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Results for “Mixed Compression”

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 343 records · Page 19
All sourcesNASA NTRSDOE OSTI
NASA NTRS1975

Mixing length in low Reynolds number compressible turbulent boundary layers

The paper studies the effect of low Reynolds number in high-speed turbulent boundary layers on variations of mixing length. Boundary layers downstream of natural transition on plates, cones and cylinders, and boundary layers on nozzle walls without laminarization-retransition are considered. The problem of whether low Reynolds number amplification of shear stress is a result of transitional flow structure is considered. It is concluded that a knowledge of low Reynolds number boundary layer transition may be relevant to the design of high-speed vehicles.

Bushnell, D. M.↗
DOE OSTI2020

Electrochemical devices comprising compressed gas solvent electrolytes

Disclosed are novel electrolytes, and techniques for making and devices using such electrolytes, which are based on compressed gas solvents. Unlike conventional electrolytes, disclosed electrolytes are based on “compressed gas solvents” mixed with various salts, referred to as “compressed gas electrolytes.” Various embodiments of a compressed gas solvent includes a material that is in a gas phase and has a vapor pressure above an atmospheric pressure at a room temperature. The disclosed compressed gas electrolytes can have wide electrochemical potential windows, high conductivity, low temperature capability and/or high pressure solvent properties.

25 ENERGY STORAGE↗
NASA NTRS1972

Analysis and testing of compressible flow ejectors with variable area mixing tubes.

An analytical model has been developed to predict the flow behavior within axisymmetric single-nozzle ejectors employing variable-area mixing tubes. The primary flow may be supersonic or subsonic and may have a different stagnation temperature from the subsonic secondary flow. Tests were performed on an ejector with an 800 F supersonic (M = 2.72) primary jet to evaluate the analytical model. Measured velocity profiles, temperature profiles, and wall static pressure distributions are presented and compared to the analytical predictions. Agreement is generally good.

Hickman, K. E.↗
NASA NTRS1944

The "limiting line" in mixed subsonic and supersonic flow of compressible fluids

It is well known that the vorticity for any fluid element is constant if the fluid is non-viscous and the change of state of the fluid is isentropic. When a solid body is placed in a uniform stream, the flow far ahead of the body is irrotational. Then if the flow is further assumed to be isentropic, the vorticity will be zero over the whole filed of flow. In other words, the flow is irrotational. For such flow over a solid body, it is shown by Theodorsen that the solid body experiences no resistance. If the fluid has a small viscosity, its effect will be limited in the boundary layer over the solid body and the body will have a drag due to the skin friction. This type of essentially isentropic irrotational flow is generally observed for a streamlined body placed in a uniform stream, if the velocity of the stream is kept below the so-called "critical speed." At the critical speed or rather at a certain value of the ratio of the velocity of the undisturbed flow and the corresponding velocity of sound, shock waves appear. This phenomenon is called the "compressibility bubble." Along a shock wave, the change of state of the fluid is no longer isentropic, although still adiabatic. This results in an increase in entropy of the fluid and generally introduces vorticity in an originally irrotational flow. The increase in entropy of the fluid is, of course, the consequence of changing part of the mechanical energy into heat energy. In other words, the part of fluid affected by the shock wave has a reduced mechanical energy. Therefore, with the appearance of shock waves, the wake of the streamline body is very much widened, and the drag increases drastically. Furthermore, the accompanying change in the pressure distribution over the body changes the aerodynamic moment acting on it and in the case of an airfoil decreases the lift force. All these consequences of the breakdown of isentropic irrotational flow are generally undesirable in applied aerodynamics. Its occurrence should be delayed as much as possible by modifying the shape or contour of the body. However, such endeavor will be very much facilitated if the cause or the criterion for the breakdown can be found first.

MACH NUMBER↗
NASA NTRS1998

Analysis and Modeling of a Two-Phase Jet Pump of a Thermal Management System for Aerospace Applications

Jet pumps are devices capable of pumping fluids to a higher pressure by inducing the motion of a secondary fluid employing a high speed primary fluid. The main components of a jet pump are a primary nozzle, secondary fluid injectors, a mixing chamber, a throat, and a diffuser. The work described in this paper models the flow of a two-phase primary fluid inducing a secondary liquid (saturated or subcooled) injected into the jet pump mixing chamber. The model is capable of accounting for phase transformations due to compression, expansion, and mixing. The model is also capable of incorporating the effects of the temperature and pressure dependency in the analysis. The approach adopted utilizes an isentropic constant pressure mixing in the mixing chamber and at times employs iterative techniques to determine the flow conditions in the different parts of the jet pump.

Sherif, S.A.↗
NASA NTRS1988

Phase decorrelation, streamwise vortices and acoustic radiation in mixing layers

Several direct numerical simulations were performed and analyzed to study various aspects of the early development of mixing layers. Included are the phase jitter of the large-scale eddies, which was studied using a 2-D spatially-evolving mixing layer simulation; the response of a time developing mixing layer to various spanwise disturbances; and the sound radiation from a 2-D compressible time developing mixing layer.

Ho, C. M.↗
DOE OSTI2020

Comparing Cetane Number Measurement Methods

Cetane number is one of the most important fuel performance metrics for mixing controlled compression-ignition “diesel” engines, quantifying a fuel’s propensity for autoignition when injected into end-of-compression-type temperature and pressure conditions. The historical default and referee method on a Cooperative Fuel Research (CFR) engine configured with indirect fuel injection and variable compression ratio is cetane number (CN) rating. A subject fuel is evaluated against primary reference fuel blends, with heptamethylnonane defining a low-reactivity endpoint of CN = 15 and hexadecane defining a high-reactivity endpoint of CN = 100. While the CN scale covers the range from zero (0) to 100, typical testing is in the range of 30 to 65 CN. Alternatively, several constant-volume combustion chamber (CVCC)-based cetane rating devices have been developed to rate fuels with an equivalent derived cetane number (DCN) or indicated cetane number (ICN). These devices measure ignition delay for fuel injected into a fixed volume of high-temperature and high-pressure air to simulate end-of-compression-type conditions. In this study, a range of novel fuel compounds are evaluated across three CVCC methods: the Ignition Quality Tester (IQT), Fuel Ignition Tester (FIT), and Advanced Fuel Ignition Delay Analyzer (AFIDA). Resulting DCNs and ICNs are compared for fuels within the normal diesel fuel range of reactivity, as well as very high (~100) and very low DCNs/ICNs (~5). Distinct differences between results from various devices are discussed. This is important to consider because some new, high-efficiency advanced compression-ignition (CI) engine combustion strategies operate with more kinetically controlled distributed combustion as opposed to mixing controlled diffusion flames. These advanced combustion strategies may benefit from new fuel chemistries, but current rating methods of CN, DCN, and ICN may not fully describe their performance. In addition, recent evidence suggests ignition delay in modern on-road diesel engines with high-pressure common rail fuel injection systems may no longer directly correlate to traditional CN fuel ratings. Simulated end-of-compression conditions are compared for CN, DCN, and ICN and discussed in the context of modern diesel engines to provide additional insight. Results highlight the potential need for revised and/or multiple fuel test conditions to measure fuel performance for advanced CI strategies.

47 OTHER INSTRUMENTATION↗
NASA NTRS1992

Model free simulations of a high speed reacting mixing layer

The effects of compressibility, chemical reaction exothermicity and non-equilibrium chemical modeling in a combusting plane mixing layer were investigated by means of two-dimensional model free numerical simulations. It was shown that increased compressibility generally had a stabilizing effect, resulting in reduced mixing and chemical reaction conversion rate. The appearance of 'eddy shocklets' in the flow was observed at high convective Mach numbers. Reaction exothermicity was found to enhance mixing at the initial stages of the layer's growth, but had a stabilizing effect at later times. Calculations were performed for a constant rate chemical rate kinetics model and an Arrhenius type kinetics prototype. The Arrhenius model was found to cause a greater temperature increase due to reaction than the constant kinetics model. This had the same stabilizing effect as increasing the exothermicity of the reaction. Localized flame quenching was also observed when the Zeldovich number was relatively large.

Steinberger, Craig J.↗
DOE OSTI2024

Modeling ablator defects as a source of mix in high-performance implosions at the National Ignition Facility

Recent indirect drive inertial confinement fusion implosions on the National Ignition Facility (NIF) [Spaeth et al., Fusion Sci. Technol. 69, 25 (2016)] have crossed the threshold of ignition. However, performance has been variable due to several factors. One of the leading sources of variability is the quality of the high-density carbon (HDC) shells used as ablators in these experiments. In particular, these shells can have a number of defects that have been found to correlate with the appearance of ablator mix into the hot spot and a degradation in nuclear yield. These defects include pits on the ablator surface, voids in the ablator bulk, high-Z debris from the Hohlraum wall that adheres to the capsule surface, and finally the inherent granular micro-structure of the crystalline HDC itself. This paper summarizes high-resolution modeling of each of these mix sources in two recent high-performance NIF implosion experiments. The simulated impact from a range of individual capsule defects is found to be broadly consistent with the trends seen in experiment, lending credence to the modeling results and the details of the mixing process that they reveal. Interestingly, modeling of the micro-structure inherent to HDC shows that this perturbation source results in considerable mixing of the deuterium–tritium fuel with ablator material during the implosion. The reduction in fuel compression from this mix results in an approximately factor of two reduction in neutron yield in current implosions and emphasizes the importance of mitigating this significant performance degradation.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
DOE OSTI2023

A Sustainable and Environmentally Friendly Concrete for Structural Applications

The purpose of this study is to utilize waste products—precipitated calcium carbonate (PCC) and upcycled recycled concrete aggregate (upcycled RCA or UCA)—in civil works projects. To do so, tests must be performed to determine the engineering properties of the materials in which PCC and UCA are sequestered. PCC is a fine to coarse grain waste product generated during the production of sugar from sugar beets. UCA is produced from demolished and returned concrete by the extraction of primarily calcium and alkalinity. The study also includes the use of both PCC and UCA in the same concrete mix design. The test results on PCC alone show that the optimum content to achieve a minimum 28 MPa (4000 psi) compressive strength is 25% and 30%. The corresponding compressive strength of mixes in which conventional aggregate was replaced by UCA is about 48 MPa (7000 psi) to 55 MPa (8000 psi) at the same water: cement ratio (0.44) by weight. The compressive strength of concrete with 25% to 30% cement replaced by PCC and varying aggregates replaced with UCA ranges from 19.3 to 40 MPa (2800 to 5800 psi). Other tests on PCC and UCA include tensile strength of 2 to 3 MPa (293 to 423 psi) and flexural strength of 1.3 to 1.9 MPa (183 to 279 psi). Analytical techniques such as X-ray diffraction (XRD), energy-dispersive X-ray spectrometry (EDX), and scanning electron microscopy (SEM) were used to identify the constituent elements and chemical compounds present in PCC, including calcium carbonate and silica. Based on the test results, the composition of PCC by weight indicates 45.9% calcium, 39.4% oxygen, and 9.2% carbon. Based on the results of this study, we can expect to reduce carbon emissions in the production of cement and aggregates, as well as utilize waste products in the civil engineering field.

42 ENGINEERING↗
NASA NTRS1991

Computation of turbulent high speed mixing layers using a two-equation turbulence model

A two-equation turbulence model was extended to be applicable for compressible flows. A compressibility correction based on modelling the dilational terms in the Reynolds stress equations were included in the model. The model is used in conjunction with the SPARK code for the computation of high speed mixing layers. The observed trend of decreasing growth rate with increasing convective Mach number in compressible mixing layers is well predicted by the model. The predictions agree well with the experimental data and the results from a compressible Reynolds stress model. The present model appears to be well suited for the study of compressible free shear flows. Preliminary results obtained for the reacting mixing layers are included.

Narayan, J. R.↗
DOE OSTI2019

Identification of Phase Transitions and Metastability in Dynamically Compressed Antimony Using Ultrafast X-Ray Diffraction

Ultrafast x-ray diffraction at the LCLS x-ray free electron laser has been used to resolve the structural behavior of antimony under shock compression to 59 GPa. Antimony is seen to transform to the incommensurate, host-guest phase Sb-II at ~11 GPa, which forms on nanosecond timescales with ordered guest-atom chains. The high-pressure bcc phase Sb-III is observed above ~15 GPa, some 8 GPa lower than in static compression studies, and mixed Sb-III/liquid diffraction are obtained between 38 and 59 GPa. An additional phase which does not exist under static compression, Sb–I', is also observed between 8 and 12 GPa, beyond the normal stability field of Sb-I, and resembles Sb-I with a resolved Peierls distortion. In conclusion, the incommensurate Sb-II high-pressure phase can be recovered metastably on release to ambient pressure, where it is stable for more than 10 ns.

75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗
NASA NTRS1997

Enhancement of Mixing and Reaction in High-speed Combustor Flowfields

Research has been underway for a number of years, both in the United States and abroad, to develop advanced aerospace propulsion systems for use late in this century and beyond. One program is now underway at the NASA Langley Research Research has been underway for a number of years, both in the United States and abroad, to develop advanced aerospace propulsion systems for use late in this century and beyond. One program is now underway at the NASA Langley Research Center to develop a hydrogen-fueled supersonic combustion ramjet (scramjet) that is capable of propelling a vehicle at hypersonic speeds in the atmosphere. A part of that research has been directed toward the optimization of the scramjet combustor and, in particular, the efficiency of fuel-air mixing and reaction taking place in the engine. In the high-speed vehicle configurations currently being considered, achieving a high combustor efficiency becomes particularly difficult. With increasing combustor Mach number, the degree of fuel-air mixing that can be achieved through natural convective and diffusive processes is reduced leading to an overall decrease in combustion efficiency and thrust. Compressible shear layers and jets provide a good model for studying the physical processes occurring in high speed mixing and combustion in a scramjet. Mixing layers are characterized by large scale eddies that form due to the high shear that is present between the fuel and the air streams. These eddies entrain the fuel and air into the mixing region between the fluids leading to increased surface area and locally steep concentration gradients. Molecular diffusion then occurs across the strained interfaces. In an early study of high-speed mixing, Brown and Roshko show that the spreading rate of a supersonic mixing layer decreases with increasing Mach number, exhibiting a factor of three decrease in spread rate as compared with an incompressible mixing layer with the same density ratio. They conclude that the reduced spread rate is primarily due to compressibility. Papamoschou and Roshko also observe that the spreading rate of compressible mixing layers is significantly reduced over that of incompressible layers. To characterize the structure of the flow quantitatively, they define a convective Mach number. The reduction in mixing layer spreading rate is shown in these experiments to correlate well with increasing convective Mach number.

Drummond, J. Philip↗
DOE OSTI2022

The impact of fuel and injection strategy on combustion characteristics, emissions and efficiency in gasoline compression ignition operation

Gasoline compression ignition in diesel engines has been proposed in order to meet increasingly stringent emission regulations without sacrificing efficiency. In this study, a six-cylinder heavy-duty diesel engine was operated in a mixing controlled gasoline compression ignition mode to investigate the influence of fuels and injection strategies on the combustion characteristics, emissions, and thermal efficiencies. Fuels, including ethanol (E), isobutanol (IB), and diisobutylene (DIB), were blended with a gasoline fuel to form E10, E30, IB30, and DIB30 based on volumetric fraction. These four blends along with gasoline formed the five test fuels. With these fuels, three injections strategies were investigated, including late pilot injection, early pilot injection, and port fuel injection/direct injection. The impact of moderate exhaust gas recirculation on nitrogen oxides and soot emissions was examined to determine the most promising fuel/injection strategy for emissions reduction. In addition, first and second law analyses were performed to provide insights into the efficiency, loss, and exergy destruction of the various gasoline fuel blends at low and medium load conditions. Overall, the emission output, thermal efficiency, and combustion performances of the five fuels were found to be similar and their differences are modest under most test conditions. E30 with the port/direct fuel injection strategy obtained the peak brake thermal efficiency (46.9%) and gross indicated thermal efficiency (52.2%) at 14 bar. At 7 bar, the peak brake thermal efficiency (44.2%) and gross indicated thermal efficiency (52.5%) also belonged to E30 with the late pilot injection strategy. The second law analysis revealed that exergy destruction was mostly influenced by the fuel type and not by the injection strategy for the 14 bar operating conditions. However, the opposite trend was observed for the 7 bar case. In addition, port fuel injection in combination with oxygenated fuel blends was found to be helpful to suppress soot emissions for operation with exhaust gas recirculation.

co-optima fuels↗
DOE OSTI2024

Effects of drive pulse shape on graded metal pushered single shell capsule implosions on the National Ignition Facility

Graded metal pushered single shells (PSS) are a viable alternative to low-Z capsules (Z is the atomic number) for indirect drive inertial confinement fusion implosions due to enhanced core tamping and radiation trapping, but they can be compromised by the pusher mixing with the fuel. We compare 2-shock and 3-shock laser pulses for Be/Cr PSS capsules filled with deuterium–tritium gas fuel at 6 mg/cc density. 1D radiation-hydrodynamic simulations predict higher core compression and, hence, ∼2× higher fusion yield for the 3-shock drive than for 2-shock. Nevertheless, we observe similar core ion temperatures and fusion yields for both drives. The implosion burn duration is 25% shorter and the core volume is ∼2.5× smaller for the 3-shock drive than for 2-shock, consistent with a higher compression. 1D LASNEX mix simulations using a buoyancy-drag model matching the measured yields also agree with the observed core sizes and burn durations and suggest ∼40% and ∼70% yield degradations for 2-shock and 3-shock drives due to hydrodynamic instabilities and atomic mix at the pusher–fuel interface. At the same time, 2D HYDRA simulations show that mid-mode (2–250) instability degradations are negligible for the 2-shock implosion (9%) and significant (45%) for 3-shock. Subtracting these from the 1D mix simulations, we infer similar degradations from high-mode instabilities and atomic mix for both drives. Due to its robustness to mid-mode instabilities, future pusher–gas mix studies will use the 2-shock drive.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
NASA NTRS1986

Detonation wave compression in gas turbines

A study was made of the concept of augmenting the performance of low pressure ratio gas turbines by detonation wave compression of part of the flow. The concept exploits the constant volume heat release of detonation waves to increase the efficiency of the Brayton cycle. In the models studied, a fraction of the compressor output was channeled into detonation ducts where it was processed by transient transverse detonation waves. Gas dynamic studies determined the maximum cycling frequency of detonation ducts, proved that upstream propagation of pressure pulses represented no problems and determined the variations of detonation duct output with time. Mixing and wave compression were used to recombine the combustor and detonation duct flows and a concept for a spiral collector to further smooth the pressure and temperature pulses was presented as an optional component. The best performance was obtained with a single firing of the ducts so that the flow could be re-established before the next detonation was initiated. At the optimum conditions of maximum frequency of the detonation ducts, the gas turbine efficiency was found to be 45 percent while that of a corresponding pressure ratio 5 conventional gas turbine was only 26%. Comparable improvements in specific fuel consumption data were found for gas turbines operating as jet engines, turbofans, and shaft output machines. Direct use of the detonation duct output for jet propulsion proved unsatisfactory. Careful analysis of the models of the fluid flow phenomena led to the conclusion that even more elaborate calculations would not diminish the uncertainties in the analysis of the system. Feasibility of the concept to work as an engine now requires validation in an engineering laboratory experiment.

Wortman, A.↗