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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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In the investigation discussed in this paper, the response of FEA cathodes and FEA material candidates to simulated electric propulsion system environments are presented.
Ice buildup in the compressor section of a commercial aircraft gas turbine engine can cause a number of engine failures. One of these failure modes is known as engine rollback: an uncommanded decrease in thrust accompanied by a decrease in fan speed and an increase in turbine temperature. This paper describes the development of a model which simulates the system level impact of engine icing using the Commercial Modular Aero-Propulsion System Simulation 40k (C-MAPSS40k). When an ice blockage is added to C-MAPSS40k, the control system responds in a manner similar to that of an actual engine, and, in cases with severe blockage, an engine rollback is observed. Using this capability to simulate engine rollback, a proof-of-concept detection scheme is developed and tested using only typical engine sensors. This paper concludes that the engine control system s limit protection is the proximate cause of iced engine rollback and that the controller can detect the buildup of ice particles in the compressor section. This work serves as a feasibility study for continued research into the detection and mitigation of engine rollback using the propulsion control system.
The goal of this research is to develop an advanced engineering analysis system that enables high-fidelity, multi-disciplinary, full propulsion system simulations to be performed early in the design process (a virtual test cell that integrates propulsion and information technologies). This will enable rapid, high-confidence, cost-effective design of revolutionary systems.
Modeling and control software that integrates the complexities of solar array models, a space environment, and an electric propulsion system into a rigid body vehicle simulation and control model is provided. A rigid body vehicle simulation of a solar electric propulsion (SEP) vehicle may be created using at least one solar array model, at least one model of a space environment, and at least one model of a SEP propulsion system. Power availability and thrust profiles may be determined based on the rigid body vehicle simulation as the SEP vehicle transitions from a low Earth orbit (LEO) to a higher orbit or trajectory. The power availability and thrust profiles may be displayed such that a user can use the displayed power availability and thrust profiles to determine design parameters for an SEP vehicle mission.
The small satellite community has been interested in accessing fixed ground stations for means of space-to-ground transmissions, although a problem arises from the limited global coverage. There is a growing interest for using the Space Network (SN) or Tracking and Data Relay Satellites (TDRS) as the primary support for communications because of the coverage it provides. This thesis will address the potential for satellite access of the Space Network with a non-gimbaled antenna configuration and low-power, coded transmission. The non-gimbaled antenna and the TDRS satellites, TDRS-East, TDRS-West, and TDRS-Zone of Exclusion, were configured in an orbital analysis software package called Satellite Tool Kit to emulate the three-dimensional position of the satellites. The access potential, which is the average number of contacts per day and the average time per contact, were obtained through simulations run over a 30-day period to gain all the possible orientations. The orbital altitude was varied from 600 km through 1200 km with the results being a function of orbital inclination angles varying from 20 deg through 100 deg and pointing half-angles of I0 deg through 40 deg. To compare the validity of the simulations, Jet Propulsion Laboratory granted the use of the TOPEX satellite. The TOPEX satellite was configured to emulate a spin-stabilized antenna with its communications antenna stowed in the zenith-pointing direction. This mimicked the antenna pointing spin-stabilized satellite in the simulations. To make valid comparisons, the TOPEX orbital parameters were entered into Satellite Tool Kit and simulated over five test times provided by Jet Propulsion Laboratory.
Several classes of system performance simulations of V/STOL propulsion systems are presented. A digital simulation approach for a typical system (a propulsion system made up of three engines, shafts and gearbox, and remote lift fan) is given with a description of the general philosophy, solution options and model flexibility.
A Large Civil Tiltrotor (LCTR) conceptual design was developed as part of the NASA Heavy Lift Rotorcraft Systems Investigation in order to establish a consistent basis for evaluating the benefits of advanced technology for large tiltrotors. The concept has since evolved into the second-generation LCTR2, designed to carry 90 passengers for 1,000 nm at 300 knots, with vertical takeoff and landing capability. This paper performs a preliminary assessment of variable-speed power turbine technology on LCTR2 sizing, while maintaining the same, advanced technology engine core. Six concepts were studied; an advanced, single-speed engine with a conventional power turbine layout (Advanced Conventional Engine, or ACE) using a multi-speed (shifting) gearbox. There were five variable-speed power turbine (VSPT) engine concepts, comprising a matrix of either three or four turbine stages, and fixed or variable guide vanes; plus a minimum weight, twostage, fixed-geometry VSPT. The ACE is the lightest engine, but requires a multi-speed (shifting) gearbox to maximize its fuel efficiency, whereas the VSPT concepts use a lighter, fixed-ratio gearbox. The NASA Design and Analysis of Rotorcraft (NDARC) design code was used to study the trades between rotor and engine efficiency and weight. Rotor performance was determined by Comprehensive Analytical Model of Rotorcraft Aerodynamics and Dynamics (CAMRAD II), and engine performance was estimated with the Numerical Propulsion System Simulation (NPSS). Design trades for the ACE vs. VSPT are presented in terms of vehicle gross and empty weight, propulsion system weight and mission fuel burn for the civil mission. Because of its strong effect on gearbox weight and on both rotor and engine efficiency, rotor speed was chosen as the reference design variable for comparing design trades. Major study assumptions are presented and discussed. Impressive engine power-to-weight and fuel efficiency reduced vehicle sensitivity to propulsion system choice. The 10% weight penalty for multi-speed gearbox was more significant than most engine technology weight penalties to the vehicle design because drive system weight is more than two times engine weight. Based on study assumptions, fixed-geometry VSPT concept options performed better than their variable-geometry counterparts. Optimum design gross weights varied 1% or less and empty weights less than 2% among the concepts studied, while optimum fuel burns varied up to 5%. The outcome for some optimum configurations was so unexpected as to recommend a deeper look at the underlying technology assumptions.
The success of Ingenuity completing over 71 flights on Mars has resulted in the possible use of two further optimized Ingenuity-sized helicopters to retrieve samples for the planned Mars Sample Return campaign. Data to validate performance for several rotor speeds, densities, configurations, and collectives will aid in the design process and help in understanding Ingenuity’s current performance limitations. Tests were performed at the Jet Propulsion Laboratory (JPL) in the 25-foot Space Simulator, which include the Engineering Design Model 1 (EDM-1) with and without a cruciform box, and the Transonic Rotor Test (TRT) which is a single rotor setup featuring the same blade geometry as EDM-1 but designed to spin at much higher RPMs. The experimental setup, test matrix, data processing, data quality, and the performance results for EDM1 and TRT campaigns are presented.
On April 19, 2021, Ingenuity became the first helicopter to fly on Mars at Jezero Crater, completing a total of 72 flights by the end of its mission. The success of Ingenuity resulted in various research efforts to further explore Mars via vertical flight, including two optimized Ingenuity-sized helicopters proposed to retrieve samples for the 2028 Mars Sample Return mission. To aid in the design process for the two proposed Sample Retrieval Helicopters, both heritage and optimized, increased diameter rotors were tested at the NASA Jet Propulsion Laboratory in the 25-ft Space Simulator. Three test campaigns were performed using the Ingenuity rotors and optimized Sample Retrieval Helicopter (SRH) rotors for several rotor speeds, densities, configurations, and collectives to identify performance limitations. These three test campaigns included the Ingenuity Engineering Design Model 1 (EDM-1) with and without a cruciform box, Transonic Rotor Test (TRT) rig, and SRH Dual Rotor Test (DRT). Experimental setup, test matrix, data processing, data quality, and performance results for EDM-1, TRT, and DRT campaigns are presented and discussed. Experimental results from the test campaigns will aid in future experimental methods and validation efforts for planetary rotorcraft exploration.
Producing a new aircraft engine currently costs approximately $1 billion, with 3 years of development time for a commercial engine and 10 years for a military engine. The high development time and cost make it extremely difficult to transition advanced technologies for cleaner, quieter, and more efficient new engines. To reduce this time and cost, NASA created a vision for the future where designers would use high-fidelity computer simulations early in the design process in order to resolve critical design issues before building the expensive engine hardware. To accomplish this vision, NASA's Glenn Research Center initiated a collaborative effort with the aerospace industry and academia to develop its Numerical Propulsion System Simulation (NPSS), an advanced engineering environment for the analysis and design of aerospace propulsion systems and components. Partners estimate that using NPSS has the potential to dramatically reduce the time, effort, and expense necessary to design and test jet engines by generating sophisticated computer simulations of an aerospace object or system. These simulations will permit an engineer to test various design options without having to conduct costly and time-consuming real-life tests. By accelerating and streamlining the engine system design analysis and test phases, NPSS facilitates bringing the final product to market faster. NASA's NPSS Version (V)1.X effort was a task within the Agency s Computational Aerospace Sciences project of the High Performance Computing and Communication program, which had a mission to accelerate the availability of high-performance computing hardware and software to the U.S. aerospace community for its use in design processes. The technology brings value back to NASA by improving methods of analyzing and testing space transportation components.
The Electrical Modeling and Thermal Analysis Toolbox (EMTAT), a National Aeronautics and Space Administration (NASA)-developed Simulink™ model block library of electrical components developed with the goal of facilitating system-level control design and analysis, has two levels of fidelity depending on the test needs. The Physics Based model blocks are designed to use physical component characteristics to more accurately model real hardware, including power losses, efficiency, thermal effects, electromagnetic losses, voltage drops and current requirements. These blocks model electrical dynamics that occur at the millisecond turbomachinery time scale which allows for faster-than-real-time electrified turbomachinery simulations. A model was developed to mirror the Hybrid Propulsion Emulation Rig (HyPER) hardware, a laboratory focused on Electrified Aircraft Propulsion (EAP) hardware tests. The present hardware setup supports Turbine Electrified Energy Management (TEEM) testing. The outputs of the model were compared to the results of several tests on the HyPER laboratory motor-generator setup with the goal of matching the steady state simulation data to steady state hardware data within 5% of full scale. The objective of this paper is to present the background, setup, testing and results of this comparison. It will describe some of the adjustments that were necessary to match the system hardware, as well as next steps in verification and validation.
This powerpoint will be presented at a monthly Numerical Propulsion System Simulation (NPSS) Consortium monthly meeting. The presentation covers a simple example model that is being proposed to demonstrate how to model electrified propulsion systems in NPSS. The NPSS consortium expects to see its members modeling more electrified propulsion systems in the future and sees a need for a comprehensive example model for these systems, to demonstrate and standardize how these models are constructed.
Reynolds Averaged Navier-Stokes (RANS) simulations were performed on an N+2 conceptual commercial supersonic transport aircraft to explore the possibility of relocating the engines from below the wings to above the wings in order to capitalize upon potential noise shielding benefits. The simulations focused on the feasibility of the top-mounted propulsion configuration in terms of inlet performance and flow separation around the nacelles at climbout conditions for both 0deg and 8deg angle of attack. The results showed overall good inlet performance and little separation around the nacelles. The results were comparable to the engines in their original underwing configuration.
Reynolds Averaged Navier-Stokes (RANS) simulations were performed on an N+2 conceptual commercial supersonic transport aircraft to explore the possibility of relocating the engines from below the wings to above the wings in order to capitalize upon potential noise shielding benefits. The simulations focused on the feasibility of the top-mounted propulsion configuration in terms of inlet performance and flow separation around the nacelles at take-off conditions for both 0deg and 8deg angle of attack. The results showed overall good inlet performance and little separation around the nacelles. The results were comparable to the engines in their original underwing configuration.
Within NASA's High Performance Computing and Communication (HPCC) program, NASA Glenn Research Center is developing an environment for the analysis/design of aircraft engines called the Numerical Propulsion System Simulation (NPSS). NPSS focuses on the integration of multiple disciplines such as aerodynamics, structures, and heat transfer along with the concept of numerical zooming between zero-dimensional to one-, two-, and three-dimensional component engine codes. In addition, the NPSS is refining the computing and communication technologies necessary to capture complex physical processes in a timely and cost-effective manner. The vision for NPSS is to create a "numerical test cell" enabling full engine simulations overnight on cost-effective computing platforms. Of the different technology areas that contribute to the development of the NPSS Environment, the subject of this paper is a discussion on numerical zooming between a NPSS engine simulation and higher fidelity representations of the engine components (fan, compressor, burner, turbines, etc.). What follows is a description of successfully zooming one-dimensional (row-by-row) high-pressure compressor analysis results back to a zero-dimensional NPSS engine simulation and a discussion of the results illustrated using an advanced data visualization tool. This type of high fidelity system-level analysis, made possible by the zooming capability of the NPSS, will greatly improve the capability of the engine system simulation and increase the level of virtual test conducted prior to committing the design to hardware.
An object-oriented gas turbine engine simulation program was developed. This program is a prototype for a more complete, commercial grade engine performance program now being proposed as part of the Numerical Propulsion System Simulator (NPSS). This report discusses architectural issues of this complex software system and the lessons learned from developing the prototype code. The prototype code is a fully functional, general purpose engine simulation program, however, only the component models necessary to model a transient compressor test rig have been written. The production system will be capable of steady state and transient modeling of almost any turbine engine configuration. Chief among the architectural considerations for this code was the framework in which the various software modules will interact. These modules include the equation solver, simulation code, data model, event handler, and user interface. Also documented in this report is the component based design of the simulation module and the inter-component communication paradigm. Object class hierarchies for some of the code modules are given.
A simulation model has been developed for use in piloted evaluations of takeoff, transition, hover, and landing characteristics of an advanced, short takeoff, vertical landing lift fan fighter aircraft. The flight/propulsion control system includes modes for several response types which are coupled to the aircraft's aerodynamic and propulsion system effectors through a control selector tailored to the lift fan propulsion system. Head-up display modes for approach and hover, tailored to their corresponding control modes are provided in the simulation. Propulsion system components modeled include a remote lift and a lift/cruise engine. Their static performance and dynamic response are represented by the model. A separate report describes the subsonic, power-off aerodynamics and jet induced aerodynamics in hover and forward flight, including ground effects.
This paper presents a dynamic model of an internal combustion engine coupled to a variable pitch propeller. The low-order, nonlinear time-dependent model is useful for simulating the propulsion system of general aviation single-engine light aircraft. This model is suitable for investigating engine diagnostics and monitoring and for control design and development. Furthermore, the model may be extended to provide a tool for the study of engine emissions, fuel economy, component effects, alternative fuels, alternative engine cycles, flight simulators, sensors, and actuators. Results show that the model provides a reasonable representation of the propulsion system dynamics from zero to 10 Hertz.