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The initial locomotives suffered from various mechanical problems with the most severe being the engine itself. There were major vibration problems which were addressed by increasing the engine mass to lower the resonant frequency. This in turn caused problems with the twin turbochargers. These problems caused GE to push back full production of ...
Variable-geometry turbochargers (also known as variable-nozzle turbochargers) are used to alter the effective aspect ratio of the turbocharger as operating conditions change. This is done with the use of adjustable vanes located inside the turbine housing between the inlet and turbine, which affect flow of gases towards the turbine.
Due to the turbine engine's slow response to power inputs, particularly at low speeds, the propeller has a greater range of selected travel in order to make rapid thrust changes, notably for taxi, reverse, and other ground operations. [14] The propeller has 2 modes, Alpha and Beta. Alpha is the mode for all flight operations including takeoff.
A 3-port solenoid-type boost controller A 4-port solenoid-type boost controller (used for a dual-port wastegate). The purpose of a boost controller is to reduce the boost pressure seen by the wastegate's reference port, in order to trick the wastegate into allowing higher boost pressures than it was designed for.
The primary function of the wastegate is to regulate the maximum boost pressure in turbocharger systems, to protect the engine and the turbocharger. One advantage of installing a remote mount wastegate to a free-float (or non-wastegate) turbo includes an allowance for a smaller area over radius (A/R) turbine housing, resulting in less lag time ...
The rotor of a turbo generator is a non-salient pole type usually with two poles. [5] The normal speed of a turbo generator is 1500 or 3000 rpm with four or two poles at 50 Hz (1800 or 3600 rpm with four or two poles at 60 Hz). The rotating parts of a turbo generator are subjected to high mechanical stresses because of the high operation speed.
If the aspect ratio is too large, the turbo will fail to create boost at low speeds; if the aspect ratio is too small, the turbo will choke the engine at high speeds, leading to high exhaust manifold pressures, high pumping losses, and ultimately lower power output. By altering the geometry of the turbine housing as the engine accelerates, the ...
The end of the war ended this development, so this promising experiment never flew. The extra power of this version was derived from using exhaust turbines, not to drive a turbo-supercharger, but to return that energy to turning the crankshaft, called a turbo-compound engine.