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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 307 records · Page 17
All sourcesNASA NTRSDOE OSTI
DOE OSTI2023

The Importance of Addressing Disagreements Between Nominal and Effective Treatments During Bat Mortality Minimization Validation Studies

As the wind energy industry grows, so too does our need for effective and low-cost bat mortality minimization solutions. Despite knowledge gaps in our understanding of what drives bats to collide with spinning turbines, minimization solutions have shown success during validation studies. Curtailment has been consistently effective, reducing bat mortality from 33%-79%, depending on the curtailment scenario and species present. Several validation studies have demonstrated deterrent solutions, specifically ultrasonic deterrents, to be effective, but overall, more variable compared to curtailment solutions. Further, a study combining curtailment with ultrasonic deterrents produced encouraging results, finding that adding ultrasonic deterrents to turbines that were designated to curtail, significantly reduced mortality rates compared to curtailment only turbines. Despite positive results, the strength of inference achieved with validation studies is limited by methodological constraints associated with appropriately assigning fatalities to treatments. Because of the temporal separation between when a bat collides with a turbine and when it is discovered during a ground-based carcass survey, we must assign carcasses to a treatment that ran during the prior night(s). This process may introduce errors at multiple stages. First, for studies that rotate treatments among turbines, mortality surveyors must be confident that carcasses are 'fresh' such that mortalities are correctly assigned to the treatment from the previous night(s). Second, we must reconcile any misalignments between how we assign treatments and how we implement treatments (e.g., turbines assigned with a deterrent treatment may be implemented as another treatment when deterrent devices are not operating as designed). Finally, for curtailment solutions, it is critical to recognize that measured effects are a function of not just the treatment as implemented but the proportion of the night the treatment is realized (e.g., if wind speeds are greater than the curtailment treatment cut-in speed for the entire night, we cannot expect there to me any differences in mortality reduction relative to control turbines). Using a dataset collected between June and October 2017, that rotated 3 treatments (Deterrent Only, 5 m/s Curtail only, and 5 m/s Curtail & Deterrent) and 1 control condition across 16 turbines each night, we explored the importance and implications of accounting for potential errors in assigning fatalities to treatments. We present preliminary results comparing the mortality associated with error-corrected treatments and control conditions highlighting how the measured effect of a treatment (mortality) greatly depends on site specific implementation.

bats↗
DOE OSTI2021

Cost-Optimized Cold Climate Heat Pump Development and Field Test

Cold climate heat pumps (CCHPs) expand the heat pump market to climates where heating demand is dominant. They can achieve more than 70% energy savings compared with electric resistance heating and operate at lower cost than using tank-stored propane to fuel a furnace. A high-efficiency heat pump with a heating seasonal performance factor (HSPF)—as defined by the Air-Conditioning, Heating, and Refrigeration Institute (AHRI 2008)—greater than 10.0 would be more efficient than gas heating in terms of source energy. However, developing a cost-effective CCHP involves some challenges. A typical single-speed, air-source heat pump (ASHP) with an HSPF of 7.7 Btu/Wh does not work well under cold outdoor temperature conditions typical of cold climate locations for four major reasons: 1. Discharge temperature is too high—The low suction pressure and high compression pressure ratio at low ambient temperatures causes high compressor discharge temperatures in excess of the maximum limit for many of the compressors on the market. Furthermore, system charge of a heat pump is usually optimized in the cooling mode, which leads to overcharge conditions in the heating mode, further increasing the discharge temperature. 2. Heating capacity is insufficient if sized to meet the building design cooling load— Heating capacity of a single-speed heat pump decreases with ambient temperature. The heating capacity at -13°F (-25°C) typically decreases to 20%–40% of the rated heating capacity at 47°F (8.3°C) (~equivalent to the rated cooling capacity at 95°F [35°C]). Therefore, a single-speed heat pump, typically sized to match the building design cooling load, cannot provide adequate heating capacity to match the building heating load at low ambient temperatures. The capacity deficit is filled by inefficient resistance heat, thus lowering the system efficiency and significantly increasing power demand. 3. Cyclic loss is significant if sized to meet the building design heating load—If a single-speed heat pump is sized to meet the heating load, it will be significantly oversized relative to the cooling load in many cold climates. This will cause excessive on/off cyclic loss during the cooling and heating operations at moderately low ambient temperatures. Thus, capacity modulation capability (e.g., using a variable-speed or multi-stage compressor) is necessary for a CCHP, which uses its full capacity to meet the peak heating load and partial capacity to meet the cooling and part-load heating loads. 4. Coefficient of performance (COP) is low—Heating COP degrades significantly at low ambient temperatures owing to the large temperature difference between the heat source and sink. A target CCHP should be sized to meet the building design heating load while minimizing the cyclic loss for the cooling and heating operations at moderate ambient temperatures.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2020

Scalable Deep-Learning-Accelerated Topology Optimization for Additively Manufactured Materials

Topology optimization (TO) is a popular and powerful computational approach for designing novel structures, materials, and devices. Two computational challenges have limited the applicability of TO to a variety of industrial applications. First, a TO problem often involves a large number of design variables to guarantee sufficient expressive power. Second, many TO problems require a large number of expensive physical model simulations, and those simulations cannot be parallelized. To address these issues, we propose a general scalable deep-learning (DL) based TO framework, referred to as SDL-TO, which utilizes parallel schemes in high performance computing (HPC) to accelerate the TO process for designing additively manufactured (AM) materials. Unlike the existing studies of DL for TO, our framework accelerates TO by learning the iterative history data and simultaneously training on the mapping between the given design and its gradient. The surrogate gradient is learned by utilizing parallel computing on multiple CPUs incorporated with a distributed DL training on multiple GPUs. The learned TO gradient enables a fast online update scheme instead of an expensive update based on the physical simulator or solver. Using a local sampling strategy, we achieve to reduce the intrinsic high dimensionality of the design space and improve the training accuracy and the scalability of the SDL-TO framework. The method is demonstrated by benchmark examples and AM materials design for heat conduction. The proposed SDL-TO framework shows competitive performance compared to the baseline methods but significantly reduces the computational cost by a speed up of around 8.6x over the standard TO implementation.

Bi, Sirui↗
DOE OSTI2025

Novel scalings of neutron star properties from analyzing dimensionless Tolman–Oppenheimer–Volkoff equations

The Tolman–Oppenheimer–Volkoff (TOV) equations govern the radial evolution of pressure and energy density in static neutron stars (NSs) in hydrodynamical equilibrium. Using the reduced pressure and energy density with respect to the NS central energy density, the original TOV equations can be recast into dimensionless forms. While the traditionally used integral approach for solving the original TOV equations require an input nuclear Equation of State (EOS), the dimensionless TOV equations can be anatomized by using the reduced pressure and energy density as polynomials of the reduced radial coordinate without using any input nuclear EOS. It has been shown in several of our recent works that interesting and novel perspectives about NS core EOS can be extracted directly from NS observables by using the latter approach. Our approach is based on intrinsic and perturbative analyses of the dimensionless (IPAD) TOV equations (IPAD-TOV). In this review article, we first discuss the length and energy density scales of NSs as well as the dimensionless TOV equations for scaled variables and their perturbative solutions near NS cores. We then review several new insights into NS physics gained from solving perturbatively the scaled TOV equations. Whenever appropriate, comparisons with the traditional approach from solving the original TOV equations will be made. In particular, we first show that the nonlinearity of the TOV equations basically excludes a linear EOS for dense matter in NS cores. We then show that perturbative analyses of the scaled TOV equations enable us to reveal novel scalings of the NS mass, radius and the compactness with certain combinations of the NS central pressure and energy density. Thus, observational data on either mass, radius or compactness can be used to constrain directly the core EOS of NS matter independent of the still very uncertain nuclear EOS models. As examples, the EOS of the densest visible matter in our Universe before the most massive neutron stars collapse into black holes (BHs) as well as the central EOS of a canonical or a 2.1 solar mass NS are extracted without using any nuclear EOS model. In addition, we show that causality in NSs sets an upper bound of about 0.374 for the ratio of pressure over energy density and correspondingly a lower limit for trace anomaly in supra-dense matter. We also demonstrate that the strong-field gravity plays a fundamental role in extruding a peak in the density/radius profile of the speed of sound squared (SSS) in massive NS cores independent of the nuclear EOS. Finally, some future perspectives of NS research using the new approach reviewed here by solving perturbatively the dimensionless TOV equations are outlined.

73 NUCLEAR PHYSICS AND RADIATION PHYSICS↗
NASA NTRS1994

On the decay of outbursts in dwarf novae nad X-ray novae

We perform computations using a time-dependent model for the accretion disk limit-cycle mechanism to examine the decay of the optical light following the peak of a dwarf nova outburst. We present the results of a parameter study of the physical input variables which affect the decay rate. In the model, the decay is brought about by a cooling transition front which begins at large radii in the disk and moves inward. The nature of the decay is strongly influenced by the radial dependence of the accretion disk viscosity parameter alpha. To obtain exponential decays for typical dwarf nova parameters, we require alpha proportional to r(exp epsilon(sub 0)), where epsilon(sub 0) approximately = 0.3-0.4. The exact value of epsilon(sub 0) which produces exponential decays depends on factors such as the mass of the accreting star and the inner radius of the accretion disk. Therefore, the observed ubiquity of exponential decays in two different types of systems (dwarf novae and X-ray novae) leads us to believe that alpha is an unnatural scaling for the viscosity. The physics of the cooling transition front must be self-regulating in that the timescale (-parital derivative of lnSigma(r)/partial derivative +)(exp -1) (where Sigma is the surface density) for mass extraction across the front remains constant. This may be consistent with a scaling alpha proportional to (h/r)(exp n), where h is the local disk semi-thickness and n approximately 1-2. As regards the speed of the cooling front, we find v(sub F)(r) proportional to r(exp p), where p approximately 3 at large radii, with an abrupt transition to p approximately 0 at some smaller radius. The r(exp 3) dependence is much steeper than has been found by previous workers and appears to result from the strong variation of specific heat within the cooling front when the front resides at a large radius in the disk. The outflow of disk material across the cooling front causes a significant departure of dln T(sub dff0/dln r from the standard value of -0.75 (expected from steady state accretion) within about 0.2 dex in radius of the break associated with the cooling front -- T(sub eff) aproximately 10(exp 3.9) K (r/10(exp 10 cm)) (exp -0.1). These effects should be observable with eclipse mapping. Finally, it appears that the relatively slow decay rate for the optical flux in the 1975 outburst of A0620-00 can be accounted for if the primary is a approximately 10 Solar mass black hole.

Cannizzo, John K.↗
NASA NTRS1996

Hypersonic Airbreathing Vehicles/Technologies

Hypersonic airbreathing horizontal takeoff and landing (HTOL) vehicles are highly integrated systems involving many advanced technologies. The design environment is variable rich, intricately networked, and sensitivity intensive; as such, it represents a tremendous challenge. Creating a viable design requires addressing three main elements: (1) an understanding of the 'figures of merit' and their relationship, (2) the development of sophisticated configuration discipline prediction methods and a synthesis procedure, and (3) the synergistic integration of advanced technologies across the discipline spectrum. This paper will focus on the vision for hypersonic airbreathing vehicles and the advanced technologies that forge the designs. Airbreathing hypersonics encompass endoatmospheric (airplanes...missiles are a part of the matrix but will not be included in this paper since they are an air force focus) and space access vehicles with speed from Mach 4 up to Mach 25 (orbital). These vehicles can be divided into two classes...cruisers and accelerators. The cruiser designs reflect high lift-to-drag whereas the accelerators reflect low drag per unit inlet capture; thus, the cross section of the accelerator attributes a much larger percentage to propulsion. One of the more design influencing items is fuel. The hydrogen fueled vehicles must be very volumetric efficient to contain the low density fuel and thus tend to be a bit bulgy (more conducive to lifting bodies or wing bodies) whereas with hydrocarbon fueled vehicles, the concern is loading because of the high density fuel; thus, they may tend to be more towards waveriders which are not usually very volumetric efficient. Hydrocarbon fuels (endothermic) are limited in their engine cooling capacity to below Mach 8.

Hunt, James L.↗
DOE OSTI2021

EGR Dilution and Fuel Property Effects on High-Efficiency Spark-Ignition Flames

Modern spark ignition internal combustion engines rely on fast combustion rates and high dilution to achieve high brake thermal efficiencies. To accomplish this, new engine designs have moved towards increased tumble ratios and stroke-to-bore ratios. Increased tumble ratios correlate positively with increases in turbulent kinetic energy and improved fuel and residual gas mixing, all of which favor faster and more efficient combustion. Longer stroke-to-bore ratios allow higher geometric compression ratios and use of late intake valve closing to control peak compression pressures and temperatures. The addition of dilution to improve efficiency is limited by the resulting increase in combustion instabilities manifested by cycle-to-cycle variability. A number of effects - preferential diffusion, turbulence-combustion interactions, stochastic flow patterns, laminar-turbulent flame kernel transitions, and relative length and velocity scales between flame and turbulence - are believed to be responsible for the increase in cycle-to-cycle variations, where their contributions are likely interlinked. Several studies have shown the influence of stochastic flow characteristics on the nature of combustion instabilities, such as velocity patterns on flame kernel formation and cycle-to-cycle variations in residual gas. However, few have focused on the specific effects of fuel properties. The objective of this work is to contrast the effects of dilution on propane stoichiometric combustion against gasoline. Dilution tolerance experiments were conducted in a purpose-built high stroke-to-bore ratio single cylinder engine with both gasoline and LPG. Three-dimensional full cycle computational fluid dynamics (CFD) simulations employing a level-set combustion approach and Reynolds averaged Navier-Stokes (RANS) turbulence modeling was used to qualitatively assess the changes in length and velocity scales for turbulence and the flame. The experimental results showed that LPG can tolerate higher exhaust gas recirculation (EGR) dilution under a variety of conditions. Analysis of CFD simulations showed that propane flames are likely less sensitive to influences from the flow field due to less thickening of the flame and higher effective flame speeds.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2025

The OCEAN ICE mooring compilation: a standardised, pan-Antarctic database of ocean hydrography and current time series

Continuous moored time series of temperature, salinity, pressure and current speed and direction are of great importance for understanding the continental shelf and under-ice-shelf dynamics and thermodynamics that govern water mass transformations and ice melting in and around Antarctic marginal seas. In these regions, icebergs and sea ice make ship-based mooring deployment and recovery challenging. Nevertheless, over decades, expeditions around the fringe of Antarctica sporadically deployed and recovered hundreds of moored instruments, including those facilitated through ice shelves boreholes. These datasets tend to be archived in a wide range of data centres, with, to our knowledge, no clear format standardisation. As a result, systematic analysis of historical mooring time series in the marginal seas is often challenging. Here we present the first version of a standardised pan-Antarctic moored hydrography and current time series compilation, with broad international contributions from data centres, research institutes and individual data owners. The mooring records in this compilation span over five decades, from the 1970s to the 2020s, providing an opportunity for a systematic study of the pan-Antarctic water mass transport and shelf connectivity. As a demonstration of the utility of this compilation, we present spectral analysis of the compiled current velocity time series, which unsurprisingly shows the dominating presence of tidal variability within most records. This component of the variability is fitted using multi-linear regression to tidal frequencies, and the tidal fit is removed from the original time series to leave de-tided variability. Given the limited record durations to months to years, de-tided variability is dominated by synoptic (3–10 d period), intraseasonal (10–80 d) and seasonal (∼6 months–1 year) signals. The spatial distribution of the kinetic energy integrated within frequency bands is presented and discussed within respective regional contexts, and future avenues of research are proposed. This data compilation is assembled under the endorsement of Ocean-Cryosphere Exchanges in ANtarctica: Impacts on Climate and the Earth System (OCEAN ICE) project (https://ocean-ice.eu/, last access: 23 October 2025) funded by the European Commission and UK Research and Innovation. It is available and regularly updated in NetCDF format with the SEANOE database at https://doi.org/10.17882/99922 (Zhou et al., 2024a).

54 ENVIRONMENTAL SCIENCES↗
NASA NTRS1993

A method for the modelling of porous and solid wind tunnel walls in computational fluid dynamics codes

Porous wall wind tunnels have been used for several decades and have proven effective in reducing wall interference effects in both low speed and transonic testing. They allow for testing through Mach 1, reduce blockage effects and reduce shock wave reflections in the test section. Their usefulness in developing computational fluid dynamics (CFD) codes has been limited, however, by the difficulties associated with modelling the effect of a porous wall in CFD codes. Previous approaches to modelling porous wall effects have depended either upon a simplified linear boundary condition, which has proven inadequate, or upon detailed measurements of the normal velocity near the wall, which require extensive wind tunnel time. The current work was initiated in an effort to find a simple, accurate method of modelling a porous wall boundary condition in CFD codes. The development of such a method would allow data from porous wall wind tunnels to be used more readily in validating CFD codes. This would be beneficial when transonic validations are desired, or when large models are used to achieve high Reynolds numbers in testing. A computational and experimental study was undertaken to investigate a new method of modelling solid and porous wall boundary conditions in CFD codes. The method utilized experimental measurements at the walls to develop a flow field solution based on the method of singularities. This flow field solution was then imposed as a pressure boundary condition in a CFD simulation of the internal flow field. The effectiveness of this method in describing the effect of porosity changes on the wall was investigated. Also, the effectiveness of this method when only sparse experimental measurements were available has been investigated. The current work demonstrated this approach for low speed flows and compared the results with experimental data obtained from a heavily instrumented variable porosity test section. The approach developed was simple, computationally inexpensive, and did not require extensive or intrusive measurements of the boundary conditions during the wind tunnel test. It may be applied to both solid and porous wall wind tunnel tests.

Beutner, Thomas John↗
DOE OSTI2026

Dominant Controls on Preferential Flow and Their Implications for Future Soil Water Fluxes

Abstract Soil water flow, particularly preferential flow (PF), is a critical control on hydrological and biogeochemical processes, including groundwater recharge, contaminant transport, and carbon cycling. However, it remains challenging to predict PF occurrence across large environmental gradients. Here, we developed a deep learning (DL) model to estimate event‐scale soil water flow velocity and the probability of PF occurrence using high‐frequency soil moisture and precipitation data from 33 sites across the National Ecological Observatory Network. The model demonstrated high skill in predicting the binary occurrence of PF (91% F1‐score; 85% accuracy) but the performance was limited in predicting soil water velocity ( R 2 = 0.31). We found that precipitation characteristics (duration, volume, and intensity) were the most important predictors for soil water velocity. Among the non‐precipitation event variables, sand content showed relatively high predictive skill, though differences among non‐event climate variables were generally modest. Lower sand content was associated with increased predicted soil water velocity, a finding that highlights the role of soil structure in producing more non‐uniform flow, which contrasts with traditional uniform flow models. Projecting a reduced DL model under both moderate and high‐emissions future climate scenarios (2060–2099 Representative Concentration Pathways 4.5 and 8.5), we found ∼7.3% increase under RCP4.5 and ∼15% under RCP8.5 of soil water velocities compared to the historical simulation, while modeled likelihood of PF changed little. These findings suggest climate change is not making PF more frequent, but it is making existing PF pathways more efficient with important consequences for associated nutrient and contaminant transport under climate change. Plain Language Summary Water movement in soil is critical for water quality. While often modeled as a uniform flow process, in reality water moves rapidly through cracks and burrows in what is called “preferential flow” (PF), which limits natural filtration and can transport pollutants. We developed a deep learning model, trained on data from 33 U.S. sites, to predict when and how fast this PF occurs based on precipitation, soil, and climate data. The model showed that precipitation characteristics (duration, intensity, volume) were the most important predictors of PF. Lower soil sand content/higher clay content was associated with faster water flow, likely due to clay soils forming aggregates and cracks that water moves through rather than infiltrating uniformly. Further analyses based on climate projections suggest that the speed at which PF occurs will become more rapid under future climate scenarios compared to historical simulation. This highlights the need to represent PF in soil water models when assessing future water quality. Key Points The effect of precipitation peak intensity on soil water velocities declined with increasing precipitation intensity Antecedent soil moisture failed to predict preferential flow (PF), contrasting the high predictive power of sand content Climate predictions suggest that soil water velocities through PF paths will increase ∼15% by 2099

Li, Bonan↗
NASA NTRS1998

Combined Numerical/Analytical Perturbation Solutions of the Navier-Stokes Equations for Aerodynamic Ejector/Mixer Nozzle Flows

In spite of rapid advances in both scalar and parallel computational tools, the large number of variables involved in both design and inverse problems make the use of sophisticated fluid flow models impractical, With this restriction, it is concluded that an important family of methods for mathematical/computational development are reduced or approximate fluid flow models. In this study a combined perturbation/numerical modeling methodology is developed which provides a rigorously derived family of solutions. The mathematical model is computationally more efficient than classical boundary layer but provides important two-dimensional information not available using quasi-1-d approaches. An additional strength of the current methodology is its ability to locally predict static pressure fields in a manner analogous to more sophisticated parabolized Navier Stokes (PNS) formulations. To resolve singular behavior, the model utilizes classical analytical solution techniques. Hence, analytical methods have been combined with efficient numerical methods to yield an efficient hybrid fluid flow model. In particular, the main objective of this research has been to develop a system of analytical and numerical ejector/mixer nozzle models, which require minimal empirical input. A computer code, DREA Differential Reduced Ejector/mixer Analysis has been developed with the ability to run sufficiently fast so that it may be used either as a subroutine or called by an design optimization routine. Models are of direct use to the High Speed Civil Transport Program (a joint government/industry project seeking to develop an economically.viable U.S. commercial supersonic transport vehicle) and are currently being adopted by both NASA and industry. Experimental validation of these models is provided by comparison to results obtained from open literature and Limited Exclusive Right Distribution (LERD) sources, as well as dedicated experiments performed at Texas A&M. These experiments have been performed using a hydraulic/gas flow analog. Results of comparisons of DREA computations with experimental data, which include entrainment, thrust, and local profile information, are overall good. Computational time studies indicate that DREA provides considerably more information at a lower computational cost than contemporary ejector nozzle design models. Finally. physical limitations of the method, deviations from experimental data, potential improvements and alternative formulations are described. This report represents closure to the NASA Graduate Researchers Program. Versions of the DREA code and a user's guide may be obtained from the NASA Lewis Research Center.

DeChant, Lawrence Justin↗
NASA NTRS2011

Microgravity-Enhanced Stem Cell Selection

Stem cells, both embryonic and adult, promise to revolutionize the practice of medicine in the future. In order to realize this potential, a number of hurdles must be overcome. Most importantly, the signaling mechanisms necessary to control the differentiation of stem cells into tissues of interest remain to be elucidated, and much of the present research on stem cells is focused on this goal. Nevertheless, it will also be essential to achieve large-scale expansion and, in many cases, assemble cells in 3D as transplantable tissues. To this end, microgravity analog bioreactors can play a significant role. Microgravity bioreactors were originally conceived as a tool to study the cellular responses to microgravity. However, the technology can address some of the shortcomings of conventional cell culture systems; namely, the deficiency of mass transport in static culture and high mechanical shear forces in stirred systems. Unexpectedly, the conditions created in the vessel were ideal for 3D cell culture. Recently, investigators have demonstrated the capability of the microgravity bioreactors to expand hematopoietic stem cells compared to static culture, and facilitate the differentiation of umbilical cord stem cells into 3D liver aggregates. Stem cells are capable of differentiating into functional cells. However, there are no reliable methods to induce the stem cells to form specific cells or to gain enough cells for transplantation, which limits their application in clinical therapy. The aim of this study is to select the best experimental setup to reach high proliferation levels by culturing these cells in a microgravity-based bioreactor. In typical cell culture, the cells sediment to the bottom surface of their container and propagate as a one-cell-layer sheet. Prevention of such sedimentation affords the freedom for self-assembly and the propagation of 3D tissue arrays. Suspension of cells is easily achievable using stirred technologies. Unfortunately, in conventional bioreactors, stirring invokes deleterious forces that disrupt cell aggregation and results in cell death. First-generation rotating bioreactors provided rotation on the horizontal axis, which resulted in the suspension of cells without stirring, thus providing a suitable environment to propagate cells without sedimentation to a surface. The rotating wall bioreactors did not provide a way to remove air bubbles that were causing shear and disrupting 3D cultures. Johnson Space Center successfully engineered the hydrofocusing bioreactor (HFB) that resolved the problem of removing the air bubbles from the fluid medium of NASA's rotating-wall space bioreactors. The HFB uses the principle of hydrodynamic focusing that simultaneously produces a low-shear fluid culture environment and a variable hydrofocusing force that can control the movement, location, and removal of suspended cells, tissues, and air bubbles from the bioreactor. The HFB is a rotating, domeshaped cell culture vessel with a centrally located sampling port and an internal viscous spinner. The vessel and spinner can rotate at different speeds either in the same or opposite directions. Rotation of the vessel and viscous interaction at the spinner generate a hydrofocusing force. Adjusting the differential rotation rate between vessel and spinner controls the magnitude of the force.

Claudio, Pier Paolo↗
NASA NTRS2016

NDARC NASA Design and Analysis of Rotorcraft - Input, Appendix 4

The NDARC code performs design and analysis tasks. The design task involves sizing the rotorcraft to satisfy specified design conditions and missions. The analysis tasks can include off-design mission performance analysis, flight performance calculation for point operating conditions, and generation of subsystem or component performance maps. The principal tasks (sizing, mission analysis, flight performance analysis) are shown in the figure as boxes with heavy borders. Heavy arrows show control of subordinate tasks. The aircraft description consists of all the information, input and derived, that denes the aircraft. The aircraft consists of a set of components, including fuselage, rotors, wings, tails, and propulsion. This information can be the result of the sizing task; can come entirely from input, for a fixed model; or can come from the sizing task in a previous case or previous job. The aircraft description information is available to all tasks and all solutions. The sizing task determines the dimensions, power, and weight of a rotorcraft that can perform a specified set of design conditions and missions. The aircraft size is characterized by parameters such as design gross weight, weight empty, rotor radius, and engine power available. The relations between dimensions, power, and weight generally require an iterative solution. From the design flight conditions and missions, the task can determine the total engine power or the rotor radius (or both power and radius can be fixed), as well as the design gross weight, maximum takeoff weight, drive system torque limit, and fuel tank capacity. For each propulsion group, the engine power or the rotor radius can be sized. Missions are defined for the sizing task, and for the mission performance analysis. A mission consists of a number of mission segments, for which time, distance, and fuel burn are evaluated. For the sizing task, certain missions are designated to be used for design gross weight calculations; for transmission sizing; and for fuel tank sizing. The mission parameters include mission takeoff gross weight and useful load. For specified takeoff fuel weight with adjustable segments, the mission time or distance is adjusted so the fuel required for the mission equals the takeoff fuel weight. The mission iteration is on fuel weight or energy. Flight conditions are specified for the sizing task, and for the flight performance analysis. For the sizing task, certain flight conditions are designated to be used for design gross weight calculations; for transmission sizing; for maximum takeoff weight calculations; and for anti-torque or auxiliary thrust rotor sizing. The flight condition parameters include gross weight and useful load. For flight conditions and mission takeoff, the gross weight can be maximized, such that the power required equals the power available. A flight state is defined for each mission segment and each flight condition. The aircraft performance can be analyzed for the specified state, or a maximum effort performance can be identified. The maximum effort is specified in terms of a quantity such as best endurance or best range, and a variable such as speed, rate of climb, or altitude.

Rotorcraft Input↗
NASA NTRS2022

NDARC - NASA Design and Analysis of Rotorcraft: Input and Data Structures - Vol 2

The NDARC code performs design and analysis tasks. The design task involves sizing the rotorcraft to satisfy specified design conditions and missions. The analysis tasks can include off-design mission performance analysis, flight performance calculation for point operating conditions, and generation of subsystem or component performance maps. Figure 1-1 illustrates the tasks. The principal tasks (sizing, mission analysis, flight performance analysis) are shown in the figure as boxes with heavy borders. Heavy arrows show control of subordinate tasks. The aircraft description (figure 1-1) consists of all the information, input and derived, that defines the aircraft. The aircraft consists of a set of components, including fuselage, rotors, wings, tails, and propulsion. This information can be the result of the sizing task; can come entirely from input, for a fixed model; or can come from the sizing task in a previous case or previous job. The aircraft description information is available to all tasks and all solutions (indicated by light arrows). The sizing task determines the dimensions, power, and weight of a rotorcraft that can perform a specified set of design conditions and missions. The aircraft size is characterized by parameters such as design gross weight, weight empty, rotor radius, and engine power available. The relations between dimensions, power, and weight generally require an iterative solution. From the design flight conditions and missions, the task can determine the total engine power or the rotor radius (or both power and radius can be fixed), as well as the design gross weight, maximum takeoff weight, drive system torque limit, and fuel tank capacity. For each propulsion group, the engine power or the rotor radius can be sized. Missions are defined for the sizing task, and for the mission performance analysis. A mission consists of a number of mission segments, for which time, distance, and fuel burn are evaluated. For the sizing task, certain missions are designated to be used for design gross weight calculations; for transmission sizing; and for fuel tank sizing. The mission parameters include mission takeoff gross weight and useful load. For specified takeoff fuel weight with adjustable segments, the mission time or distance is adjusted so the fuel required for the mission (burned plus reserve) equals the takeoff fuel weight. The mission iteration is on fuel weight or energy. Flight conditions are specified for the sizing task, and for the flight performance analysis. For the sizing task, certain flight conditions are designated to be used for design gross weight calculations; for transmission sizing; for maximum takeoff weight calculations; and for antitorque or auxiliary thrust rotor sizing. The flight condition parameters include gross weight and useful load. For flight conditions and mission takeoff, the gross weight can be maximized, such that the power required equals the power available. A flight state is defined for each mission segment and each flight condition. The aircraft performance can be analyzed for the specified state, or a maximum effort performance can be identified. The maximum effort is specified in terms of a quantity such as best endurance or best range, and a variable such as speed, rate of climb, or altitude. The aircraft must be trimmed, by solving for the controls and motion that produce equilibrium in the specified flight state. Different trim solution definitions are required for various flight states. Evaluating the rotor hub forces may require solution of the blade flap equations of motion.

NDARC↗
NASA NTRS2022

NDARC - NASA Design and Analysis of Rotorcraft: Input - Vol 3

The NDARC code performs design and analysis tasks. The design task involves sizing the rotorcraft to satisfy specified design conditions and missions. The analysis tasks can include off-design mission performance analysis, flight performance calculation for point operating conditions, and generation of subsystem or component performance maps. Figure 1-1 illustrates the tasks. The principal tasks (sizing, mission analysis, flight performance analysis) are shown in the figure as boxes with heavy borders. Heavy arrows show control of subordinate tasks. The aircraft description (figure 1-1) consists of all the information, input and derived, that defines the aircraft. The aircraft consists of a set of components, including fuselage, rotors, wings, tails, and propulsion. This information can be the result of the sizing task; can come entirely from input, for a fixed model; or can come from the sizing task in a previous case or previous job. The aircraft description information is available to all tasks and all solutions (indicated by light arrows). The sizing task determines the dimensions, power, and weight of a rotorcraft that can perform a specified set of design conditions and missions. The aircraft size is characterized by parameters such as design gross weight, weight empty, rotor radius, and engine power available. The relations between dimensions, power, and weight generally require an iterative solution. From the design flight conditions and missions, the task can determine the total engine power or the rotor radius (or both power and radius can be fixed), as well as the design gross weight, maximum takeoff weight, drive system torque limit, and fuel tank capacity. For each propulsion group, the engine power or the rotor radius can be sized. Missions are defined for the sizing task, and for the mission performance analysis. A mission consists of a number of mission segments, for which time, distance, and fuel burn are evaluated. For the sizing task, certain missions are designated to be used for design gross weight calculations; for transmission sizing; and for fuel tank sizing. The mission parameters include mission takeoff gross weight and useful load. For specified takeoff fuel weight with adjustable segments, the mission time or distance is adjusted so the fuel required for the mission (burned plus reserve) equals the takeoff fuel weight. The mission iteration is on fuel weight or energy. Flight conditions are specified for the sizing task, and for the flight performance analysis. For the sizing task, certain flight conditions are designated to be used for design gross weight calculations; for transmission sizing; for maximum takeoff weight calculations; and for antitorque or auxiliary thrust rotor sizing. The flight condition parameters include gross weight and useful load. For flight conditions and mission takeoff, the gross weight can be maximized, such that the power required equals the power available. A flight state is defined for each mission segment and each flight condition. The aircraft performance can be analyzed for the specified state, or a maximum effort performance can be identified. The maximum effort is specified in terms of a quantity such as best endurance or best range, and a variable such as speed, rate of climb, or altitude. The aircraft must be trimmed, by solving for the controls and motion that produce equilibrium in the specified flight state. Different trim solution definitions are required for various flight states. Evaluating the rotor hub forces may require solution of the blade flap equations of motion.

NDARC↗
NASA NTRS2023

NDARC - NASA Design and Analysis of Rotorcraft: Input - Appendix 3

The NDARC code performs design and analysis tasks. The design task involves sizing the rotorcraft to satisfy specified design conditions and missions. The analysis tasks can include off-design mission performance analysis, flight performance calculation for point operating conditions, and generation of subsystem or component performance maps. Figure 1-1 illustrates the tasks. The principal tasks (sizing, mission analysis, flight performance analysis) are shown in the figure as boxes with heavy borders. Heavy arrows show control of subordinate tasks. The aircraft description (figure 1-1) consists of all the information, input and derived, that defines the aircraft. The aircraft consists of a set of components, including fuselage, rotors, wings, tails, and propulsion. This information can be the result of the sizing task; can come entirely from input, for a fixed model; or can come from the sizing task in a previous case or previous job. The aircraft description information is available to all tasks and all solutions (indicated by light arrows). The sizing task determines the dimensions, power, and weight of a rotorcraft that can perform a specified set of design conditions and missions. The aircraft size is characterized by parameters such as design gross weight, weight empty, rotor radius, and engine power available. The relations between dimensions, power, and weight generally require an iterative solution. From the design flight conditions and missions, the task can determine the total engine power or the rotor radius (or both power and radius can be fixed), as well as the design gross weight, maximum takeoff weight, drive system torque limit, and fuel tank capacity. For each propulsion group, the engine power or the rotor radius can be sized. Missions are defined for the sizing task, and for the mission performance analysis. A mission consists of a number of mission segments, for which time, distance, and fuel burn are evaluated. For the sizing task, certain missions are designated to be used for design gross weight calculations; for transmission sizing; and for fuel tank sizing. The mission parameters include mission takeoff gross weight and useful load. For specified takeoff fuel weight with adjustable segments, the mission time or distance is adjusted so the fuel required for the mission (burned plus reserve) equals the takeoff fuel weight. The mission iteration is on fuel weight or energy. Flight conditions are specified for the sizing task, and for the flight performance analysis. For the sizing task, certain flight conditions are designated to be used for design gross weight calculations; for transmission sizing; for maximum takeoff weight calculations; and for antitorque or auxiliary thrust rotor sizing. The flight condition parameters include gross weight and useful load. For flight conditions and mission takeoff, the gross weight can be maximized, such that the power required equals the power available. A flight state is defined for each mission segment and each flight condition. The aircraft performance can be analyzed for the specified state, or a maximum effort performance can be identified. The maximum effort is specified in terms of a quantity such as best endurance or best range, and a variable such as speed, rate of climb, or altitude. The aircraft must be trimmed, by solving for the controls and motion that produce equilibrium in the specified flight state. Different trim solution definitions are required for various flight states. Evaluating the rotor hub forces may require solution of the blade flap equations of motion.

NDARC↗
NASA NTRS1986

Thermodynamic evaluation of transonic compressor rotors using the finite volume approach

A method was developed which calculates two-dimensional, transonic, viscous flow in ducts. The finite volume, time marching formulation is used to obtain steady flow solutions of the Reynolds-averaged form of the Navier Stokes equations. The entire calculation is performed in the physical domain. The method is currently limited to the calculation of attached flows. The features of the current method can be summarized as follows. Control volumes are chosen so that smoothing of flow properties, typically required for stability, is now needed. Different time steps are used in the different governing equations to improve the convergence speed of the viscous calculations. A new pressure interpolation scheme is introduced which improves the shock capturing ability of the method. A multi-volume method for pressure changes in the boundary layer allows calculations which use very long and thin control volumes. A special discretization technique is also used to stabilize these calculations. A special formulation of the energy equation is used to provide improved transient behavior of solutions which use the full energy equation. The method is then compared with a wide variety of test cases. The freestream Mach numbers range from 0.075 to 2.8 in the calculations. Transonic viscous flow in a converging diverging nozzle is calculated with the method; the Mach number upstream of the shock is approximately 1.25. The agreement between the calculated and measured shock strength and total pressure losses is good. Essentially incompressible turbulent boundary layer flow in a adverse pressure gradient is calculated and the computed distribution of mean velocity and shear stress are in good agreement with the measurements. At the other end of the Mach number range, a flat plate turbulent boundary layer with a freestream Mach number of 2.8 is calculated using the full energy equation; the computed total temperature distribution and recovery factor agree well with the measurements when a variable Prandtl number is used through the boundary layer.

Nicholson, S.↗
DOE OSTI2020

Low Cost (CAPEX and variable): Tool design for cell and module fabrication with thin, free-standing silicon wafers

This project aimed to develop technologies that can potentially enable free-standing thin (<80 μm) wafer in today’s manufacturing lines with high production yield, and thereby reduce capex barriers of silicon photovoltaics cells and modules. One of the major benefits is that thin wafer dramatically reduces the amount of polysilicon required. As a result, it can lead to reduction in the capital expenditures associated with polysilicon refining and wafer fabrication, which together are more than half of the total capital expenditure to manufacture Si PV module. We focused our efforts on developing the tools needed to enable high yield fabrication of wafer, cell, and module with thin silicon wafers. However, as the wafer thickness reduces, the major challenge is that wafer breakage increases significantly. Three technological areas were explored in this project to improve the production yield of the silicon wafer, namely detection of edge cracks via dark-field near-infrared (NIR) scattering; (2) wafer handling using controlled temperature profiles; (3) manufacturable low-stress cell interconnection for multiwire. First, the formation of wafer cracks in submillimeter length is one of the reasons that causes wafer breakages. Crack detection tools are needed to enable us to locate and track the wafer crack during manufacturing, so that we can improve the process to reduce initialization. The state-of-the-art crack detection technique cannot fulfill the need for measuring submillimeter edge cracks detrimental for thin wafers. The prototype developed in this project demonstrates the scanning of microcracks near wafer edges. With a semi-automatic laboratory setup, the submillimeter cracks were reliably detected near the edges in multi-Si wafers. The smallest detectable crack is 200 µm in length in slow scans; and submillimeter cracks are detected in high-throughput scans at the scan speed of >0.5 m/s, which is compatible with the inline detection of a manufacturing line at least 1 sec/wafer. This detection limit is a significant advancement in comparison to the benchmarked industrial tool. Second, wafer handling with the well-controlled temperature profile was thought to be the solution to reduce crack initiation and propagation during the manufacturing. However, without crack detection being widely adopted in production line, we did not find a strong industrial pull toward this technology. We did an initial literature survey and then diverted our efforts to the other tasks. Third, the innovation on low-stress multi-wire interconnection tackles a fundamental problem in the standard interconnection scheme. The standard over-under “zig-zag” interconnection induces a significant amount of stress into the soldering point on the cell whenever PV module is under stress, e.g., thermal cycling, transportation, and installation. Therefore, the interconnection process was re-designed in this project to allow for significant movement between adjacent solar cells, e.g., due to thermal expansion, without building up stresses on the solar cells or solder joints. The new interconnection method with the cross-connect wire also simplifies the tabbing and stringing process by replacing the standard over-under method with an off-cell interconnect from top to bottom. A manual tabbing and stringing tool for this new process was prototyped in the lab to demonstrate the fabrication of this new interconnection design. During the test with brass sheets as our “testing cells”, it was found that the mechanical cycling test only broke the interconnection after more than 50,000 cycles, which is equivalent to more than 130 years of the day-and-night thermal cycles. Lastly, throughout the project, we continuously analyzed the PV market with techno-economic analysis to identify the opportunity for thin Si adoption. Even though the drastic cost reduction has already happened in the past five years, our analysis results indicated that we can still save quite significantly in both manufacturing cost and factory capex, Particularly, in order to grow the PV manufacturing capacity to multi-terawatt level, reducing the thickness of silicon wafer is one of the most effective ways to quickly reduce factory capex, and sustain the high growth rate. The technologies developed in this project are readily available to provide some assistances in tackling the production yield problem.

14 SOLAR ENERGY↗