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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 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
NASA NTRS1977

Investigation of supersonic turbulent boundary-layer separation on a compression ramp by an integral method

An investigation was made to determine the feasibility of using a boundary layer integral method to study the separation of a turbulent boundary layer on a two dimensional ramp at supersonic speeds. The numerical calculations were made for a free stream Mach number of 3, a Reynolds number of 10 million, and over a ramp angle range from 0 deg to 30 deg. For ramp angles where no flow separation was indicated, theoretical calculations were in reasonable agreement with experimental data except for a somewhat belated rise in pressure. For larger ramp angles, where separation was present, the investigation produced results that were not in agreement with experiment or with results calculated by time dependent Navier-Stokes methods. This apparently was true because no provision had been made for a proper shock boundary layer interaction where strong normal pressure gradients are induced within the boundary layer under the shock independent of surface curvature effects.

Patel, D. K.↗
DOE OSTI2020

Drive-pressure optimization in ramp-wave compression experiments through differential evolution

Ramp-wave dynamic-compression experiments are used to examine quasi-isentropic loading paths in materials. The gradual and continuous increase in pressure created by ramp waves make these types of experiments ideal for studying nonequilibrium material behavior, such as solidification kinetics. In ramp-wave compression experiments, the input drive pressure to the experimental setup may be exerted through one of a number of different mechanisms (e.g., magnetic fields, gas-gun-driven impactors, or high-energy lasers) and is generally required for simulating such experiments. Yet, regardless of the specific mechanism, this drive pressure cannot be measured directly (measurements are generally taken at a location near the back of the experimental setup through a transparent window), leading to an inverse problem where one must determine the drive pressure at the front of the experimental setup (i.e., the input) that corresponds to the particle velocity (the output) measured near the back of the experimental setup. Furthermore, we solve this inverse problem using a heuristic optimization algorithm, known as differential evolution, coupled with a multiphysics, hydrodynamics code that simulates the compression of the experimental setup. By running many rounds of forward simulations of the experimental setup, our optimization process iteratively searches for a drive pressure that is optimized to closely reproduce the experimentally measured particle velocity near the back of the experimental setup. While our optimization methodology requires a significant number of hydrodynamics simulations to be conducted, many of these can be performed in parallel, which greatly reduces the time cost of our methodology. One novel aspect of our method for determining the drive pressure is that it does not require physical modeling of the drive mechanism and can thus be broadly applied to many types of ramp-compression experiments, regardless of the drive mechanism.

75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗
DOE OSTI2022

Ta compressibility to 20+ Mbar

Developing techniques for experimentally constraining equation of state (EOS) models for important programmatic materials under extreme conditions is vital for advancing our modeling and predictive capabilities. Tantalum is a frequently used standard material for both calibration and testing, and this report describes our work to both measure Ta compressibility to very high pressures and densities using the Ramp Compression Equation of State platform on the National Ignition Facility (NIF). Using a series of seven shots, increasing in peak pressure with each shot, we have made absolute measurements of the compressibility of Ta along the ramp compression path up to 2.3 TPa. Previous experimental measurements constrained the cold compressibility up to ~400 GPa, and there is a spread in the EOS models above that pressure. To improve communication and collaboration between the experimental team and the EOS development group, these new data, along with other experimental and theoretical constraints, were used to develop a Ta equation of state table, M73000. This report first describes the experimental measurements made at the NIF, and then discusses the construction of the EOS model. The ramp compression data can be found in tabular form in Appendix A. Appendix B contains some additional experimental details. In Appendix C we include some additional details on the EOS modeling. At the end of this document, we have attached a detailed report on the NIF ramp compression platform itself and in the main text referenced specific sections for additional details.

36 MATERIALS SCIENCE↗
DOE OSTI2024

Atomic structure and melting of Ni and Fe 36 Ni up to 400 GPa

Iron, nickel and its alloys are critically important materials for industrial and technological applications due to their unique magnetic properties, strength, and thermal expansion. In this study, lasers were used to compress and heat Fe 36 Ni alloy (36 wt% Ni) and pure nickel up to the melting temperature using a combination of shock and ramp compression. The structure was measured using nanosecond in-situ x-ray diffraction, and simultaneous velocimetry was used to measure the pressure up to 454 GPa. A mixed face-centered-cubic (fcc) solid–liquid phase in Fe 36 Ni at 311 GPa provides experimental evidence that, compared to pure iron, the incorporation of nickel expands the stability field of the fcc phase to the melting curve. At lower temperatures, a mixed fcc and hexagonal-close-packed (hcp) phase is observed in ramp-compressed Fe 36 Ni at 278 GPa. At the higher compressions, a structure inconsistent with fcc, hcp, and body-centered cubic (bcc) is observed. In the case of pure Ni, the fcc phase is stable under ramp compression up to 402 GPa.

75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗
NASA NTRS1975

Effects of selected design variables on three ramp, external compression inlet performance

Two inlet performance tests and one inlet/airframe drag test were conducted in 1969 at the NASA-Ames Research Center. The basic inlet system was two-dimensional, three ramp (overhead), external compression, with variable capture area. The data from these tests were analyzed to show the effects of selected design variables on the performance of this type of inlet system. The inlet design variables investigated include inlet bleed, bypass, operating mass flow ratio, inlet geometry, and variable capture area.

Kamman, J. H.↗
NASA NTRS2007

Assessment of Turbulent Shock-Boundary Layer Interaction Computations Using the OVERFLOW Code

The performance of two popular turbulence models, the Spalart-Allmaras model and Menter s SST model, and one relatively new model, Olsen & Coakley s Lag model, are evaluated using the OVERFLOWcode. Turbulent shock-boundary layer interaction predictions are evaluated with three different experimental datasets: a series of 2D compression ramps at Mach 2.87, a series of 2D compression ramps at Mach 2.94, and an axisymmetric coneflare at Mach 11. The experimental datasets include flows with no separation, moderate separation, and significant separation, and use several different experimental measurement techniques (including laser doppler velocimetry (LDV), pitot-probe measurement, inclined hot-wire probe measurement, preston tube skin friction measurement, and surface pressure measurement). Additionally, the OVERFLOW solutions are compared to the solutions of a second CFD code, DPLR. The predictions for weak shock-boundary layer interactions are in reasonable agreement with the experimental data. For strong shock-boundary layer interactions, all of the turbulence models overpredict the separation size and fail to predict the correct skin friction recovery distribution. In most cases, surface pressure predictions show too much upstream influence, however including the tunnel side-wall boundary layers in the computation improves the separation predictions.

Oliver, A. B.↗
NASA NTRS1993

Effects of compression and expansion ramp fuel injector configuration on scramjet combustion and heat transfer

A scramjet combustor with four wall-ramp injectors containing Mach-1.7 fuel jets in the base of the ramps was investigated experimentally. During the test program, two swept ramp injector designs were evaluated. One swept-ramp model had 10-deg compression-ramps and the other had 10-deg expansion cavities between flush wall ramps. The scramjet combustor model was instrumented with pressure taps and heat-flux gages. The pressure measurements indicated that both injector configurations were effective in promoting mixing and combustion. Autoignition occurred for the compression-ramp injectors, and the fuel began to burn immediately downstream of the injectors. In tests of the expansion ramps, a pilot was required to ignite the fuel, and the fuel did not burn for a distance of at least two gaps downstream of the injectors. Once initiated, combustion was rapid in this configuration. Heat transfer measurements showed that the heat flux differed greatly both across the width of the combustor and along the length of the combustor.

Stouffer, Scott D.↗