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All sourcesNASA NTRSDOE OSTI
NASA NTRS1988

Resources: NASA for entrepreneurs

The services of NASA's Technology Utilization Program are detailed and highlights of spinoff products in various stages of completion are described. Areas discussed include: Stirling engines for automotive applications, klystron tubes used to reduce power costs at UHF television stations, sports applications of riblet film (e.g., boat racing), reinforced plastic for high-temperature applications, coating technology appropriate for such applications similar to the renovation of the Statue of Liberty, and medical uses of fuel pump technology (e.g., heart pumps).

Jannazo, Mary Ann↗
NASA NTRS1988

Phase 1 results from the Stirling-powered vehicle project

The NASA Technology Utilization (TU) Office is sponsoring a multiyear, multiphase demonstration program to assess the technology developed under the DOE/NASA automotive Stirling engine (ASE) program with engines installed in various Air Force vehicles while being evaluated by independent third parties under realistic conditions. This paper reviews the operational history of Phase 1 with a Mod 1 Stirling engine installed in an Air Force multistop van in a variety of missions. Ten months of operation were with Air Force personnel at Langley Air Force Base, Virginia, where over 1100 hr and 4000 mi were logged on the Langley flight line. The Stirling-powered van operated on unleaded gasoline, JP-4 aircraft fuel, and diesel fuel at Langley Air Force Base. Two months of operation were completed with Deere and Company personnel in the Moline, Illinois area where over 175 hr and 2650 mi were logged on a Deere mail delivery route.

Shaltens, Richard K.↗
NASA NTRS1988

Hot piston ring/cylinder liner materials - Selection and evaluation

A materials testing program to determine whether automotive Stirling engine efficiency can be improved by locating 'hot piston rings' near the top of the pistons is described. Candidate materials were screened theoretically and experimentally by friction and wear tests. Based on the test results, a cobalt-based alloy, Stellite 6B, was chosen for the piston rings and PS200, which consists of a metal-bonded chromium carbide matrix with dispersed solid lubricants, was chosen as the cylinder coating. Tests of a modified engine and a baseline engine showed that the hot ring did reduce specific fuel consumption by up to 7 percent for some operating conditions and averaged about three percent for all conditions evaluated. Related applications of high-temperature coatings for shaft seals and as backup lubricants for gas bearings are also described.

Sliney, Harold E.↗
NASA NTRS1988

Creep-rupture performance of superalloys in high-pressure hydrogen environment

The advantages of the automotive Stirling engine presented, which employs high-pressure hydrogen as a working fluid, include (in addition to a 50-percent improvement in efficiency over internal combustion engines) multiple-fuel capability, low pollution, and low noise. The severe service conditions associated with the 870 C operation and 15 MPa hydrogen working fluid have prompted the present suitability testing of six tube and four cast Fe-base alloys. While stress-rupture life and minimum creep rates were not affected, both tube and cast alloy types underwent creep ductility degradation.

Bhattacharyya, S.↗
NASA NTRS1994

Electrical Properties Of Capacitors At High Temperatures

Brief report describes results of experiments in which capacitance and dielectric loss of glass, metallized-polytetrafluoroethylene, and solid-tantalum capacitor measured at temperatures from 20 degrees C to 200 degrees C. Conclusions drawn concerning suitability of capacitors for use at high temperatures; such as in nuclear powerplants, aircraft, equipment for extracting geothermal energy, switching power supplies, and automotive integrated engine electronics.

Baumann, E. D.↗
NASA NTRS1981

Jay Carter Enterprises, Incorporated steam engine

The Small Community Solar Thermal Power Experiment (SCSE) selected an organic rankine cycle (ORC) engine driving a high speed permanent magnet alternator (PMA) as the baseline power conversion subsystem (PCS) design. The back-up conceptual PCS design is a steam engine driving an induction alternator delivering power directly to the grid. The development of the automotive reciprocating simple rankine cycle steam engine and how an engine of similar design might be incorporated into the SCSE is discussed. A description of the third generation automotive engine is included along with some preliminary test data. Tests were conducted with the third generation engine driving an induction alternator delivering power directly to the grid. The purpose of these tests is to further verify the effects of expander inlet temperature, input thermal power level, expansion ratio, and other parameters affecting engine performance to aid in the development of an SCSE PCS.

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NASA NTRS2001

New Technology Sparks Smoother Engines and Cleaner Air

Automotive Resources, Inc. (ARI) has developed a new device for igniting fuel in engines-the SmartPlug.TM SmartPlug is a self-contained ignition system that may be retrofitted to existing spark-ignition and compression-ignition engines. The SmartPlug needs as little as six watts of power for warm-up, and requires no electricity at all when the engine is running. Unlike traditional spark plugs, once the SmartPlug ignites the engine, and the engine heats up, the power supply for the plug is no longer necessary. In the utility industry, SmartPlugs can be used in tractors, portable generators, compressors, and pumps. In addition to general-purpose applications, such as lawn mowers and chainsaws, SmartPlugs can also be used in the recreational, marine, aviation, and automotive industries. Unlike traditional ignition systems, the SmartPlug system requires no distributor, coil points, or moving parts. SmartPlugs are non-fouling, with a faster and cleaner burn than traditional spark plugs. They prevent detonation and are not sensitive to moisture, allowing them to be used on a variety of engines. Other advantages include no electrical noise, no high voltage, exceptionally high altitude capabilities, and better cold-start statistics than those of standard spark ignition systems. Future applications for the SmartPlug are being evaluated by manufacturers in the snowmobile industry.

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NASA NTRS1978

Evaluation of ceramics for stator application: Gas turbine engine report

Current ceramic materials, component fabrication processes, and reliability prediction capability for ceramic stators in an automotive gas turbine engine environment are assessed. Simulated engine duty cycle testing of stators conducted at temperatures up to 1093 C is discussed. Materials evaluated are SiC and Si3N4 fabricated from two near-net-shape processes: slip casting and injection molding. Stators for durability cycle evaluation and test specimens for material property characterization, and reliability prediction model prepared to predict stator performance in the simulated engine environment are considered. The status and description of the work performed for the reliability prediction modeling, stator fabrication, material property characterization, and ceramic stator evaluation efforts are reported.

Trela, W.↗
NASA NTRS2002

High-Temperature Gas Sensor Array (Electronic Nose) Demonstrated

The ability to measure emissions from aeronautic engines and in commercial applications such as automotive emission control and chemical process monitoring is a necessary first step if one is going to actively control those emissions. One single sensor will not give all the information necessary to determine the chemical composition of a high-temperature, harsh environment. Rather, an array of gas sensor arrays--in effect, a high-temperature electronic "nose"--is necessary to characterize the chemical constituents of a diverse, high-temperature environment, such as an emissions stream. The signals produced by this nose could be analyzed to determine the constituents of the emission stream. Although commercial electronic noses for near-room temperature applications exist, they often depend significantly on lower temperature materials or only one sensor type. A separate development effort necessary for a high-temperature electronic nose is being undertaken by the NASA Glenn Research Center, Case Western Reserve University, Ohio State University, and Makel Engineering, Inc. The sensors are specially designed for hightemperature environments. A first-generation high-temperature electronic nose has been demonstrated on a modified automotive engine. This nose sensor array was composed of sensors designed for hightemperature environments fabricated using microelectromechanical-systems- (MEMS-) based technology. The array included a tin-oxide-based sensor doped for nitrogen oxide (NOx) sensitivity, a SiC-based hydrocarbon (CxHy) sensor, and an oxygen sensor (O2). These sensors operate on different principles--resistor, diode, and electrochemical cell, respectively--and each sensor has very different responses to the individual gases in the environment. A picture showing the sensor head for the array is shown in the photograph on the left and the sensors installed in the engine are shown in the photograph on the right. Electronics are interfaced with the sensors for temperature control and signal conditioning, and packaging designed for high temperatures is necessary for the array to survive the engine environment.

Hunter, Gary W.↗
NASA NTRS1983

Advanced automotive diesel assessment program

Cummins Engine Company completed an analytical study to identify an advanced automotive (light duty) diesel (AAD) power plant for a 3,000-pound passenger car. The study resulted in the definition of a revolutionary diesel engine with several novel features. A 3,000-pound car with this engine is predicted to give 96.3, 72.2, and 78.8 MPG in highway, city, and combined highway-city driving, respectively. This compares with current diesel powered cars yielding 41.7, 35.0, and 37.7 MPG. The time for 0-60 MPH acceleration is 13.9 sec. compared to the baseline of 15.2 sec. Four technology areas were identified as crucial in bringing this concept to fruition. They are: (1) part-load preheating, (2) positive displacement compounding, (3) spark assisted diesel combustion system, and (4) piston development for adiabatic, oilless diesel engine. Marketing and planning studies indicate that an aggressive program with significant commitment could result in a production car in 10 years from the date of commencement.

Sekar, R.↗
NASA NTRS1987

The Advanced Turbine Technology Applications Program (ATTAP)

The need for advances in ceramic techniques in order to manufacture reliable cost-effective ceramic components for automotive gas turbine engines, in particular in the hot section of the engine, is examined. The objectives of the ATTAP is to establish the reliability of ceramic component designs and materials in automotive gas turbines; to expand the experimental data base in the operation environment; and to complete the development of analytical tools needed to support industry in the successful application of ceramics to long-life turbine engines. The role of industry and the government in the development of the gas turbine engine is discussed.

Kramer, Saunders B.↗
NASA NTRS1983

Evaluation of ceramics for stator applications: Gas turbine engines interim report. Stator fabrication and evaluation

The objective was to assess current ceramic materials, fabrication processes, reliability prediction, and stator durability when subjected to simulated automotive gas turbine engine operating conditions. Ceramic one-piece stators were fabricated of two materials, silicon nitride and silicon carbide, using two near-net-shape processes, slip casting and injection molding. Non-destructive evaluation tests were conducted on all stators identifying irregularities which could contribute to failures under durability testing. Development of the test rig and automatic control system for repeatably controlling air flow rate and temperature over a highly transient durability duty cycle is discussed. Durability results are presented for repeated thermal cycle testing of the ceramic one-piece stators. Two duty cycles were used, encompassing the temperature ranges of 704 to 1204 C (1300 to 2200 F) and 871 to 1371 C (1600 to 2500 F). Tests were conducted on 28 stators, accumulating 135,551 cycles in 2441 hours of hot testing. Cyclic durability for the ceramic one-piece stator was demonstrated to be in excess of 500 hours, accumulating over 28,850 thermal cycles. Ceramic interface forces were found to be the significant factor in limiting stator life rather than the scatter in material strength properties or the variation in component defects encountered.

Arnon, N.↗
NASA NTRS1994

Advanced Turbine Technology Applications Project (ATTAP) 1993 annual report

This report summarizes work performed by AlliedSignal Engines, a unit of AlliedSignal Aerospace Company, during calendar year 1993, toward development and demonstration of structural ceramic technology for automotive gas turbine engines. This work was performed for the U.S. Department of Energy (DOE) under National Aeronautics and Space Administration (NASA) Contract DEN3-335, Advanced Turbine Technology Applications Project (ATFAP). During 1993, the test bed used to demonstrate ceramic technology was changed from the AlliedSignal Engines/Garrett Model AGT101 regenerated gas turbine engine to the Model 331-200(CT) engine. The 331-200(CT) ceramic demonstrator is a fully-developed test platform based on the existing production AlliedSignal 331-200(ER) gas turbine auxiliary power unit (APU), and is well suited to evaluating ceramic turbine blades and nozzles. In addition, commonality of the 331-200(CT) engine with existing gas turbine APU's in commercial service provides the potential for field testing of ceramic components. The 1993 ATTAP activities emphasized design modifications of the 331-200 engine test bed to accommodate ceramic first-stage turbine nozzles and blades, fabrication of the ceramic components, ceramic component proof and rig tests, operational tests of the test bed equipped with the ceramic components, and refinement of critical ceramic design technologies.

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NASA NTRS1983

Lightweight aircraft engines, the potential and problems for use of automotive fuels

A comprehensive data research and analysis for evaluating the use of automotive fuels as a substitute for aviation grade fuel by piston-type general aviation aircraft engines is presented. Historically known problems and potential problems with fuels were reviewed for possible impact relative to application to an aircraft operational environment. This report reviews areas such as: fuel specification requirements, combustion knock, preignition, vapor lock, spark plug fouling, additives for fuel and oil, and storage stability.

Patterson, D. J.↗
NASA NTRS2003

Low Cost Heat Treatment Process for Production of Dual Microstructure Superalloy Disks

There are numerous incidents where operating conditions imposed on a component mandate different and distinct mechanical property requirements from location to location within the component. Examples include a crankshaft in an internal combustion engine, gears for an automotive transmission, and disks for a gas turbine engine. Gas turbine disks are often made from nickel-base superalloys, because these disks need to withstand the temperature and stresses involved in the gas turbine cycle. In the bore of the disk where the operating temperature is somewhat lower, the limiting material properties are often tensile and fatigue strength. In the rim of the disk, where the operating temperatures are higher than those of the bore, because of the proximity to the combustion gases, resistance to creep and crack growth are often the limiting properties.

Gayda, John↗
NASA NTRS1982

Catalyst durability evaluation for advanced gas turbine engines

Catalytic combustion has demonstrated the ability to provide low NO(x) emissions while maintaining high combustion efficiency. Recently, under joint NASA Lewis, EPA, and Acurex sponsorship, a catalytic reactor was tested for 1000 hours to demonstrate durability in combustion environments representative of advanced automotive gas turbine engines. At a 740K air preheat temperature and a propane fuel/air ratio of 0.028 by mass, the adiabatic flame temperature was held at about 1700K. The graded cell monolithic reactor measured 5 cm in diameter by 10.2 cm in length and was operated at a reference velocity of 13.4 m/s at 1 atmosphere pressure. Measured NO(x) levels remained below 5 ppm while unburned hydrocarbon concentrations registered near zero and carbon monoxide levels were nominally below 20 ppm. The durability test included several parametric turndown studies and ended with a series of on/off cycling tests to further characterize reactor performance.

Snow, G. C.↗
NASA NTRS1993

Advanced Turbine Technology Applications Project (ATTAP)

The Advanced Turbine Technologies Application Project (ATTAP) is in the fifth year of a multiyear development program to bring the automotive gas turbine engine to a state at which industry can make commercialization decisions. Activities during the past year included reference powertrain design updates, test-bed engine design and development, ceramic component design, materials and component characterization, ceramic component process development and fabrication, ceramic component rig testing, and test-bed engine fabrication and testing. Engine design and development included mechanical design, combustion system development, alternate aerodynamic flow testing, and controls development. Design activities included development of the ceramic gasifier turbine static structure, the ceramic gasifier rotor, and the ceramic power turbine rotor. Material characterization efforts included the testing and evaluation of five candidate high temperature ceramic materials. Ceramic component process development and fabrication, with the objective of approaching automotive volumes and costs, continued for the gasifier turbine rotor, gasifier turbine scroll, extruded regenerator disks, and thermal insulation. Engine and rig fabrication, testing, and development supported improvements in ceramic component technology. Total test time in 1992 amounted to 599 hours, of which 147 hours were engine testing and 452 were hot rig testing.

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