Search NASA⌕ Search

SEARCH · Search NASA

Results for “pistons”

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.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 433 records · Page 24

Symmetry Determining Equations of the Rankine-Hugoniot Equations for Variable Velocity Shock Waves

The “constant velocity piston” problem (Fig. 1), also known as the “piston problem,” is a standard model for a one dimensional, in our case linear, symmetric shock wave moving through an inviscid, perfect gas. The model can be divided into two regions - a perturbed section on the left and an unperturbed section on the right - by a moving shock wave moving left to right. Both the perturbed and unperturbed sections, i.e. the shocked and unshocked regions, respectively, obey the Eulerian conservation equations; however, at the exact location of the shock, there is a mathematical discontinuity not satisfied by the Euler equations. To ensure continuity and conservation of certain quantities when crossing between the unshocked and shocked regions, we evoke a series of equations derived from the Eulerian conservation equations, called the Rankine-Hugoniot equations, or “jump” equations as it is often referred to in the literature on the topic. The classical constant-velocity piston problem assumes the piston features a constant driving velocity (among many other willing suspensions of belief required in the pursuit of a first principles equation model); consequent to this assumption is a constant-velocity shock and a constant-velocity shocked flow state. However, using Lie Group Theory (LGT), also known as symmetry analysis, we can attempt to reinterpret the model with a shock wave of variable velocity in time and space. An extension of the model in this way opens up the possibility for obtaining new analytical solutions to the piston problem for certain shock velocity models. In this report, we use LGT to derive the symmetry determining equations (SDEs), whose solutions are Lie groups, which permit analytical solutions. In the future, we can then use the SDEs to define constraint equations on the shock velocity model and what the successive solutions to the Euler equations might be based off such constraints. This report is structured as follows: Section 2 provides a brief derivation of the Rankine-Hugoniot (“jump”) equations; Section 3 gives an overview of Lie group theory; Section 4 derives the SDEs of the jump equations; Section 5 derives the Euler conservation equations for fluids; and Section 6 presents concluding remarks and opportunities for future studies.

42 ENGINEERING↗

Mechanical characteristics of stability-bleed valves for a supersonic inlet

Mechanical characteristics of a set of direct-operated relief valves used in a throat-bypass stability-bleed system designed for the YF-12 aircraft inlet are described. A comparison of data taken before and after the windtunnel tests (at room temperature) showed that both the effective spring rate and the piston friction had decreased during the wind tunnel tests. In neither the effective spring rate nor the piston friction was the magnitude of change great enough to cause significant impairment of overall system effectiveness. No major valve mechanical problems were encountered in any of the tests. During high temperature bench tests, piston frictional drag increased. The friction returned to its initial room temperature value when the stability-bleed valve was disassembled and reassembled. The problem might be solved by using a different material for the piston sleeve bearing and the piston rings.

Neiner, G. H.↗

Pressure limiting propellant actuating system

A pressure limiting propellant activating system for simultaneously limiting the output force while maintaining a constant output pressure from the combustion chamber is described. The propellant actuated system includes an outer barrel, outer housing and a combustion chamber. A main piston is movable in the barrel housing when gas pressure is developed in the combustion chamber. A relief piston is concentrically mounted and fixedly movable with the main piston when gas pressure is exerted from the combustion. A relief piston has a force-activated separation mechanism for limiting the output force while simultaneously maintaining constant output pressure on the main piston from the combustion chamber.

Reese, P. B.↗

Oil-Free Compressor

Compressor pistons moved by eccentric shaft need no lubricants. Compressor has shaft, middle section is eccentric in relation to end sections. Driven by brushless dc motor, shaft turns inner races of set of four cam bearings. Outer cam-bearing races in turn actuate four pistons spaced equally apart, around and along shaft. Each outer bearing race held in position by pressure exerted on it by piston. Because no frictional motion between piston and outer bearing race, lubricant between them unnecessary. Cam bearings themselves contain potted internal lubricant. Originally proposed for use in space, new compressor for refrigerators or freezers does not depend on pool of oil for lubricating its pistons. Operated in any orientation.

Fitzjerrell, D. G.↗

Fatigue testing a plurality of test specimens and method

Described is a fatigue testing apparatus for simultaneously subjecting a plurality of material test specimens to cyclical tension loading to determine the fatigue strength of the material. The fatigue testing apparatus includes a pulling head having cylinders defined therein which carry reciprocating pistons. The reciprocation of the pistons is determined by cyclical supplies of pressurized fluid to the cylinders. Piston rods extend from the pistons through the pulling head and are attachable to one end of the test specimens, the other end of the test specimens being attachable to a fixed base, causing test specimens attached between the piston rods and the base to be subjected to cyclical tension loading. Because all the cylinders share a common pressurized fluid supply, the breaking of a test specimen does not substantially affect the pressure of the fluid supplied to the other cylinders nor the tension applied to the other test specimens.

Hodo, James D.↗

Update on results of SPRE testing at NASA Lewis

The Space Power Research Engine (SPRE), a free-piston Stirling engine with a linear alternator, is being tested at NASA Lewis Research Center as part of the Civilian Space Technology Initiative (CSTI) as a candidate for high capacity space power. Results are presented from recent SPRE tests designed to investigated the effects of variation in the displacer seal clearance and piston centering port area on engine performance and dynamics. The impact of these variations on PV power and efficiency are presented. Comparisons of the displacer seal clearance tests results with HFAST code predictions show good agreement for PV power, but show poor agreement for PV efficiency. Correlations are presented relating the piston midstroke position to the dynamic Delta P across the piston and the centering port area. Test results indicate that a modest improvement in PV power and efficiency may be realized with a reduction in piston centering port area.

Cairelli, James E.↗

Update on results of SPRE testing at NASA Lewis

The Space Power Research Engine (SPRE), a free-piston Stirling engine with a linear alternator, is being tested at NASA Lewis Research Center as part of the Civilian Space Technology Initiative (CSTI) as a candidate for high capacity space power. Results are presented from recent SPRE tests designed to investigate the effects of variation in the displacer seal clearance and piston centering port area on engine performance and dynamics. The effects of these variations on PV power and efficiency are presented. Comparisons of the displacer seal clearance test results with HFAST code predictions show good agreement for PV power but poor agreement for PV efficiency. Correlations are presented relating the piston mid-stroke position to the dynamic Delta P across the piston and the centering port area. Test results indicate that a modest improvement in PV power and efficiency may be realized with a reduction in piston centering port area.

Cairelli, James E.↗

Friction of Aviation Engines

The first portion of this report discusses measurements of friction made in the altitude laboratory of the Bureau of Standards between 1920 and 1926 under research authorization of the National Advisory Committee for Aeronautics. These are discussed with reference to the influence of speed, barometric pressure, jacket-water temperature, and throttle opening upon the friction of aviation engines. The second section of the report deals with measurements of the friction of a group of pistons differing from each other in a single respect, such as length, clearance, area of thrust face, location of thrust face, etc. Results obtained with each type of piston are discussed and attention is directed particularly to the fact that the friction chargeable to piston rings depends upon piston design as well as upon ring design. This is attributed to the effect of the rings upon the thickness and distribution of the oil film which in turn affects the friction of the piston to an extent which depends upon its design.

Sparrow, S W↗

A Visual Photographic Study of Cylinder Lubrication

A V-type engine provided with a glass cylinder was used to study visually the lubrication characteristics of an aircraft-type piston. Photographs and data were obtained with the engine motored at engine speeds up to 1000 r.p.m. and constant cylinder-head pressures of 0 and 50 pounds per square inch. A study was made of the orientation of the piston under various operating conditions, which indicated that the piston was inclined with the crown nearest the major-thrust cylinder face throughout the greater part of the cycle. The piston moved laterally in the cylinder under the influence of piston side thrust.

Shaw, Milton C↗

Void Management in MEPHISTO and Other Space Experiments

The second flight of NASA's Shuttle Flight experiment program known as MEPHISTO suffered from a void in the liquid portion of the sample, even though a piston arrangement was in place to keep the ampoule filled. In preparations for the next flight of the MEPHISTO furnace an animated computer program, called MEPHISTO Volume Visualizer (MVV), was written to help avoid the formation of unwanted voids. A piston system on MEPHISTO has the ability to move approximately 5 mm in compression, to accommodate expansion of the solid during heating; then from the completely compressed position, the piston can move up to 25 mm in towards the sample, effectively making the ampoule smaller and hopefully eliminating any voids. Due to the nature of the piston design and ampoule and sample arrangement, the piston has gotten stuck during normal directional solidification; this creates the risk of a void. To eliminate such a void, the liquid in the hot zones of the furnace can be heated, thereby expanding the liquid and consuming any void. The problem with this approach is that if the liquid is heated too much an overpressure could result, breaking the ampoule and ending the experiment catastrophically. The MVV has been found to be a useful tool in the assessment of the risks associated with the formation of a void and the additional heating of the liquid in the hot zone of this Bridgman type furnace. The MVV software will be discussed and copies available; it is written in the Delphi 2 programming language and runs under Windows 95 and NT. The strategies used in other flight experiments, such as the Isothermal Dendritic Growth Experiment, will also be presented.

deGroh, Henry C., III↗

Seal for a rotating member

A face seal assembly is provided having an annular seal body mounted in an axially moveable relationship to a seal support structure. A piston ring is disposed between the annular seal body and the seal support structure forming a secondary seal. A first locator spring, which is an annular wave spring, is disposed between said seal support structure and the piston ring to urge the piston ring in an axial direction. Optionally, a second locator spring, also a wave spring, may be disposed between the piston ring and the seal support structure for urging the piston ring in a radial direction.

Brauer, John Christopher↗

Vacuum-Assisted, Constant-Force Exercise Device

The vacuum-assisted, constant-force exercise device (VAC-FED) has been proposed to fill a need for a safe, reliable exercise machine that would provide constant loads that could range from 20 to 250 lb (0.09 to 1.12 kN) with strokes that could range from 6 to 36 in. (0.15 to 0.91 m). The VAC-FED was originally intended to enable astronauts in microgravity to simulate the lifting of free weights, but it could just as well be used on Earth for simulated weight lifting and other constant-force exercises. Because the VAC-FED would utilize atmospheric/vacuum differential pressure instead of weights to generate force, it could weigh considerably less than either a set of free weights or a typical conventional exercise machine based on weights. Also, the use of atmospheric/ vacuum differential pressure to generate force would render the VAC-FED inherently safer, relative to free weights and to conventional exercise machines that utilize springs to generate forces. The overall function of the VAC-FED would be to generate a constant tensile force in an output cable, which would be attached to a bar, handle, or other exercise interface. The primary force generator in the VAC-FED would be a piston in a cylinder. The piston would separate a volume vented to atmosphere at one end of the cylinder from an evacuated volume at the other end of the cylinder (see figure). Hence, neglecting friction at the piston seals, the force generated would be nearly constant equal to the area of the piston multiplied by the atmospheric/vacuum differential pressure. In the vented volume in the cylinder, a direct-force cable would be looped around a pulley on the piston, doubling the stroke and halving the tension. One end of the direct-force cable would be anchored to a cylinder cap; the other end of the direct-force cable would be wrapped around a variable-ratio pulley that would couple tension to the output cable. As its name suggests, the variable-ratio pulley would contain a mechanism that could be used to vary the ratio between the tension in the direct-force cable and the tension in the output cable. This mechanism could contain gears, pulleys, and/or levers, for example.

Hansen, Christopher P.↗

Phase Sensor for Aligning a Segmented Telescope Mirror

A phase sensor has been developed for use in aligning a segmented telescope mirror to within a fraction of a wavelength in piston. (As used here, piston signifies displacement of a mirror segment along the optical axis of the telescope.) Such precise alignment is necessary in order to realize the full benefit of the large aperture achievable through segmentation. This phase sensor is achromatic. It is based on two-wavelength shearing interferometry, and can be modified to utilize an extended or broad-band (e.g., white) light source. The sensor optics include a ruled diffraction grating and an imaging lens. The sensor can measure the piston shift between segments as well as aberrations of the segments. It can measure the surface error of an individual segment, making it possible to compensate for the error with optimal amount(s) of piston and/or tilt. The precise capture range of the sensor depends partly on the telescope design; the largest relative piston shifts measurable by use of this sensor are of the order of 100 m. The accuracy of the sensor also depends partly on the telescope design; in general, the accuracy is sufficient to enable alignment to within approximately half a wavelength. The interferometric image is digitized and processed by a simple algorithm in real time, and the output of the algorithm can be used to maintain alignment in real time, even in the presence of atmospheric turbulence. The sensor is robust. Through calibration, it can be made insensitive to (and, hence, tolerant of) misalignments and aberrations of its own optics, most aberrations of the telescope as a whole (in contradistinction to aberrations of individual segments), and most aberrations introduced by atmospheric turbulence

Stahl, Philip↗

Imparting Motion to a Test Object Such as a Motor Vehicle in a Controlled Fashion

An apparatus imparts motion to a test object such as a motor vehicle in a controlled fashion. A base has mounted on it a linear electromagnetic motor having a first end and a second end, the first end being connected to the base. A pneumatic cylinder and piston combination have a first end and a second end, the first end connected to the base so that the pneumatic cylinder and piston combination is generally parallel with the linear electromagnetic motor. The second ends of the linear electromagnetic motor and pneumatic cylinder and piston combination being commonly linked to a mount for the test object. A control system for the linear electromagnetic motor and pneumatic cylinder and piston combination drives the pneumatic cylinder and piston combination to support a substantial static load of the test object and the linear electromagnetic motor to impart controlled motion to the test object.

Southward, Stephen C.↗

Ball transfer mechanism with polycrystalline diamond bearing support

A ball transfer mechanism for a harmonic drive and linear piston motor is disclosed. The ball transfer mechanism includes a spherical ball and a cylindrical seat portion. The seat portion defines a hemispherical shaped recess with a contour for receiving the ball. The ball transfer mechanism is in an exterior wall of a housing for converting rotary motion to linear motion, driving a linear piston motor. The harmonic drive drives a rotor of the linear piston motor. The harmonic drive includes a hollow cylindrical coupler portion engaging a rotor portion for transferring torque to the rotor portion. Transfer mechanisms disposed along a housing wall of the linear piston motor engage the coupler portion. The coupler portion includes harmonic cam grooves for receiving spherical balls in the ball transfer mechanism that drives rotational motion in the rotor in response to axially linear movement of the piston assembly.

Raymond, David W.↗

Ball transfer mechanism with polycrystalline diamond bearing support

A ball transfer mechanism for a harmonic drive and linear piston motor is disclosed. The ball transfer mechanism includes a spherical ball and a cylindrical seat portion. The seat portion defines a hemispherical shaped recess with a contour for receiving the ball. The ball transfer mechanism is in an exterior wall of a housing for converting rotary motion to linear motion, driving a linear piston motor. The harmonic drive drives a rotor of the linear piston motor. The harmonic drive includes a hollow cylindrical coupler portion engaging a rotor portion for transferring torque to the rotor portion. Transfer mechanisms disposed along a housing wall of the linear piston motor engage the coupler portion. The coupler portion includes harmonic cam grooves for receiving spherical balls in the ball transfer mechanism that drives rotational motion in the rotor in response to axially linear movement of the piston assembly.

Raymond, David W.↗

Design optimization of an ethanol heavy-duty engine using design of experiments and bayesian optimization

Diesel-fueled engines still hold a large market share in the medium and heavy-duty transportation sector. However, the increase in fossil fuel prices and the strict emission regulations are leading engine manufacturers to seek cleaner alternatives without a compromise in performance. Alcohol-based fuels, such as ethanol, offer a promising alternative to diesel fuel in meeting regulatory demands. Ethanol provides cleaner combustion and lower levels of soot due to its chemical properties, in particular its lower level of carbon content. In addition, the stoichiometric operating conditions of alcohol fueled engines enable the mitigation of NOx emissions in aftertreatment stage. With the promise of retrofitting diesel engines to run on ethanol to reduce emissions, the thermal efficiency of these engines remains the primary optimization target. In order to find the optimal ethanol-fueled engine design that maximizes the thermal efficiency, a large design space needs to be investigated using engineering tools. In this study, previous research by the authors on optimizing the design of a single-cylinder ethanol-fueled engine was extended to explore the design space for a heavy-duty multi-cylinder engine configuration. A heavy-duty engine setup with multiple operating conditions at different engine speeds and loads were considered. A design optimization analysis was performed to identify the potential designs that maximize the indicated thermal efficiency in an ethanol-fueled compression ignition engine. First, a computational fluid dynamics (CFD) model of the engine was validated using experimental data for four drive cycle points. Using a design of experiments (DoE) approach and a parameterized piston bowl geometry, the model was then exercised to explore the relationship among geometric features of the piston bowl and spray targeting angle and indicated thermal efficiency across all tested operating conditions. After evaluating 165~candidate designs, a piston bowl geometry was identified that yielded an increase between 1.3 to 2.2 percentage points in indicated thermal efficiency for all tested conditions, while satisfying the operational design constraints for peak pressure and maximum pressure rise rate. The increased performance was attributed to enhanced mixing that led to the formation of a more homogeneous distribution of in-cylinder temperature and equivalence ratio, higher combustion temperatures, and shorter combustion duration. Finally, a Bayesian optimization (BOpt) analysis was employed to find the optimal piston bowl geometry with a fixed spray injector angle for one of the operating conditions. Using BOpt, a piston candidate was identified that resulted in a 1.9~percentage point increase in thermal efficiency from the baseline design, yet only required 65\% of the design samples investigated using the DoE approach.

Tekgul, Bulut↗

A computational parametric study of ducted fuel injection implementation in a heavy-duty diesel engine

Experiments have shown that ducted fuel injection (DFI) effectively reduces soot emissions from direct-injection diesel engines. Although many computational studies have evaluated DFI’s spray development and soot reduction mechanisms in constant volume chambers, only limited computational work on internal combustion engines exists. The DFI duct assembly changes the engine’s in-cylinder flow, spray, and combustion development. Therefore, current production engine designs might not be optimal for achieving the best engine performance with DFI. Here, this work conducted an extensive numerical study to evaluate how parameter changes affect DFI performance. The parameters include swirl ratio, piston geometry, compression ratio (CR), number of injector orifices, split injection strategy, and exhaust gas recirculation (EGR) in a heavy-duty diesel engine utilizing DFI. The combustion and soot emission data from the Sandia compression ignition optical research engine were used for model validation. Simulations showed that an increased swirl ratio resulted in more intense jet flame-piston interaction, slowing down the combustion heat release during the late combustion stage and leading to lower indicated thermal efficiency (ITE) due to higher exhaust losses. A piston-bowl design with a reentrant inner piston edge yielded the highest thermal efficiency, due to the reduced cylinder head heat transfer loss. Additional injector orifices led to higher efficiency owing to a more advanced combustion phasing. Nevertheless, the maximum pressure rise rate (MPRR) and oxides of nitrogen (NO x ) emissions also increased with the number of injector orifices due to more rapid heat release and higher combustion temperature. Implementation of a split injection strategy combined with a higher EGR rate effectively inhibited the excessive MPRR and NO x formation. In general, the study concluded that DFI is not sensitive to most parameter changes but will benefit from future parameter optimization.

33 ADVANCED PROPULSION SYSTEMS↗