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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 793 records · Page 44

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↗

A Multi-Criteria Impact Evaluation Methodology Applied to FLEX Strategies in Nuclear Power Plants

As responses to Fukushima Dai-ichi nuclear accident, several advanced, near-term technologies have been or are being introduced to enhance safety of operating nuclear power plants (NPPs) as well as improving their sustainability. Examples include Accident-Tolerant Fuel designs, Diverse and Flexible Coping Strategies (FLEX), and passive cooling system designs. The combinations of these technologies, coupled with enhancements to plant components and systems and improved fuel cycle efficiency, constitute a concept of Enhanced Resilient Plant Systems, which is proposed and being explored by Idaho National Laboratory (INL) under the Risk-Informed Systems Analysis Pathway of the U.S. Department of Energy’s Light Water Reactor Sustainability Program. To decide if introducing a technology is necessary or worthy, the impacts of this technology on NPPs should be evaluated, preferably in a quantitative manner, and provided to decision makers. This paper summarizes an on-going work conducted by the authors on developing a multi-criteria impact evaluation methodology. This methodology is expected to be applicable to evaluate a variety of technologies, while FLEX strategy is adopted as a case study for this paper.

99 GENERAL AND MISCELLANEOUS↗

Acidic Gas Reduction For Residential Natural Gas Furnace

The United States has more than 119 million homes, and 47% of them rely on natural gas as their primary heating fuel. However, most U.S. homes still use noncondensing units with an annual fuel utilization efficiency (AFUE) of ~80%, rather than efficient condensing furnaces. This is due to the high cost of condensing furnaces, which usually use expensive corrosion resistant super-ferritic stainless steel alloy heatexchangers (HX) to avoid corrosion and fouling acid condensation, along with the cost and difficulty of retrofitting the venting used by the replaced furnace. Here, this article discusses a low-cost acidic gas reduction (AGR) catalyst technology that enables a novel condensing natural gas furnace with an ultraclean (i.e., nearly zero) flue gas and neutral condensate that is environmentally friendly.

03 NATURAL GAS↗

Safe Operations at Roadway Junctions: Intelligent Roadway Infrastructure as Functional Interlocking

Automated vehicle (AV) technology is quickly maturing, and the corresponding infrastructure systems that evaluate traffic and communicate to vehicles requires sophisticated sensing and perception technologies, referred to as intelligent roadway infrastructure (IRI), to complement emerging AV capabilities. IRI provides signals to vehicles, indicating right-of-way for vehicles and communicating to approaching AVs that no other vehicle is failing to yield. This capability, denoted as safety-affirmative signaling, provides a green light or a green arrow as appropriate and affirms through communication links to connected vehicles when it is safe to proceed. About 36% of collisions occur at intersections, with most occurring upon left turns (22.2%) or crossing over (12.6%), and only a small percentage (1.2%) while turning right at an intersection. Of all intersection crashes about half (52.5%) of those vehicles were traveling through a signalized intersection 2. Safety-affirmative signaling would guarantee safety of AV fleet vehicles, by providing the interlocking principle, a term from automated train control that only allows progression through a railway intersection after affirming no opportunity for a crash exists. IRI through safety-affirmative signaling would bring performance and safety to complex roadway intersections where AV transit fleet service is most needed, as well as safety benefits to traditional, non-automated vehicles and vulnerable road users. The implementation of IRI has functional, programmatic, and technical challenges. Research work performed at the National Renewable Energy Laboratory (NREL) in an integrative approach encapsulating these themes, and termed infrastructure perception and control (IPC) is motivated by improved performance (travel time), improved safety (reduced collisions), and improved energy efficiency (less fuel burned and minimized production of greenhouse gases). IPC is intended not only for roadway and intersection applications but also in extension to inform complementary buildings and grid systems to enable better co-management, as vehicles and their charging needs become increasingly integrated into the built environment. The NREL IPC project presents an open-source framework, architecture, and supporting technology to implement IRI, addressing critical issues such as fusion of data, reliability, standardization of data interfaces, and confidence of detection. The framework is informed by previous experience in U.S. Department of Defense research technology, specifically in the use of radar to detect, identify, and track aerial threats. These principles combined with multi-sensor fusion provides for a complete digital twin with known and measurable confidence and accuracy from which safety-affirmative signaling can be developed and deployed.

ADVANCED PROPULSION SYSTEMS,MATHEMATICS AND COMPUT↗

Field Testing of Safeguards Technologies in the Hot Fuel Examination Facility

Recent developments in nuclear fuel reprocessing techniques have yielded more efficient processes and fuel cycle options that strengthen the nuclear industry and production of clean energy. One such area of interest is pyroprocessing of used oxide fuel. However, with these advances in the back end of the nuclear fuel cycle, advances in safeguards instrumentation, measurements, and approaches are needed to ensure special nuclear material (SNM) is accounted for according to regulatory requirements. As a high-level overview of a nominal pyroprocessing approach, used oxide fuel from commercial light water reactors (LWR) is mechanically removed from the metallic cladding. Then the fuel is crushed and randomized representative samples are taken and sent to an analytical lab for analysis. The analytical results of the feed material are used for input accountancy into the rest of the process. The crushed oxide fuel is then moved to the oxide reduction (OR) furnace where it is reduced from an oxide to metallic form. The OR product is distilled to remove salt and then moved to an electrorefiner (ER), where it is immersed in a eutectic mixture of lithium chloride potassium chloride (LiCl-KCl) that typically ranges between 450-550 ?. Within the ER, the usable uranium is electrochemically transported through the molten salt from the anode to the cathode, and then subsequently removed as a relatively pure U product.. A simplified model of pyroprocessing techniques with added emphasis on the safeguards can be seen below in Fig. 1

11 - NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

Design and Development of a High-Efficiency Single Cylinder Natural Gas-Fueled Jet Ignition Engine

The current energy climate has created a push toward reducing consumption of fossil fuels and lowering emissions output in power generation applications. Combined with the desire for a more distributed energy grid, there is currently a need for small displacement, high efficiency engines for use in stationary power generation. An enabling technology for achieving high efficiencies with spark ignited engines for such applications is the use of jet ignition which enables ultra-lean (λ > ~1.6) combustion via air dilution.This paper provides a comprehensive review of the development of a 390cc, high efficiency single cylinder natural gas-fueled jet ignition engine operating ultra-lean. The engine was developed as part of the Department of Energy’s Advanced Research Projects Agency–Energy (DOE ARPA-E) GENSETS program. Design choices for minimizing friction are highlighted as well as test results showing further friction reduction through downspeeding. Extensive hardware optimization of the combustion system has been performed and results are presented for air-flow path optimization and the jet igniter. The efficiency benefits related to enleanment and downspeeding are analyzed using an efficiency loss breakdown based on the First Law of Thermodynamics. Through optimization efforts a peak brake thermal efficiency in excess of 34% was achieved, representing an increase of greater than 20% over the current state-of-the-industry for comparably sized CNG engines.

Peters, Nathan↗

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.↗