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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
All sourcesNASA NTRSDOE OSTI
NASA NTRS2012

On-Shore Central Hydraulic Power Generation for Wind and Tidal Energy

Tidal energy, offshore wind energy, and onshore wind energy can be converted to electricity at a central ground location by means of converting their respective energies into high-pressure hydraulic flows that are transmitted to a system of generators by high-pressure pipelines. The high-pressure flows are then efficiently converted to electricity by a central power plant, and the low-pressure outlet flow is returned. The Department of Energy (DOE) is presently supporting a project led by Sunlight Photonics to demonstrate a 15 kilowatt tidal hydraulic power generation system in the laboratory and possibly later submerged in the ocean. All gears and submerged electronics are completely eliminated.A second portion of this DOE project involves sizing and costing a 15 megawatt tidal energy system for a commercial tidal energy plant. For this task, Atlantis Resources Corporation's 18-m diameter demonstrated tidal blades are rated to operate in a nominal 2.6 m/sec tidal flow to produce approximately one megawatt per set of tidal blades. Fifteen units would be submerged in a deep tidal area, such as in Maine's Western Passage. All would be connected to a high-pressure (20 megapascals, 2900 pounds per square inch) line that is 35 cm ID. The high-pressure HEPG fluid flow is transported 500-m to on-shore hydraulic generators. HEPG is an environmentally-friendly, biodegradable, water-miscible fluid. Hydraulic adaptations to ORPC's cross-flow turbines are also discussed.For 15 megawatt of wind energy that is onshore or offshore, a gearless, high efficiency, radial piston pump can replace each set of top-mounted gear-generators. The fluid is then pumped to a central, easily serviceable generator location. Total hydraulic/electrical efficiency is 0.81 at full rated wind or tidal velocities and increases to 0.86 at 1/3 rated velocities.

wind energy↗
NASA NTRS2019

Compositional and Microstructural Effects in the Protection of SiC Components in Water Vapor

Greater gas turbine engine efficiency is a major goal in aeronautics research often pursued through increased engine operating temperatures. However, it is necessary to replace the current hot-stage alloy components with more thermally robust parts, such as promising Silicon-based ceramics and composites. Unfortunately, these materials are still susceptible to the effects of oxidation, water vapor, and (Calcium-Magnesium-Alumino-Silicate) CMAS interaction, among other issues at high temperature. To mitigate these effects, environmental barrier coating (EBC) materials are employed to help control the rate of degradation to the underlying composite. Often, a thermally grown oxide (TGO) layer forms between the EBC and the composite which can act as a point of failure. The current study focuses on the combined effects of water vapor, composite composition, and microstructure in TGO formation on protected and unprotected SiC samples which have been produced under different processing conditions.

Kowalski, Benjamin↗
NASA NTRS2020

Novel Environmental Barrier Coatings for the Protection of SiC Components

Greater gas turbine engine efficiency is a major goal in aeronautics research often pursued through increased engine operating temperatures. However, it is necessary to replace the current hot-stage alloy components with more thermally robust parts, such as Silicon-based ceramics and composites. Unfortunately, these materials are still susceptible to the effects of oxidation, water vapor, and (Calcium-Magnesium-Alumino-Silicate) CMAS interaction, among other issues at high temperature. To mitigate these effects, environmental barrier coating (EBC) materials are employed to help control the rate of degradation to the underlying composite, but must also survive the corrosive environment. The current study explores new design space in Mg-based EBC materials with respect to microstructure, high temperature phase stability, volatilization in water vapor, as well as structure-property relationships at high temperature.

Kowalski, Benjamin A.↗
NASA NTRS2005

High-Temperature (1000 F) Magnetic Thrust Bearing Test Rig Completed and Operational

Large axial loads are induced on the rolling element bearings of a gas turbine. To extend bearing life, designers use pneumatic balance pistons to reduce the axial load on the bearings. A magnetic thrust bearing could replace the balance pistons to further reduce the axial load. To investigate this option, the U.S. Army Research Laboratory, the NASA Glenn Research Center, and Texas A&M University designed and fabricated a 7-in.- diameter magnetic thrust bearing to operate at 1000 F and 30,000 rpm, with a 1000-lb load capacity. This research was funded through a NASA Space Technology Transfer Act with Allison Advance Development Company under the Ultra-Efficient Engine Technology (UEET) Intelligent Propulsion Systems Foundation Technology project.

Montague, Gerald T.↗
NASA NTRS2012

On-Shore Central Hydraulic Power Generation for Wind and Tidal Energy

Tidal energy, offshore wind energy, and onshore wind energy can be converted to electricity at a central ground location by means of converting their respective energies into high-pressure hydraulic flows that are transmitted to a system of generators by high-pressure pipelines. The high-pressure flows are then efficiently converted to electricity by a central power plant, and the low-pressure outlet flow is returned. The Department of Energy (DOE) is presently supporting a project led by Sunlight Photonics to demonstrate a 15 kW tidal hydraulic power generation system in the laboratory and possibly later submerged in the ocean. All gears and submerged electronics are completely eliminated. A second portion of this DOE project involves sizing and costing a 15 MW tidal energy system for a commercial tidal energy plant. For this task, Atlantis Resources Corporation s 18-m diameter demonstrated tidal blades are rated to operate in a nominal 2.6 m/sec tidal flow to produce approximately one MW per set of tidal blades. Fifteen units would be submerged in a deep tidal area, such as in Maine s Western Passage. All would be connected to a high-pressure (20 MPa, 2900 psi) line that is 35 cm ID. The high-pressure HEPG fluid flow is transported 500-m to on-shore hydraulic generators. HEPG is an environmentally-friendly, biodegradable, watermiscible fluid. Hydraulic adaptations to ORPC s cross-flow turbines are also discussed. For 15 MW of wind energy that is onshore or offshore, a gearless, high efficiency, radial piston pump can replace each set of top-mounted gear-generators. The fluid is then pumped to a central, easily serviceable generator location. Total hydraulic/electrical efficiency is 0.81 at full rated wind or tidal velocities and increases to 0.86 at 1/3 rated velocities.

wind energy↗
NASA NTRSDate not supplied

Multidisciplinary Optimization of A Transonic Truss-Braced Wing Aircraft Using Aviary

The continuous push to decrease fuel burn of single-aisle commercial aircraft has led to interest in a Transonic Truss-Braced Wing (TTBW) concept vehicle. Sporting high-slung wings that are long and slender to increase aerodynamic efficiency, a TTBW can also accommodate higher-bypass turbine engines. The combination of these two changes potentially leads to an overall decrease in fuel consumption. In this paper, a TTBW concept vehicle is assembled in the Aviary open-source tool for conceptual aircraft design. The conceptual-level aerodynamics and propulsion systems that come prepackaged with Aviary are replaced with higher-fidelity vortex lattice method for aerodynamics (VSPAERO) and a one-dimensional cycle analysis tool for propulsion (pyCycle). The vehicle is then optimized to minimize fuel burn for a representative commercial mission. Design parameters for the vehicle include the electrified turbine size, the size of the electric motors which are used for takeoff and climb assist, and battery capacity. The TTBW concept vehicle presented in this paper represents the first application of Aviary to an aircraft design problem.

Optimization↗
NASA NTRS1982

Performance of the coned-face end seal with regard to energy conservation

The effects of face coning on seal performance are evaluated with particular regard to the energy saving potential of convex conedface end seals as indicated by torque reduction. Experiments were conducted using a conventional carbon flat-face pusher-type seal, a coned-face pusher-type seal, coned-face bellows-type seal, and a modified coned-face pusher-type seal intended for dynamically unstable operation, with shaft rotation at up to 8000 rpm, pressures of up to 2758 kPa, and a petroleum-based turbine oil as lubricant. Torque at the seal interface is found to be reduced by 42% when the standard flat-face seal is replaced by a coned seal, although the leakage of the cone-face seal was 11 times greater. Reduction of seal balance from 76.1 to 51.3% resulted in an additional 44% reduction in torque, although at the expense of excessive leakage, but did not produce unstable operation. Face temperatures were reduced by 33-56 C and wear was also reduced greatly on the cone face seals. Seal performance is noted to be in agreement with analytical calculations.

Sehnal, J.↗
NASA NTRS1983

Corrosion fatigue of high strength fastener materials in seawater

Environmental effects which significantly reduce the fatigue life of metals are discussed. Corrosion fatigue is a major concern in the engineering application of high strength fasteners in marine environments. The corrosion fatigue failure of an AISI 41L4O high strength steel blade to hub attachment bolt at the MOD-OA 200 kW wind turbine generator was investigated. The reduction of fatigue strength of AISI 41L4O in marine environments and to obtain similar corrosion fatigue data for candidate replacement materials was studied. The AISI 4140, PH 13-8Mo stainless steel, alloy 718 and alloy MP-35N were tested in axial fatigue at a frequency of 20 Hz in dry air and natural seawater. The fatigue data are fitted by regression equations to allow determination of fatigue strength for a given number of cycles to failure.

Tipton, D. G.↗
NASA NTRS1998

Preliminary Tuft Testing of Metallic Bristles Versus PS212, PS300, and HVOF300

Turbine engine brush seals are designed with sacrificial brushes and hard shaft coatings to minimize shaft wear and reduce the cost of engine overhauls. Replacing a worm seal is more cost and time effective than refinishing an engine shaft. However, this tribological design causes excessive brush wear and reduces long term seal efficiency. An alternative approach is to coat the shaft with a solid lubricant and allow the bristles to wear into the shaft coating similar to traditional abradable labyrinth seals. This approach can result in reduced seal leakage by forcing the leakage to flow through the seal bristle pack or through a more tortuous shaft wear track. Key to this approach is limiting the shaft wear to an acceptable level were surface refinishing would not be required during every engine overhaul. Included in this paper are brush seal tuft test results for four metallic bristles (nickel-chrome or cobalt-chrome based superalloys) tested against three solid lubricant coatings (NASA's PS212, PS300, and HVOF300). These test results are also compared to previous baseline tests conducted with plasma sprayed chrome carbide. Compared to the baseline results, no tribological benefit was achieved with the metallic bristle/solid lubricant tribopairs tested. To improve the performance of the solid lubricant coatings, issues regarding lubricant phase sizes (homogeneity), and composition need to be addressed.

Fellenstein, James A.↗
NASA NTRS2012

Foundational Performance Analyses of Pressure Gain Combustion Thermodynamic Benefits for Gas Turbines

A methodology is described whereby the work extracted by a turbine exposed to the fundamentally nonuniform flowfield from a representative pressure gain combustor (PGC) may be assessed. The method uses an idealized constant volume cycle, often referred to as an Atkinson or Humphrey cycle, to model the PGC. Output from this model is used as input to a scalable turbine efficiency function (i.e., a map), which in turn allows for the calculation of useful work throughout the cycle. Integration over the entire cycle yields mass-averaged work extraction. The unsteady turbine work extraction is compared to steady work extraction calculations based on various averaging techniques for characterizing the combustor exit pressure and temperature. It is found that averages associated with momentum flux (as opposed to entropy or kinetic energy) provide the best match. This result suggests that momentum-based averaging is the most appropriate figure-of-merit to use as a PGC performance metric. Using the mass-averaged work extraction methodology, it is also found that the design turbine pressure ratio for maximum work extraction is significantly higher than that for a turbine fed by a constant pressure combustor with similar inlet conditions and equivalence ratio. Limited results are presented whereby the constant volume cycle is replaced by output from a detonation-based PGC simulation. The results in terms of averaging techniques and design pressure ratio are similar.

Paxson, Daniel E.↗
NASA NTRS2004

High-Temperature Hybrid Rotor Support System Developed

The Army Research Laboratory Vehicle Technology Directorate and the NASA Glenn Research Center demonstrated a unique high-speed, high-temperature rotor support system in September 2003. Advanced turbomachinery is on its way to surpassing the capabilities of rolling-element bearings and conventional dampers. To meet these demands, gas turbine engines of the future will demand increased efficiency and thrust-to-weight ratio, and reduced specific fuel consumption and noise. The more-electric engine replaces oil-lubricated bearings, dampers, gears, and seals with electrical devices. One such device is the magnetic bearing. The Vehicle Technology Directorate and Glenn have demonstrated the operation of a radial magnetic bearing in combination with a hydrostatic bearing at 1000 F at 31,000 rpm (2.3 MDN1). This unique combination takes advantage of a high-temperature rub surface in the event of electrical power loss or sudden overloads. The hydrostatic bearings allow load sharing with the magnetic bearing. The magnetic-hydrostatic bearing combination eliminates wear and high contact stress from sudden acceleration of the rolling-element bearings and overheating. The magnetic bearing enables high damping, adaptive vibration control, and precise rotor positioning, diagnostics, and health monitoring. A model of the test facility used at Glenn for this technology demonstration is shown. A high-temperature heteropolar radial magnetic bearing is located at the center of gravity of the test rotor. There is a 0.022-in. radial air gap between the rotor and stator. Two rub surface hydrostatic bearings were placed on either side of the magnetic bearing. The rotor is supported by a 0.002-in. hydrostatic air film and the magnetic field. The prototype active magnetic bearing cost $24,000 to design and fabricate and a set of four high temperature, rub-surface, hydrostatic bearings cost $28,000. This work was funded by the Turbine-Based Combined Cycle program.

Montague, Gerald T.↗
NASA NTRS1983

Examination, evaluation and repair of laminated wood blades after service on the Mod-OA wind turbine

Laminated wood blades were designed, fabricated, and installed on a 200-KW wind turbine (Mod-OA). The machine uses a two-blade rotor with a diameter of 38.1 m (125 ft). Each blade weights less than 1361 kg (3000 lb). After operating in the field, two blade sets were returned for inspection. One set had been in Hawaii for 17 months (7844 hr of operation) and the other had been at Block Island, Rhode Island, for 26 months (22 months operating - 7564 hr). The Hawaii set was returned because of one of the studs that holds the blade to the hub had failed. This was found to be caused by a combination of improper installation and inadequate corrosion protection. No other problems were found. The broken stud (along with four others that were badly corroded) was replaced and the blades are now in storage. The Block Island set of blades was returned at the completion of the test program, but one blade was found to have developed a crack in the leading edge along the entire span. This crack was found to be the result of a manufacturing process problem but was not structurally critical. When a load-deflection test was conducted on the cracked blade, the response was identical to that measured before installation. In general, the laminate quality of both blade sets was excellent. No significant internal delamination or structural defects were found in any blade. The stud bonding process requires close tolerance control and adequate corrosion protection, but studs can be removed and replaced without major problems. Moisture content stabilization does not appear to be a problem, and laminated wood blades are satisfactory for long-term operation on Mod-OA wind turbines.

Faddoul, J. R.↗
NASA NTRS1977

Development of the propulsion simulator - A test tool applicable to V/STOL configurations

A turbine engine multi-mission propulsion simulator, capable of representing inlet/airframe/nozzle flowfield interactions for supersonic V/STOL aircraft wind tunnel models, is described. The propulsion simulator replaces conventional aero flow-through and jet effects models with a single model; flow field interactions modeled by the simulator may include close-coupled inlets and nozzles, non-axisymmetric vectoring exhaust nozzles, and forward canards mounted near the inlets and wings. Wind tunnel tests of the simulation system at Mach numbers up to 1.2 are reported for a model typical of a F-15 aircraft installation. The possibility of applying the simulator to advanced V/STOL design programs is also discussed.

Eigenmann, M. F.↗
NASA NTRS1994

Iridium-Coated Rhenium Combustion Chamber

Iridium-coated rhenium combustion chamber withstands operating temperatures up to 2,200 degrees C. Chamber designed to replace older silicide-coated combustion chamber in small rocket engine. Modified versions of newer chamber could be designed for use on Earth in gas turbines, ramjets, and scramjets.

Schneider, Steven J.↗
NASA NTRS1974

Study of the costs and benefits of composite materials in advanced turbofan engines

Composite component designs were developed for a number of applicable engine parts and functions. The cost and weight of each detail component was determined and its effect on the total engine cost to the aircraft manufacturer was ascertained. The economic benefits of engine or nacelle composite or eutectic turbine alloy substitutions was then calculated. Two time periods of engine certification were considered for this investigation, namely 1979 and 1985. Two methods of applying composites to these engines were employed. The first method just considered replacing an existing metal part with a composite part with no other change to the engine. The other method involved major engine redesign so that more efficient composite designs could be employed. Utilization of polymeric composites wherever payoffs were available indicated that a total improvement in Direct Operating Cost (DOC) of 2.82 to 4.64 percent, depending on the engine considered, could be attained. In addition, the percent fuel saving ranged from 1.91 to 3.53 percent. The advantages of using advanced materials in the turbine are more difficult to quantify but could go as high as an improvement in DOC of 2.33 percent and a fuel savings of 2.62 percent. Typically, based on a fleet of one hundred aircraft, a percent savings in DOC represents a savings of four million dollars per year and a percent of fuel savings equals 23,000 cu m (7,000,000 gallons) per year.

Steinhagen, C. A.↗
NASA NTRS1994

Use of magnetic compression to support turbine engine rotors

Ever since the advent of gas turbine engines, their rotating disks have been designed with sufficient size and weight to withstand the centrifugal forces generated when the engine is operating. Unfortunately, this requirement has always been a life and performance limiting feature of gas turbine engines and, as manufacturers strive to meet operator demands for more performance without increasing weight, the need for innovative technology has become more important. This has prompted engineers to consider a fundamental and radical breakaway from the traditional design of turbine and compressor disks which have been in use since the first jet engine was flown 50 years ago. Magnetic compression aims to counteract, by direct opposition rather than restraint, the centrifugal forces generated within the engine. A magnetic coupling is created between a rotating disk and a stationary superconducting coil to create a massive inwardly-directed magnetic force. With the centrifugal forces opposed by an equal and opposite magnetic force, the large heavy disks could be dispensed with and replaced with a torque tube to hold the blades. The proof of this concept has been demonstrated and the thermal management of such a system studied in detail; this aspect, especially in the hot end of a gas turbine engine, remains a stiff but not impossible challenge. The potential payoffs in both military and commercial aviation and in the power generation industry are sufficient to warrant further serious studies for its application and optimization.

Pomfret, Chris J.↗
NASA NTRS1980

Development of low-cost directionally-solidified turbine blades

A low-cost directionally solidified (DS) casting of turbine blades of high stress rupture is discussed. The process uses an exothermically heated mold; a newly designed solid blade was cast for the high-pressure turbine of the TFE731-3 turbofan engine. Ni-based alloys Mar-M 247 and Mar-M 200 + Hf were used. The solid DS blade replaced a conventionally cast IN100 component; a 40% cost saving is expected, with a 2.4% reduction in the takeoff specific fuel consumption. The DS Mar-M 247 blade has been selected for production in the TFE731-3B-100, and advanced version of the TFE731-3.

Hoppin, G. S., III↗
NASA NTRS2002

Surface Enhancement Improves Crack Resistance

The low plasticity burnishing (LPB) process produces a deep layer of surface compression in a quick and affordable manner to produce metal surfaces free of scratches, nicks, and gouges. The process, designed for easy inclusion in the manufacturing environment, can be performed with conventional Computer Numerical Control machine tools. This allows parts to be processed during manufacturing, rather than as a post process in a separate facility. A smooth, free-rolling spherical ball suspended in a fluid allows for single-point contact. The ball comes into mechanical contact only with the surface to be burnished, and can be moved in any direction. LPB can be applied to all types of carbon and alloy steel, stainless steel, cast iron, aluminum, titanium, and nickel- based super alloys. In addition to improving a surface's resistance to fatigue and damage, treatment stops the growth of shallow cracks. The LPB process is used on the leading edges of turbine blades to improve resistance to foreign object damage and crack growth. This means significant savings for aircraft owners, since maintenance requirements to inspect for fatigue damage, replace parts, and remove corrosion damage increase the cost of operation.

Source record↗