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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 91 records · Page 5

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NASA NTRS1939

Intercooler Design for Aircraft, Special Report

When an airplane is operating at high altitude, it is necessary to use a supercharger to maintain ground pressure at the carburetor inlet. This maintenance and high intake-manifold pressure tends to keep the power output of the engine at ground-level value. The air, being compressed by the supercharger, however, is heated by adiabatic compression and friction to a temperature that seriously affect the performance of the engine. It is thus necessary to use an intercooler to reduce the temperature of the air between the supercharger outlet and the carburetor inlet. The amount of cooling required of the intercooler depend on the efficiency of the supercharger installation. In this investigation, several types of intercoolers were compared and a design procedure that will give the best intercooler for a given set of conditions is indicated. The figure of merit used for the selection of the best design was the total power consumed by the intercooler. This value includes the power required to transport the weight of the intercooler as well as the power used to force the charge air and the cooling air through the intercooler. The cost, size and practicality of construction were not considered, inasmuch as it was thought that a survey of possibilities of improvement in design would be of interest, regardless of whether the improvement could be immediately realized. Three types of intercoolers are included in this survey: a counterflow intercooler with indirect cooling surface in the form of fins, a counterflow intercooler with direct cooling surfaces, and a cross-flow, tube-type intercooler.

Brevoort, M. J.↗

NASA NTRS1947

Laboratory Investigation of Ice Formation and Elimination in the Induction System of a Large Twin-engine Cargo Aircraft

The icing characteristics, the de-icing rate with hot air, and the effect of impact ice on fuel metering and mixture distribution have been determined in a laboratory investigation of that part of the engine induction system consisting of a three-barrel injection-type carburetor and a supercharger housing with spinner-type fuel injection from an 18-cylinder radial engine used on a large twin-engine cargo airplane. The induction system remained ice-free at carburetor-air temperatures above 36 F regardless of the moisture content of the air. Between carburetor-air temperatures of 32 F and 36 F with humidity ratios in excess of saturation, serious throttling ice formed in the carburetor because of expansion cooling of the air; at carburetor-air temperatures below 32 F with humidity ratios in excess of saturation, serious impact-ice formations occurred, Spinner-type fuel injection at the entrance to the supercharger and heating of the supercharger-inlet elbow and the guide vanes by the warn oil in the rear engine housing are design features that proved effective in eliminating fuel-evaporation icing and minimized the formation of throttling ice below the carburetor. Air-flow recovery time with fixed throttle was rapidly reduced as the inlet -air wet -bulb temperature was increased to 55 F; further temperature increase produced negligible improvement in recovery time. Larger ice formations and lower icing temperatures increased the time required to restore proper air flow at a given wet-bulb temperature. Impact-ice formations on the entrance screen and the top of the carburetor reduced the over-all fuel-air ratio and increased the spread between the over-all ratio and the fuel-air ratio of the individual cylinders. The normal spread of fuel-air ratio was increased from 0.020 to 0.028 when the left quarter of the entrance screen was blocked in a manner simulating the blocking resulting from ice formations released from upstream duct walls during hot-air de-icing.

ICE PREVENTION - AIR HEATING↗

NASA NTRS1981

Effect of a part-span variable inlet guide vane on the performance of a high-bypass turbofan engine

The ability of a part span variable inlet guide vane (VIGV) to modulate the thrust of a high bypass turbofan engine was evaluated at altitude/Mach number conditions of 4572 m/0.6 and 9144 m/0.93. Fan tip, gas generator and supercharger performance were also determined, both on operating lines and during fan duct throttling. The evaluation was repeated with the bypass splitter extended forward to near the fan blade trailing edge. Gross thrust attentuation of over 50 percent was achieved with 50 degree VIGV closure at 100 percent corrected fan speed. Gas generator supercharger performance fell off with VIGV closure, but this loss was reduced when a splitter extension was added. The effect of VIVG closure on gas generator performance was minimal.

Bobula, G. A.↗

NASA NTRS1981

Effect of a part-span variable inlet guide vane on the performance of a high-bypass turbofan engine

The ability of a part-span variable inlet guide vane to modulate the thrust of a high bypass turbofan engine was evaluated at altitude/Mach number conditions of 4572 m/0.6 and 9144 m/0.93. Fan-tip, gas generator and supercharger performance were also determined, both on operating lines and during fan duct throttling. The evaluation was repeated with the bypass splitter extended forward to near the fan blade trailing edge. Gross thrust attenuation of over 50% was achieved with 50 deg variable inlet guide vane closure at 100% corrected fan speed. Gas generator supercharger performance fell off with variable inlet guide vane closure but this loss was reduced when a splitter extension was added. The effect of variable inlet guide vane closure on gas generator performance was minimal.

Bobula, G. A.↗

NASA NTRS1981

Comparison of two parallel/series flow turbofan propulsion concepts for supersonic V/STOL

The thrust, specific fuel consumption, and relative merits of the tandem fan and the dual reverse flow front fan propulsion systems for a supersonic V/STOL aircraft are discussed. Consideration is given to: fan pressure ratio, fan air burning, and variable core supercharging. The special propulsion system components required are described, namely: the deflecting front inlet/nozzle, the aft subsonic inlet, the reverse pitch fan, the variable core supercharger and the low pressure forward burner. The potential benefits for these unconventional systems are indicated.

Luidens, R. W.↗

NASA NTRS1981

Comparison of two parallel/series flow turbofan propulsion concepts for supersonic V/STOL

The thrust, specific fuel consumption, and relative merits of the tandem fan and the dual reverse flow front fan propulsion systems for a supersonic V/STOL aircraft are discussed. Consideration is given to: fan pressure ratio, fan air burning, and variable core supercharging. The special propulsion system components required are described, namely: the reflecting front inlet/nozzle, the aft subsonic inlet, the reverse pitch fan, the variable core supercharger and the low pressure forward burner. The potential benefits for these unconventional systems are indicated.

Luidens, R. W.↗

NASA NTRS1944

Intercooler cooling-air weight flow and pressure drop for minimum drag loss

An analysis has been made of the drag losses in airplane flight of cross-flow plate and tubular intercoolers to determine the cooling-air weight flow and pressure drop that give a minimum drag loss for any given cooling effectiveness and, thus, a maximum power-plant net gain due to charge-air cooling. The drag losses considered in this analysis are those due to (1) the extra drag imposed on the airplane by the weight of the intercooler, its duct, and its supports and (2) the drag sustained by the cooling air in flowing through the intercooler and its duct. The investigation covers a range of conditions of altitude, airspeed, lift-drag ratio, supercharger-pressure ratio, and supercharger adiabatic efficiency. The optimum values of cooling air pressure drop and weight flow ratio are tabulated. Curves are presented to illustrate the results of the analysis.

Reuter, J George↗

NASA NTRS2008

A New, Highly Improved Two-Cycle Engine

The figure presents a cross-sectional view of a supercharged, variable-compression, two-cycle, internal-combustion engine that offers significant advantages over prior such engines. The improvements are embodied in a combination of design changes that contribute synergistically to improvements in performance and economy. Although the combination of design changes and the principles underlying them are complex, one of the main effects of the changes on the overall engine design is reduced (relative to prior two-cycle designs) mechanical complexity, which translates directly to reduced manufacturing cost and increased reliability. Other benefits include increases in the efficiency of both scavenging and supercharging. The improvements retain the simplicity and other advantages of two-cycle engines while affording increases in volumetric efficiency and performance across a wide range of operating conditions that, heretofore have been accessible to four-cycle engines but not to conventionally scavenged two-cycle ones, thereby increasing the range of usefulness of the two-cycle engine into all areas now dominated by the four-cycle engine. The design changes and benefits are too numerous to describe here in detail, but it is possible to summarize the major improvements: Reciprocating Shuttle Inlet Valve The entire reciprocating shuttle inlet valve and its operating gear is constructed as a single member. The shuttle valve is actuated in a lost-motion arrangement in which, at the ends of its stroke, projections on the shuttle valve come to rest against abutments at the ends of grooves in a piston skirt. This shuttle-valve design obviates the customary complex valve mechanism, actuated from an engine crankshaft or camshaft, yet it is effective with every type of two-cycle engine, from small high-speed single cylinder model engines, to large low-speed multiple cylinder engines.

Wiesen, Bernard↗

NASA NTRS1947

Minimum Specific Fuel Consumption of a Liquid-Cooled Multicylinder Aircraft Engine as Affected by Compression Ratio and Engine Operating Conditions

An investigation was conducted on a 12-cylinder V-type liquid-cooled aircraft engine of 1710-cubic-inch displacement to determine the minimum specific fuel consumption at constant cruising engine speed and compression ratios of 6.65, 7.93, and 9.68. At each compression ratio, the effect.of the following variables was investigated at manifold pressures of 28, 34, 40, and 50 inches of mercury absolute: temperature of the inlet-air to the auxiliary-stage supercharger, fuel-air ratio, and spark advance. Standard sea-level atmospheric pressure was maintained at the auxiliary-stage supercharger inlet and the exhaust pressure was atmospheric. Advancing the spark timing from 34 deg and 28 deg B.T.C. (exhaust and intake, respectively) to 42 deg and 36 deg B.T.C. at a compression ratio of 6.65 resulted in a decrease of approximately 3 percent in brake specific fuel consumption. Further decreases in brake specific fuel consumption of 10.5 to 14.1 percent (depending on power level) were observed as the compression ratio was increased from 6.65 to 9.68, maintaining at each compression ratio the spark advance required for maximum torque at a fuel-air ratio of 0.06. This increase in compression ratio with a power output of 0.585 horsepower per cubic inch required a change from . a fuel- lend of 6-percent triptane with 94-percent 68--R fuel at a compression ratio of 6.65 to a fuel blend of 58-percent, triptane with 42-percent 28-R fuel at a compression ratio of 9.68 to provide for knock-free engine operation. As an aid in the evaluation of engine mechanical endurance, peak cylinder pressures were measured on a single-cylinder engine at several operating conditions. Peak cylinder pressures of 1900 pounds per square inch can be expected at a compression ratio of 9.68 and an indicated mean effective pressure of 320 pounds per square inch. The engine durability was considerably reduced at these conditions.

Brun, Rinaldo J.↗

NASA NTRS1946

An Investigation of the Icing and Heated-air De-icing Characteristics of the R-2600-13 Induction System

A laboratory investigation was made on a Holley 1685-HB carburetor mounted on an R-2600-13 supercharger assembly to determine the icing characteristics and the heated-air de-icing requirements of this portion of the B-25D airplane induction system. Icing has been found to be most prevalent at relatively small throttle openings and, consequently, all runs were made at simulated 60-percent normal rated power condition. Icing characteristics were determined during a series of 15-minute runs over a range of inlet-air conditions. For the de-icing investigation severe impact ice was allowed to form in the induction system and the time required for the recovery of 95 percent of the maximum possible air flow at the original throttle setting was then determined for a range of wet-bulb temperatures. Results of these runs showed that ice on the walls of the carburetor adapter and on the rim of the impeller-shroud portion of the supercharger diffuser plate did not affect engine operation at 60-percent normal rated power. Ice that adversely affected the air flow and the fuel-air ratio was formed only on the central web of the carburetor and then only when the inlet air was saturated or contained free moisture in excess of saturation. No serious ice formations were observed at inlet-air temperatures above 66 0 F or with an inlet-air enthalpy greater than 34 Btu per pound. The maximum temperature at. which any trace of icing could be detected was 1110 F with a relative humidity of approximately 28 percent, The air-flow recovery time for emergency de-icing was 0.3 minute for.an enthalpy of 35 Btu per pound or wet-bulb temperature of 68 0 F. Further increase in enthalpy and wet-bulb temperature above these values resulted in very slight improvement in recovery time. The fuel-air ratio restored by a 5-Minute application of heated air was approximately 7 percent less than the initial value for cold-air conditions.

Chapman, Gilbert E.↗

NASA NTRS1927

Some Notes on Gasoline-Engine Development

Experiments were carried out using a special engine with small glass windows and a stroboscope to record various aspects of engine performance. Valve position, supercharging, and torque recoil were all investigated with this experimental apparatus.

DETONATION↗

NASA NTRS1972

GENENG 2: A program for calculating design and off-design performance of two- and three-spool turbofans with as many as three nozzles

A computer program which calculates steady-state design and off-design jet engine performance for two- or three-spool turbofans with one, two, or three nozzles is described. Included in the report are complete FORTRAN 4 listings of the program with sample results for nine basic turbofan engines that can be calculated: (1) three-spool, three-stream engine; (2) two-spool, three-stream, boosted-fan engine; (3) two-spool, three-stream, supercharged-compressor engine; (4) three-spool, two-stream engine; (5) two-spool, two-stream engine; (6) three-spool, three-stream, aft-fan engine; (7) two-spool, three-stream, aft-fan engine; (8) two-spool, two-stream, aft-engine; and (9) three-spool, two-stream, aft-fan engine. The simulation of other engines by using logical variables built into the program is also described.

Fishbach, L. H.↗

NASA NTRS1972

Design study of an air pump and integral lift engine ALF-504 using the Lycoming 502 core

Design studies were conducted for an integral lift fan engine utilizing the Lycoming 502 fan core with the final MQT power turbine. The fan is designed for a 12.5 bypass ratio and 1.25:1 pressure ratio, and provides supercharging for the core. Maximum sea level static thrust is 8370 pounds with a specific fuel consumption of 0.302 lb/hr-lb. The dry engine weight without starter is 1419 pounds including full-length duct and sound-attenuating rings. The engine envelope including duct treatment but not localized accessory protrusion is 53.25 inches in diameter and 59.2 inches long from exhaust nozzle exit to fan inlet flange. Detailed analyses include fan aerodynamics, fan and reduction gear mechanical design, fan dynamic analysis, engine noise analysis, engine performance, and weight analysis.

Rauch, D.↗

NASA NTRS1975

Composite engines for application to a single-stage-to-orbit vehicle

Seven composite engines were designed for application to a reusable single-stage-to-orbit vehicle. The engine designs were variations of the supercharged ejector ramjet engine. The resulting performance, weight, and drawings of each engine form a data base for establishing a potential of this class of composite engine to various missions, including the single-stage-to-orbit application. The impact of advanced technology in the design of the critical fan turbine was established.

Bendot, J. G.↗

NASA NTRS1977

Reverse pitch fan with divided splitter

A guide vane arrangement is described for improving gas turbine performance in the reverse thrust mode. This flow straightening method produces low losses in the fluid entering a core engine during reverse thrust operations and allows large supercharging of the core engine during forward thrust.

Smith, L. H., Jr.↗

NASA NTRS1977

Modeling the complete Otto cycle: Preliminary version

A description is given of the equations and the computer program being developed to model the complete Otto cycle. The program incorporates such important features as: (1) heat transfer, (2) finite combustion rates, (3) complete chemical kinetics in the burned gas, (4) exhaust gas recirculation, and (5) manifold vacuum or supercharging. Changes in thermodynamic, kinetic and transport data as well as model parameters can be made without reprogramming. Preliminary calculations indicate that: (1) chemistry and heat transfer significantly affect composition and performance, (2) there seems to be a strong interaction among model parameters, and (3) a number of cycles must be calculated in order to obtain steady-state conditions.

Zeleznik, F. J.↗

NASA NTRS1977

Modeling the complete Otto cycle - Preliminary version

Zeleznik, F. J.↗

NASA NTRS1977

Photoelectric charging of partially sunlit dielectric surfaces in space

Sunlight-shadow effects may substantially alter the charging situation for a dielectric surface. The sunlight-shadow boundary tends to be the site of intense multipole electric fields. Charges on a sunlit dielectric surface have a finite effective mobility. The charge distribution tends to resemble that on a conducting surface. A boundary between a conducting and a dielectric surface may not represent a conductivity discontinuity when this boundary is sunlit; charges may migrate at a nontrivial rate across the boundary. A contracting or expanding sunlit area may experience a supercharging.

De, B. R.↗