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The limits are presented fo air mass 1.5 conditions. A maximum conversion efficiency of 74 percent is thermodynamically achievable for the quantum device operating at 3500 K and the heat engine in contact with a reservoir at 0 K. The efficiency drops to 56 percent for a cold reservoir at approximately room temperature conditions. Hybrid system efficiencies exceed 50 percent over receiver temperatures ranging from 1400 K to 4000 K, suggesting little benefit is gained in operating the system above 1400 K. The results are applied to a system consisting of a photovoltaic solar cell in series with a heat engine.
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The problem of natural convection in a square cavity of a Boussinesq incompressible fluid is computed using a consistent central-difference approximation, a consistent second-order upwind scheme, and the hybrid scheme for the energy equation. It was found that, for this problem, the second-order upwind scheme yields satisfactory solutions and that an apparently low-order combination of schemes, with the second-order upwind scheme for the momentum equations and the hybrid scheme for the energy equation, can produce satisfactory predictions for this problem.
The effects of thermal motions on the cyclotron radiation from test particles gyrating in a homogeneous magnetoplasma are studied. These effects take care of all singularities that exist in the theory of cyclotron radiation in cold magnetoplasma - e.g., the divergence in energy loss for small particle energies. Around the hybrid frequencies thermal corrections become of dominant importance. At these frequencies cold-plasma theory breaks down. Thermal effects arise in two ways: by modifying the wave modes known from cold plasma theory, and by the introduction of a new longitudinal wave mode, known as the Bernstein mode. All wave modes are damped (in stable plasmas).
A method for analyzing global/local behavior of plate and shell structures is described. In this approach, a detailed finite element model of the local region is incorporated within a coarser global finite element model. The local model need not be nodally compatible (i.e., need not have a one-to-one nodal correspondence) with the global model at their common boundary; therefore, the two models may be constructed independently. The nodal incompatibility of the models is accounted for by introducing appropriate constraint conditions into the potential energy in a hybrid variational formulation. The primary advantage of this method is that the need for transition modeling between global and local models is eliminated. Eliminating transition modeling has two benefits. First, modeling efforts are reduced since tedious and complex transitioning need not be performed. Second, errors due to the mesh distortion, often unavoidable in mesh transitioning, are minimized by avoiding distorted elements beyond what is needed to represent the geometry of the component. The method is applied reduced to a plate loaded in tension and transverse bending. The plate has a central hole, and various hole sixes and shapes are studied. The method is also applied to a composite laminated fuselage panel with a crack emanating from a window in the panel. While this method is applied herein to global/local problems, it is also applicable to the coupled analysis of independently modeled components as well as adaptive refinement.
A new hybrid-stress finite element algorithm, suitable for analyses of large, quasistatic, inelastic deformations, is presented. The algorithm is based upon a generalization of de Veubeke's (1972) complementary energy principle. The principal variables in the formulation are the nominal stress rate and spin, and the resulting finite element equations are discrete versions of the equations of compatibility and angular momentum balance. The algorithm produces true rates, time derivatives, as opposed to 'increments'. There results a boundary value problem (for stress rate and velocity) and an initial value problem (for total stress and deformation). A discussion of the numerical treatment of the boundary value problem is followed by a detailed examination of the numerical treatment of the initial value problem, covering the topics of efficiency, stability, and objectivity. The paper is closed with a set of examples, finite homogeneous deformation problems, which serve to bring out important aspects of the algorithm.
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An analytical comparison of energy output from various silicon and gallium arsenide hybrid solar power systems, producing electric power and also thermal power for heating or cooling, is made. System performance indices in terms of capital cost, peak power, total power output, and electric power were evaluated. Limiting values for annual energy production from GaAs and Si solar concentrator systems were estimated to be 2 cents and 6.8 cents per kWh for GaAs concentrator systems and between 2.5 cents and 11 cents per kWh for Si concentrator systems.
The HYBRID2 program which computes the fuel and energy consumption of a hybrid vehicle with a bi-modal control strategy over specified component driving cycles is described. Fuel and energy consumption are computed separately for the two modes of operation. The program also computes yearly average fuel and energy consumption using a composite driving cycle which varies as a function of daily travel. The modelling techniques are described, and subroutines and their functions are given. The composition of modern automobiles is discussed along with the energy required to manufacture an American automobile. The energy required to scrap and recycle automobiles is also discussed.
Geometries, vibrational frequencies, spin states, H2 binding energies, and Delta(S) values have been determined for V(H2)n(+), for n = 1-6, using the B3LYP hybrid functional. The binding energies and Delta(S) values are in good agreement with experiment, thus showing that the B3LYP functional offers a reliable approach for optimizing the geometry and determining the H2 binding energies for this system. The calculations show that the increase in the binding energy and entropy associated with the addition of the sixth H2 to V(+) is due to a change in spin state from quintet for the smaller clusters to triplet for V(H2)6(+). The results for V(H2)n(+) are compared with those for CO(H2)n(+).
NASA recently completed a mission concept study to evaluate the feasibility and propulsion technology development requirements for reduced travel duration crewed missions to Mars. A high-level goal of the study was to minimize the health impact on the crew caused by the space environment. This was implemented in the study by limiting the crew to a total of approximately-two years of in-space operations and travel time. For the initial mission, the crew would stay about 30 days on the Martian surface. The propulsive demands of such a mission are immense, and the study identified two advanced propulsion options with the potential to meet the mission requirements—both options rely on nuclear fission to provide efficient propulsive energy. One propulsion option was a nuclear electric propulsion (NEP)/Chem Hybrid, with a reactor and energy conversion system powering xenon propellant ion thrusters to provide an efficient, but lower-thrust, push for most of the mission duration. This concept also relied on a liquid oxygen/liquid methane (LO2/LCH4) chemical propulsion stage to provide high thrust for maneuvers while near the Earth and Mars. The second propulsion option was nuclear thermal propulsion (NTP), in which the reactor heats liquid hydrogen (LH2) propellant to expand through a nozzle for thrust at about twice the efficiency of the best chemical propulsion systems. Both vehicle concepts rely on storing large amounts of cryogenic propellant (either LO2/LCH4 or LH2) for multiple years in space without loss, far exceeding state-of-the-art capability. To enable this new capability, the team assumed the use of several advanced cryogenic fluid management (CFM) technologies and analyzed the integrated system performance. This included considering the vehicle-level effects of the size, mass, and power requirements of these CFM elements. Further, the team evaluated the development required to enable such a mission in the mid-2030 s and determined that it was feasible. The paper elaborates on the assumed CFM technologies, provides key analysis results, and illustrates the feasibility of technology development for the proposed solutions to the CFM challenges for each propulsion concept.
An introduction to the physical aspects of solar energy, incidental energy and variations in solar flux is presented, along with an explanation of the physical principles of obtaining solar energy. The history of the application of solar energy to aeronautics, including the Gossamer Penguin and the Solar Challenger is given. Finally, an analysis of the possibilities of using a reaction motor with hybrid propulsion combining solar energy with traditional fuels as well as calculations of the proposed cycle and its mode of operation are given.
A new crew Mars architecture has been developed that provides many potential benefits for NASA-led human Mars moons and surface missions beginning in the 2030s or 2040s. By using both chemical and electric propulsion systems where they are most beneficial and maintaining as much orbital energy as possible, the Hybrid spaceship that carries crew round trip to Mars is pre-integrated before launch and can be delivered to orbit by a single launch. After check-out on the way to cis-lunar space, it is refueled and can travel round trip to Mars in less than 1100 days, with a minimum of 300 days in Mars vicinity (opportunity dependent). The entire spaceship is recaptured into cis-lunar space and can be reused. The spaceship consists of a habitat for 4 crew attached to the Hybrid propulsion stage which uses long duration electric and chemical in-space propulsion technologies that are in use today. The hybrid architecture's con-ops has no in-space assembly of the crew transfer vehicle and requires only rendezvous of crew in a highly elliptical Earth orbit for arrival at and departure from the spaceship. The crew transfer vehicle does not travel to Mars so it only needs be able to last in space for weeks and re-enter at lunar velocities. The spaceship can be refueled and resupplied for multiple trips to Mars (every other opportunity). The hybrid propulsion stage for crewed transits can also be utilized for cargo delivery to Mars every other opportunity in a reusable manner to pre-deploy infrastructure required for Mars vicinity operations. Finally, the Hybrid architecture provides evolution options for mitigating key long-duration space exploration risks, including crew microgravity and radiation exposure.
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Procedures used in determining the energy efficiency and economy of a gasoline-electric hybrid taxi, an electric passenger car, and an electric van are described. Tabular and graphic data show results of driving cycle and constant speed tests, energy distribution to various components, efficiency of the components, and, for the hybrid vehicle, the emissions.
Turbine Electrified Energy Management (TEEM) is a concept concerned with the management of energy in an electrified propulsion system. The management of energy in the hybrid-electric architecture has potential to benefit the turbomachinery and the aircraft it powers. The concept is particularly useful for improving operability during transient operation and could be leveraged to design a better performing engine. The concept utilizes electric machines coupled to the engine shafts and an electric power distribution system that includes energy storage. A controller is used to decide when and how energy is moved around the electrified propulsion system, particularly when considering energy conversion between mechanical and electrical forms. Prior work has shown that the electric machines can be used to supply/or extract supplemental power to/from the engine shafts to improve their operability and achieve or enable propulsion efficiency and performance benefits. However, the previous studies did not consider the practical constraints of the electrical machines and energy storage devices that are required for implementing the TEEM system architecture concept. This paper presents an integrated engine and electrical system model that is used to evaluate the electrical system requirements. The model captures the physics of the conceptual, Advanced Geared Turbofan 30,000lbf (AGTF30) engine, which features advanced technologies such as a compact gas turbine and a variable area fan nozzle. For this work, the engine is augmented with electrical system components that allow for the implementation of the TEEM concept. The evaluation presented suggests the potential of the TEEM concept to provide performance benefits for a turbofan engine.