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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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405 records · Page 23
All sourcesNASA NTRSDOE OSTI
NASA NTRS2007

The Dynamics of Shock Dispersion and Interactions in Supersonic Freestreams with Counterflowing Jets

An active flow control concept using counterflowing jets to significantly modify the external flowfields and strongly weaken or disperse the shock-waves of supersonic and hypersonic vehicles to reduce the aerothermal loads and wave drag was investigated. Experiments were conducted in a trisonic blow-down wind-tunnel, complemented by pre-test computational fluid dynamics (CFD) analysis of a 2.6% scale model of Apollo capsule, with and without counterflowing jets, in Mach 3.48 and 4.0 freestreams, to assess the potential aerothermal and aerodynamic benefits of this concept. The model was instrumented with heat flux gauges, thermocouples and pressure taps, and employed five counterflowing jet nozzles (three sonic and other two supersonic with design Mach numbers of 2.44 and 2.94) and nozzle exit diameters ranging from 0.25 to 0.5 inch. Schlieren data show that at low jet flow rates of 0.05 and 0.1lb(sub m)/sec, the interactions result in a long penetration mode (LPM) jet, while the short penetration mode (SPM) jet is observed at flow rates greater than 0.1 lb(sub m)/sec., consistent with the pre-test CFD predictions. For the LPM, the jet appears to be nearly fully-expanded, resulting in a very unsteady and oscillatory flow structure in which the bow shock becomes highly dispersed such that it is no longer discernable. Higher speed camera Schlieren data reveal the shock to be dispersed into striations of compression waves, which suddenly coalesce to a weaker bow shock with a larger standoff distance as the flow rate reached a critical value. The pronounced shock dispersion could significantly impact the aerodynamic performance (L/D) and heat flux reduction of spacecraft in atmospheric entry and re-entry, and could also attenuate the entropy layer in hypersonic blunt body flows. For heat transfer, the results show significant reduction in heat flux, even giving negative heat flux for some of the SPM interactions, indicating that the flow wetting the model is cooling, instead of heating the model, which could significantly impact the requirements and design of thermal protection system. These findings strongly suggest that the application of counterflowing jets as active flow control could have strong impact on supersonic and hypersonic vehicle design and performance.

Daso, Endwell O.↗
NASA NTRS2006

Computations of Viking Lander Capsule Hypersonic Aerodynamics with Comparisons to Ground and Flight Data

Comparisons are made between the LAURA Navier-Stokes code and Viking Lander Capsule hypersonic aerodynamics data from ground and flight measurements. Wind tunnel data are available for a 3.48 percent scale model at Mach 6 and a 2.75 percent scale model at Mach 10.35, both under perfect gas air conditions. Viking Lander 1 aerodynamics flight data also exist from on-board instrumentation for velocities between 2900 and 4400 m/sec (Mach 14 to 23.3). LAURA flowfield solutions are obtained for the geometry as tested or flown, including sting effects at tunnel conditions and finite-rate chemistry effects in flight. Using the flight vehicle center-of-gravity location (trim angle approx. equals -11.1 deg), the computed trim angle at tunnel conditions is within 0.31 degrees of the angle derived from Mach 6 data and 0.13 degrees from the Mach 10.35 trim angle. LAURA Mach 6 trim lift and drag force coefficients are within 2 percent of measured data, and computed trim lift-to-drag ratio is within 4 percent of the data. Computed trim lift and drag force coefficients at Mach 10.35 are within 5 percent and 3 percent, respectively, of wind tunnel data. Computed trim lift-to-drag ratio is within 2 percent of the Mach 10.35 data. Using the nominal density profile and center-of-gravity location, LAURA trim angle at flight conditions is within 0.5 degrees of the total angle measured from on-board instrumentation. LAURA trim lift and drag force coefficients at flight conditions are within 7 and 5 percent, respectively, of the flight data. Computed trim lift-to-drag ratio is within 4 percent of the data. Computed aerodynamics sensitivities to center-of-gravity location, atmospheric density, and grid refinement are generally small. The results will enable a better estimate of aerodynamics uncertainties for future Mars entry vehicles where non-zero angle-of-attack is required.

Edquist, Karl T.↗
DOE OSTI2024

Planet Formation by Gas-assisted Accretion of Small Solids

We compute the accretion efficiency of small solids, with radii 1 cm ≤ R s ≤ 10 m, on planets embedded in gaseous disks. Planets have masses 3 ≤ M p ≤ 20 Earth masses (M ⊕ ) and orbit within 10 au of a solar mass star. Disk thermodynamics is modeled via 3D radiation-hydrodynamics calculations that typically resolve the planetary envelopes. Both icy and rocky solids are considered, explicitly modeling their thermodynamic evolution. The maximum efficiencies of 1 ≤ R s ≤ 100 cm particles are generally ≲10%, whereas 10 m solids tend to accrete efficiently or be segregated beyond the planet’s orbit. A simplified approach is applied to compute the accretion efficiency of small cores, with masses M p ≤ 1 M ⊕ and without envelopes, for which efficiencies are approximately proportional to $M^{2/3}_{p}$. The mass flux of solids, estimated from unperturbed drag-induced drift velocities, provides typical accretion rates dM p /dt ≲ 10 -5 M ⊕ yr -1 . In representative disk models with an initial gas-to-dust mass ratio of 70–100 and total mass of 0.05–0.06 M ⊙ , the solids’ accretion falls below 10 -6 M ⊕ yr -1 after 1–1.5 Myr. The derived accretion rates, as functions of time and planet mass, are applied to formation calculations that compute dust opacity self-consistently with the delivery of solids to the envelope. Assuming dust-to-solid coagulation times of ≈0.3 Myr and disk lifetimes of ≈3.5 Myr, heavy-element inventories in the range 3–7 M ⊕ require that ≈90–150 M ⊕ of solids cross the planet’s orbit. The formation calculations encompass a variety of outcomes, from planets a few times M ⊕ , predominantly composed of heavy elements, to giant planets. The peak luminosities during the epoch of the solids’ accretion range from ≈10 -7 to ≈10 -6 L ⊙ .

79 ASTRONOMY AND ASTROPHYSICS↗
NASA NTRS2012

Gravity Wave Variances and Propagation Derived from AIRS Radiances

As the first gravity wave (GW) climatology study using nadir-viewing infrared sounders, 50 Atmospheric Infrared Sounder (AIRS) radiance channels are selected to estimate GW variances at pressure levels between 2-100 hPa. The GW variance for each scan in the cross-track direction is derived from radiance perturbations in the scan, independently of adjacent scans along the orbit. Since the scanning swaths are perpendicular to the satellite orbits, which are inclined meridionally at most latitudes, the zonal component of GW propagation can be inferred by differencing the variances derived between the westmost and the eastmost viewing angles. Consistent with previous GW studies using various satellite instruments, monthly mean AIRS variance shows large enhancements over meridionally oriented mountain ranges as well as some islands at winter hemisphere high latitudes. Enhanced wave activities are also found above tropical deep convective regions. GWs prefer to propagate westward above mountain ranges, and eastward above deep convection. AIRS 90 field-of-views (FOVs), ranging from +48 deg. to −48 deg. off nadir, can detect large-amplitude GWs with a phase velocity propagating preferentially at steep angles (e.g., those from orographic and convective sources). The annual cycle dominates the GW variances and the preferred propagation directions for all latitudes. Indication of a weak two-year variation in the tropics is found, which is presumably related to the Quasi-biennial oscillation (QBO). AIRS geometry makes its out-tracks capable of detecting GWs with vertical wavelengths substantially shorter than the thickness of instrument weighting functions. The novel discovery of AIRS capability of observing shallow inertia GWs will expand the potential of satellite GW remote sensing and provide further constraints on the GW drag parameterization schemes in the general circulation models (GCMs).

AIRS↗
DOE OSTI2022

A Hybrid Bulk Algorithm to Predict Turbulent Fluxes over Dry and Wet Bare Soils

Measurements made in the Columbia River basin (Oregon) in an area of irregular terrain during the second Wind Forecast Improvement Project (WFIP2) field campaign are used to develop an optimized hybrid bulk algorithm to predict the surface turbulent fluxes from readily measured or modeled quantities over dry and wet bare or lightly vegetated soil surfaces. The hybrid (synthetic) algorithm combines (i) an aerodynamic method for turbulent flow, which is based on the transfer coefficients (drag coefficient and Stanton number), roughness lengths, and Monin–Obukhov similarity; and (ii) a modified Priestley–Taylor (P-T) algorithm with physically based ecophysiological constraints, which is essentially based on the surface energy budget (SEB) equation. Soil heat flux in the latter case was estimated from measurements of soil temperature and soil moisture. In the framework of the hybrid algorithm, bulk estimates of the momentum flux and the sensible heat flux are derived from a traditional aerodynamic approach, whereas the latent heat flux (or moisture flux) is evaluated from a modified P-T model. Direct measurements of the surface fluxes (turbulent and radiative) and other ancillary atmospheric/soil parameters made during WFIP2 for different soil conditions (dry and wet) are used to optimize and tune the hybrid bulk algorithm. The bulk flux estimates are validated against the measured eddy-covariance fluxes. We also discuss the SEB closure over dry and wet surfaces at various time scales based on the modeled and measured fluxes. Although this bulk flux algorithm is optimized for the data collected during the WFIP2, a hybrid approach can be used for similar flux-tower sites and field campaigns.

54 ENVIRONMENTAL SCIENCES↗
NASA NTRS2024

Wind Tunnel Test of A Scale Model of A Venus Probe to Determine Aeroacoustics Environment

The Zephyr probe for NASA’s DAVINCI project is being designed to fly to Venus and collect measurements to characterize the Venusian atmosphere while it descends towards the surface. Despite a slow descent speed as the probe approaches the surface, the very dense atmosphere means the vibro-acoustic environment that the probe must withstand could be very harsh. A wind tunnel test campaign was conducted to characterize the surface-pressure fluctuations (acoustics) on the external surface of the probe during the descent. The goal was to provide forcing functions for vibro-acoustic analysis of all instruments inside the probe. A 25% scale-model of the Zephyr probe was manufactured, instrumented with 18 microphones, and tested in two wind tunnels located in the Fluid Mechanics Lab at NASA Ames Research Center at velocities ranging from 13 m/s to 48 m/s. Trip strips were added to the model to ensure a turbulent boundary layer on the model. Microphones were located appropriately to provide spectra of pressure fluctuations in regions with different flow characteristics as well as for calculating various two-point statistics. The acoustic spectra measured in the wind tunnel tests were scaled up to flight-scale using the estimated flight trajectory information. Besides fluctuating surface-pressure measurements, hot-film velocity measurements as well as smoke-laser flow visualization were conducted to better understand the flow around the probe. Lastly, several different geometry configurations were tested to see whether any reduction in acoustic levels could be achieved, but none of the configurations that were tested offered significant improvements. The flow visualization showed 3 primary flow regimes on the model: an attached turbulent boundary layer on the front of the model, a region of separated flow upstream of the flared lip, and a large, separated wake at the rear of the model. The acoustic spectra generally show three different shapes corresponding to these flow regions, with the highest levels seen at the rear of the model, and directly in front of the drag plate. The scaled overall levels of pressure fluctuations were found to be high: in the range of 130dB to 155dB.

planetary probe↗
DOE OSTI2024

Dissipation Scaled Internal Wave Drag in a Global Heterogeneously Coupled Internal/External Mode Total Water Level Model

This study showcases a global, heterogeneously coupled total water level system wherein salinity and temperature outputs from a coarser-resolution (~12 km) ocean general circulation model are used to calculate density-driven terms within a global, higher-resolution (~2.5 km) depth-averaged total water level model. We demonstrate that the inclusion of baroclinic forcing in the barotropic model requires modification of the internal wave drag term to prevent excess degradation of tidal results compared to the barotropic model. By scaling the internal tide dissipation by an easy to calculate dissipation ratio, the resulting heterogeneously coupled model has complex root mean square errors (RMSE) of 2.27 cm in the deep ocean and 12.16 cm in shallow waters for the M 2 tidal constituent. While this represents a 10%–20% deterioration as compared to the barotropic model, the improvements in total water level prediction more than offset this degradation. Global median RMSE compared to observations of total water levels, 30-day sea levels, and non-tidal residuals improve by 1.86 (18.5%), 2.55 (42.5%), and 0.36 (5.3%) cm respectively. The drastic improvement in model performance highlights the importance of including density-driven effects within global hydrodynamic models and will help to improve the results of both hindcasts and forecasts in modeling extreme and nuisance flooding. With only an 11% increase in model run time compared to the fully barotropic total water level model, this approach paves the way for high resolution coastal water level and flood models to be used alongside climate models, improving operational forecasting of total water levels.

Blakely, Coleman Peter [University of Notre Dame, ↗
NASA NTRS2005

Inflatable Re-Entry Vehicle Experiment (IRVE) Design Overview

Inflatable aeroshells offer several advantages over traditional rigid aeroshells for atmospheric entry. Inflatables offer increased payload volume fraction of the launch vehicle shroud and the possibility to deliver more payload mass to the surface for equivalent trajectory constraints. An inflatable s diameter is not constrained by the launch vehicle shroud. The resultant larger drag area can provide deceleration equivalent to a rigid system at higher atmospheric altitudes, thus offering access to higher landing sites. When stowed for launch and cruise, inflatable aeroshells allow access to the payload after the vehicle is integrated for launch and offer direct access to vehicle structure for structural attachment with the launch vehicle. They also offer an opportunity to eliminate system duplication between the cruise stage and entry vehicle. There are however several potential technical challenges for inflatable aeroshells. First and foremost is the fact that they are flexible structures. That flexibility could lead to unpredictable drag performance or an aerostructural dynamic instability. In addition, durability of large inflatable structures may limit their application. They are susceptible to puncture, a potentially catastrophic insult, from many possible sources. Finally, aerothermal heating during planetary entry poses a significant challenge to a thin membrane. NASA Langley Research Center and NASA's Wallops Flight Facility are jointly developing inflatable aeroshell technology for use on future NASA missions. The technology will be demonstrated in the Inflatable Re-entry Vehicle Experiment (IRVE). This paper will detail the development of the initial IRVE inflatable system to be launched on a Terrier/Orion sounding rocket in the fourth quarter of CY2005. The experiment will demonstrate achievable packaging efficiency of the inflatable aeroshell for launch, inflation, leak performance of the inflatable system throughout the flight regime, structural integrity when exposed to a relevant dynamic pressure and aerodynamic stability of the inflatable system. Structural integrity and structural response of the inflatable will be verified with photogrammetric measurements of the back side of the aeroshell in flight. Aerodynamic stability as well as drag performance will be verified with on board inertial measurements and radar tracking from multiple ground radar stations. The experiment will yield valuable information about zero-g vacuum deployment dynamics of the flexible inflatable structure with both inertial and photographic measurements. In addition to demonstrating inflatable technology, IRVE will validate structural, aerothermal, and trajectory modeling techniques for the inflatable. Structural response determined from photogrammetrics will validate structural models, skin temperature measurements and additional in-depth temperature measurements will validate material thermal performance models, and on board inertial measurements along with radar tracking from multiple ground radar stations will validate trajectory simulation models.

Hughes, Stephen J.↗
NASA NTRS2016

Tethered Space Satellite-1 (TSS-1): Technical Roundabouts

In the early 1990's US and Italian scientists collaborated to study the electrodynamics of dragging a satellite on a tether through the electrically charged portion of Earth's atmosphere called the ionosphere. An electrical current induced in the long wire could be used for power and thrust generation for a satellite. Other tether uses include momentum exchange, artificial gravity, deployment of sensors or antennas, and gravity-gradient stabilization for satellites. Before the Tethered Space Satellite (TSS-1), no long tether had ever been flown, so many questions existed on how it would actually behave. The TSS consisted of a satellite with science experiments attached to a 12.5 mile long, very thin (0.10 inch diameter) copper wire assembly wound around a spool in the deployer reel mechanism. With the Space Shuttle at an altitude of 160 nautical miles above earth, the satellite was to be deployed by raising it from the Shuttle bay on a boom facing away from Earth. Once cleared of the bay, the deployer mechanism was to slowly feed out the 12-plus miles of tether. Scientific data would be collected throughout the operation, after which the satellite would be reeled back in. Pre-flight testing system level tests involved setting up a tether receiver to catch the 12.5 mile tether onto another reel as it was being unwound by the deployer reel mechanism. Testing only the reel mechanism is straightforward. This test becomes more complicated when the TSS is mounted on the flight pallet at Kennedy Space Center (KSC). The system level tests must be passed before the pallet can be installed into the Space Shuttle cargo bay. A few months before flight, the TSS payload had been integrated onto the Spacelab pallet and system level tests, including unreeling and reeling the tether, had been successfully completed. Some of this testing equipment was then shipped back to the contractor Martin Marietta. Systems-level load analyses, which cannot be run until all information about each payload is finalized, was run in parallel with the physical integration of the hardware into the Shuttle payload bay. The coupled loads analysis, as it is called, incorporates any updates to the model due to system level tests, and any changes that were found during integration. The coupled loads analysis revealed that a single bolt attaching the deployer reel mechanism to the support structure had a "negative margin" - which is an indication that it might fail during operation. Hardware certification rules do not allow for hardware to fly with negative margins, so this issue had to be resolved before the flight. Since there is conservatism in engineering analysis, there is an option to "waive" the margin requirement, and fly the experiment as is. On the other hand, a structural failure of one payload could have serious or catastrophic consequences to other payloads and possibly the mission. Minor design changes or fixes might be feasible within the payload bay prior to launch. Any major design changes that required the spooling test to validate the hardware, or for the pallet to be removed, would cause TSS not to be ready for the Shuttle launch.

O'Connor, Brian↗