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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 541 records · Page 30

NASA Open Rotor Noise Research

Owing to their inherent fuel burn efficiency advantage compared with the current generation high bypass ratio turbofan engines, there is resurgent interest in developing open rotor propulsion systems for powering the next generation commercial aircraft. However, to make open rotor systems truly competitive, they must be made to be acoustically acceptable too. To address this challenge, NASA in collaboration with industry is exploring the design space for low-noise open rotor propulsion systems. The focus is on the system level assessment of the open rotors compared with other candidate concepts like the ultra high bypass ratio cycle engines. To that end there is an extensive research effort at NASA focused on component testing and diagnostics of the open rotor acoustic performance as well as assessment and improvement of open rotor noise prediction tools. In this presentation and overview of the current NASA research on open rotor noise will be provided. Two NASA projects, the Environmentally Responsible Aviation Project and the Subsonic Fixed Wing Project, have been funding this research effort.

Envia, Ed↗

Effects of Inlet Distortion on Aeromechanical Stability of a Forward-Swept High-Speed Fan

Concerns regarding noise, propulsive efficiency, and fuel burn are inspiring aircraft designs wherein the propulsive turbomachines are partially (or fully) embedded within the airframe; such designs present serious concerns with regard to aerodynamic and aeromechanic performance of the compression system in response to inlet distortion. Separately, a forward-swept high-speed fan was developed to address noise concerns of modern podded turbofans; however this fan encounters aeroelastic instability (flutter) as it approaches stall. A three-dimensional, unsteady, Navier-Stokes computational fluid dynamics code is applied to analyze and corroborate fan performance with clean inlet flow. This code, already validated in its application to assess aerodynamic damping of vibrating blades at various flow conditions, is modified and then applied in a computational study to preliminarily assess the effects of inlet distortion on aeroelastic stability of the fan. Computational engineering application and implementation issues are discussed, followed by an investigation into the aeroelastic behavior of the fan with clean and distorted inlets.

Herrick, Gregory P.↗

Peregrine 100-km Sounding Rocket Project

The Peregrine Sounding Rocket Program is a joint basic research program of NASA Ames Research Center, NASA Wallops, Stanford University, and the Space Propulsion Group, Inc. (SPG). The goal is to determine the applicability of this technology to a small launch system. The approach is to design, build, and fly a stable, efficient liquefying fuel hybrid rocket vehicle to an altitude of 100 km. The program was kicked off in October of 2006 and has seen considerable progress in the subsequent 18 months. This research group began studying liquifying hybrid rocket fuel technology more than a decade ago. The overall goal of the research was to gain a better understanding of the fundamental physics of the liquid layer entrainment process responsible for the large increase in regression rate observed in these fuels, and to demonstrate the effect of increased regression rate on hybrid rocket motor performance. At the time of this reporting, more than 400 motor tests were conducted with a variety of oxidizers (N2O, GOx, LOx) at ever increasing scales with thrust levels from 5 to over 15,000 pounds (22 N to over 66 kN) in order to move this technology from the laboratory to practical applications. The Peregrine program is the natural next step in this development. A number of small sounding rockets with diameters of 3, 4, and 6 in. (7.6, 10.2, and 15.2 cm) have been flown, but Peregrine at a diameter of 15 in. (38.1 cm) and 14,000-lb (62.3-kN) thrust is by far the largest system ever attempted and will be one of the largest hybrids ever flown. Successful Peregrine flights will set the stage for a wide range of applications of this technology.

Zilliac, Gregory↗

Imidazolium-Based Polymeric Materials as Alkaline Anion-Exchange Fuel Cell Membranes

Polymer electrolyte membranes that conduct hydroxide ions have potential use in fuel cells. A variety of polystyrene-based quaternary ammonium hydroxides have been reported as anion exchange fuel cell membranes. However, the hydrolytic stability and conductivity of the commercially available membranes are not adequate to meet the requirements of fuel cell applications. When compared with commercially available membranes, polystyrene-imidazolium alkaline membrane electrolytes are more stable and more highly conducting. At the time of this reporting, this has been the first such usage for imidazolium-based polymeric materials for fuel cells. Imidazolium salts are known to be electrochemically stable over wide potential ranges. By controlling the relative ratio of imidazolium groups in polystyrene-imidazolium salts, their physiochemical properties could be modulated. Alkaline anion exchange membranes based on polystyrene-imidazolium hydroxide materials have been developed. The first step was to synthesize the poly(styrene-co-(1-((4-vinyl)methyl)-3- methylimidazolium) chloride through a free-radical polymerization. Casting of this material followed by in situ treatment of the membranes with sodium hydroxide solutions provided the corresponding hydroxide salts. Various ratios of the monomers 4-chloromoethylvinylbenzine (CMVB) and vinylbenzine (VB) provided various compositions of the polymer. The preferred material, due to the relative ease of casting the film, and its relatively low hygroscopic nature, was a 2:1 ratio of CMVB to VB. Testing confirmed that at room temperature, the new membranes outperformed commercially available membranes by a large margin. With fuel cells now in use at NASA and in transportation, and with defense potential, any improvement to fuel cell efficiency is a significant development.

Narayan, Sri R.↗

Nearfield Unsteady Pressures at Cruise Mach Numbers for a Model Scale Counter-Rotation Open Rotor

An open rotor experiment was conducted at cruise Mach numbers and the unsteady pressure in the nearfield was measured. The system included extensive performance measurements, which can help provide insight into the noise generating mechanisms in the absence of flow measurements. A set of data acquired at a constant blade pitch angle but various rotor speeds was examined. The tone levels generated by the front and rear rotor were found to be nearly equal when the thrust was evenly balanced between rotors.

Blade passing frequency↗

Metrology of Large Parts

As discussed in the first chapter of this book, there are many different methods to measure a part using optical technology. Chapter 2 discussed the use of machine vision to measure macroscopic features such as length and position, which was extended to the use of interferometry as a linear measurement tool in chapter 3, and laser or other trackers to find the relation of key points on large parts in chapter 4. This chapter looks at measuring large parts to optical tolerances in the sub-micron range using interferometry, ranging, and optical tools discussed in the previous chapters. The purpose of this chapter is not to discuss specific metrology tools (such as interferometers or gauges), but to describe a systems engineering approach to testing large parts. Issues such as material warpage and temperature drifts that may be insignificant when measuring a part to micron levels under a microscope, as will be discussed in later chapters, can prove to be very important when making the same measurement over a larger part. In this chapter, we will define a set of guiding principles for successfully overcoming these challenges and illustrate the application of these principles with real world examples. While these examples are drawn from specific large optical testing applications, they inform the problems associated with testing any large part to optical tolerances. Manufacturing today relies on micrometer level part performance. Fields such as energy and transportation are demanding higher tolerances to provide increased efficiencies and fuel savings. By looking at how the optics industry approaches sub-micrometer metrology, one can gain a better understanding of the metrology challenges for any larger part specified to micrometer tolerances. Testing large parts, whether optical components or precision structures, to optical tolerances is just like testing small parts, only harder. Identical with what one does for small parts, a metrologist tests large parts and optics in particular to quantify their mechanical properties (such as dimensions, mass, etc); their optical prescription or design (i.e. radius of curvature, conic constant, vertex location, size); and their full part shape. And, just as with small parts, a metrologist accomplishes these tests using distance measuring instruments such as tape measures, inside micrometers, coordinate measuring machines, distance measuring interferometers; angle measuring instruments such as theodolites, autocollimators; and surface measuring instruments including interferometers, stylus profilers, interference microscopes, photogrammetric cameras, or other tools. However, while the methodology may be similar, it is more difficult to test a large object for the simple reason that most metrologists do not have the necessary intuition. The skills used to test small parts or optics in a laboratory do not extrapolate to testing large parts in an industrial setting any more than a backyard gardener might successfully operate a farm. But first, what is a large part? A simple definition might be the part's size or diameter. For optics and diffuse surface parts alike, the driving constraint is ability to illuminate the part's surface. For reflective convex mirrors, large is typically anything greater than 1 meter. But, for refractive optics, flats or convex mirrors, large is typically greater than 0.5 meter. While a size definition is simple, it may be less than universal. A more nuanced definition might be that a large part is any component which cannot be easily tested in a standard laboratory environment, on a standard vibration isolated table using standard laboratory infrastructure. A micro-switch or a precision lens might be easily measured to nanometer levels under a microscope in a lab, but a power turbine spline or a larger telescope mirror will not fit under that microscope and may not even fit on the table.

Stahl, H. Philip↗

Assessing Fan Flutter Stability in the Presence of Inlet Distortion Using One-way and Two-way Coupled Methods

Concerns regarding noise, propulsive efficiency, and fuel burn are inspiring aircraft designs wherein the propulsive turbomachines are partially (or fully) embedded within the airframe; such designs present serious concerns with regard to aerodynamic and aeromechanic performance of the compression system in response to inlet distortion. Previously, a preliminary design of a forward-swept high-speed fan exhibited flutter concerns in cleaninlet flows, and the present author then studied this fan further in the presence of off-design distorted in-flows. Continuing this research, a three-dimensional, unsteady, Navier-Stokes computational fluid dynamics code is again applied to analyze and corroborate fan performance with clean inlet flow and now with a simplified, sinusoidal distortion of total pressure at the aerodynamic interface plane. This code, already validated in its application to assess aerodynamic damping of vibrating blades at various flow conditions using a one-way coupled energy-exchange approach, is modified to include a two-way coupled time-marching aeroelastic simulation capability. The two coupling methods are compared in their evaluation of flutter stability in the presence of distorted in-flows.

aeroelasticity↗

Assessing Fan Flutter Stability in the Presence of Inlet Distortion Using One-way and Two-way Coupled Methods

Concerns regarding noise, propulsive efficiency, and fuel burn are inspiring aircraft designs wherein the propulsive turbomachines are partially (or fully)embedded within the airframe; such designs present serious concerns with regard to aerodynamic and aeromechanic performance of the compression system in response to inlet distortion. Previously, a preliminary design of a forward-swept high-speed fan exhibited flutter concerns in clean-inlet flows, and the present author then studied this fan further in the presence of off-design distorted in-flows. A three-dimensional, unsteady, Navier-Stokes computational fluid dynamics code is applied to analyze and corroborate fan performance with clean inlet flow. This code, already validated in its application to assess aerodynamic damping of vibrating blades at various flow conditions using a loosely-coupled approach, is modified to include a tightly-coupled aeroelastic simulation capability, and then loosely-coupled and tightly-coupled methods arecompared in their evaluation of flutter stability in distorted in-flows.

fluid-structure interaction↗

Assessing Fan Flutter Stability in Presence of Inlet Distortion Using One-Way and Two-Way Coupled Methods

Concerns regarding noise, propulsive efficiency, and fuel burn are inspiring aircraft designs wherein the propulsive turbomachines are partially (or fully) embedded within the airframe; such designs present serious concerns with regard to aerodynamic and aeromechanic performance of the compression system in response to inlet distortion. Previously, a preliminary design of a forward-swept high-speed fan exhibited flutter concerns in clean-inlet flows, and the present author then studied this fan further in the presence of off-design distorted in-flows. Continuing this research, a three-dimensional, unsteady, Navier-Stokes computational fluid dynamics code is again applied to analyze and corroborate fan performance with clean inlet flow and now with a simplified, sinusoidal distortion of total pressure at the aerodynamic interface plane. This code, already validated in its application to assess aerodynamic damping of vibrating blades at various flow conditions using a one-way coupled energy-exchange approach, is modified to include a two-way coupled timemarching aeroelastic simulation capability. The two coupling methods are compared in their evaluation of flutter stability in the presence of distorted in-flows.

fluid-structure interaction↗

Armstrong Flight Research Center Research Technology and Engineering Report 2015

I am honored to endorse the 2015 Neil A. Armstrong Flight Research Center’s Research, Technology, and Engineering Report. The talented researchers, engineers, and scientists at Armstrong are continuing a long, rich legacy of creating innovative approaches to solving some of the difficult problems and challenges facing NASA and the aerospace community.Projects at NASA Armstrong advance technologies that will improve aerodynamic efficiency, increase fuel economy, reduce emissions and aircraft noise, and enable the integration of unmanned aircraft into the national airspace. The work represented in this report highlights the Center’s agility to develop technologies supporting each of NASA’s core missions and, more importantly, technologies that are preparing us for the future of aviation and space exploration.We are excited about our role in NASA’s mission to develop transformative aviation capabilities and open new markets for industry. One of our key strengths is the ability to rapidly move emerging techniques and technologies into flight evaluation so that we can quickly identify their strengths, shortcomings, and potential applications.This report presents a brief summary of the technology work of the Center. It also contains contact information for the associated technologists responsible for the work. Don’t hesitate to contact them for more information or for collaboration ideas.

flight research↗

Aircraft Flaps Modeling in OpenMDAO

The goal of this project was to develop a model for a single subsystem in the aerodynamics discipline, in this case the flaps of an aircraft. Flaps are high-lift devices used by planes to allow for quicker takeoffs, and slower landings. A computer-based aircraft model of the flaps of an aircraft was developed using the Python based open-source framework OpenMDAO. OpenMDAO is used to develop multi-disciplinary aircraft models using gradient-based optimization; design optimization (MDO) is concerned with solving design problems involving numerical models of complex engineering systems. There were 4 components in the model; each has input values, output variables, and equations to calculate said outputs. The variables and equations are sourced from NASA Fortran code from the 1970s, in a project called the General Aviation Synthesis Program (GASP). These variables and equations which create the model are being converted to Python for ease of use. The flaps model developed will be integrated into a larger model of a conventional aircraft’s flight phases. All subsystems of the model will first be built using the parameters of a Boeing 737 MAX-8, to validate its functionality and accuracy. Then, the aircraft model will be used for hybrid-electric research; running optimizations to improve efficiency, minimize fuel burn, and advance hybrid-electric technology in the aerospace field.

Computer-based aircraft modeling↗

Development of laminar flow control wing surface composite structures

The dramatic increases in fuel costs and the potential for periods of limited fuel availability provided the impetus to explore technologies to reduce transport aircraft fuel consumption. NASA sponsored the Aircraft Energy Efficiency (ACEE) program beginning in 1976 to develop technologies to improve fuel efficiency. This report documents the Lockheed-Georgia Company accomplishments under NAS1-16235 LFC Laminar-Flow-Control Wing Panel Structural Design And Development (WSSD); Design, manufacturing, and testing activities. An in-depth preliminary design of the baseline 1993 LFC wing was accomplished. A surface panel using the Lockheed graphite/epoxy integrated LFC wing box structural concept was designed. The concept was shown by analysis to be structurally efficient and cost effective. Critical details of the surface and surface joints were demonstrated by fabricating and testing complex, concept selection specimens. Cost of the baseline LFC aircraft was estimated and compared to the turbulent aircraft. The mission fuel weight was 21.7 percent lower for the LFC aircraft. The calculation shows that the lower fuel costs for LFC offset the higher incremental costs of LFC in less than six months.

Lineberger, L. B.↗

Microelectrospray Thrusters

Propulsion technology is often a critical enabling technology for space missions. NASA is investing in technologies to enable high value missions with very small spacecraft, even CubeSats. However, these nanosatellites currently lack any appreciable propulsion capability. CubeSats are typically deployed and tumble or drift without any ability to transfer to higher value orbits, perform orbit maintenance, or perform de-orbit. Larger spacecraft can also benefit from high precision attitude control systems. Existing practices include reaction wheels with lifetime concerns and system level complexity. Microelectrospray thrusters will provide new propulsion capabilities to address these mission needs. Electric propulsion is an approach to accelerate propellant to very high exhaust velocities through the use of electrical power. Typical propulsion systems are limited to the combustion energy available in the chemical bonds of the fuel and then acceleration through a converging diverging nozzle. However, electric propulsion can accelerate propellant to ten times higher velocities and therefore increase momentum transfer efficiency, or essentially, increase the fuel economy. Fuel efficiency of thrusters is proportional to the exhaust velocity and referred to as specific impulse (Isp). The state-of-the-art (SOA) for CubeSats is cold gas propulsion with an Isp of 50-80 s. The Space Shuttle main engine demonstrated a specific impulse of 450 s. The target Isp for the Mars Exploration Program (MEP) systems is >1,500 s. This propellant efficiency can enable a 1-kg, 10-cm cube to transfer from low-Earth orbit to interplanetary space with only 200 g of propellant. In September 2013, NASA's Game Changing Development program competitively awarded three teams with contracts to develop MEP systems from Technology Readiness Level-3 (TRL-3), experimental concept, to TRL-5, system validation in a relevant environment. The project is planned for 18 months of system development. Due to the ambitious project goals, NASA has awarded contracts to mature three unique methods to achieve the desired goals. Some of the MEP concepts have been developed for more than a decade at the component level, but are now ready for system maturation. The three concepts include the high aspect ratio porous surface (HARPS) microthruster system, the scalable ion electrospray propulsion system (S-iEPS), and an indium microfluidic electrospray propulsion system. The HARPS system is under development by Busek Co. The HARPS thruster is an electrospray thruster that relies on surface emission of a porous metal with a passive capillary wicking system for propellant management. The HARPS thruster is expected to provide a simple, high ΔV and low-cost solution. The HARPS thruster concept is shown in figure 1. Figure 1 includes the thruster, integrated power processing unit, and propellant reservoir.

Dankanich, John↗

Structural tests and development of a laminar flow control wing surface composite chordwise joint

The dramatic increases in fuel costs and the potential for periods of limited fuel availability provided the impetus to explore technologies to reduce transport aircraft fuel consumption. NASA sponsored the Aircraft Energy Efficiency (ACEE) program beginning in 1976 to develop technologies to improve fuel efficiency. The Lockheed-Georgia Company accomplished under NAS1-16235 Laminar-Flow-Control (LFC) Wing Panel Structural Design and Development (WSSD); design, manufacturing, and testing activities. An in-depth preliminary design of the baseline 1993 LFC wing was accomplished. A surface panel using the Lockheed graphite/epoxy integrated LFC wing box structural concept was designed. The concept was shown by analysis to be structurally efficient and cost effective. Critical details of the surface and surface joint was demonstrated by fabricating and testing complex, concept selection specimens. The Lockheed-Georgia Company accomplishments, Development of LFC Wind Surface Composite Structures (WSCS), are documented. Tests were conducted on two CV2 panels to verify the static tension and fatigue strength of LFC wing surface chordwise joints.

Lineberger, L. B.↗

Fuel conservative aircraft engine technology

NASA's Aircraft Energy Efficiency Program, initiated in an effort to minimize the adverse impact of the worldwide fuel crisis, will develop technology for more fuel-efficient subsonic transport aircraft. The program includes three major propulsion projects: (1) Engine Component Improvement, directed at current engines, (2) Energy Efficient Engine, directed at new turbofan engines, and (3) Advanced Turboprops, directed at technology for advanced turboprop-powered aircraft. The present paper reviews the current status of each of these projects and describes some of the technologies and recent accomplishments.

Nored, D. L.↗

ECAS Phase I fuel cell results

This paper summarizes and discusses the fuel cell system results of Phase I of the Energy Conversion Alternatives Study (ECAS). Ten advanced electric powerplant systems for central-station baseload generation using coal were studied by NASA in ECAS. Three types of low-temperature fuel cells (solid polymer electrolyte, SPE, aqueous alkaline, and phosphoric acid) and two types of high-temperature fuel cells (molten carbonate, MC, and zirconia solid electrolyte, SE) were studied. The results indicate that (1) overall efficiency increases with fuel cell temperature, and (2) scale-up in powerplant size can produce a significant reduction in cost of electricity (COE) only when it is accompanied by utilization of waste fuel cell heat through a steam bottoming cycle and/or integration with a gasifier. For low-temperature fuel cell systems, the use of hydrogen results in the highest efficiency and lowest COE. In spite of higher efficiencies, because of higher fuel cell replacement costs integrated SE systems have higher projected COEs than do integrated MC systems. Present data indicate that life can be projected to over 30,000 hr for MC fuel cells, but data are not yet sufficient for similarly projecting SE fuel cell life expectancy.

Warshay, M.↗

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.↗