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The applicable thermodynamic cycle and performance considerations when the rotary-vee mechanism is used as an internal combustion (I.C.) heat engine are reviewed. Included is a simplified kinematic analysis and studies of the effects of design parameters on the critical pressures, torques and parasitic losses. A discussion of the principal findings is presented.
This paper provides a review of the applicable thermodynamic cycle and performance considerations when the rotary-vee mechanism is used as an internal combustion (IC) heat engine. Included is a simplified kinematic analysis and studies of the effects of design parameters on the critical pressures, torques and parasitic losses. A discussion of the principal findings is presented.
Eleven materials were evaluated for oxygen compatibility using the following test methods: heat of combustion (ASTM D 2015), liquid oxygen impact (ASTM D 2512), pneumatic impact (ASTM G 74), gaseous mechanical impact (ASTM G 86), autogenous ignition temperature by pressurized differential scanning calorimeter, and the determination of the 50 percent reaction level in liquid oxygen using silicon carbide as a reaction enhancer. The eleven materials evaluated were: Teflon TFE, Vespel SP-21, Krytox 240AC, Viton PLV5010B, Fluorel E2160, Kel F 81, Fluorogold, Fluorogreen E-600, Rulon A, Garlock 8573, nylon 6/6.
General research efforts on reduced order propulsion models for control systems design are overviewed. Methods for modeling high speed propulsion systems are discussed including internal flow propulsion systems that do not contain rotating machinery, such as inlets, ramjets, and scramjets. The discussion is separated into four areas: (1) computational fluid dynamics models for the entire nonlinear system or high order nonlinear models; (2) high order linearized models derived from fundamental physics; (3) low order linear models obtained from the other high order models; and (4) low order nonlinear models (order here refers to the number of dynamic states). Included in the discussion are any special considerations based on the relevant control system designs. The methods discussed are for the quasi-one-dimensional Euler equations of gasdynamic flow. The essential nonlinear features represented are large amplitude nonlinear waves, including moving normal shocks, hammershocks, simple subsonic combustion via heat addition, temperature dependent gases, detonations, and thermal choking. The report also contains a comprehensive list of papers and theses generated by this grant.
General research efforts on reduced order propulsion models for control systems design are overviewed. Methods for modeling high speed propulsion systems are discussed including internal flow propulsion systems that do not contain rotating machinery such as inlets, ramjets, and scramjets. The discussion is separated into four sections: (1) computational fluid dynamics model for the entire nonlinear system or high order nonlinear models; (2) high order linearized model derived from fundamental physics; (3) low order linear models obtained from other high order models; and (4) low order nonlinear models. Included are special considerations on any relevant control system designs. The methods discussed are for the quasi-one dimensional Euler equations of gasdynamic flow. The essential nonlinear features represented are large amplitude nonlinear waves, moving normal shocks, hammershocks, subsonic combustion via heat addition, temperature dependent gases, detonation, and thermal choking.
The current status of the Numerical Propulsion System Simulation (NPSS) program, a cooperative effort of NASA, industry, and universities to reduce the cost and time of advanced technology propulsion system development, is reviewed. The technologies required for this program include (1) interdisciplinary analysis to couple the relevant disciplines, such as aerodynamics, structures, heat transfer, combustion, acoustics, controls, and materials; (2) integrated systems analysis; (3) a high-performance computing platform, including massively parallel processing; and (4) a simulation environment providing a user-friendly interface. Several research efforts to develop these technologies are discussed.
Data obtained from the NACA air-launched ram-jet program are summarized with emphasis placed upon the transonic propulsive thrust potential of the engines. Data are presented for boosted and non-boosted engine configurations which incorporate a single-oblique-shock or double-oblique-shock diffuser designed for critical inlet operation at flight Mach numbers of 1.8 and 2.4, respectively. The engines are evaluated in terms of flight Mach number, mass-flow ratio, diffuser pressure recovery, combustion-chamber heat release, propulsive thrust, external drag, and specific impulse. From specific impulse considerations, it appears that for some air-launched missile applications the self-accelerating supersonic ram jet may have a lower gross weight than a rocket-boosted ram jet.
As part of a program to study the correlation between molecular structure and physical properties of high-density hydrocarbons, the net heats of combustion, melting points, boiling points, densities, and kinematic viscosities of some hydrocarbons in the 2-n-alkylbiphenyl, 1,1-diphenylalkane, diphenylalkane, 1,1-dicyclohexylalkane, and dicyclohexylalkane series are presented.
Three homologous series of related dicyclic hydrocarbons are presented for comparison on the basis of their physical properties, which include net heat of combustion, density, melting point, boiling point, and kinematic viscosity. The three series investigated include the 2-n-alkylbiphenyl, 2-n-alkylbicyclohexyl (high boiling), and 2-n-alkylbiphenyls (low boiling) series through c sub 16, in addition to three branched-chain (isopropyl, sec-butyl, and isobutyl) 2-alkylbiphenyls and their corresponding 2-alkylbicyclohexyls. The physical properties of the low-boiling and high-boiling isomers of 2-sec-butylbicyclohexyl and 2-isobutylbicyclohexyl are reported herein for the first time.
The methods used to prepare and purify 19 hydrocarbon derivatives of cyclopropane are discussed. Of these hydrocarbons, 13 were synthesized for the first time. In addition to the hydrocarbons, six cyclopropylcarbinols, five alkyl cyclopropyl ketones, three cyclopropyl chlorides, and one cyclopropanedicarboxylate were prepared as synthesis intermediates. The melting points, boiling points, refractive indices, densities, and, in some instances, heats of combustion of both the hydrocarbon and nonhydrocarbon derivatives of cyclopropane were determined. These data and the infrared spectrum of each of the 34 cyclopropane compounds are presented in this report. The infrared absorption bands characteristic of the cyclopropyl ring are discussed, and some observations are made on the contribution of the cyclopropyl ring to the molecular refractions of cyclopropane compounds.
This is the second volume in the 1994 annual report for the NASA Propulsion Engineering Research Center's Sixth Annual Symposium. This conference covered: (1) Combustors and Nozzles; (2) Turbomachinery Aero- and Hydro-dynamics; (3) On-board Propulsion systems; (4) Advanced Propulsion Applications; (5) Vaporization and Combustion; (6) Heat Transfer and Fluid Mechanics; and (7) Atomization and Sprays.
Nonuniform magnetic fields exert a magnetic body force on electrically nonconducting classical fluids. These include paramagnetic fluids such as gaseous and liquid oxygen and diamagnetic fluids such as helium. Recent experiments show that this force can overwhelm the force of gravity even at the surface of the earth; it can levitate liquids and gases, quench candle flames, block gas flows, and suppress heat transport. Thermal gradients render the magnetic force nonuniform through the temperature-dependent magnetic susceptibility. These thermal gradients can therefore drive magnetic convection analogous to buoyancy-driven convection. This magnetothermal convection can overwhelm convection driven by gravitational buoyancy in terrestrial experiments. The objectives of the proposed ground-based theoretical study are (a) to supply the magnetothermohydrodynamic theory necessary to understand these recent experiments and (b) to explore the consequences of nonuniform magnetic fields in microgravity. Even the linear theory for the onset of magnetothermal convection is lacking in the literature. We intend to supply the linear and nonlinear theory based on the thermohydrodynamic equations supplemented by the magnetic body force. We intend to investigate the effect of magnetic fields on gas blockage and heat transport in microgravity. Since magnetic fields provide a means of creating arbitrary, controllable body force distributions, we intend to investigate the possibility of using magnetic fields to position and control fluids in microgravity. We also intend to investigate the possibility of creating stationary terrestrial microgravity environments by using the magnetic force to effectively cancel gravity. These investigations may aid in the design of space-based heat-transfer, combustion, and human-life-support equipment.
Two RL10A-3-3A rocket engines comprise the main propulsion system for the Centaur upper stage vehicle. Centaur is used with bod Titan and Atlas launch vehicles, carrying military and civilian payloads from high altitudes into orbit and beyond. The RL10 has delivered highly reliable service for the past 30 years. Recently, however, there have been two in-flight failures which have refocused attention on the RL10. This heightened interest has sparked a desire for an independent RL10 modeling capability within NASA and th Air Force. Pratt & Whitney, which presently has the most detailed model of the RL10, also sees merit in having an independent model which could be used as a cross-check with their own simulations. The Space Propulsion Technology Division (SPTD) at the NASA Lewis Research Center has developed a computer model of the RL10A-3-3A. A project team was formed, consisting of experts in the areas of turbomachinery, combustion, and heat transfer. The overall goal of the project was to provide a model of the entire RL10 rocket engine for government use. In the course of the project, the major engine components have been modeled using a combination of simple correlations and detailed component analysis tools (computer codes). The results of these component analyses were verified with data provided by Pratt & Whitney. Select modeling results and test data curves were then integrated to form the RL10 engine system model The purpose of this report is to introduce the reader to the RL10 rocket engine and to describe the engine system model. The RL10 engine and its application to U.S. launch vehicles are described first, followed by a summary of the SPTD project organization, goals, and accomplishments. Simulated output from the system model are shown in comparison with test and flight data for start transient, steady state, and shut-down transient operations. Detailed descriptions of all component analyses, including those not selected for integration with the system model, are included as appendices.
Many solid rocket propellants are based on a composite mixture of ammonium perchlorate (AP) oxidizer and polymeric binder fuels. In these propellants, complex three-dimensional diffusion flame structures between the AP and binder decomposition products, dependent upon the length scales of the heterogeneous mixture, drive the combustion via heat transfer back to the surface. Changing the AP crystal size changes the burn rate of such propellants. Large AP crystals are governed by the cooler AP self-deflagration flame and burn slowly, while small AP crystals are governed more by the hot diffusion flame with the binder and burn faster. This allows control of composite propellant ballistic properties via particle size variation. Previous measurements on these diffusion flames in the planar two-dimensional sandwich configuration yielded insight into controlling flame structure, but there are several drawbacks that make comparison with modeling difficult. First, the flames are two-dimensional and this makes modeling much more complex computationally than with one-dimensional problems, such as RDX self- and laser-supported deflagration. In addition, little is known about the nature, concentration, and evolution rates of the gaseous chemical species produced by the various binders as they decompose. This makes comparison with models quite difficult. Alternatively, counterflow flames provide an excellent geometric configuration within which AP/binder diffusion flames can be studied both experimentally and computationally.
This report compliments a concurrent analysis of the electromagnetic field threat to the fuel system of a transport aircraft. The accompanying effort assessed currents, voltages and power levels that may be induced upon fuel tank wiring from radio transmitters (inside and outside the aircraft). In addition to this, it was also essential to determine how much voltage, current, or power is required to create a fuel-vapor ignition hazard. The widely accepted minimum guideline for aircraft fuel-vapor ignition is the application of a 0.2 millijoule energy level. However, when considering radio frequency (RF) sources, this guideline is seriously inadequate. This report endeavors to bridge the gap between a traditional understanding of electrical breakdown, heating and combustion; and supplement the knowledge with available information regarding aircraft fuel-vapor ignition by RF sources
The GTX program at NASA Glenn Research Center is designed to develop a launch vehicle concept based on rocket-based combined-cycle (RBCC) propulsion. Experimental testing, cycle analysis, and computational fluid dynamics modeling have all demonstrated the viability of the GTX concept, yet significant technical issues and challenges still remain. Our research effort develops a unique capability for dynamic CFD simulation of complete high-speed propulsion devices and focuses this technology toward analysis of the GTX response during critical mode transition events. Our principal attention is focused on Mode 1/Mode 2 operation, in which initial rocket propulsion is transitioned into thermal-throat ramjet propulsion. A critical element of the GTX concept is the use of an Independent Ramjet Stream (IRS) cycle to provide propulsion at Mach numbers less than 3. In the IRS cycle, rocket thrust is initially used for primary power, and the hot rocket plume is used as a flame-holding mechanism for hydrogen fuel injected into the secondary air stream. A critical aspect is the establishment of a thermal throat in the secondary stream through the combination of area reduction effects and combustion-induced heat release. This is a necessity to enable the power-down of the rocket and the eventual shift to ramjet mode. Our focus in this first year of the grant has been in three areas, each progressing directly toward the key initial goal of simulating thermal throat formation during the IRS cycle: CFD algorithm development; simulation of Mode 1 experiments conducted at Glenn's Rig 1 facility; and IRS cycle simulations. The remainder of this report discusses each of these efforts in detail and presents a plan of work for the next year.
As part of the Navy Project Zip to consider various boron-containing materials as possible high-energy fuels, the chemical and physical properties of Hi-Cal-2 prepared by the Callery Chemical Company were evaluated at the NACA Lewis laboratory. Elemental chemical analysis, heat of combustion, vapor pressure and decomposition, freezing point, density, self ignition temperature, flash point, and blow-out velocity were determined for the fuel. Although the precision of measurement of these properties was not equal to that obtained for hydrocarbons, this special release research memorandum was prepared to make the data available as soon as possible.
The multimodal friction ignition tester (MFIT) is a testbed for experiments on the thermal and mechanical effects of friction on material specimens in pressurized, oxygen-rich atmospheres. In simplest terms, a test involves recording sensory data while rubbing two specimens against each other at a controlled normal force, with either a random stroke or a sinusoidal stroke having controlled amplitude and frequency. The term multimodal in the full name of the apparatus refers to a capability for imposing any combination of widely ranging values of the atmospheric pressure, atmospheric oxygen content, stroke length, stroke frequency, and normal force. The MFIT was designed especially for studying the tendency toward heating and combustion of nonmetallic composite materials and the fretting of metals subjected to dynamic (vibrational) friction forces in the presence of liquid oxygen or pressurized gaseous oxygen test conditions approximating conditions expected to be encountered in proposed composite material oxygen tanks aboard aircraft and spacecraft in flight. The MFIT includes a stainless-steel pressure vessel capable of retaining the required test atmosphere. Mounted atop the vessel is a pneumatic cylinder containing a piston for exerting the specified normal force between the two specimens. Through a shaft seal, the piston shaft extends downward into the vessel. One of the specimens is mounted on a block, denoted the pressure block, at the lower end of the piston shaft. This specimen is pressed down against the other specimen, which is mounted in a recess in another block, denoted the slip block, that can be moved horizontally but not vertically. The slip block is driven in reciprocating horizontal motion by an electrodynamic vibration exciter outside the pressure vessel. The armature of the electrodynamic exciter is connected to the slip block via a horizontal shaft that extends into the pressure vessel via a second shaft seal. The reciprocating horizontal motion can be chosen to be random with a flat spectrum over the frequency range of 10 Hz to 1 kHz, or to be sinusoidal at any peak-to-peak amplitude up to 0.8 in. (.2 cm) and fixed or varying frequency up to 1 kHz. The temperatures of the specimen and of the vessel are measured by thermocouples. A digital video camera mounted outside the pressure vessel is aimed into the vessel through a sapphire window, with its focus fixed on the interface between the two specimens. A position transducer monitors the displacement of the pneumatic-cylinder shaft. The pressure in the vessel is also monitored. During a test, the output of the video camera, the temperatures, and the pneumatic-shaft displacement are monitored and recorded. The test is continued for a predetermined amount of time (typically, 10 minutes) or until either (1) the output of the position transducer shows a sudden change indicative of degradation of either or both specimens, (2) ignition or another significant reaction is observed, or (3) pressure in the vessel increases beyond a pre-set level that triggers an automatic shutdown.