
3.89
4.10
4.32
4.53
4.75
4.97
5.18
5.40
5.62
5.83
mdot
(kg/s)
1.55E-03
1.77E-03
2.00E-03
2.22E-03
2.45E-03
2.67E-03
2.89E-03
3.12E-03
3.34E-03
3.56E-03
3.79E-03
4.01E-03
4.23E-03
4.46E-03
4.68E-03
4.90E-03
5.13E-03
5.35E-03
5.58E-03
5.80E-03
6.02E-03
Power
(W)
12
14
16
18
19
21
23
25
26
28
30
32
33
35
37
39
40
42
44
46
48
P (psig)
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
105
110
115
120
=100,000 rpm
mdot
(kg/m3)
(kg/s)
1.50
1.55E-03
1.72
1.77E-03
1.94
2.00E-03
2.15
2.22E-03
2.37
2.45E-03
2.59
2.67E-03
2.80
2.89E-03
3.02
3.12E-03
3.24
3.34E-03
3.45
3.56E-03
3.67
3.79E-03
3.89
4.01E-03
4.10
4.23E-03
4.32
4.46E-03
4.53
4.68E-03
4.75
4.90E-03
4.97
5.13E-03
5.18
5.35E-03
5.40
5.58E-03
5.62
5.80E-03
5.83
6.02E-03
Power
(W)
15
17
19
21
24
26
28
30
32
34
37
39
41
43
45
47
49
52
54
56
58
P
(psig)
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
105
110
115
120
=120,000 rpm
mdot
(kg/m3)
(kg/s)
1.50
1.55E-03
1.72
1.77E-03
1.94
2.00E-03
2.15
2.22E-03
2.37
2.45E-03
2.59
2.67E-03
2.80
2.89E-03
3.02
3.12E-03
3.24
3.34E-03
3.45
3.56E-03
3.67
3.79E-03
3.89
4.01E-03
4.10
4.23E-03
4.32
4.46E-03
4.53
4.68E-03
4.75
4.90E-03
4.97
5.13E-03
5.18
5.35E-03
5.40
5.58E-03
5.62
5.80E-03
5.83
6.02E-03
Power
(W)
18
20
23
25
28
30
33
35
38
40
43
45
48
50
53
55
58
61
63
66
68
P (psig)
=140,000 rpm
mdot
(kg/m3)
(kg/s)
Power
(W)
53

20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
105
110
115
120
1.50
1.72
1.94
2.15
2.37
2.59
2.80
3.02
3.24
3.45
3.67
3.89
4.10
4.32
4.53
4.75
4.97
5.18
5.40
5.62
5.83
1.55E-03
1.77E-03
2.00E-03
2.22E-03
2.45E-03
2.67E-03
2.89E-03
3.12E-03
3.34E-03
3.56E-03
3.79E-03
4.01E-03
4.23E-03
4.46E-03
4.68E-03
4.90E-03
5.13E-03
5.35E-03
5.58E-03
5.80E-03
6.02E-03
05002
20
23
26
29
32
34
37
40
43
46
49
52
55
57
60
63
66
69
72
75
78
Max Power Output Efficiency v.

T=20 deg C
v.
54

P (psig)
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
(kg/m3)
1.50
1.50
1.50
1.50
1.50
1.50
1.50
1.50
1.50
1.50
1.50
1.50
1.50
1.50
1.50
1.50
1.50
1.50
1.50
1.50
1.50
1.50
1.50
1.50
1.50
05002
mdot (kg/s)
1.55E-03
1.55E-03
1.55E-03
1.55E-03
1.55E-03
1.55E-03
1.55E-03
1.55E-03
1.55E-03
1.55E-03
1.55E-03
1.55E-03
1.55E-03
1.55E-03
1.55E-03
1.55E-03
1.55E-03
1.55E-03
1.55E-03
1.55E-03
1.55E-03
1.55E-03
1.55E-03
1.55E-03
1.55E-03
55
Power (W)
3
4
5
6
6
7
8
9
9
10
11
12
12
13
14
14
15
16
16
17
18
18
19
19
20
3.57
4.44
5.30
6.15
7.00
7.83
8.65
9.47
10.27
11.07
11.86
12.63
13.40
14.16
14.91
15.66
16.39
17.11
17.82
18.53
19.22
19.91
20.59
21.26
21.91
20,000
25,000
30,000
35,000
40,000
45,000
50,000
55,000
60,000
65,000
70,000
75,000
80,000
85,000
90,000
95,000
100,000
105,000
110,000
115,000
120,000
125,000
130,000
135,000
140,000
05002
Efficiency v. Pressure (5 W Output)

T=20 deg C
P (psig)
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
105
110
115
120
=20,000 rpm
(kg/m3)
mdot (kg/s)
1.50
1.55E-03
1.72
1.77E-03
1.94
2.00E-03
2.15
2.22E-03
2.37
2.45E-03
2.59
2.67E-03
2.80
2.89E-03
3.02
3.12E-03
3.24
3.34E-03
3.45
3.56E-03
3.67
3.79E-03
3.89
4.01E-03
4.10
4.23E-03
4.32
4.46E-03
4.53
4.68E-03
4.75
4.90E-03
4.97
5.13E-03
5.18
5.35E-03
5.40
5.58E-03
5.62
5.80E-03
5.83
6.02E-03
56
5.48
4.79
4.25
3.82
3.47
3.18
2.94
2.73
2.54
2.38
2.24
2.12
2.01
1.91
1.81
1.73
1.66
1.59
1.52
1.46
1.41
05002
C. Appendix C Mass Flow Calculation

Inputs:
Pressure
R
T
mass
Volume
density
mass flow rate
Time
(s)
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
1.1
1.2
1.3
1.4
1.5
1.6
1.7
160.7
160.8
160.9
161
179
179.1
179.2
179.3
179.4
179.5
179.6
179.7
179.8
179.9
180
800
661.92
537
0.03
13.32941
0.002251
0.000153
Mass (lbs)
0.03
0.029984701
0.029969401
0.029954102
0.029938803
0.029923503
0.029908204
0.029892905
0.029877606
0.029862306
0.029847007
0.029831708
0.029816408
0.029801109
0.02978581
0.02977051
0.029755211
0.029739912
0.005414013
0.005398714
0.005383415
0.005368115
0.00261424
0.002598941
0.002583641
0.002568342
0.002553043
0.002537743
0.002522444
0.002507145
0.002491845
0.002476546
0.002461247
Density
0.002250662
0.002249514
0.002248366
0.002247218
0.00224607
0.002244923
0.002243775
0.002242627
0.002241479
0.002240332
0.002239184
0.002238036
0.002236888
0.00223574
0.002234593
0.002233445
0.002232297
0.002231149
0.00040617
0.000405023
0.000403875
0.000402727
0.000196126
0.000194978
0.00019383
0.000192682
0.000191535
0.000190387
0.000189239
0.000188091
0.000186943
0.000185796
0.000184648
Po (psi)
800
799.5920185
799.1840369
798.7760554
798.3680739
797.9600924
797.5521108
797.1441293
796.7361478
796.3281662
795.9201847
795.5122032
795.1042217
794.6962401
794.2882586
793.8802771
793.4722955
793.064314
144.3736836
143.965702
143.5577205
143.149739
69.71306384
69.30508231
68.89710079
68.48911926
68.08113773
67.6731562
67.26517467
66.85719314
66.44921161
66.04123009
65.63324856
57
To
537
537
537
537
537
537
537
537
537
537
537
537
537
537
537
537
537
537
537
537
537
537
537
537
537
537
537
537
537
537
537
537
537
Mass Flow
Rate
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
0.000152993
05002
D. Appendix D Finite Element Analysis On Housing / Cap
58
05002
59
05002
The above seen boundary conditions were set upon the housing cap in order to test for
failure under the worst case scenario of 300 psi. A 300 psi pressure was placed on the contacting
face, side below the o-ring, and also the contact area for the bearing due to a pressure on the
bearing. Boundary conditions on the cap were placed such that the sides of the cap as well as the
bearing hole were constrained from moving in the radial direction due to the fact that the housing
and bearing will help to hold these constraints. The holes for the retaining bolts were constrained
to simulate the bolts holding the cap into the housing, which is visible in the deflection under
loading. The maximum stress seen under these conditions was determined to be 3740 psi, which
falls within the maximum tensile strength of the reinforced nylon of 11,500 psi.
60
05002
61
05002
62
05002
E. Appendix E Turbine Performance Data
63
05002
64

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Microturbine III Senior Design