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At least 199 records · Page 11

Considerations of Air Flow in Combustion Chambers of High-Speed Compression-Ignition Engines

The air flow in combustion chambers is divided into three fundamental classes - induced, forced, and residual. A generalized resume is given of the present status of air flow investigations and of the work done at this and other laboratories to determine the direction and velocity of air movement in auxiliary and integral combustion chambers. The effects of air flow on engine performance are mentioned to show that although air flow improves the combustion efficiency, considerable induction, friction, and thermal losses must be guarded against.

Spanogle, J A↗

Experiments on thermoacoustic convection heat transfer in gravity and zero-gravity environments

The results of an experimental study of thermoacoustic convection (TAC) heat transfer in gravity and zero-gravity environments are presented. The experimental apparatus consisted of a cylinder containing air as the compressible fluid. The enclosed air was heated electrically at the top surface which consisted of a thin high-resistance steel foil connected to a power source. Thermocouples were used to measure the transient temperature of the air on the axis of the cylinder and the heated surface in the both zero-gravity and gravity environments. The zero-gravity tests were performed in the Zero-Gravity Drop Tower Facility of NASA-Lewis Research Center. The experimental results were corrected for the error due to radiation absorption by the thermocouples. A conduction-only numerical heat transfer model was developed to compute the transient air temperature in the cylindrical geometry. The results were compared to the experimental data to determine the significance of the thermoacoustic convection heat transfer mechanism. It is observed that the rate of heat transfer to the air measured during the experiments is consistently higher than that obtained by the conduction-only solution indicating a significant presence of the TAC heat transfer. Further experiments are planned to measure directly (1) the radiative heat transfer contribution to the rise in the air temperature, and (2) the air pressure oscillations within the cylinder that are responsible for the convective heat transfer mode.

Parang, Masood↗

The Effect of Compressibility on the Pressure Reading of a Prandtl Pitot Tube at Subsonic Flow Velocity

Errors arising from yawed flow were also determined up to 20 degrees angle of attack. In axial flow, the Prandtl pitot tube begins at w/a approx. = 0.8 to give an incorrect static pressure reading, while it records the tank pressure correctly, as anticipated, up to sonic velocity. Owing to the compressibility of the air, the Prandtl pitot tube manifests compression shocks when the air speed approaches velocity of sound. This affects the pressure reading of the instrument. Because of the increasing importance of high speed in aviation, this compressibility effect is investigated in detail.

Walchner, O↗

Historical development of worldwide supersonic aircraft

Some major milestones in the progression of airplane speeds from subsonic to supersonic are traced. Historical background is included on work done prior to the Twentieth Century, but the major emphasis is on the Twentieth Century developments after the man carrying airplane became a practical reality. The techniques of increasing airplane speed revolve around means of increasing the propulsive force and means of reducing the airframe resistance (drag). With the changes in speed, the attendant changes in flow patterns due to the compressibility of air introduce some aerodynamic problems. In addition, geometric changes introduced to combat the effects of compressibility also promote aerodynamic problems. Some of the solutions to these problems are illustrated, and many design features that evolved are discussed.

Spearman, M. L.↗

Damage-Tolerant Fan Casings for Jet Engines

All turbofan engines work on the same principle. A large fan at the front of the engine draws air in. A portion of the air enters the compressor, but a greater portion passes on the outside of the engine this is called bypass air. The air that enters the compressor then passes through several stages of rotating fan blades that compress the air more, and then it passes into the combustor. In the combustor, fuel is injected into the airstream, and the fuel-air mixture is ignited. The hot gasses produced expand rapidly to the rear, and the engine reacts by moving forward. If there is a flaw in the system, such as an unexpected obstruction, the fan blade can break, spin off, and harm other engine components. Fan casings, therefore, need to be strong enough to contain errant blades and damage-tolerant to withstand the punishment of a loose blade-turned-projectile. NASA has spearheaded research into improving jet engine fan casings, ultimately discovering a cost-effective approach to manufacturing damage-tolerant fan cases that also boast significant weight reduction. In an aircraft, weight reduction translates directly into fuel burn savings, increased payload, and greater aircraft range. This technology increases safety and structural integrity; is an attractive, viable option for engine manufacturers, because of the low-cost manufacturing; and it is a practical alternative for customers, as it has the added cost saving benefits of the weight reduction.

Source record↗

Hypersonic airbreathing propulsion/airframe integration

Recent interest in airbreathing hypersonic flight has centered around the need to develop advanced space launch systems which can reduce the cost of inserting payloads in orbit and make space more accessible. An effect of the thermal environment is to require the vehicle to operate at high altitudes, in very thin air, to maintain aircraft structural load limits. The high altitudes at which the hypersonic vehicle must operate give rise to the concept of an airframe integrated propulsion system to provide a much larger inlet and nozzle to process the required volume of air at low density, atmospheric conditions. In the integrated system, the forward portion of the vehicle compresses the air flow and serves as the external portion of the inlet; the aftbody completes the expansion process for the nozzle. In addition, the engine, which is contained between the body and the forebody shock wave, lends itself to a modular integration of a number of separate engines. In this manner, a relatively small engine can be defined to allow engine development in existing ground facilities.

Weidner, John P.↗

Mapping the Capabilities and Attributes of Solid Oxide Electrochemical Systems to Human Spaceflight Needs

NASA is sponsoring the development of a solid oxide electrochemical oxygen separation and compression system. This system is capable of extracting oxygen from a process stream of spacecraft cabin air, and compressing it to >27,000 kPa without mechanical compressors. Process temperatures are >650C, but the materials in contact with the oxygen do not burn. The system is called eCOG-C, Electrochemical Oxygen Generator and Compressor. A system capable of producing high pressure, high purity oxygen may have application as a method of recharging space suit oxygen tanks during human exploration missions. This paper describes the key performance parameters of a space suit oxygen tank recharge system, and places the key performance parameters of eCOG-c in the context of other methods of space suit oxygen tank recharge. This paper compares the eCOG-c configuration to an earlier electrochemical oxygen generator that has been prototyped and tested. Areas of emphasis for eCOG-C development are listed and described.

John Graf↗

Miniature Distillation Column for Producing LOX From Air

The figure shows components of a distillation column intended for use as part of a system that produces high-purity liquid oxygen (LOX) from air by distillation. (The column could be easily modified to produce high-purity liquid nitrogen.) Whereas typical industrial distillation columns for producing high-purity liquid oxygen and/or nitrogen are hundreds of feet tall, this distillation column is less than 3 ft (less than about 0.9 m) tall. This column was developed to trickle-charge a LOX-based emergency oxygen system (EOS) for a large commercial aircraft. A description of the industrial production of liquid oxygen and liquid nitrogen by distillation is prerequisite to a meaningful description of the present miniaturized distillation column. Typically, such industrial production takes place in a chemical processing plant in which large quantities of high-pressure air are expanded in a turboexpander to (1) recover a portion of the electrical power required to compress the air and (2) partially liquefy the air. The resulting two-phase flow of air is sent to the middle of a distillation column. The liquid phase is oxygen-rich, and its oxygen purity increases as it flows down the column. The vapor phase is nitrogen-rich and its nitrogen purity increases as it flows up the column. A heater or heat exchanger, commonly denoted a reboiler, is at the bottom of the column. The reboiler is so named because its role is to reboil some of the liquid oxygen collected at the bottom of the column to provide a flow of oxygen-rich vapor. As the oxygen-rich vapor flows up the column, it absorbs the nitrogen in the down-flowing liquid by mass transfer. Once the vapor leaves the lower portion of the column, it interacts with down-flowing nitrogen liquid that has been condensed in a heat exchanger, commonly denoted a condenser, at the top of the column. Liquid oxygen and liquid nitrogen products are obtained by draining some of the purified product at the bottom and top of the column, respectively. Because distillation is a mass-transfer process, the purity of the product(s) can be increased by increasing the effectiveness of the mass-transfer process (increasing the mass-transfer coefficient) and/or by increasing the available surface area for mass transfer through increased column height. The diameter of a distillation column is fixed by pressure-drop and mass-flow requirements. The approach taken in designing the present distillation column to be short yet capable of yielding a product of acceptably high purity was to pay careful attention to design details that affect mass-transfer processes.

Rozzi, Jay C.↗

Generating Breathable Air Through Dissociation of N2O

A nitrous oxide-based oxygen-supply system (NOBOSS) is an apparatus in which a breathable mixture comprising 2/3 volume parts of N2 and 1/3 volume part of O2 is generated through dissociation of N2O. The NOBOSS concept can be adapted to a variety of applications in which there are requirements for relatively compact, lightweight systems to supply breathable air. These could include air-supply systems for firefighters, divers, astronauts, and workers who must be protected against biological and chemical hazards. A NOBOSS stands in contrast to compressed-gas and cryogenic air-supply systems. Compressed-gas systems necessarily include massive tanks that can hold only relatively small amounts of gases. Alternatively, gases can be stored compactly in greater quantities and at low pressures when they are liquefied, but then cryogenic equipment is needed to maintain them in liquid form. Overcoming the disadvantages of both compressed-gas and cryogenic systems, the NOBOSS exploits the fact that N2O can be stored in liquid form at room temperature and moderate pressure. The mass of N2O that can be stored in a tank of a given mass is about 20 times the mass of compressed air that can be stored in a tank of equal mass. In a NOBOSS, N2O is exothermically dissociated to N2 and O2 in a main catalytic reactor. In order to ensure the dissociation of N2O to the maximum possible extent, the temperature of the reactor must be kept above 400 C. At the same time, to minimize concentrations of nitrogen oxides (which are toxic), it is necessary to keep the reactor temperature at or below 540 C. To keep the temperature within the required range throughout the reactor and, in particular, to prevent the formation of hot spots that would be generated by local concentrations of the exothermic dissociation reaction, the N2O is introduced into the reactor through an injector tube that features carefully spaced holes to distribute the input flow of N2O widely throughout the reactor. A NOBOSS includes one or more "destroyer" subsystems for removing any nitrogen oxides that remain downstream of the main N2O-dissociation reactor. A destroyer includes a carbon bed in series with a catalytic reactor, and is in thermal contact with the main N2O-dissociation reactor. The gas mixture that leaves the main reactor first goes through a carbon bed, which adsorbs all of the trace NO and most of the trace NO2. The gas mixture then goes through the destroyer catalytic reactor, wherein most or all of the remaining NO2 is dissociated. A NOBOSS can be designed to regulate its reactor temperature across a range of flow rates. One such system includes three destroyer loops; these loops act, in combination with a heat sink, to remove heat from the main N2O-dissociation reactor. In this system, the N2O and product gases play an additional role as coolants; thus, as needed, the coolant flow increases in proportion to the rate of generation of heat, helping to keep the main-reactor temperature below 540 C.

Zubrin, Robert↗

Intercooler Design for Aircraft, Special Report

When an airplane is operating at high altitude, it is necessary to use a supercharger to maintain ground pressure at the carburetor inlet. This maintenance and high intake-manifold pressure tends to keep the power output of the engine at ground-level value. The air, being compressed by the supercharger, however, is heated by adiabatic compression and friction to a temperature that seriously affect the performance of the engine. It is thus necessary to use an intercooler to reduce the temperature of the air between the supercharger outlet and the carburetor inlet. The amount of cooling required of the intercooler depend on the efficiency of the supercharger installation. In this investigation, several types of intercoolers were compared and a design procedure that will give the best intercooler for a given set of conditions is indicated. The figure of merit used for the selection of the best design was the total power consumed by the intercooler. This value includes the power required to transport the weight of the intercooler as well as the power used to force the charge air and the cooling air through the intercooler. The cost, size and practicality of construction were not considered, inasmuch as it was thought that a survey of possibilities of improvement in design would be of interest, regardless of whether the improvement could be immediately realized. Three types of intercoolers are included in this survey: a counterflow intercooler with indirect cooling surface in the form of fins, a counterflow intercooler with direct cooling surfaces, and a cross-flow, tube-type intercooler.

Brevoort, M. J.↗

Results of Two Free-fall Experiments on Flutter of Thin Unswept Wings in the Transonic Speed Range

Results of four thin, unswept, flutter airfoils attached to two freely falling bodies are reported. Two airfoils fluttered at a Mach number of 0.85, a third airfoil fluttered at a Mach number of 1.03, and a fourth fluttered at a Mach number of 1.07. Results of calculations of flutter speed using incompressible and compressible air-force coefficients, including a Mach number of 1.0, are presented.

FLOW, COMPRESSIBLE↗

Jet propulsion for airplanes

This report is a description of a method of propelling airplanes by the reaction of jet propulsion. Air is compressed and mixed with fuel in a combustion chamber, where the mixture burns at constant pressure. The combustion products issue through a nozzle, and the reaction of that of the motor-driven air screw. The computations are outlined and the results given by tables and curves. The relative fuel consumption and weight of machinery for the jet, decrease as the flying speed increases; but at 250 miles per hour the jet would still take about four times as much fuel per thrust horsepower-hour as the air screw, and the power plant would be heavier and much more complicated. Propulsion by the reaction of a simple jet can not compete with air screw propulsion at such flying speeds as are now in prospect.

Buckingham, Edgar↗

Velocity, Temperature and Density Measurements in Supersonic Jets

Prediction of the flow field properties in supersonic jets using computational fluid dynamics (CFD) codes is challenging when there is a significant temperature difference between the jet core and the ambient air and/or compressibility effects are substantial. A benchmark set of flow field property data were obtained to assess current CFD capabilities and develop better modeling approaches for these turbulent flow fields where accurate calculation of turbulent heat flux is important. Three different convergent-divergent nozzles were investigated with exit Mach numbers of: 1.36, 1.63 and 2.0 at their perfectly expanded conditions. The conditions of the jet were set to obtain a temperature difference of zero between the jet core and the ambient air, and then the temperature difference was progressively increased, at the same jet Mach number. Particle Image Velocimetry (PIV), spontaneous rotational Raman scattering spectroscopy (SRS), Background Oriented Schlieren (BOS) and probe-based measurements were used to acquire high quality, spatially-resolved measurements of the mean and root mean square (rms) velocities as well as the mean and rms gas temperatures and densities in both hot and cold supersonic jet flows. The non-intrusive flow measurements are compared both against probe measurements and against standard Reynolds averaged Navier-Stokes (RANS) predictions of the supersonic jet flow properties.

Rotational Raman Spectroscopy↗

Velocity, Temperature and Density Measurements in Supersonic Jets

Prediction of the flow field properties in supersonic jets using computational fluid dynamics (CFD) codes is challenging when there is a significant temperature difference between the jet core and the ambient air and/or compressibility effects are substantial. A benchmark set of flow field property data were obtained to assess current CFD capabilities and develop better modeling approaches for these turbulent flow fields where accurate calculation of turbulent heat flux is important. Three different convergent-divergent nozzles were investigated with exit Mach numbers of: 1.36, 1.63 and 2.0 at their perfectly expanded conditions. The conditions of the jet were set to obtain a temperature difference of zero between the jet core and the ambient air, and then the temperature difference was progressively increased, at the same jet Mach number. Particle Image Velocimetry (PIV), spontaneous rotational Raman scattering spectroscopy (SRS), Background Oriented Schlieren (BOS) and probe-based measurements were used to acquire high quality, spatially-resolved measurements of the mean and root mean square (rms) velocities as well as the mean and rms gas temperatures and densities in both hot and cold supersonic jet flows. The non-intrusive flow measurements are compared both against probe measurements and against standard Reynolds averaged Navier-Stokes (RANS) predictions of the supersonic jet flow properties.

Raman Spectroscopy↗

The engineering of a nuclear thermal landing and ascent vehicle utilizing indigenous Martian propellant

The following paper reports on a design study of a novel space transportation concept known as a 'NIMF' (Nuclear rocket using Indigenous Martian Fuel). The NIMF is a ballistic vehicle which obtains its propellant out of the Martian air by compression and liquefaction of atmospheric CO2. This propellant is subsequently used to generate rocket thrust at a specific impulse of 264 s by being heated to high temperature (2800 K) gas in the NIMFs' nuclear thermal rocket engines. The vehicle is designed to provide surface to orbit and surface to surface transportation, as well as housing, for a crew of three astronauts. It is capable of refueling itself for a flight to its maximum orbit in less than 50 days. The ballistic NIMF has a mass of 44.7 tonnes and, with the assumed 2800 K propellant temperature, is capable of attaining highly energetic (250 km by 34,000 km elliptical) orbits. This allows it to rendezvous with interplanetary transfer vehicles which are only very loosely bound into orbit around Mars. If a propellant temperature of 2000 K is assumed, then low Mars orbit can be attained; while if 3100 K is assumed, then the ballistic NIMF is capable of injecting itself onto a minimum energy transfer orbit to Earth in a direct ascent from the Martian surface.

Zubrin, Robert M.↗

The comparative performance of superchargers

This report presents a comparison of superchargers on the basis of the power required to compress the air at a definite rate, and on the basis of the net engine power developed at altitudes from 0 to 40,000 feet. The investigation included geared centrifugal, turbine-driven centrifugal, roots, and vane-type superchargers. It also includes a brief discussion of the mechanical limitations of each supercharger and explains how the method of control affects the power requirements.

Schey, Oscar W↗