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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 1,801 records · Page 100
All sourcesNASA NTRSDOE OSTI
DOE OSTI2021

Ducted Fuel Injection and Cooled Spray Technologies for Particulate Control in Heavy-Duty Diesel Engines

Heavy-Duty diesel engine manufacturers are continuously in pursuit of simple and low-cost technologies that can reduce emissions. Ducted fuel injection (DFI) and Cooled Spray (CS) technologies are two technologies that continue to show promise for significant particulate emissions reductions. These technologies represent a breakthrough in diesel engine combustion from the potential of nearly sootless diesel combustion. This can provide a significant decrease in harmful PM emissions and may enable further system optimization for reduced NOx emissions and increased efficiency. Combustion vessel experiments and engine demonstrations at Sandia, together with the large bore engine tests performed by Wabtec show that this technology may be applicable to heavy duty diesel engines across a wide range of engine sizes and speeds representing the majority of off-road diesel engines. However, very little is known about the ideal geometry, scaling properties or effectiveness of these technologies over the engine operating map. This project will address those uncertainties through a series of experiments performed in an optical and a metal single-cylinder engine.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2024

Ducted Fuel Injection And Cooled Spray Technologies For Particulate Control In Heavy-duty Diesel Engines (Final Report)

Cooled Spray (CS) and Ducted Fuel Injection (DFI) are in-cylinder technologies for diesel engines that can reduce particulate matter and soot emissions and data has been published showing that these technologies can reduce soot emissions by 75-100% for some engines at some operating conditions. However, little is known about scaling the devices for engine size. Additionally, the performance of either technology over the engine duty cycle has not been explored. This project addresses both of these points through single-cylinder engine investigations. The objectives of this project are to provide details about dimensional scaling of these devices and to demonstrate 75% PM reduction over a range of operating conditions on a single-cylinder engine. Two engines were used for this project: a 125mm bore optically accessible engine at Sandia National Laboratories and a 168mm bore metal engine at Southwest Research Institute. The optical engine was used to study the performance of DFI and CS inserts for a large injector orifice diameter injector that is characteristic of a locomotive engine and to perform scaling studies for DFI. The metal engine was used to perform scaling and alignment studies for CS and to evaluate the technology for both EGR and non-EGR engines over the engine operating map. Modifications were required for both engines to accept the prototype inserts being tested. The optical engine required a new fuel injector, cylinder head and piston so that tests could be run at the pressures and engine speeds required. Additionally, a novel rotating stage was designed for the optical engine to simplify alignment of the modules. The metal engine required a modified cylinder head to accept CS inserts and a modified piston to provide additional space around the fuel injector for the CS inserts. Tests on the optical engine showed that DFI reduces PM emissions for both small injector orifices (0.170mm diameter) and large injector orifices (0.290mm). For high load testing, the DFI modules were not as effective as at low load testing, but it was acknowledged that minimal geometric optimization was performed and more improvements may be possible. Comparing DFI to CS and conventional diesel combustion (CDC), DFI performed better than CS or CDC. The CS geometries used in these studies may not be ideal for that engine and additional modifications likely would improve performance. Tests on the metal engine showed PM reductions as high has 80% at some operating conditions with duty-cycle PM reductions of ~50% for EGR and non-EGR configurations. The CS testing on the metal engine showed that chamfering of the fuel passage inlet either through hydro-erosion or mechanical grinding provided significant improvements in the PM reduction capabilities of the insert. Additionally, alignment sensitivities were explored and the data show that the tolerance to misalignment is approximately 0.05 to 0.1mm for the inserts that were studied here. Air-fuel ratio was shown to be important in the effectiveness of the CS inserts. In several tests, it was shown that the CS inserts are more effective at reducing the PM for high-AFR operating conditions compared to low AFR conditions. In summary, multiple designs were evaluated on both engines. It was found that for the conditions and configurations studied here, a fuel passage diameter of ~2.5mm performed best overall. Significant duty-cycle PM reductions are possible using these technologies and sensitivities to AFR, alignment fuel passage diameter and inlet fuel passage shaping were explored and are reported here. More PM reduction may be possible with improved geometric design and attention to alignment practices.

02 PETROLEUM↗
DOE OSTI2024

Ducted Fuel Injection and Cooled Spray Technologies for Particulate Control in Heavy-Duty Diesel Engines

Heavy-duty diesel engine manufacturers are continually seeking simple, low-cost technologies to reduce emissions. Ducted Fuel Injection (DFI) and Cooled Spray (CS) technologies have emerged as promising solutions, offering the potential for nearly sootless operation. These innovations could significantly decrease harmful Particulate Matter (PM) emissions while enabling further optimization to reduce Nitrogen Oxides (NOx) and increase efficiency. While initial experiments across various engine types have shown promise, uncertainties remain regarding the ideal geometry, scaling properties, and effectiveness of these technologies across different operating conditions. This project aims to address these knowledge gaps through experiments in both optical and metal single-cylinder engines.

33 ADVANCED PROPULSION SYSTEMS↗
NASA NTRS1966

Study of vortex valve for medium temperature solid propellants

Fluid state vortex valve secondary injection control system shows considerable promise for future application to solid propellant rocket engine thrust vector control. The single axis injection system tested would be capable of providing secondary injection thrust vector control using 2000 deg F gas.

Holt, W. D.↗
NASA NTRS1973

The Earth Resources Program of the Corps of Engineers

The mission of the Corps of Engineers of the U.S. Army and the contributions made by the ERTS-1 data system are discussed. The use of satellite-borne sensors and aerial photography for projects involving engineering geology, flood control, master planning, and fluid dynamics and interations is reported. Examples of engineering projects are provided in the form of aerial photographs and multispectral band scanner imagery.

Jarman, J. W.↗
NASA NTRS1974

Mariner Mars 1971 attitude control subsystem

The Mariner Mars 1971 attitude control subsystem (ACS) is discussed. It is comprised of a sun sensor set, a Canopus tracker, an inertial reference unit, two cold gas reaction control assemblies, two rocket engine gimbal actuators, and an attitude control electronics unit. The subsystem has the following eight operating modes: (1) launch, (2) sun acquisition, (3) roll search, (4) celestial cruise, (5) all-axes inertial, (6) roll inertial, (7) commanded turn, and (8) thrust vector control. In the celestial cruise mode, the position control is held to plus or minus 0.25 deg. Commanded turn rates are plus or minus 0.18 deg/s. The attitude control logic in conjunction with command inputs from other spacecraft subsystems establishes the ACS operating mode. The logic utilizes Sun and Canopus acquisition signals generated within the ACS to perform automatic mode switching so that dependence of ground control is minimized when operating in the sun acquisition, roll search, and celestial cruise modes. The total ACS weight is 65.7 lb, and includes 5.4 lb of nitrogen gas. Total power requirements vary from 9 W for the celestial cruise mode to 54 W for the commanded turn mode.

Edmunds, R. S.↗
NASA NTRS1975

Monopropellant engine investigation for space shuttle reaction control system, volume 1

The results are presented of an investigation to determine the capability of a monopropellant hydrazine thruster to meet the requirements specified for the space shuttle reaction control system (RCS). Of those requirements, the major concern was whether the 100,000 seconds life could be achieved at thrust levels within the specified range. Although burn times in excess of 200,000 seconds have been demonstrated at low thrust levels, the corresponding total impulse values have been substantially lower than that required for the space shuttle RCS. Two other areas of concern, involving the catalyst, were: (1) the effects of the relatively high vehicle vibration levels on catalyst attrition and (2) the effect of exposure of the catalyst to air during atmospheric reentry of the vehicle.

Source record↗
NASA NTRS1975

Monopropellant engine investigation for space shuttle reaction control. Volume 2: Design, fabrication, and demonstration test of a catalytic gas generator for the space shuttle APU

The capability of a catalytic gas generator to meet the requirement specified for the space shuttle APU is established. A full-scale gas generator, designed to operate at a chamber pressure of 750 psia and a flow rate of 0.36 lbm/sec, was fabricated and subjected to three separate life test series. The nickel foam metal used for catalyst retention was investigated. Inspection of the foam metal following the first life test revealed significant degradation. Consequently an investigation was conducted to determine the mechanism of degradation and to provide an improved foam metal.

Source record↗
NASA NTRS1975

Monopropellant engine investigation for space shuttle reaction control system. Volume 3: Improvement of metal foam for catalyst retention

The retention of granular catalyst in a metal foam matrix was demonstrated to greatly increase the life capability of hydrazine monopropellant reactors. Since nickel foam used in previous tests was found to become degraded after long-term exposure the cause of degradation was examined and metal foams of improved durability were developed. The most durable foam developed was a rhodium-coated nickel foam. An all-platinum foam was found to be incompatible in a hot ammonia (hydrazine) environment. It is recommended to scale up the manufacturing process for the improved foam to produce samples sufficiently large for space shuttle APU gas generator testing.

Source record↗
NASA NTRS1976

Application of automobile emission control technology to light piston aircraft engines

The possibility was evaluated for achieving the EPA Standards for HC and CO emissions through the use of air-fuel ratio enleanment at selected power modes combined with improved air-fuel mixture preparation, and in some cases improved cooling. Air injection was also an effective approach for the reduction of HC and CO, particularly when combined with exhaust heat conservation techniques such as exhaust port liners.

Tripp, D.↗
NASA NTRS1980

Noise transmission and control for a light, twin-engine aircraft

One of the dominant source-path combinations for cabin noise in light, twin-engine aircraft is propeller noise being transmitted through the fuselage sidewall. This source-path was investigated and candidate sidewall add-on treatment were installed and tested using both an external sound source and the propeller in a ground static runup. Results indicate that adding either mass or stiffness to the fuselage skin would improve sidewall attenuation and that the honeycomb stiffness treatment used generally provided more improvement than an equal amount of added mass. It is proposed that double-wall construction in conjunction with skin stiffening should provide a good weight efficient combination for the aircraft studied.

Barton, C. K.↗
NASA NTRS1987

Airplane automatic control force trimming device for asymmetric engine failures

The difference in dynamic pressure in the propeller slipstreams as measured by sensors is divided by the freestream dynamic pressure generating a quantity proportional to the differential thrust coefficient. This quantity is used to command an electric trim motor to change the position of trim tab thereby retrimming the airplane to the new asymmetric power condition. The change in position of the trim tab produced by the electric trim motor is summed with the pilot's input to produce the actual trim tab position.

Stewart, Eric C.↗
NASA NTRS1991

Validation of engineering methods for predicting hypersonic vehicle controls forces and moments

This work examines the ability of the aerodynamic analysis methods contained in an industry standard conceptual design code, the Aerodynamic Preliminary Analysis System (APAS II), to estimate the forces and moments generated through control surface deflections from low subsonic to high hypersonic speeds. Predicted control forces and moments generated by various control effectors are compared with previously published wind-tunnel and flight-test data for three vehicles: the North American X-15, a hypersonic research airplane concept, and the Space Shuttle Orbiter. Qualitative summaries of the results are given for each force and moment coefficient and each control derivative in the various speed ranges. Results show that all predictions of longitudinal stability and control derivatives are acceptable for use at the conceptual design stage.

Maughmer, M.↗

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