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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 919 records · Page 51
All sourcesNASA NTRSDOE OSTI
NASA NTRS2002

RQL Sector Rig Testing of SiC/SiC Combustor Liners

Combustor liners, manufactured from silicon carbide fiber-reinforced silicon carbide (SiC/SiC) were tested for 260 hr using a simulated gas turbine engine cycle. This report documents the results of the last 56 hr of testing. Damage occurred in one of the six different components that make up the combustor liner set, the rich zone liner. Cracks in the rich zone liner initiated at the leading edge due to stresses resulting from the component attachment configuration. Thin film thermocouples and fiber optic pyrometers were used to measure the rich zone liner's temperature and these results are reported.

Verrilli, Michael J.↗
DOE OSTI2013

Airfoil seal system for gas turbine engine

A turbine airfoil seal system of a turbine engine having a seal base with a plurality of seal strips extending therefrom for sealing gaps between rotational airfoils and adjacent stationary components. The seal strips may overlap each other and may be generally aligned with each other. The seal strips may flex during operation to further reduce the gap between the rotational airfoils and adjacent stationary components.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2014

Land-Based Wind Plant Balance-of-System Cost Drivers and Sensitivities (Poster)

With Balance of System (BOS) costs contributing up to 30% of the installed capital cost, it is fundamental to understand the BOS costs for wind projects as well as potential cost trends for larger turbines. NREL developed a BOS model using project cost estimates developed by industry partners. Aspects of BOS covered include engineering and permitting, foundations for various wind turbines, transportation, civil work, and electrical arrays. The data introduce new scaling relationships for each BOS component to estimate cost as a function of turbine parameters and size, project parameters and size, and geographic characteristics. Based on the new BOS model, an analysis to understand the non‐turbine wind plant costs associated with turbine sizes ranging from 1-6 MW and wind plant sizes ranging from 100-1000 MW has been conducted. This analysis establishes a more robust baseline cost estimate, identifies the largest cost components of wind project BOS, and explores the sensitivity of the capital investment cost and the levelized cost of energy to permutations in each BOS cost element. This presentation shows results from the model that illustrate the potential impact of turbine size and project size on the cost of energy from US wind plants.

17 WIND ENERGY↗
NASA NTRS2005

Thermal and Environmental Barrier Coatings for Advanced Turbine Engine Applications

Ceramic thermal and environmental barrier coatings (T/EBCs) will play a crucial role in advanced gas turbine engine systems because of their ability to significantly increase engine operating temperatures and reduce cooling requirements, thus help achieve engine low emission and high efficiency goals. Advanced T/EBCs are being developed for the low emission SiC/SiC ceramic matrix composite (CMC) combustor applications by extending the CMC liner and vane temperature capability to 1650 C (3000 F) in oxidizing and water vapor containing combustion environments. Low conductivity thermal barrier coatings (TBCs) are also being developed for metallic turbine airfoil and combustor applications, providing the component temperature capability up to 1650 C (3000 F). In this paper, ceramic coating development considerations and requirements for both the ceramic and metallic components will be described for engine high temperature and high-heat-flux applications. The underlying coating failure mechanisms and life prediction approaches will be discussed based on the simulated engine tests and fracture mechanics modeling results.

Zhu, Dong-Ming↗
NASA NTRS1990

Small engine technology programs

Described here is the small engine technology program being sponsored at the Lewis Research Center. Small gas turbine research is aimed at general aviation, commuter aircraft, rotorcraft, and cruise missile applications. The Rotary Engine program is aimed at supplying fuel flexible, fuel efficient technology to the general aviation industry, but also has applications to other missions. The Automotive Gas Turbine (AGT) and Heavy-Duty Diesel Transport Technology (HDTT) programs are sponsored by DOE. The Compound Cycle Engine program is sponsored by the Army. All of the programs are aimed towards highly efficient engine cycles, very efficient components, and the use of high temperature structural ceramics. This research tends to be generic in nature and has broad applications. The HDTT, rotary technology, and the compound cycle programs are all examining approaches to minimum heat rejection, or 'adiabatic' systems employing advanced materials. The AGT program is also directed towards ceramics application to gas turbine hot section components. Turbomachinery advances in the gas turbine programs will benefit advanced turbochargers and turbocompounders for the intermittent combustion systems, and the fundamental understandings and analytical codes developed in the research and technology programs will be directly applicable to the system projects.

Niedzwiecki, Richard W.↗
DOE OSTI2021

Convection in Scaled Turbine Internal Cooling Passages With Additive Manufacturing Roughness

Abstract Additive manufacturing processes, such as direct metal laser sintering (DMLS), enable the creation of novel turbine cooling internal passages and systems. However, the DMLS method produces a significant and unique surface roughness. Previous work in scaled passages analyzed pressure losses and friction factors associated with the rough surfaces, as well as investigated the velocity profiles and turbulent flow characteristics within the passage. In this study, the heat transfer characteristics of scaled additively manufactured surfaces were measured using infrared (IR) thermography. Roughness panels were CNC machined from plates of aluminum 6061 to create near isothermal roughness elements when heated. Fluid resistance differences between the aluminum roughness panels and roughness panels constructed from ABS plastic using the same roughness patterns from McClain et al. (2020, “Flow in a Simulated Turbine Blade Cooling Channel With Spatially Varying Roughness Caused by Additive Manufacturing Orientation,” ASME Turbo Expo 2020, Turbomachinery Technical Conference and Exposition, Virtual Conference, Sept. 21–25, GT2020-16069) were investigated. Finally, the overall thermal performance enhancements and friction losses were assessed through the calculation of surface averaged “global thermal performance” ratios. The global thermal performance characterizations indicate results in-line with those found for traditional commercial roughness and slightly below traditional internal passage convection enhancement methods such as swirl chambers, dimples, and ribs. The passages investigated in this study do not include compressibility effects or the long-wavelength artifacts and channel geometric deviations observed by Wildgoose et al. (2020, “Impact of Additive Manufacturing on Internal Cooling Channels with Varying Diameters and Build Directions,” ASME Turbo Expo 2020, Turbomachinery Technical Conference and Exposition, Virtual Conference, Sept. 21–25, GT2020-15049). However, the results of this study indicate that, based on the roughness augmentation alone, artificial convective cooling enhancers such as turbulators or dimples may still be required for additively manufactured turbine component cooling.

Engineering↗
DOE OSTI2018

Creep and Tensile Properties of Direct Metal Laser Sintered (DMLS) Inconel 738LC Coupons and Comparison to Cast Properties

Due to the nature of sCO2 power cycles, a number of turbine parts must have good mechanical properties at elevated temperatures. For recompression cycles, the turbine inlet temperature is between 600°C - 750°C, which puts nearly all high-temperature turbine parts into a creep regime. The high-strength parts in these applications are often composed of materials having high nickel or chrome contents, and are often termed superalloys. At these temperatures, the blades must survive mechanical loads due to centrifugal stress and blade loading. While centrifugal stress is primarily a function of tip velocity and its associated centrifugal acceleration, blade loading is a function of power density. Since sCO2 turbomachinery is approaching the power density of rocket engines, blade loading tends to be quite large. Another result of this high power density is that blade passages for 1-10 MW turbines tend to be quite small, making conventional fabrication methods challenging and costly; this leads engineers to pioneer new techniques to address these challenges. The authors of the current work are addressing this challenge by applying additive manufacturing techniques in the production of a 10 MW radial inflow impeller. While a comprehensive database exists for the mechanical properties of forged and cast superalloys, data is sparse for superalloys fashioned by direct metal laser sintering (DMLS) or other additive manufacturing methods. For the remainder of this work, the term printed will refer to components manufactured using one of these processes for brevity. The current work stems from the desire to manufacture a radial inflow turbine impeller using additive manufactured (AM) Inconel 738. While Siemens has adopted the use of DMLS printed Inconel 738 for use in select aviation engine parts, creep and tensile properties have not been published to the extent needed to validate a given design. The current work will show creep and tensile properties of AM Inconel 738 in the horizontal and vertical build directions and their respective comparison to cast Inconel 738 properties.

wilkes, Jason↗
NASA NTRS2023

Harnessing the Digital Transformation for Development of Electrified Aircraft Propulsion Control Systems

Hybrid electric aircraft propulsion is an emerging technology that presents a variety of potential benefits along with technical integration challenges. Developing these new propulsion architectures with their complex control systems, and ultimately proving their benefit, is a multistep process. This process includes concept development and analysis, dynamic simulation, hardware-in-the-loop testing, full-scale testing, and so on. This effort is being revolutionized and indeed enabled by new digital tools that support increasing the technology readiness level throughout the maturation process. As part of this Digital Transformation, NASA has developed a suite of publicly available digital tools that facilitate the path from concept to implementation. This paper describes the NASA-developed tools and puts them in the context of control system development for hybrid electric aircraft propulsion. The three MATLAB®-based software packages are the Toolbox for the Modeling and Analysis of Thermodynamic Systems (T-MATS), the Electrical Modeling and Thermal Analysis Toolbox (EMTAT), and the Thermal Systems Analysis Toolbox (TSAT). These tools are interactive, complementary, and compatible with each other. T-MATS is a modular thermodynamic modeling framework designed for creating custom component level models of jet engines. EMTAT is a modeling framework used to simulate a variety of power electronic devices, using both physics-based and power flow calculations. TSAT is a framework for modeling and analysis of dynamic heat transfer. These packages all consist of graphical, drag-and-drop, parameterizable building blocks representing various components of the system to be modeled, e.g., compressors, turbines, motors, energy storage devices, etc. They are designed to enable the user to model and simulate the end-to-end dynamic operation of a hybrid electric gas turbine engine powertrain at the timescale of the turbomachinery, capturing mechanical, electrical, and thermal interactions. This paper demonstrates through multiple examples how these tools have been used successfully in a variety of applications, including several of the early stages of hybrid electric gas turbine engine propulsion system development, from the initial system modeling to real-time interactive pilot-in-the-loop simulation to physical hardware-in-the-loop testing, each step bringing the technology closer to fruition.

hybrid electric propulsion↗
NASA NTRS1977

Tripropellant engine study

Work conducted was devoted to three main tasks. Thermochemical equilibrium performance data were assembled to establish the expected performance calculations of the mode 1 engine propellant combinations and thermodynamic and transport data for the products of combustion. Turbine drive gas characteristics were also established. Thrust chamber and nozzle cooling studies were devoted to the evaluation of H2, C3H8, CH4, and RP-1 as coolants in the existing SSME cooling circuit geometry. It was found that all these candidate coolants are feasible without limiting the desired operating conditions with the exception of RP-1, which would limit the maximum P(c) to 2000 psia. RP-1 could be used, however, to cool the nozzle only without imposing the chamber pressure limit. A total of 15 candidate engine system cycles were selected and a preliminary engine system balance was conducted for 12 of these systems to establish component operating flowrates, pressures and temperatures. It was found that the staged combustion cycles employing fuel rich LOX/hydrocarbon turbine drive gases are power limited.

Wheeler, D. B.↗
NASA NTRS1997

An Investigation of SiC/SiC Woven Composite Under Monotonic and Cyclic Loading

The desirable properties in ceramic matrix composites (CMCs), such as high temperature strength, corrosion resistance, high toughness, low density, or good creep resistance have led to increased use of CMCs in high-speed engine structural components and structures that operate in extreme temperature and hostile aero-thermo-chemical environments. Ceramic matrix composites have been chosen for turbine material in the design of 21 st-century civil propulsion systems to achieve high fuel economy, improved reliability, extended life, and reduced cost. Most commercial CMCs are manufactured using a chemical vapor infiltration (CVI) process. However, a lower cost fabrication known as melt-infiltration process is also providing CMCs marked for use in hot sections of high-speed civil transports. The scope of this paper is to report on the material and mechanical characterization of the CMCs subjected to this process and to predict the behavior through an analytical model. An investigation of the SiC/SiC 8-harness woven composite is ongoing and its tensile strength and fatigue behavior is being characterized for room and elevated temperatures. The investigation is being conducted at below and above the matrix cracking stress once these parameters are identified. Fractography and light microscopy results are being studied to characterize the failure modes resulting from pure uniaxial loading. A numerical model is also being developed to predict the laminate properties by using the constituent material properties and tow undulation.

Lang, J.↗
NASA NTRS1998

Mechanical Behavior and Analytical Modeling of Melt-Infiltrated SiC/SiC Woven Composite

The desirable properties in ceramic matrix composites (CMCs), such as high temperature strength, corrosion resistance, high toughness, low density, or good creep resistance have led to increased use of CMCs in high-speed engine structural components and structures that operate in extreme temperature and hostile aero-thermo-chemical environments. Ceramic matrix composites have been chosen for turbine material in the design of 21st century civil propulsion systems to achieve high fuel economy, improved reliability, extended life, and reduced cost. Most commercial CMCs are manufactured using a chemical vapor infiltration (CVI) process. However, a lower cost fabrication known as melt-infiltration process is also providing CMCs marked for use in hot sections of high-speed civil transports. Limited samples of a SiC/SiC melt-infiltrated woven composites are being investigated at room and elevated temperature below and above matrix cracking. These samples show graceful failure and toughness at room temperature with a reduction in strength and modulus at elevated temperatures. A generic finite element model is also being developed to predict monotonic and cyclic loading behavior of the woven composite. Use of the initial test data from the woven composite is being used for the development of the analytical model. This model is the first of a iterative process leading towards the development the model's capability to predict behavior at room and elevated temperature for monotonic and cyclic loading. The purpose of this paper is to report on the material and mechanical findings of the SiC/SiC melt-infiltrated woven composite and progress on the development of the finite element model.

Lang, J.↗
NASA NTRS1999

Diffusion Barriers to Increase the Oxidative Life of Overlay Coatings

Currently, most blades and vanes in the hottest section of aero gas turbine engines require some type of coating for oxidation protection. Newly developed single crystal superalloys have the mechanical potential to operate at increasingly higher component temperatures. However, at these elevated temperatures, coating/substrate interdiffusion can shorten the protective life of the coating. Diffusion barriers between overlay coatings and substrates are being examined to extend the protective life of the coating. A previously- developed finite-difference diffusion model has been modified to predict the oxidative life enhancement due to use of a diffusion barrier. The original diffusion model, designated COSIM, simulates Al diffusion in the coating to the growing oxide scale as well as Al diffusion into the substrate. The COSIM model incorporates an oxide growth and spalling model to provide the rate of Al consumption during cyclic oxidation. Coating failure is predicted when the Al concentration at the coating surface drops to a defined critical level. The modified COSIM model predicts the oxidative life of an overlay coating when a diffusion barrier is present eliminating diffusion of Al from the coating into the substrate. Both the original and the modified diffusion models have been used to predict the effectiveness of a diffusion barrier in extending the protective life of a NiCrAl overlay coating undergoing cyclic oxidation at 1100 C.

Nesbitt, James A.↗
NASA NTRS2005

Advanced Environmental Barrier Coatings Development for Si-Based Ceramics

Advanced environmental barrier coating concepts based on multi-component HfO2 (ZrO2) and modified mullite systems are developed for monolithic Si3N4 and SiC/SiC ceramic matrix composite (CMC) applications. Comprehensive testing approaches were established using the water vapor cyclic furnace, high pressure burner rig and laser heat flux steam rig to evaluate the coating water vapor stability, cyclic durability, radiation and erosion resistance under simulated engine environments. Test results demonstrated the feasibility and durability of the environmental barrier coating systems for 2700 to 3000 F monolithic Si3N4 and SiC/SiC CMC component applications. The high-temperature-capable environmental barrier coating systems are being further developed and optimized in collaboration with engine companies for advanced turbine engine applications.

Zhu, Dong-Ming↗
NASA NTRS1993

Advanced Turbine Technology Applications Project (ATTAP)

This report is the fifth in a series of Annual Technical Summary Reports for the Advanced Turbine Technology Applications Project (ATTAP), sponsored by the U.S. Department of Energy (DOE). The report was prepared by Garrett Auxiliary Power Division (GAPD), a unit of Allied-Signal Aerospace Company, a unit of Allied Signal, Inc. The report includes information provided by Garrett Ceramic Components, and the Norton Advanced Ceramics Company, (formerly Norton/TRW Ceramics), subcontractors to GAPD on the ATTAP. This report covers plans and progress on ceramics development for commercial automotive applications over the period 1 Jan. through 31 Dec. 1992. Project effort conducted under this contract is part of the DOE Gas Turbine Highway Vehicle System program. This program is directed to provide the U.S. automotive industry the high-risk, long-range technology necessary to produce gas turbine engines for automobiles with reduced fuel consumption, reduced environmental impact, and a decreased reliance on scarce materials and resources. The program is oriented toward developing the high-risk technology of ceramic structural component design and fabrication, such that industry can carry this technology forward to production in the 1990's. The ATTAP test bed engine, carried over from the previous AGT101 project, is being used for verification testing of the durability of next generation ceramic components, and their suitability for service at Reference Powertrain Design conditions. This document reports the technical effort conducted by GAPD and the ATTAP subcontractors during the fifth year of the project. Topics covered include ceramic processing definition and refinement, design improvements to the ATTAP test bed engine and test rigs, and the methodology development of ceramic impact and fracture mechanisms. Appendices include reports by ATTAP subcontractors in the development of silicon nitride materials and processes.

Source record↗
DOE OSTI2016

A systems engineering analysis of three-point and four-point wind turbine drivetrain configurations

This study compares the impact of drivetrain configuration on the mass and capital cost of a series of wind turbines ranging from 1.5 MW to 5.0 MW power ratings for both land-based and offshore applications. The analysis is performed with a new physics-based drivetrain analysis and sizing tool, Drive Systems Engineering (DriveSE), which is part of the Wind-Plant Integrated System Design & Engineering Model. DriveSE uses physics-based relationships to size all major drivetrain components according to given rotor loads simulated based on International Electrotechnical Commission design load cases. The model's sensitivity to input loads that contain a high degree of variability was analyzed. Aeroelastic simulations are used to calculate the rotor forces and moments imposed on the drivetrain for each turbine design. DriveSE is then used to size all of the major drivetrain components for each turbine for both three-point and four-point configurations. The simulation results quantify the trade-offs in mass and component costs for the different configurations. On average, a 16.7% decrease in total nacelle mass can be achieved when using a three-point drivetrain configuration, resulting in a 3.5% reduction in turbine capital cost. This analysis is driven by extreme loads and does not consider fatigue. Thus, the effects of configuration choices on reliability and serviceability are not captured. Furthermore, a first order estimate of the sizing, dimensioning and costing of major drivetrain components are made which can be used in larger system studies which consider trade-offs between subsystems such as the rotor, drivetrain and tower.

17 WIND ENERGY↗
NASA NTRS2013

Acoustic Performance of Drive Rig Mufflers for Model Scale Engine Testing

Aircraft engine component testing at the NASA Glenn Research Center (GRC) includes acoustic testing of scale model fans and propellers in the 9- by15-Foot Low Speed Wind Tunnel (LSWT). This testing utilizes air driven turbines to deliver power to the article being studied. These air turbines exhaust directly downstream of the model in the wind tunnel test section and have been found to produce significant unwanted noise that reduces the quality of the acoustic measurements of the engine model being tested. This report describes an acoustic test of a muffler designed to mitigate the extraneous turbine noise. The muffler was found to provide acoustic attenuation of at least 8 dB between 700 Hz and 20 kHz which significantly improves the quality of acoustic measurements in the facility.

Stephens, David, B.↗
DOE OSTI2018

Updated Draft ASME Boiler and Pressure Vessel Code Case for Use of Alloy 617 for Construction of Nuclear Components for Section III Division 5

Early in the United States’ very high temperature reactor program, several candidate nickel alloys were considered for use in construction of the intermediate heat exchanger. Based primarily on technical maturity, a downselection was made to focus on Alloy 617. After this downselection, the primary goal of the research and development program was to develop sufficient information on the high temperature properties of the material to qualify it for construction of high temperature nuclear components in the American Society of Mechanical Engineers (ASME) Boiler and Pressure Vessel (BPV) Code. Alloy 617 is a solid solution strengthened material with nominal Ni Cr Co Mo composition, originally developed for aerospace applications such as burner can liners for turbine engines by Huntington Alloys. (Huntington Alloys is now Special Metals Division of Precision Castparts, Inc.) The ASME BPV Code allows use of Alloy 617 for construction of non nuclear pressure vessels, and Alloy 617 is used in fossil fired power plants. Section III, Division 1, Subsection NB of the ASME BPV Code was developed for construction of nuclear components in light water reactors and allows use of ferritic materials up to 700°F and austenitic alloys up to 800°F. Subsection NH of Section III Division 1 was written to allow higher temperature construction with a primary focus on sodium cooled reactors. Recently, a new Division 5 of Section III was published specifically for high temperature reactors (regardless of the primary working fluid) and incorporates both Subsections NB and NH. There are only five alloys currently allowed for use in high temperature nuclear components: 2.25Cr 1 Mo and V modified 9Cr 1Mo steels, Types 304 and 316 stainless steels, and the high nickel austenitic Alloy 800H. This very sparse set of allowed materials is in contrast with the collection of more than 150 materials that are allowed for use in non nuclear pressure vessel construction. A draft Code Case to add Alloy 617 to the list of qualified alloys for use in high temperature nuclear design was submitted to ASME in the early 1990s, but it was withdrawn prior to formal Code action.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
NASA NTRS2005

Innovative Adaptive Control Method Demonstrated for Active Suppression of Instabilities in Engine Combustors

This year, an improved adaptive-feedback control method was demonstrated that suppresses thermoacoustic instabilities in a liquid-fueled combustor of a type used in aircraft engines. Extensive research has been done to develop lean-burning (low fuel-to-air ratio) combustors that can reduce emissions throughout the mission cycle to reduce the environmental impact of aerospace propulsion systems. However, these lean-burning combustors are susceptible to thermoacoustic instabilities (high-frequency pressure waves), which can fatigue combustor components and even downstream turbine blades. This can significantly decrease the safe operating life of the combustor and turbine. Thus, suppressing the thermoacoustic combustor instabilities is an enabling technology for meeting the low-emission goals of the NASA Ultra-Efficient Engine Technology (UEET) Project.

Kopasakis, George↗